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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 37 records · Page 2
All sourcesNASA NTRSDOE OSTI
NASA NTRS1986

Combined bearing and bypass loading on a graphite/epoxy laminate

A combined experimental and analytical study was conducted to determine the behavior of a graphite/epoxy laminate subjected to combined bearing and bypass loading. Single-fastener quasi-isotropic specimens were loaded at various bearing-bypass ratios until damage was produced at the fastener hole. Damage-onset strengths and damage modes were then analyzed using local hole-boundary stresses calculated by a finite-element analysis. The tension data showed the expected linear interaction for combined bearing and bypass loading with damage developing in the net-section tension mode. However, the compression bearing-bypass strengths showed an unexpected interaction involving the bearing mode. Compressive bypass loads reduced the bearing strength by decreasing the bolt-hole contact arc and thus increasing the severity of the bearing loads. The bearing stresses at the hole boundary were not accurately estimated by superposition of the stress components for separate bearing and bypass loading. However, superposition produced reasonably accurate estimates for tangential stresses especially near the specimen net-section.

Crews, J. H., Jr.↗
NASA NTRS1993

Mechanically fastened composite laminates subjected to combined bearing-bypass and shear loading

Bolts and rivets provide a means of load transfer in the construction of aircraft. However, they give rise to stress concentrations and are often the source and location of static and fatigue failures. Furthermore, fastener holes are prone to cracks during take-off and landing. These cracks present the most common origin of structural failures in aircraft. Therefore, accurate determination of the contact stresses associated with such loaded holes in mechanically fastened joints is essential to reliable strength evaluation and failure prediction. As the laminate is subjected to loading, the contact region, whose extent is not known, develops between the fastener and the hole boundary through this contact region, which consists of slip and no-slip zones due to friction. The presence of the unknown contact stress distribution over the contact region between the pin and the composite laminate, material anisotropy, friction between the pin and the laminate, pin-hole clearance, combined bearing-bypass and shear loading, and finite geometry of the laminate result in a complex non-linear problem. In the case of bearing-bypass loading in compression, this non-linear problem is further complicated by the presence of dual contact regions. Previous research concerning the analysis of mechanical joints subjected to combined bearing-bypass and shear loading is non-existent. In the case of bearing-bypass loading only, except for the study conducted by Naik and Crews (1991), others employed the concept of superposition which is not valid for this non-linear problem. Naik and Crews applied a linear finite element analysis with conditions along the pin-hole contact region specified as displacement constraint equations. The major shortcoming of this method is that the variation of the contract region as a function of the applied load should be known a priori. Also, their analysis is limited to symmetric geometry and material systems, and frictionless boundary conditions. Since the contact stress distribution and the contact region are not known a priori, they did not directly impose the boundary conditions appropriate for modelling the contact and on-contact regions between the fastener and the hole. Furthermore, finite element analysis is not suitable for iterative design calculations for optimizing laminate construction in the presence of fasteners under complex loading conditions. In this study, the solution method developed by Madenci and Ileri (1992a,b) has been extended to determine the contact stresses in mechanical joints under combined bearing-bypass and shear loading, and bearing-bypass loading in compression resulting in dual contact regions.

Madenci, Erdogan↗
NASA NTRS1974

Pressure activated stability-bypass-control valves to increase the stable airflow range of a Mach 2.5 inlet with 40 percent internal contraction

The throat of a Mach 2.5 inlet with a coldpipe termination was fitted with a stability-bypass system. The inlet stable airflow range provided by various stability-bypass entrance configurations in alternate combination with several stability-bypass exit controls was determined for both steady-state conditions and internal transient pulses. Transient results were also obtained for the inlet with a choke point at the diffuser exit. Instart angles of attack were determined for the various stability-bypass entrance configurations. The response of the inlet-coldpipe system to internal and external oscillating disturbances was determined. Poppet valves at the stability-bypass exit provided an inlet stable airflow range of 28 percent or greater at all static and transient conditions.

Mitchell, G. A.↗
NASA NTRS1980

Turbojet-exhaust-nozzle secondary-airflow pumping as an exit control of an inlet-stability bypass system for a Mach 2.5 axisymmetric mixed-compression inlet

The throat of a Mach 2.5 inlet that was attached to a turbojet engine was fitted with large, porous bleed areas to provide a stability bypass system that would allow a large, stable airflow range. Exhaust-nozzle, secondary-airflow pumping was used as the exit control for the stability bypass airflow. Propulsion system response and stability bypass performance were obtained for several transient airflow disturbances, both internal and external. Internal airflow disturbances included reductions in overboard bypass airflow, power lever angle, and primary-nozzle area, as well as compressor stall. Nozzle secondary pumping as a stability bypass exit control can provide the inlet with a large stability margin with no adverse effects on propulsion system performance.

Sanders, B. W.↗
NASA NTRS1982

A remote augmentor lift system with a turbine bypass engine

Two supersonic vertical takeoff or landing (VTOL) aircraft engine types, a conventional medium bypass ratio turbofan, and a turbine bypass turbojet were studied. The aircraft assumed was a clipped delta wing with canard configuration. A VTOL deck launched intercept, DLI, mission with Mach 1.6 dash and cruise segments was used as the design mission. Several alternate missions requiring extended subsonic capabilities were analyzed. Comparisons were made between the turbofan (TF) and the turbine bypass turbojet (TBE) engines in airplane types using a Remote Augmented Lift Systems, RALS and a Lift plus Lift Cruise system (L+LC). The figure of merit was takeoff gross weight for the VTOL DLI mission. The results of the study show that the turbine bypass turbojet and the conventional turbofan are competitive engines for both type of aircraft in terms of takeoff gross weight and range. However, the turbine bypass turbojet would be a simpler engine and may result in more attractive life cycle costs and reduced maintenance. The RALS and L+LC airplane types with either TBE or TF engines have approximately the same aircraft takeoff gross weight.

Fishbach, L. H.↗
NASA NTRS1953

Force and Pressure Recovery Characteristics at Supersonic Speeds of a Conical Spike Inlet with a Bypass Discharging from the Top or Bottom of the Diffuser in an Axial Direction

Force and pressure-recovery characteristics of a nacelle-type conical-spike inlet with a fixed-area bypass located in the top or bottom of the diffuser are presented for flight Mach numbers of 1.6, 1.8, and 2.0 for angles of attack from 0 degrees to 9 degrees. Top or bottom location of the bypass did not have significant effects on diffuser pressure-recovery, bypass mass-flow ratio, or drag coefficient over the range of angles of attack, flight Mach numbers, and stable engine mass-flow ratios investigated. A larger stable subcritical operating range was obtained with the bypass on the bottom at angles of attack from 3 degrees to 9 degrees at a flight Mach number of 2.0. At a flight Mach number of 2.0, the discharge of 14 percent of the critical mass flow of the inlet by means of a bypass increased the drag only one-fifth of the additive drag that would result for equivalent spillage behind an inlet normal shock without significant reductions in diffuser pressure recovery.

DIFFUSERS, SUBSONIC↗
NASA NTRS2002

Analysis of the Magneto-Hydrodynamic (MHD) Energy Bypass Engine for High-Speed Air-Breathing Propulsion

The performance of the MHD energy bypass air-breathing engine for high-speed propulsion is analyzed in this investigation. This engine is a specific type of the general class of inverse cycle engines. In this paper, the general relationship between engine performance (specific impulse and specific thrust) and the overall total pressure ratio through an engine (from inlet plane to exit plane) is first developed and illustrated. Engines with large total pressure decreases, regardless of cause or source, are seen to have exponentially decreasing performance. The ideal inverse cycle engine (of which the MHD engine is a sub-set) is then demonstrated to have a significant total pressure decrease across the engine; this total pressure decrease is cycle-driven, degrades rapidly with energy bypass ratio, and is independent of any irreversibility. The ideal MHD engine (inverse cycle engine with no irreversibility other than that inherent in the MHD work interaction processes) is next examined and is seen to have an additional large total pressure decrease due to MHD-generated irreversibility in the decelerator and the accelerator. This irreversibility mainly occurs in the deceleration process. Both inherent total pressure losses (inverse cycle and MHD irreversibility) result in a significant narrowing of the performance capability of the MHD bypass engine. The fundamental characteristics of MHD flow acceleration and flow deceleration from the standpoint of irreversibility and second-law constraints are next examined in order to clarify issues regarding flow losses and parameter selection in the MM modules. Severe constraints are seen to exist in the decelerator in terms of allowable deceleration Mach numbers and volumetric (length) required for meaningful energy bypass (work interaction). Considerable difficulties are also encountered and discussed due to thermal/work choking phenomena associated with the deceleration process. Lastly, full engine simulations utilizing inlet shock systems, finite-rate chemistry, wall cooling with thermally balanced engine (fuel heat sink), fuel injection and mixing, friction, etc. are shown and discussed for both the MHD engine and the conventional scramjet. The MHD bypass engine has significantly lower performance in all categories across the Mach number range (8 to 12.2). The lower performance is attributed to the combined effects of 1) additional irreversibility and cooling requirements associated with the MHD components and 2) the total pressure decrease associated with the inverse cycle itself.

Riggins, David W.↗
NASA NTRS2008

Spacecraft Radiator Freeze Protection Using a Regenerative Heat Exchanger with Bypass Setpoint Temperature Control

Spacecraft radiators are sized for their maximum heat load in their warmest thermal environment, but must operate at reduced heat loads and in colder environments. For systems where the radiator environment can be colder than the working fluid freezing temperature, radiator freezing becomes an issue. Radiator freezing has not been a major issue for the Space Shuttle and the International Space Station (ISS) active thermal control systems (ATCSs) because they operate in environments that are warm relative to the freezing point of their external coolants (Freon-21 and ammonia, respectively). For a vehicle that lands at the Lunar South Pole, the design thermal environment is 215K, but the radiator working fluid must also be kept from freezing during the 0 K sink of transit. A radiator bypass flow control design such as those used on the Space Shuttle and ISS requires more than 30% of the design heat load to avoid radiator freezing during transit - even with a very low freezing point working fluid. By changing the traditional ATCS architecture to include a regenerating heat exchanger inboard of the radiator and by using a regenerator bypass flow control valve to maintain system setpoint, the required minimum heat load can be reduced by more than half. This gives the spacecraft much more flexibility in design and operation. The present work describes the regenerator bypass ATCS setpoint control methodology. It includes analytical results comparing the performance of this system to the traditional radiator bypass system. Finally, a summary of the advantages of the regenerator bypass system are presented.

Ungar, Eugene K.↗
NASA NTRS2013

High Bypass Ratio Jet Noise Reduction and Installation Effects Including Shielding Effectiveness

An experimental investigation was performed to study the propulsion airframe aeroacoustic installation effects of a separate flow jet nozzle with a Hybrid Wing Body aircraft configuration where the engine is installed above the wing. Prior understanding of the jet noise shielding effectiveness was extended to a bypass ratio ten application as a function of nozzle configuration, chevron type, axial spacing, and installation effects from additional airframe components. Chevron types included fan chevrons that are uniform circumferentially around the fan nozzle and T-fan type chevrons that are asymmetrical circumferentially. In isolated testing without a pylon, uniform chevrons compared to T-fan chevrons showed slightly more low frequency reduction offset by more high frequency increase. Phased array localization shows that at this bypass ratio chevrons still move peak jet noise source locations upstream but not to nearly the extent, as a function of frequency, as for lower bypass ratio jets. For baseline nozzles without chevrons, the basic pylon effect has been greatly reduced compared to that seen for lower bypass ratio jets. Compared to Tfan chevrons without a pylon, the combination with a standard pylon results in more high frequency noise increase and an overall higher noise level. Shielded by an airframe surface 2.17 fan diameters from nozzle to airframe trailing edge, the T-fan chevron nozzle can produce reductions in jet noise of as much as 8 dB at high frequencies and upstream angles. Noise reduction from shielding decreases with decreasing frequency and with increasing angle from the jet inlet. Beyond an angle of 130 degrees there is almost no noise reduction from shielding. Increasing chevron immersion more than what is already an aggressive design is not advantageous for noise reduction. The addition of airframe control surfaces, including vertical stabilizers and elevon deflection, showed only a small overall impact. Based on the test results, the best overall nozzle configuration design was selected for application to the N2A Hybrid Wing Body concept that will be the subject of the NASA Langley 14 by 22 Foot Subsonic Tunnel high fidelity aeroacoustic characterization experiment. The best overall nozzle selected includes T-fan type chevrons, uniform chevrons on the core nozzle, and no additional pylon of the type that created a strong acoustic effect at lower bypass ratios. The T-fan chevrons are oriented azimuthally away from the ground observer locations. This best overall nozzle compared to the baseline nozzle was assessed, at equal thrust, to produce sufficient installed noise reduction of the jet noise component to enable the N2A HWB to meet NASA s noise goal of 42 dB cumulative below Stage 4.

Thomas, Russell H.↗
NASA NTRS2013

The Effect of Bypass Nozzle Exit Area on Fan Aerodynamic Performance and Noise in a Model Turbofan Simulator

The design of effective new technologies to reduce aircraft propulsion noise is dependent on identifying and understanding the noise sources and noise generation mechanisms in the modern turbofan engine, as well as determining their contribution to the overall aircraft noise signature. Therefore, a comprehensive aeroacoustic wind tunnel test program was conducted called the Fan Broadband Source Diagnostic Test as part of the NASA Quiet Aircraft Technology program. The test was performed in the anechoic NASA Glenn 9- by 15-Foot Low Speed Wind Tunnel using a 1/5 scale model turbofan simulator which represented a current generation, medium pressure ratio, high bypass turbofan aircraft engine. The investigation focused on simulating in model scale only the bypass section of the turbofan engine. The test objectives were to: identify the noise sources within the model and determine their noise level; investigate several component design technologies by determining their impact on the aerodynamic and acoustic performance of the fan stage; and conduct detailed flow diagnostics within the fan flow field to characterize the physics of the noise generation mechanisms in a turbofan model. This report discusses results obtained for one aspect of the Source Diagnostic Test that investigated the effect of the bypass or fan nozzle exit area on the bypass stage aerodynamic performance, specifically the fan and outlet guide vanes or stators, as well as the farfield acoustic noise level. The aerodynamic performance, farfield acoustics, and Laser Doppler Velocimeter flow diagnostic results are presented for the fan and four different fixed-area bypass nozzle configurations. The nozzles simulated fixed engine operating lines and encompassed the fan stage operating envelope from near stall to cruise. One nozzle was selected as a baseline reference, representing the nozzle area which would achieve the design point operating conditions and fan stage performance. The total area change from the smallest to the largest nozzle was 12.9 percent of the baseline nozzle area. The results will show that there are significant changes in aerodynamic performance and farfield acoustics as the fan nozzle area is increased. The weight flow through the fan model increased between 7 and 9 percent, the fan and stage pressure dropped between 8 and 10 percent, and the adiabatic efficiency increased between 2 and 3 percent--the magnitude of the change dependent on the fan speed. Results from force balance measurements of fan and outlet guide vane thrust will show that as the nozzle exit area is increased the combined thrust of the fan and outlet guide vanes together also increases, between 2 and 3.5 percent, mainly due to the increase in lift from the outlet guide vanes. In terms of farfield acoustics, the overall sound power level produced by the fan stage dropped nearly linearly between 1 dB at takeoff condition and 3.5 dB at approach condition, mainly due to a decrease in the broadband noise levels. Finally, fan swirl angle survey and Laser Doppler Velocimeter mean velocity and turbulence data obtained in the fan wake will show that the swirl angles and turbulence levels within the wake decrease as the fan nozzle area increases, which helps to explain the drop in the fan broadband noise at all fan speeds.

Hughes, Christopher E.↗
DOE OSTI2014

Rankine cycle condenser pressure control using an energy conversion device bypass valve

The disclosure provides a waste heat recovery system and method in which pressure in a Rankine cycle (RC) system of the WHR system is regulated by diverting working fluid from entering an inlet of an energy conversion device of the RC system. In the system, an inlet of a controllable bypass valve is fluidly coupled to a working fluid path upstream of an energy conversion device of the RC system, and an outlet of the bypass valve is fluidly coupled to the working fluid path upstream of the condenser of the RC system such that working fluid passing through the bypass valve bypasses the energy conversion device and increases the pressure in a condenser. A controller determines the temperature and pressure of the working fluid and controls the bypass valve to regulate pressure in the condenser.

42 ENGINEERING↗
DOE OSTI2017

Active bypass flow control for a seal in a gas turbine engine

An active bypass flow control system for controlling bypass compressed air based upon leakage flow of compressed air flowing past an outer balance seal between a stator and rotor of a first stage of a gas turbine in a gas turbine engine is disclosed. The active bypass flow control system is an adjustable system in which one or more metering devices may be used to control the flow of bypass compressed air as the flow of compressed air past the outer balance seal changes over time as the outer balance seal between the rim cavity and the cooling cavity wears. In at least one embodiment, the metering device may include a valve formed from one or more pins movable between open and closed positions in which the one pin at least partially bisects the bypass channel to regulate flow.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2019

Active magnetic regenerative liquefier using process gas pre-cooling from bypass flow of heat transfer fluid

A process for liquefying a process gas that includes: introducing a heat transfer fluid into an active magnetic regenerative refrigerator apparatus that includes a low magnetic or demagnetized field section; continuously diverting a bypass portion of the heat transfer fluid from a cold side of the low magnetic or demagnetized field section into a bypass flow heat exchanger at a first cold inlet temperature; and continuously introducing the process gas into the bypass flow heat exchanger at a first hot inlet temperature and discharging the process gas or liquid from the bypass flow heat exchanger at a first cold exit temperature; wherein the temperature difference between bypass heat transfer first cold inlet temperature and the process gas first cold exit temperature is 1 to 5 K.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2013

Recanalization of Acute and Subacute Venous and Synthetic Bypass-Graft Occlusions With a Mechanical Rotational Catheter

PurposePercutaneous mechanical thrombectomy (PMT) is now established as an alternative treatment of acute arterial occlusions in addition to fibrinolysis and surgical thrombectomy. The objective of this retrospective study was the investigation of a rotational atherothrombectomy catheter in terms of safety and efficacy in the treatment of acute and subacute femoropopliteal bypass occlusions.Materials and MethodsForty-two patients (average age 65.8 {+-} 9.1 years) with acute (<14 days [n = 31]) and subacute (14-42 days [n = 11]) femoropopliteal bypass occlusions were treated consecutively with a rotational debulking and removal catheter (Straub Rotarex). The average occlusion length was 28.4 {+-} 2.9 (24-34) cm. Thirty-four (81 %) patients underwent venous bypass, and 8 (19 %) patients underwent polytetrafluoroethylene bypass.ResultsThe technical success rate was 97.6 % (41 of 42). In 1 patient, blood flow could not be restored despite the use of the atherothrombectomy system. The average catheter intervention time was 6.9 {+-} 2.1 (4-9) min. Ankle-brachial index increased from 0.39 {+-} 0.13 to 0.83 {+-} 0.11 at discharge and to 0.82 {+-} 0.17 after 1 month (p < 0.05). There were a total of 2 (4.8 %) peri-interventional complications: One patient developed a distal embolism, which was successfully treated with local lysis, and another patient had a small perforation at the distal anastomosis, which was successfully treated with a stent.ConclusionPMT with the Rotarex atherothrombectomy catheter represents a safe and effective option in the treatment of acute and subacute femoropopliteal bypass occlusions because it can quickly restore blood flow.

62 RADIOLOGY AND NUCLEAR MEDICINE↗
DOE OSTI2015

Isopentenyl diphosphate (IPP)-bypass mevalonate pathways for isopentenol production

Branched C 5 alcohols are promising biofuels with excellent combustion properties. A mevalonate (MVA)-based isoprenoid biosynthetic pathway for C 5 alcohols was constructed in Escherichia coli using genes from several organisms, and the pathway was optimized to achieve over 50% theoretical yield. Although the MVA pathway is energetically less efficient than the native methylerythritol 4-phosphate (MEP) pathway, implementing the MVA pathway in bacterial hosts such as E. coli is advantageous due to its lack of endogenous regulation. The MVA and MEP pathways intersect at isopentenyl diphosphate (IPP), the direct precursor to isoprenoid-derived C 5 alcohols and initial precursor to longer chain terpenes, which makes independent regulation of the pathways difficult. In pursuit of the complete "decoupling" of the MVA pathway from native cellular regulation, we designed novel IPP-bypass MVA pathways for C 5 alcohol production by utilizing promiscuous activities of two enzymes, phosphomevalonate decarboxylase (PMD) and an E. coli-endogenous phosphatase (AphA). These bypass pathways have reduced energetic requirements, are further decoupled from intrinsic regulation, and are free from IPP-related toxicity. In addition to these benefits, we demonstrate that reduced aeration rate has less impact on the bypass pathway than the original MVA pathway. Finally, we showed that performance of the bypass pathway was primarily determined by the activity of PMD. We designed PMD mutants with improved activity and demonstrated titer increases in the mutant strains. These modified pathways would be a good platform for industrial production of isopentenol and related chemicals such as isoprene.

42 ENGINEERING↗
DOE OSTI2013

Structure-function analysis of ribonucleotide bypass by B family DNA replicases

Ribonucleotides are frequently incorporated into DNA during replication, they are normally removed, and failure to remove them results in replication stress. This stress correlates with DNA polymerase (Pol) stalling during bypass of ribonucleotides in DNA templates. Here we demonstrate that stalling by yeast replicative Pols δ and ε increases as the number of consecutive template ribonucleotides increases from one to four. The homologous bacteriophage RB69 Pol also stalls during ribonucleotide bypass, with a pattern most similar to that of Pol ε. Crystal structures of an exonuclease-deficient variant of RB69 Pol corresponding to multiple steps in single ribonucleotide bypass reveal that increased stalling is associated with displacement of Tyr391 and an unpreferred C2´-endo conformation for the ribose. Even less efficient bypass of two consecutive ribonucleotides in DNA correlates with similar movements of Tyr391 and displacement of one of the ribonucleotides along with the primer-strand DNA backbone. These structure–function studies have implications for cellular signaling by ribonucleotides, and they may be relevant to replication stress in cells defective in ribonucleotide excision repair, including humans suffering from autoimmune disease associated with RNase H2 defects.

Clausen, Anders R.↗
DOE OSTI2015

Age and the means of bypassing stasis influence the intrinsic subtype of immortalized human mammary epithelial cells

Based on molecular features, breast cancers are grouped into intrinsic subtypes that have different prognoses and therapeutic response profiles. With increasing age, breast cancer incidence increases, with hormone receptor-positive and other luminal-like subtype tumors comprising a majority of cases. It is not known at what stage of tumor progression subtype specification occurs, nor how the process of aging affects the intrinsic subtype. We examined subtype markers in immortalized human mammary epithelial cell lines established following exposure of primary cultured cell strains to a two-step immortalization protocol that targets the two main barriers to immortality: stasis (stress-associated senescence) and replicative senescence. Cell lines derived from epithelial cells obtained from non-tumorous pre- and post-menopausal breast surgery tissues were compared. Additionally, comparisons were made between lines generated using two different genetic interventions to bypass stasis: transduction of either an shRNA that down-regulated p16INK4A, or overexpressed constitutive active cyclin D1/CDK2. In all cases, the replicative senescence barrier was bypassed by transduction of c-Myc. Cells from all resulting immortal lines exhibited normal karyotypes. Immunofluorescence, flow cytometry, and gene expression analyses of lineage-specific markers were used to categorize the intrinsic subtypes of the immortalized lines. Bypassing stasis with p16 shRNA in young strains generated cell lines that were invariably basal-like, but the lines examined from older strains exhibited some luminal features such as keratin 19 and estrogen receptor expression. Overexpression of cyclin D1/CDK2 resulted in keratin 19 positive, luminal-like cell lines from both young and old strains, and the lines examined from older strains exhibited estrogen receptor expression. Thus age and the method of bypassing stasis independently influence the subtype of immortalized human mammary epithelial cells.

59 BASIC BIOLOGICAL SCIENCES↗
NASA NTRS1975

A brief study of the effects of turbofan-engine bypass ratio on short and long haul cruise aircraft

A brief study of the effects of turbofan-engine bypass ratio on Breguet cruise range and take-off distance for subsonic cruise aircraft showed significant differences between short- and long-haul aircraft designs. Large thrust lapse rates at high bypass ratios caused severe reductions in cruise range for short-haul aircraft because of increases in propulsion system weight. Long-haul aircraft, with a higher fuel fraction (ratio of propulsion weight plus total fuel weight to gross take-off weight), are less sensitive to propulsion-system weight and, accordingly, were not significantly affected by bypass-ratio variations. Both types of aircraft have shorter take-off distances at higher bypass ratios because of higher take-off thrust-weight ratios.

Keith, A. L., Jr.↗