The fibres are not the problem in this respect, but the matrix resins will typically decompose above 200°C. For very high temperatures is possible to embed the fibers in a matrix also of carbon instead of the usual epoxy. This makes it a very heavy material however that you would consequently use only in applications where even metals could not survive (Shuttle nose cone and wing leading edges).
Chinese Engine Development
- Thread starter jackbh
- Start date
The fibres are not the problem in this respect, but the matrix resins will typically decompose above 200°C. For very high temperatures is possible to embed the fibers in a matrix also of carbon instead of the usual epoxy. This makes it a very heavy material however that you would consequently use only in applications where even metals could not survive (Shuttle nose cone and wing leading edges).
by78
General
Yep, I edited my post before I saw your reply.
How accurate is this? That is way faster than I thought it would be considering the development time of the WS-15.
Are high bypass engines easier to develop than low bypass ones?
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Did you mean reliable by "accurate"? It is the half year report by AECC.
You should not mix WS-20 with WS-15 when judging the progress. WS-20 uses the core of WS-10 which is very mature. WS-15 is a totally new core.
High bypass engine is not necessarily easier than low bypass one. The key issue is the core. Once the core is done, there are two sets of challenges for further development. For low bypass jet engine, it is the nozzle and the afterburner. For high bypass engine, it is the fan. None of them is easier than the other.
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Isn't high bypass easier since the fan is exposed to relatively low temperatures and an inert chemical environment?
Commercial engines don’t have to contend with physical extremes as much, but they also have far more demanding reliability requirements.
SamuraiBlue
Captain
Too much meaningless argument if you ask me. The mock up was a fighter jet engine so it is not a hi-bypass engine, the carbon composite was used on the exhaust nozzle not anywhere near the air intake, high temperature tolerance of carbon composite is based in a vacuum, carbon composite oxidizes when high temperature is applied in open air condition.
Are the F100, M88 and F414 high-BPR engines?
