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By Raymond L. Bisplinghoff, Holt Ashley, Robert L.Halfman

ISBN-10: 0486691896

ISBN-13: 9780486691893

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42 Chapter 2 mizing the compressor temperature ratio and hence the thermal efficiency, and at the same time driving the propulsive efficiency to unity. The thrust per unit of airflow is zero at this point, because there is no heat addition, and the engine can produce no work. In any real cycle, losses would cause the thrust to be small long before 'c approaches this limit. Nevertheless, the argument does serve to show that the compressor pressure ratio that maxi­ mizes I is larger than the one that maximizes F/mao .

Noise from turbomachinery has its origins in unsteadiness, due in some cases simply to the rotation of the compressor and in other cases to the passage of moving blades past nearby stationary objects or through their wakes. The "buzz saw" noise of high-bypass engines on takeoff is in the former category; the high-pitched whine more usually associated with tur­ bojet engines is in the latter. 12 Thrust and Drag Conventionally, the forces acting on an aircraft in its direction of motion are divided into two parts: thrust and drag.

Compare the stress at the center of a bar with the same tip velocity. 6 is a key design parameter for aircraft engines. Using the definitions of thermal and propulsive efficiencies, show that it can be expressed as oc = CpqTJ(y :)M02)<�)(m�o) q _ - 1 � where is the heat added per unit mass of airflow through the core engine and is the overall efficiency. Assume that the core and fanjet velocities are equal and that all fan work is con­ verted to fan-jet kinetic energy. 2 Ideal Cycle Analysis: Trends Cycle analysis is the study of the thermodynamic behavior of air as it flows through an engine, without regard for the mechanical means used to effect its motion.

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Aeroelasticity by Raymond L. Bisplinghoff, Holt Ashley, Robert L.Halfman


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