1632:
total fuel flow for a given fan airflow will be the same, regardless of the dry specific thrust of the engine. However, a high specific thrust turbofan will, by definition, have a higher nozzle pressure ratio, resulting in a higher afterburning net thrust and, therefore, a lower afterburning specific fuel consumption (SFC). However, high specific thrust engines have a high dry SFC. The situation is reversed for a medium specific thrust afterburning turbofan: i.e., poor afterburning SFC/good dry SFC. The former engine is suitable for a combat aircraft which must remain in afterburning combat for a fairly long period, but has to fight only fairly close to the airfield (e.g. cross border skirmishes). The latter engine is better for an aircraft that has to fly some distance, or loiter for a long time, before going into combat. However, the pilot can afford to stay in afterburning only for a short period, before aircraft fuel reserves become dangerously low.
1183:
4451:
ambient pressure) a related figure of merit for thrust-producing engines is one which measures the thrust-producing potential from hot, high pressure gas and known as "stream thrust". It is obtained by calculating the velocity obtained with isentropic expansion to atmospheric pressure. The significance of the thrust obtained appears when multiplied by the aircraft velocity to give the thrust work. The thrust work which is potentially available is far less than the gas horsepower due to the increasing waste in the exhaust kinetic energy with increasing pressure and temperature before expansion to atmospheric pressure. The two are related by the propulsive efficiency, a measure of the energy wasted as a result of producing a force (ie thrust) in a fluid by increasing the speed (ie momentum) of the fluid.
2005:
1523:
2467:(fan discharge pressure/fan inlet pressure), the higher the jet velocity and the corresponding specific thrust. Now imagine we replace this set-up with an equivalent turbofan – same airflow and same fan pressure ratio. Obviously, the core of the turbofan must produce sufficient power to drive the fan via the low-pressure (LP) turbine. If we choose a low (HP) turbine inlet temperature for the gas generator, the core airflow needs to be relatively high to compensate. The corresponding bypass ratio is therefore relatively low. If we raise the turbine inlet temperature, the core airflow can be smaller, thus increasing bypass ratio. Raising turbine inlet temperature tends to increase thermal efficiency and, therefore, improve
2056:
1875:
1541:
1943:
2558:
number of unity), so the exhaust gas speeds up as it approaches the throat and then slows down slightly as it reaches the divergent section. Consequently, the nozzle exit area controls the fan match and, being larger than the throat, pulls the fan working line slightly away from surge. At higher flight speeds, the ram rise in the intake increases nozzle pressure ratio to the point where the throat becomes choked (M=1.0). Under these circumstances, the throat area dictates the fan match and, being smaller than the exit, pushes the fan working line slightly towards surge. This is not a problem, since fan surge margin is much better at high flight speeds.
1961:
1387:
625:, which derive all their thrust from exhaust gases, and turbo-props which derive minimal thrust from exhaust gases (typically 10% or less). Extracting shaft power and transferring it to a bypass stream introduces extra losses which are more than made up by the improved propulsive efficiency. The turboprop at its best flight speed gives significant fuel savings over a turbojet even though an extra turbine, a gearbox and a propeller are added to the turbojet's low-loss propelling nozzle. The turbofan has additional losses from its greater number of compressor stages/blades, fan and bypass duct.
480:
turn cause a higher gas speed from the propelling nozzle (and higher KE and wasted fuel). Although the engine would use less fuel to produce a pound of thrust, more fuel is wasted in the faster propelling jet. In other words, the independence of thermal and propulsive efficiencies, as exists with the piston engine/propeller combination which preceded the turbojet, is lost. In contrast, Roth considers regaining this independence the single most important feature of the turbofan which allows specific thrust to be chosen independently of the gas generator cycle.
484:
price to be paid in producing the thrust. The energy required to accelerate the gas inside the engine (increase in kinetic energy) is expended in two ways, by producing a change in momentum ( i.e. a force), and a wake which is an unavoidable consequence of producing thrust by an airbreathing engine (or propeller). The wake velocity, and fuel burned to produce it, can be reduced and the required thrust still maintained by increasing the mass accelerated. A turbofan does this by transferring energy available inside the engine, from the gas generator, to a
2038:
1505:
2390:
across the compression system implies a larger temperature drop over the turbine system, the mixed nozzle temperature is unaffected, because the same amount of heat is being added to the system. There is, however, a rise in nozzle pressure, because overall pressure ratio increases faster than the turbine expansion ratio, causing an increase in the hot mixer entry pressure. Consequently, net thrust increases, whilst specific fuel consumption (fuel flow/net thrust) decreases. A similar trend occurs with unmixed turbofans.
1198:
1893:
569:
between, the gas power is shared between a separate airstream and the gas turbine's own nozzle flow in a proportion which gives the aircraft performance required. The trade off between mass flow and velocity is also seen with propellers and helicopter rotors by comparing disc loading and power loading. For example, the same helicopter weight can be supported by a high power engine and small diameter rotor or, for less fuel, a lower power engine and bigger rotor with lower velocity through the rotor.
1483:
1407:
2146:, which featured an integrated aft fan/low-pressure (LP) turbine unit located in the turbojet exhaust jetpipe. Hot gas from the turbojet turbine exhaust expanded through the LP turbine, the fan blades being a radial extension of the turbine blades. This arrangement introduces an additional gas leakage path compared to a front-fan configuration and was a problem with this engine with higher-pressure turbine gas leaking into the fan airflow. An aft-fan configuration was later used for the
1090:
2163:
1848:
49:
2581:
high specific thrust. Consequently, modern military turbofans usually have only 5 or 6 HP compressor stages and require only a single-stage HP turbine. Low-bypass-ratio military turbofans usually have one LP turbine stage, but higher bypass ratio engines need two stages. In theory, by adding IP compressor stages, a modern military turbofan HP compressor could be used in a civil turbofan derivative, but the core would tend to be too small for high thrust applications.
1624:
by a significant degree, resulting in a higher exhaust velocity/engine specific thrust. The variable geometry nozzle must open to a larger throat area to accommodate the extra volume and increased flow rate when the afterburner is lit. Afterburning is often designed to give a significant thrust boost for take off, transonic acceleration and combat maneuvers, but is very fuel intensive. Consequently, afterburning can be used only for short portions of a mission.
1919:
1441:
2023:
1332:
448:
1605:
1577:
590:
2402:(non-dimensional flow). In practice, changes to the non-dimensional speed of the (HP) compressor and cooling bleed extraction would probably make this assumption invalid, making some adjustment to HP turbine throat area unavoidable. This means the HP turbine nozzle guide vanes would have to be different from the original. In all probability, the downstream LP turbine nozzle guide vanes would have to be changed anyway.
1808:(i.e. decreasing thrust with increasing flight speed). See technical discussion below, item 2. Consequently, an engine sized to propel an aircraft at high subsonic flight speed (e.g., Mach 0.83) generates a relatively high thrust at low flight speed, thus enhancing runway performance. Low specific thrust engines tend to have a high bypass ratio, but this is also a function of the temperature of the turbine system.
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nozzle that under normal conditions will choke creating supersonic flow patterns around the core. The core nozzle is more conventional, but generates less of the thrust, and depending on design choices, such as noise considerations, may conceivably not choke. In low bypass engines the two flows may combine within the ducts, and share a common nozzle, which can be fitted with afterburner.
1987:
1118:
source of jet noise is the turbulent mixing of shear layers in the engine's exhaust. These shear layers contain instabilities that lead to highly turbulent vortices that generate the pressure fluctuations responsible for sound. To reduce the noise associated with jet flow, the aerospace industry has sought to disrupt shear layer turbulence and reduce the overall noise produced.
499:). Both airstreams contribute to the gross thrust of the engine. The additional air for the bypass stream increases the ram drag in the air intake stream-tube, but there is still a significant increase in net thrust. The overall effective exhaust velocity of the two exhaust jets can be made closer to a normal subsonic aircraft's flight speed and gets closer to the ideal
2577:) and tend to be driven by a two-stage HP turbine. Even so, there are usually a few IP axial stages mounted on the LP shaft, behind the fan, to further supercharge the core compression system. Civil engines have multi-stage LP turbines, the number of stages being determined by the bypass ratio, the amount of IP compression on the LP shaft and the LP turbine blade speed.
2573:
core compression into two with an intermediate pressure (IP) supercharging the HP compressor, both units being driven by turbines with a single stage, mounted on separate shafts. Consequently, the HP compressor need develop only a modest pressure ratio (e.g., ~4.5:1). US civil engines use much higher HP compressor pressure ratios (e.g., ~23:1 on the
565:
thrusts increase, but by different amounts. There is considerable potential for reducing fuel consumption for the same core cycle by increasing BPR.This is achieved because of the reduction in pounds of thrust per lb/sec of airflow (specific thrust) and the resultant reduction in lost kinetic energy in the jets (increase in propulsive efficiency).
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high lift), the proviso being that this is done efficiently, ie with acceptable losses. For a compressor stage, the purpose of which is to produce a pressure rise, a diffusion process is used. How much diffusion may be allowed ( and pressure rise obtained) before unacceptable flow separation occurs (ie losses) may be regarded as a loading limit.
4589:
For a turbine, the purpose of which is to produce power, the loading is an indicator of power developed per lb/sec of gas (specific power). A turbine stage turns the gas from an axial direction and speeds it up (in the nozzle guide vanes) to turn the rotor most effectively ( rotor blades must produce
4399:
engine was created that had an unducted fan. The fan blades are situated outside of the duct, so that it appears like a turboprop with wide scimitar-like blades. Both
General Electric and Pratt & Whitney/Allison demonstrated propfan engines in the 1980s. Excessive cabin noise and relatively cheap
2557:
Some high-bypass-ratio civil turbofans use an extremely low area ratio (less than 1.01), convergent-divergent, nozzle on the bypass (or mixed exhaust) stream, to control the fan working line. The nozzle acts as if it has variable geometry. At low flight speeds the nozzle is unchoked (less than a Mach
1348:
To illustrate one aspect of how a turbofan differs from a turbojet, comparisons can be made at the same airflow (to keep a common intake for example) and the same net thrust (i.e. same specific thrust). A bypass flow can be added only if the turbine inlet temperature is not too high to compensate for
1080:
The cold duct and core duct's nozzle systems are relatively complex due to the use of two separate exhaust flows. In high bypass engines, the fan is situated in a short duct near the front of the engine and typically has a convergent cold nozzle, with the tail of the duct forming a low pressure ratio
479:
The other penalty is that combustion is less efficient at lower speeds. Any action to reduce the fuel consumption of the engine by increasing its pressure ratio or turbine temperature to achieve better combustion causes a corresponding increase in pressure and temperature in the exhaust duct which in
4495:
At reduced take-off weights commercial aircraft can use reduced thrust which increases engine life and reduces maintenance costs. Flex temperature is a higher than actual outside air temperature (OAT) which is input to the engine monitoring computer to achieve the required reduced thrust (also known
2078:
Turbofan engines come in a variety of engine configurations. For a given engine cycle (i.e., same airflow, bypass ratio, fan pressure ratio, overall pressure ratio and HP turbine rotor inlet temperature), the choice of turbofan configuration has little impact upon the design point performance (e.g.,
1685:
Schematic diagram illustrating a 2-spool, high-bypass turbofan engine with an unmixed exhaust. The low-pressure spool is coloured green and the high-pressure one purple. Again, the fan (and booster stages) are driven by the low-pressure turbine, but more stages are required. A mixed exhaust is often
1631:
temperatures in the combustor have to be reduced before they reach the turbine, an afterburner at maximum fuelling is designed to produce stoichiometric temperatures at entry to the nozzle, about 2,100 K (3,800 °R; 3,300 °F; 1,800 °C). At a fixed total applied fuel:air ratio, the
1623:
and variable area exit nozzle. An afterburner is a combustor located downstream of the turbine blades and directly upstream of the nozzle, which burns fuel from afterburner-specific fuel injectors. When lit, large volumes of fuel are burnt in the afterburner, raising the temperature of exhaust gases
491:
The transfer of energy from the core to bypass air results in lower pressure and temperature gas entering the core nozzle (lower exhaust velocity) and fan-produced temperature and pressure entering the fan nozzle. The amount of energy transferred depends on how much pressure rise the fan is designed
475:
Firstly, energy is wasted as the propelling jet is going much faster rearwards than the aircraft is going forwards, leaving a very fast wake. This wake contains kinetic energy that reflects the fuel used to produce it, rather than the fuel used to move the aircraft forwards. A turbofan harvests that
471:
Whittle envisioned flight speeds of 500 mph in his March 1936 UK patent 471,368 "Improvements relating to the propulsion of aircraft", in which he describes the principles behind the turbofan, although not called as such at that time. While the turbojet uses the gas from its thermodynamic cycle
2572:
Because modern civil turbofans operate at low specific thrust, they require only a single fan stage to develop the required fan pressure ratio. The desired overall pressure ratio for the engine cycle is usually achieved by multiple axial stages on the core compression. Rolls-Royce tend to split the
2466:
Specific thrust (net thrust/intake airflow) is an important parameter for turbofans and jet engines in general. Imagine a fan (driven by an appropriately sized electric motor) operating within a pipe, which is connected to a propelling nozzle. It is fairly obvious, the higher the fan pressure ratio
2389:
Consider a mixed turbofan with a fixed bypass ratio and airflow. Increasing the overall pressure ratio of the compression system raises the combustor entry temperature. Therefore, at a fixed fuel flow there is an increase in (HP) turbine rotor inlet temperature. Although the higher temperature rise
1811:
The turbofans on twin-engined transport aircraft produce enough take-off thrust to continue a take-off on one engine if the other engine shuts down after a critical point in the take-off run. From that point on the aircraft has less than half the thrust compared to two operating engines because the
1112:
from the high exhaust velocity. Therefore, turbofan engines are significantly quieter than a pure-jet of the same thrust, and jet noise is no longer the predominant source. Turbofan engine noise propagates both upstream via the inlet and downstream via the primary nozzle and the by-pass duct. Other
552:
Turbofan engines are usually described in terms of BPR, which together with overall pressure ratio, turbine inlet temperature and fan pressure ratio are important design parameters. In addition BPR is quoted for turboprop and unducted fan installations because their high propulsive efficiency gives
2375:
Modern civil turbofans have multi-stage LP turbines (anywhere from 3 to 7). The number of stages required depends on the engine cycle bypass ratio and the boost (on boosted two-spools). A geared fan may reduce the number of required LPT stages in some applications. Because of the much lower bypass
572:
Bypass usually refers to transferring gas power from a gas turbine to a bypass stream of air to reduce fuel consumption and jet noise. Alternatively, there may be a requirement for an afterburning engine where the sole requirement for bypass is to provide cooling air. This sets the lower limit for
4450:
also known as "available energy" or "gas horsepower". It is used to measure the theoretical (isentropic expansion) shaft work available from a gas generator or core by expanding hot, high pressure gas to ambient pressure. Since the power depends on the pressure and temperature of the gas (and the
2580:
Because military engines usually have to be able to fly very fast at sea level, the limit on HP compressor delivery temperature is reached at a fairly modest design overall pressure ratio, compared with that of a civil engine. Also the fan pressure ratio is relatively high, to achieve a medium to
1356:
The resulting turbofan, with reasonable efficiencies and duct loss for the added components, would probably operate at a higher nozzle pressure ratio than the turbojet, but with a lower exhaust temperature to retain net thrust. Since the temperature rise across the whole engine (intake to nozzle)
568:
If all the gas power from a gas turbine is converted to kinetic energy in a propelling nozzle, the aircraft is best suited to high supersonic speeds. If it is all transferred to a separate big mass of air with low kinetic energy, the aircraft is best suited to zero speed (hovering). For speeds in
483:
The working substance of the thermodynamic cycle is the only mass accelerated to produce thrust in a turbojet which is a serious limitation (high fuel consumption) for aircraft speeds below supersonic. For subsonic flight speeds the speed of the propelling jet has to be reduced because there is a
2553:
Thrust growth on civil turbofans is usually obtained by increasing fan airflow, thus preventing the jet noise becoming too high. However, the larger fan airflow requires more power from the core. This can be achieved by raising the overall pressure ratio (combustor inlet pressure/intake delivery
2549:
With a high specific thrust (e.g., fighter) engine, the jet velocity is relatively high, so intuitively one can see that increases in flight velocity have less of an impact upon net thrust than a medium specific thrust (e.g., trainer) engine, where the jet velocity is lower. The impact of thrust
1335:
Schematic diagram illustrating a 2-spool, low-bypass turbofan engine with a mixed exhaust, showing the low-pressure (green) and high-pressure (purple) spools. The fan (and booster stages) are driven by the low-pressure turbine, whereas the high-pressure compressor is powered by the high-pressure
1122:
Fan noise may come from the interaction of the fan-blade wakes with the pressure field of the downstream fan-exit stator vanes. It may be minimized by adequate axial spacing between blade trailing edge and stator entrance. At high engine speeds, as at takeoff, shock waves from the supersonic fan
564:
Considering a constant core (i.e. fixed pressure ratio and turbine inlet temperature), core and bypass jet velocities equal and a particular flight condition (i.e. Mach number and altitude) the fuel consumption per lb of thrust (sfc) decreases with increase in BPR. At the same time gross and net
2228:) use booster stages. The Rolls-Royce BR715 is another example. The high bypass ratios used in modern civil turbofans tend to reduce the relative diameter of the booster stages, reducing their mean tip speed. Consequently, more booster stages are required to develop the necessary pressure rise.
2113:
the core compression system is split into two, with the IP compressor, which supercharges the HP compressor, being on a different coaxial shaft and driven by a separate (IP) turbine. As the HP compressor has a modest pressure ratio its speed can be reduced surge-free, without employing variable
1117:
Modern commercial aircraft employ high-bypass-ratio (HBPR) engines with separate flow, non-mixing, short-duct exhaust systems. Their noise is due to the speed, temperature, and pressure of the exhaust jet, especially during high-thrust conditions, such as those required for takeoff. The primary
2456:
Changes must also be made to the fan to absorb the extra core power. On a civil engine, jet noise considerations mean that any significant increase in take-off thrust must be accompanied by a corresponding increase in fan mass flow (to maintain a T/O specific thrust of about 30 lbf/lb/s).
2397:
The overall pressure ratio can be increased by improving fan (or) LP compressor pressure ratio or HP compressor pressure ratio. If the latter is held constant, the increase in (HP) compressor delivery temperature (from raising overall pressure ratio) implies an increase in HP mechanical speed.
2393:
Turbofan engines can be made more fuel efficient by raising overall pressure ratio and turbine rotor inlet temperature in unison. However, better turbine materials or improved vane/blade cooling are required to cope with increases in both turbine rotor inlet temperature and compressor delivery
2153:
In 1971 a concept was put forward by the NASA Lewis
Research Center for a supersonic transport engine which operated as an aft-fan turbofan at take-off and subsonic speeds and a turbojet at higher speeds. This would give the low noise and high thrust characteristics of a turbofan at take-off,
2401:
According to simple theory, if the ratio of turbine rotor inlet temperature/(HP) compressor delivery temperature is maintained, the HP turbine throat area can be retained. However, this assumes that cycle improvements are obtained, while retaining the datum (HP) compressor exit flow function
1705:
The core (or gas generator) of the engine must generate enough power to drive the fan at its rated mass flow and pressure ratio. Improvements in turbine cooling/material technology allow for a higher (HP) turbine rotor inlet temperature, which allows a smaller (and lighter) core, potentially
1694:) are powered by low-specific-thrust/high-bypass-ratio turbofans. These engines evolved from the high-specific-thrust/low-bypass-ratio turbofans used in such aircraft in the 1960s. Modern combat aircraft tend to use low-bypass ratio turbofans, and some military transport aircraft use
1340:
A high-specific-thrust/low-bypass-ratio turbofan normally has a multi-stage fan behind inlet guide vanes, developing a relatively high pressure ratio and, thus, yielding a high (mixed or cold) exhaust velocity. The core airflow needs to be large enough to ensure there is sufficient
4541:
nozzle thrust in stationary air (gross thrust) – engine stream tube ram drag (loss in momentum from freestream to intake entrance, ie amount of energy imparted to air required to accelerate air from a stationary atmosphere to aircraft speed). This is the thrust acting on the
548:
of a turbofan engine is the ratio between the mass flow rate of the bypass stream to the mass flow rate entering the core. A bypass ratio of 6, for example, means that 6 times more air passes through the bypass duct than the amount that passes through the combustion chamber.
2550:
lapse rate upon a low specific thrust (e.g., civil) engine is even more severe. At high flight speeds, high-specific-thrust engines can pick up net thrust through the ram rise in the intake, but this effect tends to diminish at supersonic speeds because of shock wave losses.
1223:), with a first run date of 27 May 1943, after the testing of the turbomachinery using an electric motor, which had been undertaken on 1 April 1943. Development of the engine was abandoned with its problems unsolved, as the war situation worsened for Germany.
1107:
Most of the air flow through a high-bypass turbofan is lower-velocity bypass flow: even when combined with the much-higher-velocity engine exhaust, the average exhaust velocity is considerably lower than in a pure turbojet. Turbojet engine noise is predominately
2203:
Higher overall pressure ratios can be achieved by either raising the HP compressor pressure ratio or adding compressor (non-bypass) stages to the LP spool, between the fan and the HP compressor, to boost the latter. All of the large
American turbofans (e.g.
1701:
Low specific thrust is achieved by replacing the multi-stage fan with a single-stage unit. Unlike some military engines, modern civil turbofans lack stationary inlet guide vanes in front of the fan rotor. The fan is scaled to achieve the desired net thrust.
604:
engines for high speeds, and turbofan engines between the two. Turbofans are the most efficient engines in the range of speeds from about 500 to 1,000 km/h (270 to 540 kn; 310 to 620 mph), the speed at which most commercial aircraft operate.
2874:
materials may help it succeed where previous attempts failed. When noise levels are within existing standards and similar to the LEAP engine, 15% lower fuel burn will be available and for that Safran is testing its controls, vibration and operation, while
2805:. The second phase of the FAA's Continuous Lower Energy, Emissions and Noise (CLEEN) program is targeting for the late 2020s reductions of 33% fuel burn, 60% emissions and 32 dB EPNdb noise compared with the 2000s state-of-the-art. In summer 2017 at
455:
The turbofan was invented to improve the fuel consumption of the turbojet. It achieves this by pushing more air, thus increasing the mass and lowering the speed of the propelling jet compared to that of the turbojet. This is done mechanically by adding a
492:
to produce (fan pressure ratio). The best energy exchange (lowest fuel consumption) between the two flows, and how the jet velocities compare, depends on how efficiently the transfer takes place which depends on the losses in the fan-turbine and fan.
737:
While a turbojet engine uses all of the engine's output to produce thrust in the form of a hot high-velocity exhaust gas jet, a turbofan's cool low-velocity bypass air yields between 30% and 70% of the total thrust produced by a turbofan system.
4502:
that part of the engine core which provides the hot, high pressure gas for fan-driving turbines (turbofan), for propelling nozzles (turbojet), for propeller- and rotor-driving turbines (turboprop and turboshaft), for industrial and marine power
1812:
non-functioning engine is a source of drag. Modern twin engined airliners normally climb very steeply immediately after take-off. If one engine shuts down, the climb-out is much shallower, but sufficient to clear obstacles in the flightpath.
1386:
896:
1745:
turboshaft-derived engine that was first run in
February 1962. The PLF1A-2 had a 40 in diameter (100 cm) geared fan stage, produced a static thrust of 4,320 lb (1,960 kg), and had a bypass ratio of 6:1. The
2474:
Naturally, as altitude increases, there is a decrease in air density and, therefore, the net thrust of an engine. There is also a flight speed effect, termed thrust lapse rate. Consider the approximate equation for net thrust
620:
in principle because both transfer some of the gas turbine's gas power, using extra machinery, to a bypass stream leaving less for the hot nozzle to convert to kinetic energy. Turbofans represent an intermediate stage between
1134:
to damp their noise. They extend as much as possible to cover the largest surface area. The acoustic performance of the engine can be experimentally evaluated by means of ground tests or in dedicated experimental test rigs.
1310:(FAA). There were at one time over 400 CF700 aircraft in operation around the world, with an experience base of over 10 million service hours. The CF700 turbofan engine was also used to train Moon-bound astronauts in
2314:
As bypass ratio increases, the fan blade tip speed increases relative to the LPT blade speed. This will reduce the LPT blade speed, requiring more turbine stages to extract enough energy to drive the fan. Introducing a
2174:
Many turbofans have at least basic two-spool configuration where the fan is on a separate low pressure (LP) spool, running concentrically with the compressor or high pressure (HP) spool; the LP spool runs at a lower
2614:
blade in a modern turbofan. The airflow past the blades must be maintained within close angular limits to keep the air flowing against an increasing pressure. Otherwise air will be rejected back out of the intake.
1717:
Further improvements in core thermal efficiency can be achieved by raising the overall pressure ratio of the core. Improvements in blade aerodynamics can reduce the number of extra compressor stages required, and
2366:
3-spool engine series, the HP compressor pressure ratio is modest so only a single HP turbine stage is required. Modern military turbofans also tend to use a single HP turbine stage and a modest HP compressor.
2055:
1522:
1349:
the smaller core flow. Future improvements in turbine cooling/material technology can allow higher turbine inlet temperature, which is necessary because of increased cooling air temperature, resulting from an
573:
BPR and these engines have been called "leaky" or continuous bleed turbojets (General
Electric YJ-101 BPR 0.25) and low BPR turbojets (Pratt & Whitney PW1120). Low BPR (0.2) has also been used to provide
4596:
pressure of the fluid which is associated not with its motion but with its state or, alternatively, pressure due to the random motion of the fluid molecules that would be felt or measured if moving with the
697:
476:
wasted velocity and uses it to power a ducted fan that blows air in bypass channels around the rest of the turbine. This reduces the speed of the propelling jet while pushing more air, and thus more mass.
6440:
1960:
2453:
can be increased, to raise core airflow, without changing overall pressure ratio. This route is expensive, since a new (upflowed) turbine system (and possibly a larger IP compressor) is also required.
2244:
families), where the booster stages of a boosted two-spool configuration are separated into an intermediate pressure (IP) spool, driven by its own turbine. The first three-spool engine was the earlier
1193:. The bypass air exits from the fins, while the exhaust from the core exits from the central nozzle. This fluted jetpipe design is a noise-reducing method devised by Frederick Greatorex at Rolls-Royce
2967:
turbine entry temperature approaches the theoretical limit and its impact on emissions has to be balanced with environmental performance goals. Open rotors, lower pressure ratio fans and potentially
2130:
fighter aircraft, is an example of a single-shaft turbofan. Despite the simplicity of the turbomachinery configuration, the M53 requires a variable area mixer to facilitate part-throttle operation.
2122:
Although far from common, the single-shaft turbofan is probably the simplest configuration, comprising a fan and high-pressure compressor driven by a single turbine unit, all on the same spool. The
503:. A turbofan accelerates a larger mass of air more slowly, compared to a turbojet which accelerates a smaller amount more quickly, which is a less efficient way to generate the same thrust (see the
2105:
Most modern western civil turbofans employ a relatively high-pressure-ratio high-pressure (HP) compressor, with many rows of variable stators to control surge margin at low rpm. In the three-spool
2004:
1212:
Early turbojet engines were not very fuel-efficient because their overall pressure ratio and turbine inlet temperature were severely limited by the technology and materials available at the time.
1154:. The shaped edges smooth the mixing of hot air from the engine core and cooler air flowing through the engine fan, which reduces noise-creating turbulence. Chevrons were developed by GE under a
4380:
turbofan fitted with variable-pitch fan blades to improve handling at ultralow fan pressure ratios and to provide thrust reverse down to zero aircraft speed. The engine was aimed at ultraquiet
405:
and turbines, in a turbofan some of that air bypasses these components. A turbofan thus can be thought of as a turbojet being used to drive a ducted fan, with both of these contributing to the
2319:, with a suitable gear ratio, between the LP shaft and the fan enables both the fan and LP turbine to operate at their optimum speeds. Examples of this configuration are the long-established
1540:
5495:
Ferrante, P. G.; Copiello, D.; Beutke, M. (2011), "Design and experimental verification of 'true zero-splice' acoustic liners in the universal fan facility adaptation (UFFA) modular rig",
2554:
pressure) to induce more airflow into the core and by increasing turbine inlet temperature. Together, these parameters tend to increase core thermal efficiency and improve fuel efficiency.
2547:
4430:
that part of the engine as distinct from the core in terms of components and airflow, eg that part of fan blading (fan outer) and stators which pass bypass air, bypass duct, bypass nozzle
439:
Modern turbofans have either a large single-stage fan or a smaller fan with several stages. An early configuration combined a low-pressure turbine and fan in a single rear-mounted unit.
4515:
Loss in momentum of engine stream tube from freestream to intake entrance, ie amount of energy imparted to air required to accelerate air from a stationary atmosphere to aircraft speed.
6050:
1245:
efficiency of engines. They also had poor propulsive efficiency, because pure turbojets have a high specific thrust/high velocity exhaust, which is better suited to supersonic flight.
1230:
turbojet as a gas generator with the exhaust discharging into a close-coupled aft-fan module comprising a contra-rotating LP turbine system driving two co-axial contra-rotating fans.
352:
1942:
1874:
1847:
2086:, a single combination of fan/compressor, turbine and shaft rotating at a single speed. For a given pressure ratio, the surge margin can be increased by two different design paths:
1440:
1406:
4444:
that part of the engine as distinct from the bypass in terms of components and airflow, eg core cowl, core nozzle, core airflow and associated machinery, combustor and fuel system
2828:
would be reduced by a short duct inlet, imposing higher aerodynamic turning loads on the blades and leaving less space for soundproofing, but a lower-pressure-ratio fan is slower.
1706:
improving the core thermal efficiency. Reducing the core mass flow tends to increase the load on the LP turbine, so this unit may require additional stages to reduce the average
1182:
2781:
bending further affects clearance control as the core is proportionately longer and thinner and the fan to low-pressure turbine driveshaft space is constrained within the core.
6433:
4562:
propulsive power/rate of production of propulsive kinetic energy (maximum propulsive efficiency occurs when jet velocity equals flight velocity, which implies zero net thrust!)
759:
5878:
2894:
and higher pressure ratio cores; lower pressure ratio fans, low-loss inlets and lighter structures can further improve thermal, transfer and propulsive efficiency. Under the
616:
that accelerates air rearward from the front of the engine. In a high-bypass design, the ducted fan and nozzle produce most of the thrust. Turbofans are closely related to
2114:
geometry. However, because a shallow IP compressor working line is inevitable, the IPC has one stage of variable geometry on all variants except the −535, which has none.
6141:
3071:
estimates 5–10% of fuel could be saved by reducing power intake for hydraulic systems, while swapping to electrical power could save 30% of weight, as initiated on the
1248:
The original low-bypass turbofan engines were designed to improve propulsive efficiency by reducing the exhaust velocity to a value closer to that of the aircraft. The
3064:
Turbine coating was prematurely lost, necessitating a new design, causing 60 A320neo engine removals for modification and delaying deliveries by up to six weeks late.
1892:
1482:
553:
them the overall efficiency characteristics of very high bypass turbofans. This allows them to be shown together with turbofans on plots which show trends of reducing
2791:
argued "Over the history of commercial aviation, we have gone from 20% to 40% , and there is a consensus among the engine community that we can probably get to 60%".
6352:
2154:
together with turbofan high propulsive efficiency at subsonic flight speeds. It would have the high propulsive efficiency of a turbojet at supersonic cruise speeds.
6426:
2398:
However, stressing considerations might limit this parameter, implying, despite an increase in overall pressure ratio, a reduction in HP compressor pressure ratio.
5246:
451:
Schematic diagram illustrating a modern 2-spool turbofan engine installation in a nacelle. The low-pressure spool is colored blue and the high-pressure one orange.
2355:
uses an alternative approach: a single-stage, high-work unit. While this approach is probably less efficient, there are savings on cooling air, weight and cost.
2949:
matrix with silicon-carbide fibers in 2018. CMCs will be used ten times more by the mid-2020s: the CFM LEAP requires 18 CMC turbine shrouds per engine and the
2079:
net thrust, SFC), as long as overall component performance is maintained. Off-design performance and stability is, however, affected by engine configuration.
1918:
1504:
2183:
is typical of this configuration. At the smaller thrust sizes, instead of all-axial blading, the HP compressor configuration may be axial-centrifugal (e.g.,
345:
1345:
to drive the fan. A smaller core flow/higher bypass ratio cycle can be achieved by raising the inlet temperature of the high-pressure (HP) turbine rotor.
6819:
6251:
6191:
5632:
5024:
2428:
The hot route may require changes in turbine blade/vane materials or better blade/vane cooling. The cold route can be obtained by one of the following:
5754:
5298:
5000:
633:
1823:, a medium-range, rear-engined aircraft seating up to 120 passengers, introduced in 1980, was the first Soviet aircraft to use high-bypass engines.
2037:
1710:
and to maintain LP turbine efficiency. Reducing core flow also increases bypass ratio. Bypass ratios greater than 5:1 are increasingly common; the
6809:
5208:
2998:
Rolls-Royce engines have a 72–82% propulsive efficiency and 42–49% thermal efficiency for a 0.63–0.49 lb/lbf/h (64,000–50,000 g/kN/h)
6957:
6782:
338:
5803:
5787:
5733:
5512:
5472:
4789:
4749:
612:
and produces all the thrust. The compressor absorbs the mechanical power produced by the turbine. In a bypass design, extra turbines drive a
6281:
6207:
5709:
5041:
4876:
4859:
608:
In a turbojet (zero-bypass) engine, the high temperature and high pressure exhaust gas is accelerated when it undergoes expansion through a
510:
The ratio of the mass-flow of air bypassing the engine core compared to the mass-flow of air passing through the core is referred to as the
3002:
at Mach 0.8, and aim for theoretical limits of 95% for open rotor propulsive efficiency and 60% for thermal efficiency with stoichiometric
5435:
472:
as its propelling jet, for aircraft speeds below 500 mph there are two penalties to this design which are addressed by the turbofan.
6069:
5451:
Schuster, B.; Lieber, L.; Vavalle, A. (2010), "Optimization of a seamless inlet liner using an empirically validated prediction method",
6814:
6087:
2923:
1220:
1306:, with about a 50% increase in thrust to 4,200 lbf (19,000 N). The CF700 was the first small turbofan to be certified by the
7095:
2963:
and began ground tests of its 100,000 hp (75,000 kW) gear for 100,000 lbf (440 kN) and 15:1 bypass ratios. Nearly
2899:
1586:
1558:
6329:
6000:
5230:
5182:
4827:
5885:
5749:
5645:
2777:
are more difficult to maintain at the exit of the high-pressure compressor where blades are 0.5 in (13 mm) high or less;
2626:
inlet temperature (TIT) is too harsh an environment, at 1,700 °C (3,100 °F) and 17 bar (250 psi), for reliable
2478:
412:
The ratio of the mass-flow of air bypassing the engine core to the mass-flow of air passing through the core is referred to as the
5200:
1986:
6682:
5931:
5036:"Practical considerations in designing the engine cycle", M G Philpot, AGARD LS 183, Steady and Transient Performance Prediction,
4565:
3118:
2999:
1358:
554:
5777:
3172:
should be led by CFM with 44% followed by Pratt & Whitney with 29% and then Rolls-Royce and
General Electric with 10% each.
4264:
4171:
4019:
3885:
2630:. Therefore, during development of a new engine type a relation is established between a more easily measured temperature like
2192:
1640:
1307:
754:
of the total exhaust, as with any jet engine, but because two exhaust jets are present the thrust equation can be expanded as:
6149:
6731:
5596:
3088:
1829:
1576:
2933:(CMC) parts operates 500 °F (260 °C) hotter than metal and are one-third its weight. With $ 21.9 million from the
2634:
temperature and the TIT. Monitoring the exhaust gas temperature is then used to make sure the engine does not run too hot.
1690:
To further improve fuel economy and reduce noise, almost all jet airliners and most military transport aircraft (e.g., the
41:
This article is about the mechanism used in jets. For the turbo like air pressure blower sometimes misnamed Turbo fan, see
6363:
6027:
2934:
1804:
The lower the specific thrust of a turbofan, the lower the mean jet outlet velocity, which in turn translates into a high
4803:
Military power plants may be divided into some major categories – low bypass turbofans that generally power fighter jets…
5255:
5090:
3148:, the in-service fleet in 2016 is 60,000 engines and should grow to 103,000 in 2035 with 86,500 deliveries according to
2907:
2867:
2750:
2691:
6767:
5104:
2022:
2425:
Both routes require an increase in the combustor fuel flow and, therefore, the heat energy added to the core stream.
397:
that uses the mechanical energy from the gas turbine to force air rearwards. Thus, whereas all the air taken in by a
5950:
5666:
3013:
As teething troubles may not show up until several thousand hours, the latest turbofans' technical problems disrupt
2682:
Fan blades have been growing as jet engines have been getting bigger: each fan blade carries the equivalent of nine
7059:
6950:
6762:
6538:
5575:
3974:
3595:
3114:
2806:
2328:
1711:
751:
309:
185:
142:
5384:
Kester, JD; Slaiby, TG (1968). "Designing the JT-9D Engine to meet Low Noise
Requirements for Future Transports".
2339:
Most of the configurations discussed above are used in civilian turbofans, while modern military turbofans (e.g.,
7135:
6561:
3816:
3805:
3748:
3242:
2942:
2225:
1898:
1778:
1495:
1299:
416:. The engine produces thrust through a combination of these two portions working together. Engines that use more
4967:
4951:
3160:, worth 40–45% of the market by value, will grow from 12,700 engines to over 21,000 with 18,500 deliveries. The
7017:
6839:
6757:
6617:
2976:
2930:
2245:
1227:
526:. Most commercial aviation jet engines in use are high-bypass, and most modern fighter engines are low-bypass.
5534:
5354:
2832:
Aerostructures will have a full-scale ground test in 2019 of its low-drag
Integrated Propulsion System with a
1815:
The Soviet Union's engine technology was less advanced than the West's, and its first wide-body aircraft, the
1528:
1197:
6293:
Jet
Engines and Propulsion Systems For Engineers, Human Resource Development, GE Aircraft Engines 1989, p.5-9
5893:
C. Riegler, C. Bichlmaier:, 1st CEAS European Air and Space
Conference, 10–13 September 2007, Berlin, Germany
6711:
6498:
3741:
3668:
3557:
3553:
3289:
3106:
2988:
2352:
2221:
2179:, while the HP spool turns faster and its compressor further compresses part of the air for combustion. The
1925:
1770:
1762:
1648:
1636:
1608:
1393:
1369:
1257:
1238:
597:
374:
304:
260:
121:
5297:
Goulos, Ioannis; Stankowski, Tomasz; MacManus, David; Woodrow, Philip; Sheaf, Christopher (February 2018).
4891:"An analysis of jet-propulsion systems making direct use of the working substance of a thermodynamic cycle"
6687:
6657:
6652:
6576:
6493:
5006:
4655:
3913:
3633:
3416:
3356:
3018:
3007:
2968:
2919:
2891:
2798:
2770:
2730:
2674:
must withstand harsh conditions for 10 years, 20,000 missions and rotating at 10 to 20,000 rpm.
2143:
2091:
1948:
1797:, produced jointly by GE and P&W. The Pratt & Whitney JT9D engine was the first high bypass ratio
1564:
1350:
1291:
1287:
1208:. View into the bypass duct looking forward from the bypass nozzle and showing fan exit stators/fan blades
1167:
578:
381:. The word "turbofan" is a combination of references to the preceding generation engine technology of the
292:
217:
191:
153:
5054:
7125:
6943:
6924:
6692:
6662:
6642:
6406:
5684:
4898:
4660:
4557:
3847:
3564:
3480:
3446:
3386:
3326:
3296:
3212:
2829:
2802:
2714:
2703:
2574:
2213:
2188:
2147:
1996:
1880:
1786:
1747:
1656:
1365:
1253:
1201:
1171:
1100:
1123:
tips, because of their unequal nature, produce noise of a discordant nature known as "buzz saw" noise.
2259:
business jet, has an unusual three spool layout with an aft spool not concentric with the two others.
1372:) have variable inlet guide vanes to direct air onto the first fan rotor stage. This improves the fan
7130:
7012:
6909:
6872:
6824:
6586:
6222:"A comparison of thermodynamic loss models suitable for gas turbine propulsion - Theory and taxonomy"
5313:
4932:
4871:
Gas Turbine Aerothermodynamics With Special Reference To Aircraft propulsion, Sir Frank Whittle 1981,
4854:
Gas Turbine Aerothermodynamics With Special Reference To Aircraft propulsion, Sir Frank Whittle 1981,
3906:
3510:
3153:
2205:
2139:
2127:
1853:
1758:
1751:
1730:
1691:
1582:
1295:
561:
installations where the fan airflow is remote from the engine and doesn't flow past the engine core.
270:
148:
5982:
5909:
4738:
Michael Hacker; David Burghardt; Linnea Fletcher; Anthony Gordon; William Peruzzi (March 18, 2009).
2698:, keeping the fan capabilities while minimizing the blade count to lower costs. Coincidentally, the
2162:
7106:
7032:
7007:
6051:"Troublesome advanced engines for Boeing, Airbus jets have disrupted airlines and shaken travelers"
5810:
4404:
propfan, developed in the U.S.S.R., was the only propfan engine equipped on a production aircraft.
4363:
3985:
2938:
2903:
2695:
2651:
1839:
1644:
1550:
1532:
1234:
1216:
6977:
6777:
6726:
5478:
5401:
4723:
Most modern airliners use turbofan engines because of their high thrust and good fuel efficiency.
4608:
4302:
4164:
4160:
4092:
4042:
3978:
3951:
3157:
3126:
3026:
2627:
2256:
2010:
1966:
1303:
1249:
1186:
500:
402:
386:
287:
5568:
Proceedings of the 13th Asian Congress of Fluid Mechanics 17–21 December 2010, Dhaka, Bangladesh
3102:
3046:
2784:
2411:
1342:
1089:
3164:
engines below 20,000 lb (89 kN) fleet will grow from 7,500 to 9,000 and the fleet of
2450:
2351:
Most civil turbofans use a high-efficiency, 2-stage HP turbine to drive the HP compressor. The
6804:
6596:
6325:
6277:
6247:
6203:
6187:
6109:
5783:
5729:
5723:
5705:
5628:
5508:
5468:
5226:
5178:
5084:
5037:
5020:
4872:
4855:
4823:
4785:
4779:
4745:
4739:
4061:
3778:
3110:
3058:
2992:
2871:
2842:
expects to deliver another 10–15% in fuel efficiency through the mid-2020s before reaching an
2778:
2738:
2722:
2683:
2647:
2363:
2359:
2324:
2316:
2281:
2262:
2241:
2237:
2180:
2110:
2106:
1782:
1766:
1514:
609:
515:
417:
390:
204:
2442:
improving the compression process, without adding stages (e.g. higher fan hub pressure ratio)
6904:
6697:
6667:
6637:
6571:
6345:
6229:
6145:
5500:
5460:
5393:
5329:
5321:
5110:
4845:
Thrust Augmentation with Mixer/Ejector systems, Presz, Reynolds, Hunter, AIAA 2002-0230, p.3
4645:
4287:
3122:
2176:
2167:
1992:
1738:
1719:
1510:
1373:
1261:
574:
447:
436:
are used on low-bypass turbofan engines with bypass and core mixing before the afterburner.
429:
299:
125:
3156:
with 54,000 deliveries, for a fleet growing from 28,500 to 61,000. High-thrust engines for
2773:
and become more efficient and smaller compared to the fan as bypass ratios increase. Blade
2090:
Splitting the compressor into two smaller spools rotating at different speeds, as with the
428:. Most commercial aviation jet engines in use are of the high-bypass type, and most modern
7054:
6982:
6919:
6862:
6556:
6484:
6453:
5272:
5204:
5170:
4911:
4600:
4340:
4088:
4046:
3130:
3098:
3076:
3038:
2956:
2946:
2915:
2833:
2810:
2794:
2788:
2667:
2468:
2301:
2289:
2285:
1835:
1820:
1252:, the world's first production turbofan, had a bypass ratio of 0.3, similar to the modern
496:
378:
265:
228:
108:
42:
6324:
Introduction To Aerospace Engineering With A Flight Test Perspective, Stephen Corda 2017,
5835:
4706:
2646:
blade is subjected to 1,700 °C (3,100 °F), at 17 bar (250 psi) and a
1667:, all of which feature a mixed exhaust, afterburner and variable area propelling nozzle.
891:{\displaystyle F_{N}={\dot {m}}_{e}v_{he}-{\dot {m}}_{o}v_{o}+BPR\,({\dot {m}}_{c})v_{f}}
6418:
6263:
5317:
5146:
5027:, Figure 7.3 Predicted variation in thrust and sfc with bypass ratio for a constant core
4936:
4926:
2236:
Rolls-Royce chose a three-spool configuration for their large civil turbofans (i.e. the
1604:
495:
The fan flow has lower exhaust velocity, giving much more thrust per unit energy (lower
6992:
6469:
5865:
VARIABLE GEOMETRY AFT-FAN FORTAKEOFFQUIETINGOR THRUST AUGMENTATION OF A TURBOJET ENGINE
5299:"Civil Turbofan Engine Exhaust Aerodynamics: Impact of Bypass Nozzle After-body Design"
5197:
4571:
total fuel flow/net thrust (proportional to flight velocity/overall thermal efficiency)
4205:
4194:
4099:
4084:
3874:
3870:
3660:
3656:
3618:
3145:
2972:
2964:
2895:
2887:
2859:
2611:
2599:
2562:
2320:
2274:
2270:
2029:
1978:
1974:
1970:
1816:
1628:
1424:
1420:
1416:
1377:
1357:
would be lower, the (dry power) fuel flow would also be reduced, resulting in a better
1331:
1311:
1268:
1242:
1127:
589:
461:
424:; conversely those that have considerably more fan thrust than jet thrust are known as
198:
7119:
7064:
7042:
7027:
6829:
6627:
6601:
6533:
6127:
6046:
5560:
5482:
5369:
5357:, 15th CEAS-ASC Workshop and 1st Scientific Workshop of X-Noise EV, 2011. Win.tue.nl.
4983:
4401:
4235:
4137:
4122:
3936:
3149:
2911:
2774:
2671:
2655:
1865:
1742:
1707:
1652:
1546:
1488:
1466:
1462:
1458:
1412:
1272:
1151:
465:
160:
17:
5627:"Turbojet History And Development 1930–1960 Volume 1", The Crowood Press Ltd. 2007,
5129:
2097:
Making the stator vane pitch adjustable, typically in the front stages, as with the
1725:
1722:
enable high-pressure-ratio compressors to work surge-free at all throttle settings.
1226:
Later in 1943, the British ground tested the Metrovick F.3 turbofan, which used the
7077:
7037:
6883:
6857:
6847:
6677:
6632:
6385:
6381:
4433:
3809:
3707:
3469:
3169:
3161:
3094:
2847:
2699:
2687:
2595:
2266:
2252:
1805:
1676:
1664:
1660:
1568:
1474:
1470:
1454:
1450:
1446:
1280:
1163:
539:
511:
413:
6228:. Las Vegas, NV, U.S.A.: American Institute of Aeronautics and Astronautics: 4–8.
5611:
4972:. American Institute of Aeronautics and Astronautics. September 1966. p. 387.
4956:. American Institute of Aeronautics and Astronautics. September 1966. p. 386.
2306:
1681:
48:
5879:"The geared turbofan technology – Opportunities, challenges and readiness status"
5367:
Smith, Michael J. T. (19 February 1970). "Softly, softly towards the quiet jet".
7082:
7002:
6987:
6966:
6752:
6747:
6566:
6464:
6456:
5704:
The Development Of Jet And Turbine Aero Engines 4th edition, Bill Gunston 2006,
4650:
4413:
4291:
4257:
4054:
3839:
3771:
3737:
3695:
3691:
3622:
3587:
3541:
3537:
3533:
3503:
3409:
3379:
3319:
3273:
3269:
3265:
3134:
2984:
2980:
2883:
2726:
2663:
2631:
2566:
2014:
1952:
1933:
1910:
1884:
1857:
1620:
1616:
1599:
1264:, had bypass ratios closer to 1 and were similar to their military equivalents.
527:
433:
237:
165:
115:
6221:
4681:
2376:
ratios employed, military turbofans require only one or two LP turbine stages.
7022:
6997:
6523:
6449:
6302:
Aerodynamic Design Of Axial Flow Compressors, N65 23345,1965, NASA SP-36, p.68
5325:
4890:
4295:
4198:
4130:
4012:
3944:
3801:
3699:
3549:
3545:
3473:
3439:
3349:
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3281:
3277:
3235:
3072:
3030:
3022:
2855:
2818:
2746:
2607:
2436:
2340:
2184:
2123:
2065:
2047:
2043:
1929:
1902:
1861:
1798:
1754:
1205:
1190:
1159:
1147:
1097:
613:
593:
Propulsive efficiency comparison for various gas turbine engine configurations
485:
457:
394:
176:
129:
6170:
6113:
1233:
Improved materials, and the introduction of twin compressors, such as in the
7047:
6914:
6772:
6622:
6581:
6518:
4928:
A theoretical treatment of technical risk in modern propulsion system design
4763:
All modern jet-powered commercial aircraft use high bypass turbofan engines
4635:
maximum cycle temperature, ie temperature at which work transfer takes place
4490:
4050:
3940:
3714:
3626:
3165:
2863:
2843:
2603:
2394:
temperature. Increasing the latter may require better compressor materials.
1695:
1432:
1397:
1215:
The first turbofan engine, which was only run on a test bed, was the German
1139:
1109:
1094:
617:
522:, those that have considerably more fan thrust than jet thrust are known as
324:
211:
171:
35:
6393:
4834:
Most tactical military aircraft are powered by low-bypass turbofan engines.
2284:
military turbofan also has a three-spool configuration, as do the military
1065:= the velocity of the total air intake = the true airspeed of the aircraft
6888:
6647:
6591:
6513:
6489:
4377:
4228:
3141:
3054:
2960:
2876:
2851:
2758:
2710:
1492:
1428:
1276:
622:
601:
558:
398:
382:
319:
282:
277:
243:
6233:
5504:
5464:
5405:
2694:(CFD) modelling have permitted complex, 3D curved shapes with very wide
6503:
5646:"Metrovick F3 Cutaway – Pictures & Photos on FlightGlobal Airspace"
5559:
Zaman, K. B. M. Q.; Bridges, J. E.; Huff, D. L. (17–21 December 2010).
4396:
3050:
3042:
3014:
3003:
2825:
2814:
2643:
2623:
1131:
253:
133:
31:
5333:
5115:
5079:, Paulton House, 8 Sheperdess Walk, London N1 7LW: Jane's, p. 748
6672:
6528:
5456:
4457:
engine ratings/ throttle lever positions below afterburning selection
4333:
3878:
3703:
3068:
2839:
2742:
2622:(FADEC) needs accurate data for controlling the engine. The critical
1794:
406:
314:
3168:
for airliners will increase from 9,400 to 10,200. The manufacturers
2446:
all of which increase both overall pressure ratio and core airflow.
1619:
engines have been low/medium bypass turbofans with a mixed exhaust,
1256:
fighter engine. Civilian turbofan engines of the 1960s, such as the
5397:
4619:
combustor (plus any afterburner) fuel flow rate (e.g., lb/s or g/s)
4387:
In a bid for increased efficiency with speed, a development of the
923:= the mass rate of hot combustion exhaust flow from the core engine
464:
is used in conjunction with the fan as first envisaged by inventor
27:
Airbreathing jet engine designed to provide thrust by driving a fan
6852:
5607:
4329:
4325:
3034:
2754:
2718:
2659:
2619:
2305:
2161:
1906:
1761:
engine used a derived design. Other high-bypass turbofans are the
1724:
1680:
1603:
1330:
1196:
1181:
1088:
588:
3129:. Pratt & Whitney and General Electric have a joint venture,
2971:
offer more room for better propulsive efficiency. Exotic cycles,
2713:
wide-chord fan blade in the 1980s for aerodynamic efficiency and
6276:
Gas Turbine Performance Second Edition, Walsh and Fletcher 2004,
5571:
5538:
4518:
4381:
4126:
2950:
2813:, Pratt has finished testing a very-low-pressure-ratio fan on a
2734:
2217:
2209:
2061:
1790:
1774:
1315:
1290:, based on the CJ805-3 turbojet. It was followed by the aft-fan
1155:
6939:
6935:
6422:
6226:
36th AIAA/ASME/SAE/ASEE Joint Propulsion Conference and Exhibit
6001:"Continuous Lower Energy, Emissions, and Noise (CLEEN) Program"
692:{\displaystyle \eta _{f}={\frac {2}{1+{\frac {V_{j}}{V_{a}}}}}}
5165:
5163:
4008:
2836:, improving fuel burn by 1% and with 2.5-3 EPNdB lower noise.
2098:
1267:
The first Soviet airliner powered by turbofan engines was the
1039:= the velocity of the air flow bypassed around the core engine
6070:"How the future of electric aircraft lies beyond the engines"
4548:
combustor inlet total pressure/intake delivery total pressure
2666:
schemes and special mechanical design are needed to keep the
1737:
The first (experimental) high-bypass turbofan engine was the
488:
which produces a second, additional mass of accelerated air.
6353:"The Chevron Nozzle: A Novel Approach to Reducing Jet Noise"
4820:
Magill's Survey of Science: Applied science series, Volume 3
2953:
will use it in the combustor and for 42 HP turbine nozzles.
1714:, which entered commercial service in 2016, attains 12.5:1.
1298:
turbojet 2,850 lbf (12,700 N) to power the larger
4424:
afterburner for turbofan with burning in hot and cold flows
4400:
jet fuel prevented the engines being put into service. The
3049:
to fall behind in deliveries, leaving about 100 engineless
2561:
The off-design behaviour of turbofans is illustrated under
1294:
engine, with a 2.0 bypass ratio. This was derived from the
1241:
engines, increased the overall pressure ratio and thus the
1146:
are the "saw-tooth" patterns on the trailing edges of some
1026:= the mass rate of intake air that bypasses the core engine
1004:= the mass rate of intake air that flows to the core engine
5177:. Bloomington, Indiana, US: Authorhouse. pp. 228–30.
4613:
rate of production of propulsive kinetic energy/fuel power
1635:
The first production afterburning turbofan engine was the
1052:= the velocity of the hot exhaust gas from the core engine
945:= the mass rate of total air flow entering the turbofan =
2975:
and pressure gain/constant volume combustion may improve
1750:
became the first production model, designed to power the
5951:"A Reversed, Tilted Future For Pratt's Geared Turbofan?"
5561:"Evolution from 'Tabs' to 'Chevron Technology'–a Review"
5437:
Research project: Buzz-saw noise and nonlinear acoustics
2650:
of 40 kN (9,000 lbf), well above the point of
5254:. Federal Aviation Administration. 2004. Archived from
4969:
Journal of Aircraft September-October 1966: Vol 3 Iss 5
4953:
Journal of Aircraft September-October 1966: Vol 3 Iss 5
1275:. 164 aircraft were produced between 1960 and 1965 for
6246:
The Cambridge Aerospace Dictionary, Bill Gunston 2004,
6186:
The Cambridge Aerospace Dictionary, Bill Gunston 2004,
2418:
hot route: increase HP turbine rotor inlet temperature
2265:
chose the same configuration as Rolls-Royce for their
2138:
One of the earliest turbofans was a derivative of the
1777:. More recent large high-bypass turbofans include the
557:(SFC) with increasing BPR. BPR can also be quoted for
4733:
4731:
4481:
turbofan or aircraft powered by turbofan (colloquial)
2937:, GE is investing $ 200 million in a CMC facility in
2769:
Engine cores are shrinking as they operate at higher
2481:
1283:
airlines, with some operating until the early 1990s.
762:
636:
628:
Froude, or propulsive, efficiency can be defined as:
530:
are used on low-bypass turbofans on combat aircraft.
5419:
Smith, M.J.T. (17 August 1972). "Quiet Propulsion".
3133:
selling a range of engines for aircraft such as the
1286:
The first General Electric turbofan was the aft-fan
1158:
contract. Some notable examples of such designs are
6897:
6871:
6838:
6795:
6740:
6719:
6710:
6610:
6547:
6477:
6463:
3010:for a 0.35 lb/lbf/h (36,000 g/kN/h) TSFC
1113:noise sources are the fan, compressor and turbine.
6820:Engine-indicating and crew-alerting system (EICAS)
6360:NASA Innovation in Aeronautics NASA/TM-2011-216987
6029:Rolls-Royce technology for future aircraft engines
4487:fan outlet total pressure/fan inlet total pressure
2541:
1400:. The fan is located behind the inlet guide vanes.
890:
691:
6853:Full Authority Digital Engine/Electronics (FADEC)
5976:
5974:
5972:
5970:
5968:
5966:
5964:
5932:"Understanding Complexities Of Bigger Fan Blades"
3113:. Pratt & Whitney also have a joint venture,
3105:, in order of market share. General Electric and
2979:. Additive manufacturing could be an enabler for
2959:aim for a 60:1 pressure ratio core for the 2020s
3021:deliveries while production rates rise sharply.
5925:
5923:
5725:Air warfare: An international encyclopedia: A–L
5248:FAA-H-8083-3B Airplane Flying Handbook Handbook
3152:. A majority will be medium-thrust engines for
2926:will reduce weight by 5% and fuel burn by 20%.
2150:UDF (propfan) demonstrator of the early 1980s.
1364:Some low-bypass ratio military turbofans (e.g.
385:and the additional fan stage. It consists of a
6810:Electronic centralised aircraft monitor (ECAM)
5949:Guy Norris and Graham Warwick (Mar 26, 2015).
5779:Fundamentals of Aircraft and Rocket Propulsion
4384:aircraft operating from city-centre airports.
2432:adding booster stages to the LP/IP compression
6951:
6434:
2542:{\displaystyle F_{n}=m\cdot (V_{jfe}-V_{a}).}
346:
52:Animation of a 2-spool, high-bypass turbofan
8:
3125:of Germany, specializing in engines for the
2686:and swallows air the equivalent volume of a
1647:. Low-bypass military turbofans include the
1219:, designated the 109-007 by the German RLM (
6220:Roth, Bryce; Mavris, Dimitri (2000-07-24).
5903:
5901:
5899:
4773:
4771:
4496:as "assumed temperature thrust reduction").
3093:The turbofan engine market is dominated by
600:engines are most efficient for low speeds,
6958:
6944:
6936:
6815:Electronic flight instrument system (EFIS)
6716:
6474:
6441:
6427:
6419:
6407:"Bjorn's Corner: Aircraft engines, sum up"
4554:thermal efficiency * propulsive efficiency
4376:In the 1970s, Rolls-Royce/SNECMA tested a
3179:
2310:Geared turbofan. The gearbox is labeled 2.
353:
339:
99:
5755:Smithsonian National Air and Space Museum
5355:"Acoustic liners for modern aero-engines"
5114:
2821:with fewer blades than the PW1000G's 20.
2527:
2508:
2486:
2480:
1819:, was powered by low-bypass engines. The
882:
869:
858:
857:
852:
834:
824:
813:
812:
799:
789:
778:
777:
767:
761:
750:) generated by a turbofan depends on the
678:
668:
662:
650:
641:
635:
6088:"Flight Fleet Forecast's engine outlook"
5685:"1954 | 0985 | Flight Archive"
4813:
4811:
4438:bypass air mass flow /core air mass flow
2854:. It is demonstrating a counterrotating
2737:in 1995, manufactured since 2017 with a
2414:. There are two basic routes available:
2410:Thrust growth is obtained by increasing
446:
47:
6202:Jet Propulsion, Nicholas Cumpsty 1997,
6182:
6180:
5535:"NASA Helps Create a More Silent Night"
5528:
5526:
5524:
5453:16th AIAA/CEAS Aeroacoustics Conference
5209:SRM Institute of Science and Technology
4672:
1825:
1757:military transport aircraft. The civil
1382:
577:as well as afterburner cooling for the
227:
114:
107:
5910:"Bjorn's Corner: The Engine challenge"
5497:17h AIAA/CEAS Aeroacoustics Conference
5225:(2nd ed.). Longmans. p. 85.
5221:Cohen; Rogers; Saravanamuttoo (1972).
5211:, Department of Aerospace Engineering.
5082:
5019:Jet Propulsion, Nicholas Cumpsty 2003,
4907:
4896:
4700:
4698:
3045:knife-edge seal fractures have caused
5175:Herman the German: Just Lucky I Guess
3061:
3057:introduction had been smoother but a
2846:, and next will have to increase the
2670:within the strength of the material.
2620:Full Authority Digital Engine Control
2082:The basic element of a turbofan is a
1302:75/80 model aircraft, as well as the
460:rather than using viscous forces. A
7:
5987:Aviation Week & Space Technology
5955:Aviation Week & Space Technology
5867:. Ohio: Lewis Research Centre, NASA.
4925:Roth, Bryce Alexander (2000-09-01).
3037:to 2.3 hours down from 5.5, costing
518:relative to fan thrust are known as
420:relative to fan thrust are known as
4781:Indian Defence Review: Apr–Jun 2012
3181:Commercial turbofans in production
3053:waiting for their powerplants. The
2995:can be combined with gas turbines.
2801:reductions may continue to improve
2421:cold route: increase core mass flow
2068:, the most powerful aircraft engine
7096:Timeline of heat engine technology
5776:El-Sayed, Ahmed F. (25 May 2016).
5750:"Lycoming PLF1A-2 turbofan engine"
5077:All The World's Aircraft 1975–1976
4818:Frank Northen Magill, ed. (1993).
3176:Commercial turbofans in production
2987:. Closer airframe integration and
2900:Adaptive Engine Transition Program
2879:integration is still challenging.
2709:Rolls-Royce pioneered the hollow,
25:
6007:. Federal Aviation Administration
4889:Rubert, Kennedy F. (1945-02-01).
4784:. Lancer Publishers. p. 18.
4778:Verma, Bharat (January 1, 2013).
4744:. Cengage Learning. p. 319.
4418:jetpipe equipped for afterburning
1627:Unlike in the main engine, where
1126:All modern turbofan engines have
6683:Thrust specific fuel consumption
6026:Ulrich Wenger (March 20, 2014),
5983:"Turbofans Are Not Finished Yet"
5908:Bjorn Fehrm (October 21, 2016).
5306:Aerospace Science and Technology
4523:integrated engine pressure ratio
3119:Japanese Aero Engine Corporation
3109:of France have a joint venture,
2890:of jet fuel still maximises the
2850:to 35:1 instead of 11:1 for the
2706:and the fan diameter increased.
2193:Pratt & Whitney Canada PW600
2054:
2036:
2021:
2003:
1985:
1959:
1941:
1917:
1891:
1873:
1846:
1828:
1575:
1557:
1539:
1521:
1503:
1481:
1439:
1405:
1385:
1271:introduced in 1962. It used the
715:= thrust equivalent jet velocity
6106:Jane's All the World's Aircraft
5930:Ben Hargreaves (Sep 28, 2017).
4632:Turbine rotor inlet temperature
2343:) are usually basic two-spool.
1801:to power a wide-body airliner.
1308:Federal Aviation Administration
504:
6732:Propeller speed reduction unit
6405:Bjorn Fehrm (April 14, 2017).
5722:Boyne, Walter J., ed. (2002).
5687:. Flightglobal.com. 1954-04-09
5648:. Flightglobal.com. 2007-11-07
4682:"How Gas Turbine Engines Work"
3089:List of turbofan manufacturers
2787:VP technology and environment
2533:
2501:
2187:), double-centrifugal or even
1639:, which initially powered the
1396:used on many early narrowbody
1316:Lunar Landing Research Vehicle
875:
853:
1:
4822:. Salem Press. p. 1431.
4680:Marshall Brain (April 2000).
2935:Air Force Research Laboratory
2317:(planetary) reduction gearbox
1611:afterburning turbofan on test
1204:turbofan engine as used on a
4583:decrease in RPM (colloquial)
4577:increase in RPM (colloquial)
2908:sixth-generation jet fighter
2692:computational fluid dynamics
6643:Engine pressure ratio (EPR)
6351:Malcolm Gibson (Aug 2011).
5863:Webber, Richard J. (1971).
5440:, University of Southampton
5134:Road runners Internationale
4705:Hall, Nancy (May 5, 2015).
3006:entry temperature and 80:1
2824:The weight and size of the
2642:A 100 g (3.5 oz)
2329:Pratt & Whitney PW1000G
1712:Pratt & Whitney PW1000G
1189:low-bypass turbofan from a
7152:
6910:Auxiliary power unit (APU)
6539:Rotating detonation engine
6108:. 2005. pp. 850–853.
6068:Kerry Reals (6 Sep 2019).
5981:Guy Norris (Aug 8, 2017).
5576:NASA Glenn Research Center
4741:Engineering and Technology
4372:Extreme bypass jet engines
3115:International Aero Engines
3086:
2858:unducted fan (propfan) in
2807:NASA Glenn Research Center
2690:every second. Advances in
2299:
2013:which will be used on the
1899:Pratt & Whitney PW4000
1779:Pratt & Whitney PW4000
1674:
1597:
1314:as the powerplant for the
1296:General Electric J85/CJ610
1166: – on the
1150:nozzles that are used for
752:effective exhaust velocity
537:
310:Rotating detonation engine
40:
29:
7104:
7091:
7073:
6973:
6394:"Commercial engines 2017"
6346:Wikibooks: Jet propulsion
6035:, Rolls-Royce Deutschland
5728:. ABC-CLIO. p. 235.
5533:Banke, Jim (2012-12-13).
5326:10.1016/j.ast.2017.09.002
5075:Taylor, John W.R. (ed.),
4605:net thrust/intake airflow
4566:Specific fuel consumption
2943:Asheville, North Carolina
1720:variable geometry stators
1529:Pratt & Whitney TF-30
1359:specific fuel consumption
555:specific fuel consumption
6618:Aircraft engine starting
6264:"Reduced Thrust Takeoff"
5089:: CS1 maint: location (
2977:thermodynamic efficiency
2931:ceramic matrix composite
2610:airflow on a single fan/
2246:Rolls-Royce RB.203 Trent
2222:Pratt & Whitney JT9D
1763:Pratt & Whitney JT9D
1649:Pratt & Whitney F119
1637:Pratt & Whitney TF30
1609:Pratt & Whitney F119
1394:Pratt & Whitney JT8D
1258:Pratt & Whitney JT8D
1239:Pratt & Whitney JT3C
1202:General Electric GEnx-2B
432:engines are low-bypass.
186:External thermal engines
143:Internal thermal engines
78:High-pressure compressor
30:Not to be confused with
6499:Pulse detonation engine
5109:, ASME, 15 April 2015,
4463:exhaust gas temperature
2739:carbon-fiber tape-layer
2702:grew to achieve higher
2353:CFM International CFM56
2142:turbojet, known as the
2092:Pratt & Whitney J57
2074:Turbofan configurations
1771:CFM International CFM56
1729:Cutaway diagram of the
579:Pratt & Whitney J58
393:from combustion, and a
377:that is widely used in
375:airbreathing jet engine
305:Pulse detonation engine
75:Low-pressure compressor
6688:Thrust to weight ratio
6658:Overall pressure ratio
6653:Jet engine performance
6577:Centrifugal compressor
6494:Gluhareff Pressure Jet
5610:: AFMC, archived from
4906:Cite journal requires
4656:Turbine engine failure
4545:Overall pressure ratio
4475:turbofan LP compressor
3041:almost $ 950 million.
3008:overall pressure ratio
2969:distributed propulsion
2920:Additive manufacturing
2910:, based on a modified
2892:Breguet range equation
2731:carbon fiber composite
2543:
2311:
2271:Lotarev/Progress D-18T
2263:Ivchenko Design Bureau
2171:
1949:Engine Alliance GP7000
1734:
1687:
1615:Since the 1970s, most
1612:
1565:Ishikawajima-Harima F3
1351:overall pressure ratio
1337:
1292:General Electric CF700
1209:
1194:
1168:Rolls-Royce Trent 1000
1104:
892:
693:
594:
452:
293:Gluhareff Pressure Jet
97:
7038:Steam (reciprocating)
6925:Ice protection system
6693:Variable cycle engine
6663:Propulsive efficiency
6382:"The Engine Yearbook"
5936:Aviation Week Network
5198:"The turbofan engine"
5005:, MIT, archived from
4711:Glenn Research Center
4661:Variable cycle engine
4558:Propulsive efficiency
4529:intermediate pressure
4469:engine pressure ratio
2945:site, mass-producing
2941:, in addition to its
2906:will be used for the
2862:, under the European
2830:UTC Aerospace Systems
2803:propulsive efficiency
2715:foreign object damage
2704:propulsive efficiency
2591:Aerodynamic modelling
2575:General Electric GE90
2544:
2439:to the HP compression
2347:High-pressure turbine
2327:/507, and the recent
2309:
2168:axial-flow compressor
2165:
2148:General Electric GE36
2118:Single-shaft turbofan
1997:British Aerospace 146
1881:Rolls-Royce Trent 900
1787:General Electric GE90
1748:General Electric TF39
1728:
1684:
1675:Further information:
1657:General Electric F110
1607:
1598:Further information:
1594:Afterburning turbofan
1513:which powers certain
1334:
1254:General Electric F404
1200:
1185:
1172:General Electric GEnx
1092:
893:
694:
592:
450:
84:High-pressure turbine
62:Stationary components
51:
18:Chevron (aeronautics)
6825:Flight data recorder
6587:Constant speed drive
6567:Afterburner (reheat)
6173:. CFM International.
5671:Flight international
5421:Flight International
3907:Gulfstream G500/G600
3436:265.3–360.4 kN
3154:narrow-body aircraft
3079:hopes for up to 5%.
2929:Rotating and static
2904:thermodynamic cycles
2866:technology program.
2741:process. GE partner
2479:
2461:Technical discussion
2371:Low-pressure turbine
2269:engine, followed by
2206:General Electric CF6
2189:diagonal/centrifugal
2140:General Electric J79
2128:Dassault Mirage 2000
1854:General Electric CF6
1759:General Electric CF6
1731:General Electric CF6
1671:High-bypass turbofan
1583:GTRE GTX-35VS Kaveri
1392:The widely produced
1221:Ministry of Aviation
760:
634:
520:low-bypass turbofans
514:. Engines with more
422:low-bypass turbofans
271:Air-augmented rocket
87:Low-pressure turbine
7107:Thermodynamic cycle
7018:Pistonless (Rotary)
7008:Photo-Carnot engine
6415:and previous series
6234:10.2514/6.2000-3714
5505:10.2514/6.2011-2728
5465:10.2514/6.2010-3824
5318:2018AeST...73...85G
4937:2000PhDT.......101R
4684:. howstuffworks.com
4629:kinetic energy term
4364:Sukhoi Superjet 100
3975:Citation Hemisphere
3798:68.9–102.3 kN
3207:Major applications
3182:
3103:Pratt & Whitney
3047:Pratt & Whitney
2939:Huntsville, Alabama
2785:Pratt & Whitney
2684:double-decker buses
2654:and even above the
2652:plastic deformation
2449:Alternatively, the
2380:Overall performance
1840:Sukhoi Superjet 100
1773:; also the smaller
1551:Eurofighter Typhoon
1533:Grumman F-14 Tomcat
1327:Low-bypass turbofan
1300:Rockwell Sabreliner
1217:Daimler-Benz DB 670
728:= aircraft velocity
401:passes through the
379:aircraft propulsion
109:Aircraft propulsion
103:Part of a series on
59:High-pressure spool
6727:Propeller governor
6094:. 2 November 2016.
5223:Gas Turbine Theory
5203:2015-04-18 at the
4609:Thermal efficiency
4551:Overall efficiency
4484:Fan pressure ratio
4360:71.6–79.2 kN
4119:15.6–22.2 kN
4043:Citation Sovereign
4039:23.4–35.6 kN
3933:61.6–68.5 kN
3903:67.4–69.7 kN
3836:78.9–84.2 kN
3180:
3158:wide-body aircraft
3127:Airbus A320 family
2924:advanced turboprop
2870:advances and high
2733:fan blades on the
2717:resistance in the
2539:
2385:Cycle improvements
2335:Military turbofans
2312:
2257:Dassault Falcon 20
2172:
2011:Aviadvigatel PD-14
1967:Aviadvigatel PS-90
1936:and other aircraft
1868:and other aircraft
1781:, the three-shaft
1765:, the three-shaft
1735:
1688:
1613:
1338:
1304:Dassault Falcon 20
1250:Rolls-Royce Conway
1210:
1195:
1187:Rolls-Royce Conway
1105:
888:
689:
595:
546:bypass ratio (BPR)
453:
403:combustion chamber
387:gas turbine engine
288:Valveless pulsejet
98:
81:Combustion chamber
56:Low-pressure spool
7113:
7112:
6933:
6932:
6805:Annunciator panel
6791:
6790:
6706:
6705:
6597:Propelling nozzle
6252:978 0 511 33833 5
6192:978 0 511 33833 5
6171:"The Leap Engine"
6055:The Seattle Times
6049:(June 15, 2018).
5816:on 3 January 2011
5789:978-1-4471-6796-9
5735:978-1-57607-345-2
5633:978 1 86126 912 6
5514:978-1-60086-943-3
5474:978-1-60086-955-6
5273:"Turbofan Thrust"
5147:"Turbofan Engine"
5116:10.1115/84-GT-230
5025:978 0 521 54144 2
4791:978-81-7062-259-8
4751:978-1-285-95643-5
4707:"Turbofan Engine"
4369:
4368:
4157:6.7–15.6 kN
3734:97.9-147 kN
3688:97.9-151 kN
3111:CFM International
3059:ceramic composite
2993:electric aircraft
2872:specific strength
2751:Albany Composites
2668:physical stresses
2648:centrifugal force
2325:Honeywell ALF 502
2282:Turbo-Union RB199
2199:Boosted two-spool
1995:which powers the
1969:which powers the
1951:turbofan for the
1928:which powers the
1856:which powers the
1806:thrust lapse rate
1783:Rolls-Royce Trent
1767:Rolls-Royce RB211
1567:which powers the
1549:which powers the
1531:which powers the
1515:HAL HJT-36 Sitara
1491:which powers the
1449:which powers the
1415:which powers the
866:
821:
786:
687:
684:
610:propelling nozzle
501:Froude efficiency
391:mechanical energy
363:
362:
205:Electric aircraft
16:(Redirected from
7143:
7136:Turbofan engines
6960:
6953:
6946:
6937:
6920:Hydraulic system
6915:Bleed air system
6905:Air-start system
6768:Counter-rotating
6717:
6698:Windmill restart
6668:Specific impulse
6638:Compressor stall
6572:Axial compressor
6475:
6443:
6436:
6429:
6420:
6414:
6401:
6389:
6377:
6375:
6374:
6368:
6362:. Archived from
6357:
6333:
6322:
6316:
6309:
6303:
6300:
6294:
6291:
6285:
6274:
6268:
6267:
6260:
6254:
6244:
6238:
6237:
6217:
6211:
6200:
6194:
6184:
6175:
6174:
6167:
6161:
6160:
6158:
6157:
6148:. Archived from
6138:
6132:
6131:
6124:
6118:
6117:
6102:
6096:
6095:
6084:
6078:
6077:
6065:
6059:
6058:
6043:
6037:
6036:
6034:
6023:
6017:
6016:
6014:
6012:
5997:
5991:
5990:
5978:
5959:
5958:
5946:
5940:
5939:
5927:
5918:
5917:
5905:
5894:
5892:
5890:
5884:. Archived from
5883:
5875:
5869:
5868:
5860:
5854:
5853:
5851:
5849:
5840:
5832:
5826:
5825:
5823:
5821:
5815:
5809:. Archived from
5808:
5800:
5794:
5793:
5773:
5767:
5766:
5764:
5762:
5746:
5740:
5739:
5719:
5713:
5702:
5696:
5695:
5693:
5692:
5681:
5675:
5674:
5663:
5657:
5656:
5654:
5653:
5642:
5636:
5625:
5619:
5618:
5616:
5601:
5593:
5587:
5586:
5584:
5582:
5565:
5556:
5550:
5549:
5547:
5545:
5530:
5519:
5518:
5517:, AIAA-2011-2728
5499:, Portland, OR,
5492:
5486:
5485:
5448:
5442:
5441:
5431:
5425:
5424:
5416:
5410:
5409:
5386:SAE Transactions
5381:
5375:
5374:
5364:
5358:
5351:
5345:
5344:
5342:
5340:
5303:
5294:
5288:
5287:
5285:
5283:
5269:
5263:
5262:
5260:
5253:
5243:
5237:
5236:
5218:
5212:
5195:
5189:
5188:
5171:Neumann, Gerhard
5167:
5158:
5157:
5155:
5154:
5143:
5137:
5136:
5126:
5120:
5119:
5118:
5101:
5095:
5094:
5088:
5080:
5072:
5066:
5065:
5062:Flightglobal.com
5059:
5051:
5045:
5034:
5028:
5017:
5011:
5010:
4997:
4991:
4990:
4980:
4974:
4973:
4964:
4958:
4957:
4948:
4942:
4940:
4922:
4916:
4915:
4909:
4904:
4902:
4894:
4886:
4880:
4869:
4863:
4852:
4846:
4843:
4837:
4836:
4815:
4806:
4805:
4800:
4798:
4775:
4766:
4765:
4760:
4758:
4735:
4726:
4725:
4720:
4718:
4702:
4693:
4692:
4690:
4689:
4677:
4646:Axial fan design
4625:static pressure
4322:157–171 kN
4288:Citation Mustang
4154:0.21–0.24 t
4151:0.53–0.57 m
4148:1.36–2.09 m
4116:0.34–0.45 t
4113:0.72–0.78 m
4110:1.52–2.08 m
4036:0.45–0.47 t
4030:1.92–2.07 m
3930:1.42–1.53 t
3927:1.12–1.14 m
3867:41–82.3 kN
3864:0.74–1.12 t
3861:1.25–1.32 m
3858:2.62–3.26 m
3795:1.63–2.11 t
3792:1.32–1.58 m
3789:3.41–3.60 m
3731:2.36–2.54 t
3685:1.95–2.64 t
3682:1.52–1.84 m
3679:2.36–2.52 m
3653:100–146 kN
3650:2.78–3.15 t
3647:1.76–1.98 m
3644:3.15–3.33 m
3609:1.42–2.06 m
3530:222–298 kN
3527:3.82–5.08 t
3524:2.20–2.79 m
3521:4.00–4.41 m
3406:340–357 kN
3403:6.18–6.25 t
3376:311–363 kN
3373:6.09–6.71 t
3346:411–425 kN
3343:5.96–5.98 t
3316:330–430 kN
3262:222–436 kN
3259:4.18–7.48 t
3253:3.37–4.95 m
3232:330–510 kN
3229:7.56–8.62 t
3226:3.12–3.25 m
3223:5.18–5.40 m
3183:
3123:MTU Aero Engines
3095:General Electric
3063:
2817:, resembling an
2797:and further fan
2795:Geared turbofans
2749:technology with
2662:, sophisticated
2638:Blade technology
2548:
2546:
2545:
2540:
2532:
2531:
2519:
2518:
2491:
2490:
2177:angular velocity
2134:Aft-fan turbofan
2058:
2040:
2025:
2007:
1993:Lycoming ALF 502
1989:
1963:
1945:
1921:
1895:
1877:
1850:
1832:
1579:
1561:
1543:
1525:
1511:NPO Saturn AL-55
1507:
1496:BGM-109 Tomahawk
1485:
1443:
1409:
1389:
1262:Rolls-Royce Spey
1119:
1070:
1064:
1051:
1038:
1025:
1018:
1017:
1016:
1013:
1003:
996:
995:
994:
991:
982:
975:
974:
973:
970:
957:
956:
955:
952:
944:
937:
936:
935:
932:
922:
915:
914:
913:
910:
897:
895:
894:
889:
887:
886:
874:
873:
868:
867:
859:
839:
838:
829:
828:
823:
822:
814:
807:
806:
794:
793:
788:
787:
779:
772:
771:
727:
714:
698:
696:
695:
690:
688:
686:
685:
683:
682:
673:
672:
663:
651:
646:
645:
507:section below).
355:
348:
341:
300:Aerospike engine
229:Reaction engines
100:
21:
7151:
7150:
7146:
7145:
7144:
7142:
7141:
7140:
7116:
7115:
7114:
7109:
7100:
7087:
7069:
6969:
6964:
6934:
6929:
6893:
6876:
6867:
6863:Thrust reversal
6840:Engine controls
6834:
6797:
6787:
6763:Contra-rotating
6736:
6702:
6606:
6557:Accessory drive
6549:
6543:
6485:Air turborocket
6467:
6459:
6447:
6404:
6392:
6380:
6372:
6370:
6366:
6355:
6350:
6342:
6337:
6336:
6323:
6319:
6310:
6306:
6301:
6297:
6292:
6288:
6275:
6271:
6262:
6261:
6257:
6245:
6241:
6219:
6218:
6214:
6201:
6197:
6185:
6178:
6169:
6168:
6164:
6155:
6153:
6140:
6139:
6135:
6126:
6125:
6121:
6104:
6103:
6099:
6086:
6085:
6081:
6067:
6066:
6062:
6045:
6044:
6040:
6032:
6025:
6024:
6020:
6010:
6008:
5999:
5998:
5994:
5980:
5979:
5962:
5948:
5947:
5943:
5929:
5928:
5921:
5907:
5906:
5897:
5888:
5881:
5877:
5876:
5872:
5862:
5861:
5857:
5847:
5845:
5838:
5834:
5833:
5829:
5819:
5817:
5813:
5806:
5802:
5801:
5797:
5790:
5775:
5774:
5770:
5760:
5758:
5748:
5747:
5743:
5736:
5721:
5720:
5716:
5703:
5699:
5690:
5688:
5683:
5682:
5678:
5665:
5664:
5660:
5651:
5649:
5644:
5643:
5639:
5626:
5622:
5614:
5599:
5595:
5594:
5590:
5580:
5578:
5563:
5558:
5557:
5553:
5543:
5541:
5532:
5531:
5522:
5515:
5494:
5493:
5489:
5475:
5450:
5449:
5445:
5433:
5432:
5428:
5418:
5417:
5413:
5408:. paper 670331.
5383:
5382:
5378:
5366:
5365:
5361:
5352:
5348:
5338:
5336:
5301:
5296:
5295:
5291:
5281:
5279:
5271:
5270:
5266:
5258:
5251:
5245:
5244:
5240:
5233:
5220:
5219:
5215:
5205:Wayback Machine
5196:
5192:
5185:
5169:
5168:
5161:
5152:
5150:
5145:
5144:
5140:
5128:
5127:
5123:
5103:
5102:
5098:
5081:
5074:
5073:
5069:
5057:
5055:"Flight global"
5053:
5052:
5048:
5035:
5031:
5018:
5014:
4999:
4998:
4994:
4982:
4981:
4977:
4966:
4965:
4961:
4950:
4949:
4945:
4924:
4923:
4919:
4905:
4895:
4888:
4887:
4883:
4870:
4866:
4853:
4849:
4844:
4840:
4830:
4817:
4816:
4809:
4796:
4794:
4792:
4777:
4776:
4769:
4756:
4754:
4752:
4737:
4736:
4729:
4716:
4714:
4704:
4703:
4696:
4687:
4685:
4679:
4678:
4674:
4669:
4642:
4616:Total fuel flow
4601:Specific thrust
4593:Static pressure
4512:Intake ram drag
4410:
4374:
4341:PowerJet SaM146
3615:67–160 kN
3596:P&W PW1000G
3178:
3131:Engine Alliance
3099:Rolls-Royce plc
3091:
3085:
3077:Rolls-Royce plc
3067:On a widebody,
3039:Rolls-Royce plc
3025:cracked blades
3017:operations and
2973:heat exchangers
2957:Rolls-Royce Plc
2947:silicon carbide
2916:Constant volume
2834:thrust reverser
2811:Cleveland, Ohio
2771:pressure ratios
2767:
2765:Future progress
2680:
2640:
2593:
2588:
2523:
2504:
2482:
2477:
2476:
2469:fuel efficiency
2463:
2408:
2387:
2382:
2373:
2349:
2337:
2304:
2302:Geared turbofan
2298:
2286:Kuznetsov NK-25
2255:, powering the
2234:
2201:
2160:
2158:Basic two-spool
2136:
2126:, which powers
2120:
2076:
2069:
2059:
2050:
2041:
2032:
2026:
2017:
2008:
1999:
1990:
1981:
1964:
1955:
1946:
1937:
1922:
1913:
1901:, powering the
1896:
1887:
1883:, powering the
1878:
1869:
1851:
1842:
1836:PowerJet SaM146
1833:
1821:Yakovlev Yak-42
1679:
1673:
1602:
1596:
1589:
1580:
1571:
1562:
1553:
1544:
1535:
1526:
1517:
1508:
1499:
1486:
1477:
1444:
1435:
1410:
1401:
1390:
1329:
1324:
1235:Bristol Olympus
1180:
1152:noise reduction
1128:acoustic liners
1116:
1093:Chevrons on an
1087:
1078:
1068:
1063:
1062:
1058:
1055:
1050:
1049:
1045:
1042:
1037:
1036:
1032:
1029:
1024:
1023:
1019:
1014:
1011:
1010:
1009:
1007:
1002:
1001:
997:
992:
989:
988:
987:
985:
981:
980:
976:
971:
968:
967:
966:
963:
962:
958:
953:
950:
949:
948:
946:
943:
942:
938:
933:
930:
929:
928:
926:
921:
920:
916:
911:
908:
907:
906:
904:
878:
856:
830:
811:
795:
776:
763:
758:
757:
747:
735:
726:
725:
721:
718:
713:
712:
708:
705:
674:
664:
655:
637:
632:
631:
587:
542:
536:
497:specific thrust
445:
389:which achieves
359:
266:Air turborocket
199:Electric motors
119:
96:
65:
46:
43:Centrifugal fan
39:
28:
23:
22:
15:
12:
11:
5:
7149:
7147:
7139:
7138:
7133:
7128:
7118:
7117:
7111:
7110:
7105:
7102:
7101:
7099:
7098:
7092:
7089:
7088:
7086:
7085:
7080:
7074:
7071:
7070:
7068:
7067:
7062:
7060:Thermoacoustic
7057:
7052:
7051:
7050:
7040:
7035:
7030:
7025:
7020:
7015:
7010:
7005:
7000:
6995:
6990:
6985:
6980:
6974:
6971:
6970:
6965:
6963:
6962:
6955:
6948:
6940:
6931:
6930:
6928:
6927:
6922:
6917:
6912:
6907:
6901:
6899:
6895:
6894:
6892:
6891:
6886:
6880:
6878:
6869:
6868:
6866:
6865:
6860:
6855:
6850:
6844:
6842:
6836:
6835:
6833:
6832:
6827:
6822:
6817:
6812:
6807:
6801:
6799:
6793:
6792:
6789:
6788:
6786:
6785:
6783:Variable-pitch
6780:
6775:
6770:
6765:
6760:
6758:Constant-speed
6755:
6750:
6744:
6742:
6738:
6737:
6735:
6734:
6729:
6723:
6721:
6714:
6708:
6707:
6704:
6703:
6701:
6700:
6695:
6690:
6685:
6680:
6675:
6670:
6665:
6660:
6655:
6650:
6645:
6640:
6635:
6630:
6625:
6620:
6614:
6612:
6608:
6607:
6605:
6604:
6599:
6594:
6589:
6584:
6579:
6574:
6569:
6564:
6559:
6553:
6551:
6545:
6544:
6542:
6541:
6536:
6531:
6526:
6521:
6516:
6511:
6506:
6501:
6496:
6487:
6481:
6479:
6472:
6470:jet propulsion
6461:
6460:
6448:
6446:
6445:
6438:
6431:
6423:
6417:
6416:
6402:
6390:
6378:
6348:
6341:
6340:External links
6338:
6335:
6334:
6317:
6311:Clancy, L.J.,
6304:
6295:
6286:
6269:
6266:. 30 May 2021.
6255:
6239:
6212:
6195:
6176:
6162:
6133:
6119:
6097:
6079:
6060:
6038:
6018:
5992:
5960:
5941:
5919:
5895:
5891:on 2013-05-20.
5870:
5855:
5827:
5795:
5788:
5768:
5741:
5734:
5714:
5712:, p. 197.
5697:
5676:
5658:
5637:
5635:, p. 241.
5620:
5588:
5551:
5520:
5513:
5487:
5473:
5443:
5434:McAlpine, A.,
5426:
5423:. p. 241.
5411:
5398:10.4271/670331
5376:
5359:
5346:
5289:
5264:
5261:on 2012-09-21.
5238:
5231:
5213:
5190:
5183:
5159:
5138:
5121:
5096:
5067:
5046:
5029:
5012:
5002:Thermodynamics
4992:
4984:"Bypass ratio"
4975:
4959:
4943:
4917:
4908:|journal=
4881:
4864:
4847:
4838:
4828:
4807:
4790:
4767:
4750:
4727:
4694:
4671:
4670:
4668:
4665:
4664:
4663:
4658:
4653:
4648:
4641:
4638:
4637:
4636:
4633:
4630:
4623:
4622:Total pressure
4620:
4617:
4614:
4611:
4606:
4603:
4598:
4594:
4591:
4587:
4584:
4581:
4578:
4575:
4572:
4569:
4563:
4560:
4555:
4552:
4549:
4546:
4543:
4539:
4536:
4533:
4530:
4527:
4524:
4521:
4516:
4513:
4510:
4507:
4504:
4500:
4497:
4493:
4488:
4485:
4482:
4479:
4476:
4473:
4470:
4467:
4464:
4461:
4458:
4455:
4452:
4448:
4445:
4442:
4439:
4436:
4431:
4428:
4425:
4422:
4419:
4416:
4409:
4406:
4373:
4370:
4367:
4366:
4361:
4358:
4355:
4352:
4349:
4346:
4343:
4337:
4336:
4323:
4320:
4317:
4314:
4311:
4308:
4305:
4299:
4298:
4285:
4282:
4279:
4276:
4273:
4270:
4267:
4265:P&WC PW600
4261:
4260:
4255:
4252:
4249:
4246:
4243:
4241:
4238:
4232:
4231:
4226:
4223:
4220:
4217:
4214:
4211:
4208:
4202:
4201:
4195:Citation Excel
4192:
4189:
4186:
4183:
4180:
4177:
4174:
4172:P&WC PW500
4168:
4167:
4158:
4155:
4152:
4149:
4146:
4143:
4140:
4134:
4133:
4120:
4117:
4114:
4111:
4108:
4105:
4102:
4096:
4095:
4085:Challenger 300
4082:
4079:
4076:
4073:
4070:
4067:
4064:
4058:
4057:
4040:
4037:
4034:
4031:
4028:
4025:
4022:
4020:P&WC PW300
4016:
4015:
4006:
4003:
4000:
3997:
3994:
3991:
3988:
3982:
3981:
3972:
3969:
3966:
3963:
3960:
3957:
3954:
3948:
3947:
3934:
3931:
3928:
3925:
3922:
3919:
3916:
3910:
3909:
3904:
3901:
3899:
3896:
3894:
3891:
3888:
3886:P&WC PW800
3882:
3881:
3871:Challenger 600
3868:
3865:
3862:
3859:
3856:
3853:
3850:
3844:
3843:
3837:
3834:
3831:
3828:
3825:
3822:
3819:
3813:
3812:
3806:Global Express
3799:
3796:
3793:
3790:
3787:
3784:
3781:
3775:
3774:
3769:
3768:100.2 kN
3766:
3763:
3760:
3757:
3754:
3751:
3749:P&W PW6000
3745:
3744:
3735:
3732:
3729:
3726:
3723:
3720:
3717:
3711:
3710:
3689:
3686:
3683:
3680:
3677:
3674:
3671:
3665:
3664:
3654:
3651:
3648:
3645:
3642:
3639:
3636:
3630:
3629:
3616:
3613:
3610:
3607:
3604:
3601:
3598:
3592:
3591:
3585:
3582:
3579:
3576:
3573:
3570:
3567:
3561:
3560:
3531:
3528:
3525:
3522:
3519:
3516:
3513:
3507:
3506:
3501:
3498:
3495:
3492:
3489:
3486:
3483:
3477:
3476:
3467:
3464:
3461:
3458:
3455:
3452:
3449:
3443:
3442:
3437:
3434:
3431:
3428:
3425:
3422:
3419:
3417:R-R Trent 1000
3413:
3412:
3407:
3404:
3401:
3398:
3395:
3392:
3389:
3383:
3382:
3377:
3374:
3371:
3368:
3365:
3362:
3359:
3353:
3352:
3347:
3344:
3341:
3338:
3335:
3332:
3329:
3323:
3322:
3317:
3314:
3311:
3308:
3305:
3302:
3299:
3293:
3292:
3263:
3260:
3257:
3254:
3251:
3248:
3245:
3243:P&W PW4000
3239:
3238:
3233:
3230:
3227:
3224:
3221:
3218:
3215:
3209:
3208:
3205:
3202:
3199:
3196:
3193:
3190:
3187:
3177:
3174:
3146:cargo aircraft
3087:Main article:
3084:
3081:
2965:stoichiometric
2896:U.S. Air Force
2888:energy density
2860:Istres, France
2799:pressure ratio
2775:tip clearances
2766:
2763:
2679:
2676:
2672:Rotating seals
2639:
2636:
2612:gas compressor
2592:
2589:
2587:
2584:
2583:
2582:
2578:
2570:
2563:compressor map
2559:
2555:
2551:
2538:
2535:
2530:
2526:
2522:
2517:
2514:
2511:
2507:
2503:
2500:
2497:
2494:
2489:
2485:
2472:
2462:
2459:
2444:
2443:
2440:
2433:
2423:
2422:
2419:
2407:
2404:
2386:
2383:
2381:
2378:
2372:
2369:
2348:
2345:
2336:
2333:
2321:Garrett TFE731
2300:Main article:
2297:
2294:
2275:Progress D-436
2233:
2230:
2200:
2197:
2159:
2156:
2135:
2132:
2119:
2116:
2103:
2102:
2095:
2075:
2072:
2071:
2070:
2060:
2053:
2051:
2042:
2035:
2033:
2030:Progress D-436
2027:
2020:
2018:
2009:
2002:
2000:
1991:
1984:
1982:
1979:Ilyushin Il-76
1975:Tupolev Tu-204
1971:Ilyushin Il-96
1965:
1958:
1956:
1947:
1940:
1938:
1923:
1916:
1914:
1897:
1890:
1888:
1879:
1872:
1870:
1852:
1845:
1843:
1834:
1827:
1817:Ilyushin Il-86
1672:
1669:
1641:F-111 Aardvark
1629:stoichiometric
1595:
1592:
1591:
1590:
1581:
1574:
1572:
1563:
1556:
1554:
1545:
1538:
1536:
1527:
1520:
1518:
1509:
1502:
1500:
1498:cruise missile
1487:
1480:
1478:
1445:
1438:
1436:
1425:Mikoyan MiG-31
1417:Ilyushin Il-76
1411:
1404:
1402:
1391:
1384:
1378:compressor map
1328:
1325:
1323:
1320:
1312:Project Apollo
1269:Tupolev Tu-124
1179:
1176:
1086:
1083:
1077:
1074:
1073:
1072:
1071:= bypass ratio
1066:
1060:
1059:
1056:
1053:
1047:
1046:
1043:
1040:
1034:
1033:
1030:
1027:
1021:
1020:
1008:
1005:
999:
998:
986:
983:
978:
977:
965:
960:
959:
947:
940:
939:
927:
924:
918:
917:
905:
885:
881:
877:
872:
865:
862:
855:
851:
848:
845:
842:
837:
833:
827:
820:
817:
810:
805:
802:
798:
792:
785:
782:
775:
770:
766:
745:
734:
731:
730:
729:
723:
722:
719:
716:
710:
709:
706:
681:
677:
671:
667:
661:
658:
654:
649:
644:
640:
586:
583:
538:Main article:
535:
532:
462:vacuum ejector
444:
441:
361:
360:
358:
357:
350:
343:
335:
332:
331:
330:
329:
328:
327:
322:
312:
307:
302:
297:
296:
295:
290:
280:
275:
274:
273:
268:
261:Rocket-powered
258:
257:
256:
251:
246:
232:
231:
225:
224:
223:
222:
221:
220:
209:
208:
207:
196:
195:
194:
183:
182:
181:
180:
179:
174:
163:
158:
157:
156:
137:
136:
112:
111:
105:
104:
95:
94:
91:
88:
85:
82:
79:
76:
73:
70:
66:
64:
63:
60:
57:
53:
26:
24:
14:
13:
10:
9:
6:
4:
3:
2:
7148:
7137:
7134:
7132:
7129:
7127:
7124:
7123:
7121:
7108:
7103:
7097:
7094:
7093:
7090:
7084:
7081:
7079:
7076:
7075:
7072:
7066:
7065:Manson engine
7063:
7061:
7058:
7056:
7053:
7049:
7046:
7045:
7044:
7043:Steam turbine
7041:
7039:
7036:
7034:
7031:
7029:
7026:
7024:
7021:
7019:
7016:
7014:
7011:
7009:
7006:
7004:
7001:
6999:
6996:
6994:
6991:
6989:
6986:
6984:
6981:
6979:
6978:Carnot engine
6976:
6975:
6972:
6968:
6961:
6956:
6954:
6949:
6947:
6942:
6941:
6938:
6926:
6923:
6921:
6918:
6916:
6913:
6911:
6908:
6906:
6903:
6902:
6900:
6898:Other systems
6896:
6890:
6887:
6885:
6882:
6881:
6879:
6875:and induction
6874:
6870:
6864:
6861:
6859:
6856:
6854:
6851:
6849:
6846:
6845:
6843:
6841:
6837:
6831:
6830:Glass cockpit
6828:
6826:
6823:
6821:
6818:
6816:
6813:
6811:
6808:
6806:
6803:
6802:
6800:
6794:
6784:
6781:
6779:
6776:
6774:
6771:
6769:
6766:
6764:
6761:
6759:
6756:
6754:
6751:
6749:
6746:
6745:
6743:
6739:
6733:
6730:
6728:
6725:
6724:
6722:
6718:
6715:
6713:
6709:
6699:
6696:
6694:
6691:
6689:
6686:
6684:
6681:
6679:
6676:
6674:
6671:
6669:
6666:
6664:
6661:
6659:
6656:
6654:
6651:
6649:
6646:
6644:
6641:
6639:
6636:
6634:
6631:
6629:
6628:Brayton cycle
6626:
6624:
6621:
6619:
6616:
6615:
6613:
6609:
6603:
6602:Turbine blade
6600:
6598:
6595:
6593:
6590:
6588:
6585:
6583:
6580:
6578:
6575:
6573:
6570:
6568:
6565:
6563:
6560:
6558:
6555:
6554:
6552:
6546:
6540:
6537:
6535:
6532:
6530:
6527:
6525:
6522:
6520:
6517:
6515:
6512:
6510:
6507:
6505:
6502:
6500:
6497:
6495:
6491:
6488:
6486:
6483:
6482:
6480:
6476:
6473:
6471:
6466:
6462:
6458:
6455:
6451:
6444:
6439:
6437:
6432:
6430:
6425:
6424:
6421:
6412:
6408:
6403:
6399:
6398:Flight Global
6395:
6391:
6387:
6383:
6379:
6369:on 2020-03-23
6365:
6361:
6354:
6349:
6347:
6344:
6343:
6339:
6331:
6330:9781118953389
6327:
6321:
6318:
6314:
6308:
6305:
6299:
6296:
6290:
6287:
6283:
6282:0 632 06434 X
6279:
6273:
6270:
6265:
6259:
6256:
6253:
6249:
6243:
6240:
6235:
6231:
6227:
6223:
6216:
6213:
6209:
6208:0 521 59674 2
6205:
6199:
6196:
6193:
6189:
6183:
6181:
6177:
6172:
6166:
6163:
6152:on 2018-08-18
6151:
6147:
6143:
6137:
6134:
6129:
6123:
6120:
6115:
6111:
6107:
6101:
6098:
6093:
6092:Flight Global
6089:
6083:
6080:
6075:
6071:
6064:
6061:
6056:
6052:
6048:
6047:Dominic Gates
6042:
6039:
6031:
6030:
6022:
6019:
6006:
6002:
5996:
5993:
5988:
5984:
5977:
5975:
5973:
5971:
5969:
5967:
5965:
5961:
5956:
5952:
5945:
5942:
5937:
5933:
5926:
5924:
5920:
5915:
5911:
5904:
5902:
5900:
5896:
5887:
5880:
5874:
5871:
5866:
5859:
5856:
5844:
5837:
5831:
5828:
5812:
5805:
5804:"RB211-535E4"
5799:
5796:
5791:
5785:
5781:
5780:
5772:
5769:
5757:
5756:
5751:
5745:
5742:
5737:
5731:
5727:
5726:
5718:
5715:
5711:
5710:0 7509 4477 3
5707:
5701:
5698:
5686:
5680:
5677:
5672:
5668:
5662:
5659:
5647:
5641:
5638:
5634:
5630:
5624:
5621:
5617:on 2014-03-25
5613:
5609:
5605:
5598:
5592:
5589:
5577:
5573:
5570:. Cleveland,
5569:
5562:
5555:
5552:
5540:
5536:
5529:
5527:
5525:
5521:
5516:
5510:
5506:
5502:
5498:
5491:
5488:
5484:
5480:
5476:
5470:
5466:
5462:
5458:
5455:, Stockholm,
5454:
5447:
5444:
5439:
5438:
5430:
5427:
5422:
5415:
5412:
5407:
5403:
5399:
5395:
5391:
5387:
5380:
5377:
5372:
5371:
5370:New Scientist
5363:
5360:
5356:
5353:Kempton, A.,
5350:
5347:
5335:
5331:
5327:
5323:
5319:
5315:
5311:
5307:
5300:
5293:
5290:
5278:
5274:
5268:
5265:
5257:
5250:
5249:
5242:
5239:
5234:
5232:0-582-44927-8
5228:
5224:
5217:
5214:
5210:
5206:
5202:
5199:
5194:
5191:
5186:
5184:1-4184-7925-X
5180:
5176:
5172:
5166:
5164:
5160:
5148:
5142:
5139:
5135:
5131:
5125:
5122:
5117:
5112:
5108:
5107:
5100:
5097:
5092:
5086:
5078:
5071:
5068:
5063:
5056:
5050:
5047:
5043:
5042:92 835 0674 X
5039:
5033:
5030:
5026:
5022:
5016:
5013:
5009:on 2013-05-28
5008:
5004:
5003:
4996:
4993:
4989:
4985:
4979:
4976:
4971:
4970:
4963:
4960:
4955:
4954:
4947:
4944:
4938:
4934:
4930:
4929:
4921:
4918:
4913:
4900:
4892:
4885:
4882:
4878:
4877:0 08 026719 X
4874:
4868:
4865:
4861:
4860:0 08 026719 X
4857:
4851:
4848:
4842:
4839:
4835:
4831:
4829:9780893567088
4825:
4821:
4814:
4812:
4808:
4804:
4793:
4787:
4783:
4782:
4774:
4772:
4768:
4764:
4753:
4747:
4743:
4742:
4734:
4732:
4728:
4724:
4712:
4708:
4701:
4699:
4695:
4683:
4676:
4673:
4666:
4662:
4659:
4657:
4654:
4652:
4649:
4647:
4644:
4643:
4639:
4634:
4631:
4628:
4624:
4621:
4618:
4615:
4612:
4610:
4607:
4604:
4602:
4599:
4595:
4592:
4588:
4586:Stage loading
4585:
4582:
4580:Spooling down
4579:
4576:
4573:
4570:
4567:
4564:
4561:
4559:
4556:
4553:
4550:
4547:
4544:
4540:
4537:
4534:
4531:
4528:
4525:
4522:
4520:
4517:
4514:
4511:
4509:high-pressure
4508:
4505:
4501:
4499:Gas generator
4498:
4494:
4492:
4489:
4486:
4483:
4480:
4477:
4474:
4471:
4468:
4465:
4462:
4459:
4456:
4453:
4449:
4446:
4443:
4440:
4437:
4435:
4432:
4429:
4426:
4423:
4420:
4417:
4415:
4412:
4411:
4407:
4405:
4403:
4402:Progress D-27
4398:
4394:
4390:
4385:
4383:
4379:
4371:
4365:
4362:
4359:
4356:
4353:
4350:
4347:
4344:
4342:
4339:
4338:
4335:
4331:
4327:
4324:
4321:
4318:
4315:
4312:
4309:
4306:
4304:
4301:
4300:
4297:
4293:
4289:
4286:
4283:
4280:
4277:
4274:
4271:
4268:
4266:
4263:
4262:
4259:
4256:
4253:
4250:
4247:
4244:
4242:
4239:
4237:
4236:Williams FJ33
4234:
4233:
4230:
4227:
4224:
4221:
4218:
4215:
4212:
4209:
4207:
4204:
4203:
4200:
4196:
4193:
4191:13.3 kN
4190:
4187:
4184:
4181:
4178:
4175:
4173:
4170:
4169:
4166:
4162:
4159:
4156:
4153:
4150:
4147:
4144:
4141:
4139:
4138:Williams FJ44
4136:
4135:
4132:
4128:
4124:
4123:Learjet 70/75
4121:
4118:
4115:
4112:
4109:
4106:
4103:
4101:
4098:
4097:
4094:
4090:
4086:
4083:
4081:28.9 kN
4080:
4077:
4074:
4071:
4068:
4065:
4063:
4060:
4059:
4056:
4052:
4048:
4044:
4041:
4038:
4035:
4032:
4029:
4026:
4023:
4021:
4018:
4017:
4014:
4010:
4007:
4005:33.7 kN
4004:
4001:
3998:
3995:
3992:
3989:
3987:
3984:
3983:
3980:
3976:
3973:
3971:50.9 kN
3970:
3967:
3964:
3961:
3958:
3955:
3953:
3950:
3949:
3946:
3942:
3938:
3937:Gulfstream IV
3935:
3932:
3929:
3926:
3923:
3920:
3917:
3915:
3912:
3911:
3908:
3905:
3902:
3900:
3897:
3895:
3892:
3889:
3887:
3884:
3883:
3880:
3876:
3872:
3869:
3866:
3863:
3860:
3857:
3854:
3851:
3849:
3846:
3845:
3841:
3838:
3835:
3832:
3829:
3826:
3823:
3820:
3818:
3815:
3814:
3811:
3807:
3803:
3800:
3797:
3794:
3791:
3788:
3785:
3782:
3780:
3777:
3776:
3773:
3770:
3767:
3764:
3761:
3758:
3755:
3752:
3750:
3747:
3746:
3743:
3739:
3736:
3733:
3730:
3727:
3724:
3721:
3718:
3716:
3713:
3712:
3709:
3705:
3701:
3697:
3693:
3690:
3687:
3684:
3681:
3678:
3675:
3672:
3670:
3667:
3666:
3662:
3658:
3655:
3652:
3649:
3646:
3643:
3640:
3637:
3635:
3632:
3631:
3628:
3624:
3620:
3617:
3614:
3611:
3608:
3605:
3602:
3599:
3597:
3594:
3593:
3589:
3586:
3583:
3580:
3577:
3574:
3571:
3568:
3566:
3565:R-R Trent 500
3563:
3562:
3559:
3555:
3551:
3547:
3543:
3539:
3535:
3532:
3529:
3526:
3523:
3520:
3517:
3514:
3512:
3509:
3508:
3505:
3502:
3499:
3496:
3493:
3490:
3487:
3484:
3482:
3481:R-R Trent 700
3479:
3478:
3475:
3471:
3468:
3465:
3462:
3459:
3456:
3453:
3450:
3448:
3445:
3444:
3441:
3438:
3435:
3432:
3429:
3426:
3423:
3420:
3418:
3415:
3414:
3411:
3408:
3405:
3402:
3399:
3396:
3393:
3390:
3388:
3387:R-R Trent 900
3385:
3384:
3381:
3378:
3375:
3372:
3369:
3366:
3363:
3360:
3358:
3355:
3354:
3351:
3348:
3345:
3342:
3339:
3336:
3333:
3330:
3328:
3327:R-R Trent 800
3325:
3324:
3321:
3318:
3315:
3312:
3309:
3306:
3303:
3300:
3298:
3297:R-R Trent XWB
3295:
3294:
3291:
3287:
3283:
3279:
3275:
3271:
3267:
3264:
3261:
3258:
3255:
3252:
3249:
3246:
3244:
3241:
3240:
3237:
3234:
3231:
3228:
3225:
3222:
3219:
3216:
3214:
3211:
3210:
3206:
3203:
3200:
3197:
3194:
3191:
3188:
3185:
3184:
3175:
3173:
3171:
3167:
3163:
3159:
3155:
3151:
3150:Flight Global
3147:
3143:
3138:
3136:
3132:
3128:
3124:
3120:
3116:
3112:
3108:
3104:
3100:
3096:
3090:
3083:Manufacturers
3082:
3080:
3078:
3074:
3070:
3065:
3060:
3056:
3052:
3048:
3044:
3040:
3036:
3032:
3028:
3024:
3020:
3019:manufacturers
3016:
3011:
3009:
3005:
3001:
2996:
2994:
2990:
2986:
2982:
2978:
2974:
2970:
2966:
2962:
2958:
2954:
2952:
2948:
2944:
2940:
2936:
2932:
2927:
2925:
2921:
2917:
2913:
2912:Brayton cycle
2909:
2905:
2901:
2897:
2893:
2889:
2885:
2880:
2878:
2873:
2869:
2865:
2861:
2857:
2853:
2849:
2845:
2841:
2837:
2835:
2831:
2827:
2822:
2820:
2816:
2812:
2808:
2804:
2800:
2796:
2792:
2790:
2786:
2782:
2780:
2776:
2772:
2764:
2762:
2760:
2756:
2752:
2748:
2744:
2740:
2736:
2732:
2728:
2724:
2721:then for the
2720:
2716:
2712:
2707:
2705:
2701:
2697:
2693:
2689:
2685:
2677:
2675:
2673:
2669:
2665:
2661:
2657:
2656:melting point
2653:
2649:
2645:
2637:
2635:
2633:
2629:
2625:
2621:
2616:
2613:
2609:
2605:
2601:
2597:
2590:
2585:
2579:
2576:
2571:
2568:
2564:
2560:
2556:
2552:
2536:
2528:
2524:
2520:
2515:
2512:
2509:
2505:
2498:
2495:
2492:
2487:
2483:
2473:
2470:
2465:
2464:
2460:
2458:
2454:
2452:
2447:
2441:
2438:
2434:
2431:
2430:
2429:
2426:
2420:
2417:
2416:
2415:
2413:
2406:Thrust growth
2405:
2403:
2399:
2395:
2391:
2384:
2379:
2377:
2370:
2368:
2365:
2361:
2356:
2354:
2346:
2344:
2342:
2334:
2332:
2330:
2326:
2322:
2318:
2308:
2303:
2295:
2293:
2291:
2287:
2283:
2278:
2276:
2272:
2268:
2264:
2260:
2258:
2254:
2249:
2247:
2243:
2239:
2231:
2229:
2227:
2223:
2219:
2215:
2211:
2207:
2198:
2196:
2194:
2190:
2186:
2182:
2178:
2169:
2166:A dual-spool
2164:
2157:
2155:
2151:
2149:
2145:
2141:
2133:
2131:
2129:
2125:
2117:
2115:
2112:
2108:
2100:
2096:
2093:
2089:
2088:
2087:
2085:
2080:
2073:
2067:
2064:powering the
2063:
2057:
2052:
2049:
2046:powering the
2045:
2039:
2034:
2031:
2024:
2019:
2016:
2012:
2006:
2001:
1998:
1994:
1988:
1983:
1980:
1976:
1972:
1968:
1962:
1957:
1954:
1950:
1944:
1939:
1935:
1931:
1927:
1920:
1915:
1912:
1908:
1904:
1900:
1894:
1889:
1886:
1882:
1876:
1871:
1867:
1866:Douglas DC-10
1863:
1859:
1855:
1849:
1844:
1841:
1838:which powers
1837:
1831:
1826:
1824:
1822:
1818:
1813:
1809:
1807:
1802:
1800:
1796:
1792:
1788:
1784:
1780:
1776:
1772:
1768:
1764:
1760:
1756:
1753:
1749:
1744:
1743:Honeywell T55
1740:
1739:AVCO-Lycoming
1732:
1727:
1723:
1721:
1715:
1713:
1709:
1708:stage loading
1703:
1699:
1697:
1693:
1683:
1678:
1670:
1668:
1666:
1662:
1658:
1654:
1653:Eurojet EJ200
1650:
1646:
1642:
1638:
1633:
1630:
1625:
1622:
1618:
1610:
1606:
1601:
1593:
1588:
1585:developed by
1584:
1578:
1573:
1570:
1566:
1560:
1555:
1552:
1548:
1547:Eurojet EJ200
1542:
1537:
1534:
1530:
1524:
1519:
1516:
1512:
1506:
1501:
1497:
1494:
1490:
1489:Williams F107
1484:
1479:
1476:
1472:
1468:
1464:
1460:
1459:Shenyang J-11
1456:
1452:
1448:
1442:
1437:
1434:
1430:
1426:
1422:
1418:
1414:
1413:Soloviev D-30
1408:
1403:
1399:
1395:
1388:
1383:
1381:
1379:
1375:
1371:
1367:
1362:
1360:
1354:
1352:
1346:
1344:
1333:
1326:
1321:
1319:
1317:
1313:
1309:
1305:
1301:
1297:
1293:
1289:
1284:
1282:
1278:
1274:
1273:Soloviev D-20
1270:
1265:
1263:
1259:
1255:
1251:
1246:
1244:
1243:thermodynamic
1240:
1236:
1231:
1229:
1228:Metrovick F.2
1224:
1222:
1218:
1213:
1207:
1203:
1199:
1192:
1188:
1184:
1177:
1175:
1173:
1169:
1165:
1161:
1157:
1153:
1149:
1145:
1141:
1136:
1133:
1129:
1124:
1120:
1114:
1111:
1102:
1099:
1096:
1091:
1084:
1082:
1075:
1067:
1054:
1041:
1028:
1006:
984:
925:
903:
902:
901:
898:
883:
879:
870:
863:
860:
849:
846:
843:
840:
835:
831:
825:
818:
815:
808:
803:
800:
796:
790:
783:
780:
773:
768:
764:
755:
753:
749:
748:
739:
732:
717:
704:
703:
702:
699:
679:
675:
669:
665:
659:
656:
652:
647:
642:
638:
629:
626:
624:
619:
615:
611:
606:
603:
599:
591:
584:
582:
580:
576:
570:
566:
562:
560:
556:
550:
547:
541:
533:
531:
529:
525:
521:
517:
513:
508:
506:
502:
498:
493:
489:
487:
481:
477:
473:
469:
467:
466:Frank Whittle
463:
459:
449:
442:
440:
437:
435:
431:
427:
423:
419:
415:
410:
408:
404:
400:
396:
392:
388:
384:
380:
376:
373:is a type of
372:
368:
356:
351:
349:
344:
342:
337:
336:
334:
333:
326:
323:
321:
318:
317:
316:
313:
311:
308:
306:
303:
301:
298:
294:
291:
289:
286:
285:
284:
281:
279:
276:
272:
269:
267:
264:
263:
262:
259:
255:
252:
250:
247:
245:
242:
241:
239:
236:
235:
234:
233:
230:
226:
219:
218:Human-powered
216:
215:
213:
210:
206:
203:
202:
200:
197:
193:
190:
189:
187:
184:
178:
175:
173:
170:
169:
167:
164:
162:
161:Wankel engine
159:
155:
154:Diesel engine
152:
151:
150:
149:Piston engine
147:
146:
144:
141:
140:
139:
138:
135:
131:
127:
123:
117:
116:Shaft engines
113:
110:
106:
102:
101:
92:
89:
86:
83:
80:
77:
74:
71:
68:
67:
61:
58:
55:
54:
50:
44:
37:
33:
19:
7126:Gas turbines
7078:Beale number
7033:Split-single
6967:Heat engines
6884:Flame holder
6858:Thrust lever
6848:Autothrottle
6678:Thrust lapse
6633:Bypass ratio
6508:
6465:Gas turbines
6457:gas turbines
6410:
6397:
6386:UBM Aviation
6371:. Retrieved
6364:the original
6359:
6320:
6313:Aerodynamics
6312:
6307:
6298:
6289:
6272:
6258:
6242:
6225:
6215:
6198:
6165:
6154:. Retrieved
6150:the original
6136:
6122:
6105:
6100:
6091:
6082:
6074:Flightglobal
6073:
6063:
6054:
6041:
6028:
6021:
6009:. Retrieved
6004:
5995:
5986:
5954:
5944:
5935:
5913:
5886:the original
5873:
5864:
5858:
5846:. Retrieved
5842:
5830:
5818:. Retrieved
5811:the original
5798:
5782:. Springer.
5778:
5771:
5761:December 31,
5759:. Retrieved
5753:
5744:
5724:
5717:
5700:
5689:. Retrieved
5679:
5670:
5661:
5650:. Retrieved
5640:
5623:
5612:the original
5603:
5591:
5579:. Retrieved
5567:
5554:
5542:. Retrieved
5496:
5490:
5452:
5446:
5436:
5429:
5420:
5414:
5389:
5385:
5379:
5368:
5362:
5349:
5337:. Retrieved
5309:
5305:
5292:
5280:. Retrieved
5277:Grc.nasa.gov
5276:
5267:
5256:the original
5247:
5241:
5222:
5216:
5193:
5174:
5151:. Retrieved
5141:
5133:
5124:
5105:
5099:
5076:
5070:
5061:
5049:
5032:
5015:
5007:the original
5001:
4995:
4987:
4978:
4968:
4962:
4952:
4946:
4927:
4920:
4899:cite journal
4884:
4867:
4850:
4841:
4833:
4819:
4802:
4795:. Retrieved
4780:
4762:
4755:. Retrieved
4740:
4722:
4715:. Retrieved
4710:
4686:. Retrieved
4675:
4626:
4535:low-pressure
4434:Bypass ratio
4392:
4388:
4386:
4375:
4357:2.260 t
4284:6.0 kN
4254:6.7 kN
4225:7.4 kN
3810:Gulfstream V
3584:252 kN
3500:320 kN
3463:5.62-5.82 t
3460:2.66-2.82 m
3457:4.31-4.69 m
3170:market share
3162:regional jet
3139:
3092:
3066:
3033:and reduced
3012:
2997:
2985:recuperators
2955:
2928:
2918:combustion.
2881:
2848:bypass ratio
2838:
2823:
2793:
2789:Alan Epstein
2783:
2768:
2745:developed a
2708:
2700:bypass ratio
2688:squash court
2681:
2641:
2617:
2598:is a mix of
2596:Aerodynamics
2594:
2586:Improvements
2455:
2448:
2445:
2427:
2424:
2409:
2400:
2396:
2392:
2388:
2374:
2357:
2350:
2338:
2313:
2279:
2267:Lotarev D-36
2261:
2253:Garrett ATF3
2250:
2235:
2202:
2173:
2152:
2137:
2121:
2104:
2083:
2081:
2077:
2028:Three shaft
1814:
1810:
1803:
1736:
1716:
1704:
1700:
1689:
1677:Bypass ratio
1665:Saturn AL-31
1661:Klimov RD-33
1634:
1626:
1614:
1569:Kawasaki T-4
1471:Sukhoi Su-30
1451:Chengdu J-10
1447:Saturn AL-31
1376:margin (see
1363:
1355:
1347:
1339:
1322:Common types
1285:
1281:Eastern Bloc
1266:
1247:
1232:
1225:
1214:
1211:
1206:Boeing 747–8
1164:Boeing 747-8
1143:
1137:
1125:
1121:
1115:
1106:
1079:
899:
756:
743:
742:
741:The thrust (
740:
736:
700:
630:
627:
607:
596:
575:surge margin
571:
567:
563:
551:
545:
543:
540:Bypass ratio
534:Bypass ratio
528:Afterburners
523:
519:
512:bypass ratio
509:
494:
490:
482:
478:
474:
470:
454:
438:
434:Afterburners
425:
421:
414:bypass ratio
411:
370:
366:
364:
248:
7131:Jet engines
7083:West number
7003:Minto wheel
6988:Gas turbine
6798:instruments
6753:Blade pitch
6748:Autofeather
6450:Jet engines
6011:11 February
6005:www.faa.gov
5914:Leeham News
5581:January 29,
5544:January 12,
5392:(2): 1332.
5106:Proceedings
4797:October 25,
4757:October 25,
4717:October 25,
4651:Gas turbine
4574:Spooling up
4414:Afterburner
4408:Terminology
4395:known as a
4354:1.22 m
4351:3.59 m
4319:2.95 t
4313:4.96 m
4292:Eclipse 500
4281:0.15 t
4278:0.36 m
4275:0.67 m
4258:Cirrus SF50
4251:0.14 t
4248:0.53 m
4245:0.98 m
4222:0.18 t
4219:0.54 m
4216:1.12 m
4188:0.28 t
4185:0.70 m
4182:1.52 m
4165:Citation M2
4161:CitationJet
4078:0.62 t
4075:0.87 m
4072:2.29 m
4055:Falcon 2000
4033:0.97 m
4002:0.72 t
3999:1.11 m
3996:2.71 m
3986:R-R AE 3007
3968:1.09 t
3965:1.08 m
3962:1.90 m
3952:Silvercrest
3924:2.41 m
3898:1.30 m
3840:Global 7000
3833:2.07 t
3830:1.30 m
3827:3.37 m
3817:GE Passport
3772:Airbus A318
3765:2.36 t
3762:1.44 m
3759:2.73 m
3728:1.60 m
3725:3.20 m
3612:2.86 t
3606:3.40 m
3581:4.72 t
3578:2.47 m
3575:3.91 m
3497:4.79 t
3494:2.47 m
3491:3.91 m
3466:296-339 kN
3433:5.77 t
3430:2.85 m
3427:4.74 m
3400:2.95 m
3397:4.55 m
3370:2.95 m
3367:4.75 m
3340:2.79 m
3337:4.37 m
3313:7.28 t
3310:3.00 m
3307:5.22 m
3256:2.84 m
3135:Airbus A380
3031:Boeing 787s
2981:intercooler
2902:, adaptive
2884:GE Aviation
2729:introduced
2727:GE Aviation
2664:air cooling
2632:exhaust gas
2567:turbine map
2232:Three-spool
2015:Irkut MC-21
1953:Airbus A380
1934:Airbus A320
1911:Airbus A330
1885:Airbus A380
1858:Airbus A300
1741:PLF1A-2, a
1645:F-14 Tomcat
1621:afterburner
1617:jet fighter
1600:Afterburner
524:high-bypass
426:high-bypass
192:Steam power
130:ducted fans
90:Core nozzle
7120:Categories
7023:Rijke tube
6741:Principles
6720:Components
6712:Propellers
6611:Principles
6562:Air intake
6550:components
6548:Mechanical
6524:Turboshaft
6373:2017-03-24
6156:2016-07-01
5691:2013-04-29
5667:"page 145"
5652:2013-04-29
5334:1826/12476
5153:2010-11-24
5149:. GRC NASA
5130:"PW tales"
4988:Britannica
4931:(Thesis).
4688:2010-11-24
4667:References
4538:Net thrust
4447:Core power
4316:1.9 m
4296:Phenom 100
4206:GE-H HF120
4199:Phenom 300
4131:Falcon 900
4093:Legacy 500
4062:HW HTF7000
4013:Citation X
3698:-200/300,
3166:turboprops
3073:Boeing 787
3029:almost 50
3023:Trent 1000
2856:open rotor
2819:open rotor
2678:Fan blades
2608:supersonic
2437:zero-stage
2412:core power
2341:Snecma M88
2296:Geared fan
2185:CFE CFE738
2124:Snecma M53
2066:Boeing 777
2048:Boeing 787
2044:Trent 1000
1930:Boeing 737
1903:Boeing 777
1862:Boeing 747
1799:jet engine
1755:C-5 Galaxy
1696:turboprops
1663:, and the
1353:increase.
1343:core power
1279:and other
1191:Boeing 707
1160:Boeing 787
1148:jet engine
1142:industry,
1098:Boeing 787
618:turboprops
614:ducted fan
585:Efficiency
516:jet thrust
505:efficiency
486:ducted fan
458:ducted fan
443:Principles
418:jet thrust
395:ducted fan
177:Turboshaft
122:propellers
93:Fan nozzle
7048:Aeolipile
6773:Proprotor
6623:Bleed air
6582:Combustor
6519:Turboprop
6411:Leeham Co
6315:, page 21
6142:"PW1000G"
6114:0075-3017
5604:13th ACFM
5597:"Invited"
5483:113015300
5373:. fig. 5.
5312:: 85–95.
5173:(2004) .
4542:airframe.
4491:Flex temp
4421:Augmentor
4393:turboprop
4100:HW TFE731
4051:Falcon 7X
3979:Falcon 5X
3941:Fokker 70
3779:R-R BR700
3715:IAE V2500
3627:E-Jets E2
3590:-500/600
3357:EA GP7000
3142:airliners
2864:Clean Sky
2844:asymptote
2761:engines.
2658:. Exotic
2604:transonic
2521:−
2499:⋅
2451:core size
2435:adding a
2248:of 1967.
1733:-6 engine
1686:employed.
1398:jetliners
1174:engines.
1140:aerospace
1110:jet noise
1095:Air India
864:˙
819:˙
809:−
784:˙
639:η
623:turbojets
598:Propeller
325:Shcramjet
212:Clockwork
172:Turboprop
36:turboprop
7055:Stirling
6983:Fluidyne
6889:Jet fuel
6778:Scimitar
6648:Flameout
6592:Impeller
6514:Turbojet
6509:Turbofan
6490:Pulsejet
6454:aircraft
5836:"p.01.7"
5406:44565020
5207:, p. 7.
5201:Archived
5085:citation
5044:, p.2-12
4640:See also
4503:turbines
4389:turbofan
4378:M45SD-02
4229:HondaJet
4107:2.66–3.9
3641:9.0–11.0
3634:CFM LEAP
3603:9.0–12.5
3454:8.0–9.3
3334:5.7–5.79
3075:, while
3055:CFM LEAP
3051:A320neos
3027:grounded
3015:airlines
2961:Ultrafan
2877:airframe
2868:Modeling
2852:CFM LEAP
2779:backbone
2759:CFM LEAP
2753:for the
2747:3D woven
2711:titanium
2600:subsonic
2144:CJ805-23
1793:and the
1769:and the
1752:Lockheed
1493:Raytheon
1429:Xian H-6
1336:turbine.
1288:CJ805-23
1277:Aeroflot
1260:and the
1144:chevrons
602:turbojet
559:lift fan
399:turbojet
383:turbojet
367:turbofan
320:Scramjet
283:Pulsejet
278:Motorjet
249:Turbofan
244:Turbojet
238:Turbines
214:drives:
166:Turbines
134:propfans
120:driving
6993:Hot air
6877:systems
6504:Propfan
6388:. 2012.
6332:, p.185
5848:1 March
5843:Icas.rg
5820:1 March
5673:. 1946.
5339:1 March
5314:Bibcode
5282:1 March
4933:Bibcode
4879:, p.218
4862:, p.217
4397:propfan
4272:1.8–2.8
4145:3.3–4.1
4027:3.8–4.5
3921:3.1–3.2
3914:R-R Tay
3855:5.3–6.3
3848:GE CF34
3786:4.2–4.5
3722:4.4–4.9
3676:5.0–6.6
3663:, C919
3661:B737Max
3657:A320neo
3619:A320neo
3518:4.3–5.3
3447:GE GEnx
3424:10.8–11
3320:A350XWB
3250:4.8–6.4
3220:8.7–9.9
3213:GE GE90
3204:Thrust
3043:PW1000G
3004:turbine
2922:in the
2826:nacelle
2815:PW1000G
2644:turbine
2628:sensors
2624:turbine
2358:In the
1361:(SFC).
1178:History
1138:In the
1132:nacelle
1130:in the
1101:GE GEnx
1076:Nozzles
900:where:
701:where:
430:fighter
254:Propfan
69:Nacelle
32:propfan
7028:Rocket
7013:Piston
6796:Engine
6673:Thrust
6534:Rocket
6529:Ramjet
6328:
6280:
6250:
6210:, p.65
6206:
6190:
6128:"GEnx"
6112:
5786:
5732:
5708:
5631:
5511:
5481:
5471:
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5229:
5181:
5040:
5023:
4893:: 2–3.
4875:
4858:
4826:
4788:
4748:
4713:. NASA
4478:Fanjet
4427:Bypass
4334:Tu-204
3879:E-jets
3842:/8000
3704:KC-135
3511:GE CF6
3470:B747-8
3201:Weight
3195:Length
3192:Bypass
3186:Model
3107:Safran
3069:Safran
2989:hybrid
2886:, the
2840:Safran
2743:Safran
2660:alloys
2475:again:
2323:, the
2290:NK-321
2226:PW4000
2191:(e.g.
1932:, the
1795:GP7000
1785:, the
1659:, the
1655:, the
1651:, the
1431:K and
1421:Il-62M
1237:, and
1103:engine
733:Thrust
407:thrust
371:fanjet
315:Ramjet
126:rotors
6478:Types
6367:(PDF)
6356:(PDF)
6284:, p.5
6130:. GE.
6033:(PDF)
5889:(PDF)
5882:(PDF)
5839:(PDF)
5814:(PDF)
5807:(PDF)
5615:(PDF)
5600:(PDF)
5564:(PDF)
5479:S2CID
5402:JSTOR
5302:(PDF)
5259:(PDF)
5252:(PDF)
5058:(PDF)
4568:(SFC)
4348:4–4.1
4330:Il-96
4326:Il-76
4303:PS-90
3742:MD-90
3669:CFM56
3558:DC-10
3554:MD-11
3451:2006
3290:MD-11
3189:Start
3117:with
3035:ETOPS
2755:CFM56
2723:Trent
2719:RB211
2696:chord
2364:Trent
2360:RB211
2242:Trent
2238:RB211
2220:plus
2181:BR710
2111:Trent
2107:RB211
2084:spool
1926:CFM56
1907:MD-11
1475:Su-27
1374:surge
1085:Noise
6873:Fuel
6468:and
6452:and
6326:ISBN
6278:ISBN
6248:ISBN
6204:ISBN
6188:ISBN
6110:ISSN
6013:2023
5850:2022
5822:2022
5784:ISBN
5763:2021
5730:ISBN
5706:ISBN
5629:ISBN
5583:2013
5546:2013
5539:NASA
5509:ISBN
5469:ISBN
5341:2022
5284:2022
5227:ISBN
5179:ISBN
5091:link
5038:ISBN
5021:ISBN
4941:p.76
4912:help
4873:ISBN
4856:ISBN
4824:ISBN
4799:2015
4786:ISBN
4759:2015
4746:ISBN
4719:2015
4627:plus
4597:flow
4519:IEPR
4441:Core
4391:and
4382:STOL
4345:2008
4307:1992
4269:2001
4240:1998
4213:4.43
4210:2009
4179:3.90
4176:1993
4142:1985
4127:G150
4104:1970
4089:G280
4066:1999
4047:G200
4024:1988
3990:1991
3956:2012
3918:1984
3890:2012
3852:1982
3821:2013
3802:B717
3783:1994
3756:4.90
3753:2000
3738:A320
3719:1987
3708:DC-8
3700:B737
3696:A340
3692:A320
3673:1974
3638:2013
3623:A220
3600:2008
3588:A340
3569:1999
3550:B767
3546:B747
3542:A330
3538:A310
3534:A300
3515:1971
3504:A330
3485:1990
3474:B787
3440:B787
3421:2006
3410:A380
3391:2004
3380:A380
3361:2004
3350:B777
3331:1993
3301:2010
3286:B777
3282:B767
3278:B747
3274:A330
3270:A310
3266:A300
3247:1984
3236:B777
3217:1992
3144:and
3140:For
3121:and
3101:and
3000:TSFC
2983:and
2951:GE9X
2914:and
2882:For
2757:and
2735:GE90
2618:The
2606:and
2565:and
2362:and
2288:and
2280:The
2273:and
2251:The
2240:and
2224:and
2218:GEnx
2216:and
2214:GE9X
2210:GE90
2094:; or
2062:GE90
1924:The
1909:and
1791:GEnx
1775:TF34
1692:C-17
1643:and
1587:GTRE
1473:and
1467:J-16
1465:and
1463:J-15
1455:J-20
1453:and
1433:Y-20
1419:and
1370:JT8D
1366:F404
1170:and
1162:and
1156:NASA
544:The
6998:Jet
6230:doi
6146:MTU
5574:: b
5501:doi
5461:doi
5394:doi
5330:hdl
5322:doi
5111:doi
4472:Fan
4466:EPR
4460:EGT
4454:Dry
4310:4.4
4069:4.4
4009:ERJ
3993:5.0
3959:5.9
3945:100
3893:5.5
3875:CRJ
3824:5.6
3572:8.5
3488:4.9
3394:8.7
3364:8.7
3304:9.3
3198:Fan
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