A gas turbine engine for an aircraft includes an engine core including a turbine, compressor, and core shaft connecting turbine to compressor; a fan located upstream of the engine core and including a plurality of fan blades each having a leading and trailing edge. The turbine includes a lowest pressure turbine stage having a row of rotor blades, each rotor blades extending radially and having a leading and trailing edge. The engine has a fan tip axis that joins a radially outer tip of the leading edge of a fan blade and the radially outer tip of the trailing edge of a rotor blade of the lowest pressure stage. The fan tip axis lies in a longitudinal plane which contains a centreline of engine. A fan axis angle is defined as the angle between fan tip axis and centreline, and is in a range between 10 and 20 degrees.

A gas turbine engine includes a rotatable first shaft, a first disk connected to the first shaft, a second disk connected to the first shaft, a combustor radially outward from the first disk and the second disk, and a heat exchanger connected to the combustor aft of the second disk. The first disk includes a row of low pressure compressor blades and a row of high pressure turbine blades connected to a radially outer end of the row of low pressure compressor blades. The second disk includes a row of high pressure compressor blades and a row of low pressure turbine blades connected to a radially outer end of the row of high pressure compressor blades.

A fan case for use in a turbofan engine is provided. The fan case includes an aft portion having a substantially cylindrical cross-sectional shape, and a forward portion extending from the aft portion. A cross-sectional shape of the forward portion progressively decreases in radial size as the forward portion extends from the aft portion.

A fan case for use in a turbofan engine is provided. The fan case includes an aft portion having a substantially cylindrical cross-sectional shape, and a forward portion extending from the aft portion. A cross-sectional shape of the forward portion progressively decreases in radial size as the forward portion extends from the aft portion.

A gas turbine engine for an aircraft includes an engine core including a turbine, compressor, and core shaft connecting turbine to compressor; a fan located upstream of the engine core and including a plurality of fan blades each having a leading and trailing edge. The turbine includes a lowest pressure turbine stage having a row of rotor blades, each rotor blades extending radially and having a leading and trailing edge. The engine has a fan tip axis that joins a radially outer tip of the leading edge of a fan blade and the radially outer tip of the trailing edge of a rotor blade of the lowest pressure stage. The fan tip axis lies in a longitudinal plane which contains a centreline of engine. A fan axis angle is defined as the angle between fan tip axis and centreline, and is in a range between 10 and 20 degrees.

The present disclosure is directed to a gas turbine engine including a turbine section including a first rotating component interdigitated along a longitudinal direction with a second rotating component. The first rotating component and the second rotating component are each coupled to a speed reduction assembly in counter-rotating arrangement. The first rotating component comprising an outer shroud and a plurality of outer shroud airfoils extended inward along a radial direction from the outer shroud. A connecting member couples the outer shroud to a radially extended first rotor. The second rotating component comprising an inner shroud and a plurality of inner shroud airfoils extended outward along the radial direction from the inner shroud, the plurality of inner shroud airfoils in alternating arrangement along the longitudinal direction with the plurality of outer shroud airfoils. The gas turbine engine defines a radius per unit thrust defined by a maximum radius at the turbine section over a maximum thrust output between approximately 0.0004 to approximately 0.0010 inches per pound thrust.

The present disclosure is directed to a gas turbine engine including a turbine section including a first rotating component interdigitated along a longitudinal direction with a second rotating component. The first rotating component and the second rotating component are each coupled to a speed reduction assembly in counter-rotating arrangement. The first rotating component comprising an outer shroud and a plurality of outer shroud airfoils extended inward along a radial direction from the outer shroud. A connecting member couples the outer shroud to a radially extended first rotor. The second rotating component comprising an inner shroud and a plurality of inner shroud airfoils extended outward along the radial direction from the inner shroud, the plurality of inner shroud airfoils in alternating arrangement along the longitudinal direction with the plurality of outer shroud airfoils. The gas turbine engine defines a radius per unit thrust defined by a maximum radius at the turbine section over a maximum thrust output between approximately 0.0004 to approximately 0.0010 inches per pound thrust.

There is provided a propulsion system for an aircraft, the system having a low-fan-pressure-ratio engine configured to be mounted, in a forward over-wing-flow installation, to a wing of the aircraft. The engine has a core, a variable pitch fan, and a nacelle having a nacelle trailing edge with a top-most portion positioned above a wing leading edge. The engine has an L/D ratio of the nacelle in a range of from 0.6 to 1.0, and a fan-pressure-ratio in a range of from 1.10 to 1.30. The forward over-wing-flow installation enables, during all flight phases of the aircraft, a fan flow exhaust to flow behind the nacelle, and to be bifurcated by the wing leading edge, so the fan flow exhaust flows both over the wing and under the wing. During a cruise flight phase of the aircraft, the engine minimizes scrubbing drag of the fan flow exhaust to the wing.

These new thrusters simultaneously use wheels of the CARPYZ THRA Turbo Powered Helicopter Reactor type and wheels of the CARPYZ TaG Bucket Turbines type or wheels of the CARPYZ TaC Scoop Turbines type, representing real global technological breakthroughs for fluid mechanics. They use, upon vertical take-off of the aircraft, propellers driven by electric motors and temporarily use the required additional high vertical axial thrust that is then supplied by the reactors of the THRA wheels, which also use an energetic fluid. The CARPYZ type thrusters, due to the low diameter and weight afforded thereto, are progressively horizontally inclined and the force of the reactors is progressively replaced by that of the propellers, which then supply the flows required in order for the aircraft to travel horizontally using wings that rely on the lift of the fluid, like airplanes. Photovoltaic wings are then deployed that are like butterfly wings and this economical solution will enable voyages over longer distances. It really is the safe mass market vertical take-off car of the future that can be achieved in less than 10 years by virtual of the new CARPYZ type thrusters, the little things change everything!

These new thrusters simultaneously use wheels of the CARPYZ THRA Turbo Powered Helicopter Reactor type and wheels of the CARPYZ TaG Bucket Turbines type or wheels of the CARPYZ TaC Scoop Turbines type, representing real global technological breakthroughs for fluid mechanics. They use, upon vertical take-off of the aircraft, propellers driven by electric motors and temporarily use the required additional high vertical axial thrust that is then supplied by the reactors of the THRA wheels, which also use an energetic fluid. The CARPYZ type thrusters, due to the low diameter and weight afforded thereto, are progressively horizontally inclined and the force of the reactors is progressively replaced by that of the propellers, which then supply the flows required in order for the aircraft to travel horizontally using wings that rely on the lift of the fluid, like airplanes. Photovoltaic wings are then deployed that are like butterfly wings and this economical solution will enable voyages over longer distances. It really is the safe mass market vertical take-off car of the future that can be achieved in less than 10 years by virtual of the new CARPYZ type thrusters, the little things change everything!