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.
Turbofan engines are usually described in terms of BPR, which together with engine pressure ratio, turbine inlet temperature and fan pressure ratio are important design parameters. In addition BPR is quoted for turboprop and unducted fan installations because their high propulsive efficiency gives them the overall efficiency characteristics of very high bypass turbofans. This allows them to be shown together with turbofans on plots which show trends of reducing specific fuel consumption (SFC) with increasing BPR. BPR is also quoted for lift fan installations where the fan airflow is remote from the engine and doesn't physically touch the engine core.
Bypass provides a lower fuel consumption for the same thrust, measured as thrust specific fuel consumption (grams/second fuel per unit of thrust in kN using SI units). Lower fuel consumption that comes with high bypass ratios applies to turboprops, using a propeller rather than a ducted fan.[2][3][4][5] High bypass designs are the dominant type for commercial passenger aircraft and both civilian and military jet transports.
Business jets use medium BPR engines.[6]
Combat aircraft use engines with low bypass ratios to compromise between fuel economy and the requirements of combat: high power-to-weight ratios, supersonic performance, and the ability to use afterburners.
If all the gas power from a gas turbine is converted to kinetic energy in a propelling nozzle, the aircraft is best suited to high supersonic speeds. If it is all transferred to a separate big mass of air with low kinetic energy, the aircraft is best suited to zero speed (hovering). For speeds in between, the gas power is shared between a separate airstream and the gas turbine's own nozzle flow in a proportion which gives the aircraft performance required. The first jet aircraft were subsonic and the poor suitability of the propelling nozzle for these speeds due to high fuel consumption was understood, and bypass proposed, as early as 1936 (U.K. Patent 471,368). The underlying principle behind bypass is trading exhaust velocity for extra mass flow which still gives the required thrust but uses less fuel. Frank Whittle called it "gearing down the flow".[7] Power
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@Serval
It used to be AmongUsIsTheBestGameAlsoRedsKindaSusNGLVoteRedPlzz
Because it is long @Serval
@Highground i did notice such anomaly happening (lol)
@Highground i did notice such anomaly happening (lol(
@WarshipDude it's somehow your highest rated build
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.
Turbofan engines are usually described in terms of BPR, which together with engine pressure ratio, turbine inlet temperature and fan pressure ratio are important design parameters. In addition BPR is quoted for turboprop and unducted fan installations because their high propulsive efficiency gives them the overall efficiency characteristics of very high bypass turbofans. This allows them to be shown together with turbofans on plots which show trends of reducing specific fuel consumption (SFC) with increasing BPR. BPR is also quoted for lift fan installations where the fan airflow is remote from the engine and doesn't physically touch the engine core.
Bypass provides a lower fuel consumption for the same thrust, measured as thrust specific fuel consumption (grams/second fuel per unit of thrust in kN using SI units). Lower fuel consumption that comes with high bypass ratios applies to turboprops, using a propeller rather than a ducted fan.[2][3][4][5] High bypass designs are the dominant type for commercial passenger aircraft and both civilian and military jet transports.
Business jets use medium BPR engines.[6]
Combat aircraft use engines with low bypass ratios to compromise between fuel economy and the requirements of combat: high power-to-weight ratios, supersonic performance, and the ability to use afterburners.
If all the gas power from a gas turbine is converted to kinetic energy in a propelling nozzle, the aircraft is best suited to high supersonic speeds. If it is all transferred to a separate big mass of air with low kinetic energy, the aircraft is best suited to zero speed (hovering). For speeds in between, the gas power is shared between a separate airstream and the gas turbine's own nozzle flow in a proportion which gives the aircraft performance required. The first jet aircraft were subsonic and the poor suitability of the propelling nozzle for these speeds due to high fuel consumption was understood, and bypass proposed, as early as 1936 (U.K. Patent 471,368). The underlying principle behind bypass is trading exhaust velocity for extra mass flow which still gives the required thrust but uses less fuel. Frank Whittle called it "gearing down the flow".[7] Power
@Highground XD, my Jar 7x is Merely Trending on SP
@WarshipDude stop that or I will be Angy
@Highground "Angy"
shut mouth
Red sus
Bruh the mods will be Angy
Lol