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Originally posted by mtmaraca
You can disagree with me, that's fine, but don't give me the condescending little smiley as if you couldn't possibly fit a 3m fan, but you can fit 2 2.1m fans.
I think there are better ways to deal with the space issue, like mounting the engine inside the fuselage and designing a conformal inlet to feed it. If I were designing the aircraft, I'd rather deal with that than the extra weight of the dual-fan system.
Originally posted by Zaphod58
Apparently Pratt & Whitney thinks there's some value to the idea, or they wouldn't have filed the patent. They're not the kind of company that just files for a patent with any idea they come up with.
Originally posted by _Del_
The OV-22 engine/crossdrive configuration is brilliant, but has been nothing but a headache for over a decade.
Originally posted by ShatteredSkies
Why not just place the fans in the wing roots like the Comet or how the Nimrod has her engines?
This is of course for a larger short-haul aircraft the size of an A320 that would require at least two engines.
Shattered OUT...
Originally posted by ShatteredSkies
But then you changed the Charger's body too, so much to the fact that it wouldn't immediately be recognizable as a charger, one would have to pay much closer attention.
Originally posted by ShatteredSkies
Why not just place the fans in the wing roots like the Comet or how the Nimrod has her engines?
This is of course for a larger short-haul aircraft the size of an A320 that would require at least two engines.
Shattered OUT...
Particular industry hopes rest on Pratt and Whitney, part of United Technologies, which is making a big splash again this year with its "geared turbofan" engines...
Innovative use of gearing allows the main front fan and the rear sections of the engine to operate at different, optimum speeds....
Meanwhile, Rolls-Royce, GE, and CFM are all also thought to be working on new ideas for " open rotor" engines.