Thrust-specific fuel consumption
Thrust-specific fuel consumption (TSFC) is the fuel efficiency of an engine design with respect to thrust output. TSFC may also be thought of as fuel consumption (grams/second) per unit of thrust (newtons, or N), hence thrust-specific. This figure is inversely proportional to specific impulse, which is the amount of thrust produced per unit fuel consumed.
TSFC or SFC for thrust engines (e.g. turbojets, turbofans, ramjets, rockets, etc.) is the mass of fuel needed to provide the net thrust for a given period e.g. lb/(h·lbf) (pounds of fuel per hour-pound of thrust) or g/(s·kN) (grams of fuel per second-kilonewton). Mass of fuel is used, rather than volume (gallons or litres) for the fuel measure, since it is independent of temperature.[1]
Specific fuel consumption of air-breathing jet engines at their maximum efficiency is more or less proportional to exhaust speed. The fuel consumption per mile or per kilometre is a more appropriate comparison for aircraft that travel at very different speeds.[citation needed] There also exists power-specific fuel consumption, which equals the thrust-specific fuel consumption divided by speed. It can have units of pounds per hour per horsepower.
Significance of SFC
SFC is dependent on engine design, but differences in the SFC between different engines using the same underlying technology tend to be quite small. Increasing overall pressure ratio on jet engines tends to decrease SFC.
In practical applications, other factors are usually highly significant in determining the fuel efficiency of a particular engine design in that particular application. For instance, in aircraft, turbine (jet and turboprop) engines are typically much smaller and lighter than equivalently powerful piston engine designs, both properties reducing the levels of drag on the plane and reducing the amount of power needed to move the aircraft. Therefore, turbines are more efficient for aircraft propulsion than might be indicated by a simplistic look at the table below.
SFC varies with throttle setting, altitude, climate. For jet engines, air flight speed is an important factor too. Air flight speed counteracts the jet's exhaust speed. (In an artificial and extreme case with the aircraft flying exactly at the exhaust speed, one can easily imagine why the jet's net thrust should be near zero.) Moreover, since work is force (i.e., thrust) times distance, mechanical power is force times speed. Thus, although the nominal SFC is a useful measure of fuel efficiency, it should be divided by speed when comparing engines at different speeds.
For example, Concorde cruised at 1354 mph, or 7.15 million feet per hour, with its engines giving an SFC of 1.195 lb/(lbf·h) (see below); this means the engines transferred 5.98 million foot pounds per pound of fuel (17.9 MJ/kg), equivalent to an SFC of 0.50 lb/(lbf·h) for a subsonic aircraft flying at 570 mph, which would be better than even modern engines; the Olympus 593 used in the Concorde was the world's most efficient jet engine.[2][3] However, Concorde ultimately has a heavier airframe and, due to being supersonic, is less aerodynamically efficient, i.e., the lift to drag ratio is far lower. In general, the total fuel burn of a complete aircraft is of far more importance to the customer.
Units
This section may be confusing or unclear to readers. In particular, Unclear what the table is all about. How should it be used? For what should it be used? If it is supposed to state the units for different quantities, then established definitions for unit name, unit symbol, quantity name and so on should be used. See examples in the International System of units article: https://en.wikipedia.org/wiki/International_System_of_Units#Derived_units. (February 2020) |
| Specific impulse (by weight) | Specific impulse (by mass) | Effective exhaust velocity | Specific fuel consumption | |
|---|---|---|---|---|
| SI | =X seconds | =9.8066 X N·s/kg | =9.8066 X m/s | =101,972 (1/X) g/(kN·s) / {g/(kN·s)=s/m} |
| Imperial units | =X seconds | =X lbf·s/lb | =32.16 X ft/s | =3,600 (1/X) lb/(lbf·h) |
Typical values of SFC for thrust engines
| Rocket engines in vacuum | |||||||
|---|---|---|---|---|---|---|---|
| Model | Type | First run | Application | TSFC | Isp (by weight) | Isp (by weight) | |
| lb/lbf·h | g/kN·s | s | m/s | ||||
| Avio P80 | solid fuel | 2006 | Vega stage 1 | 13 | 360 | 280 | 2700 |
| Avio Zefiro 23 | solid fuel | 2006 | Vega stage 2 | 12.52 | 354.7 | 287.5 | 2819 |
| Avio Zefiro 9A | solid fuel | 2008 | Vega stage 3 | 12.20 | 345.4 | 295.2 | 2895 |
| RD-843 | liquid fuel | Vega upper stage | 11.41 | 323.2 | 315.5 | 3094 | |
| Kuznetsov NK-33 | liquid fuel | 1970s | N-1F, Soyuz-2-1v stage 1 | 10.9 | 308 | 331[4] | 3250 |
| NPO Energomash RD-171M | liquid fuel | Zenit-2M, -3SL, -3SLB, -3F stage 1 | 10.7 | 303 | 337 | 3300 | |
| LE-7A | cryogenic | H-IIA, H-IIB stage 1 | 8.22 | 233 | 438 | 4300 | |
| Snecma HM-7B | cryogenic | Ariane 2, 3, 4, 5 ECA upper stage | 8.097 | 229.4 | 444.6 | 4360 | |
| LE-5B-2 | cryogenic | H-IIA, H-IIB upper stage | 8.05 | 228 | 447 | 4380 | |
| Aerojet Rocketdyne RS-25 | cryogenic | 1981 | Space Shuttle, SLS stage 1 | 7.95 | 225 | 453[5] | 4440 |
| Aerojet Rocketdyne RL-10B-2 | cryogenic | Delta III, Delta IV, SLS upper stage | 7.734 | 219.1 | 465.5 | 4565 | |
| NERVA NRX A6 | nuclear | 1967 | 869 | ||||
| Jet engines with Reheat, static, sea level | |||||||
|---|---|---|---|---|---|---|---|
| Model | Type | First run | Application | TSFC | Isp (by weight) | Isp (by weight) | |
| lb/lbf·h | g/kN·s | s | m/s | ||||
| Turbo-Union RB.199 | turbofan | Tornado | 2.5[6] | 70.8 | 1440 | 14120 | |
| GE F101-GE-102 | turbofan | 1970s | B-1B | 2.46 | 70 | 1460 | 14400 |
| Tumansky R-25-300 | turbojet | MIG-21bis | 2.206[6] | 62.5 | 1632 | 16000 | |
| GE J85-GE-21 | turbojet | F-5E/F | 2.13[6] | 60.3 | 1690 | 16570 | |
| GE F110-GE-132 | turbofan | F-16E/F | 2.09[6] | 59.2 | 1722 | 16890 | |
| Honeywell/ITEC F125 | turbofan | F-CK-1 | 2.06[6] | 58.4 | 1748 | 17140 | |
| Snecma M53-P2 | turbofan | Mirage 2000C/D/N | 2.05[6] | 58.1 | 1756 | 17220 | |
| Snecma Atar 09C | turbojet | Mirage III | 2.03[6] | 57.5 | 1770 | 17400 | |
| Snecma Atar 09K-50 | turbojet | Mirage IV, 50, F1 | 1.991[6] | 56.4 | 1808 | 17730 | |
| GE J79-GE-15 | turbojet | F-4E/EJ/F/G, RF-4E | 1.965 | 55.7 | 1832 | 17970 | |
| Saturn AL-31F | turbofan | Su-27/P/K | 1.96[7] | 55.5 | 1837 | 18010 | |
| GE F110-GE-129 | turbofan | F-16C/D, F-15EX | 1.9[6] | 53.8 | 1895 | 18580 | |
| Soloviev D-30F6 | turbofan | MiG-31, S-37/Su-47 | 1.863[6] | 52.8 | 1932 | 18950 | |
| Lyulka AL-21F-3 | turbojet | Su-17, Su-22 | 1.86[6] | 52.7 | 1935 | 18980 | |
| Klimov RD-33 | turbofan | 1974 | MiG-29 | 1.85 | 52.4 | 1946 | 19080 |
| Saturn AL-41F-1S | turbofan | Su-35S/T-10BM | 1.819 | 51.5 | 1979 | 19410 | |
| Volvo RM12 | turbofan | 1978 | Gripen A/B/C/D | 1.78[6] | 50.4 | 2022 | 19830 |
| GE F404-GE-402 | turbofan | F/A-18C/D | 1.74[6] | 49 | 2070 | 20300 | |
| Kuznetsov NK-32 | turbofan | 1980 | Tu-144LL, Tu-160 | 1.7 | 48 | 2100 | 21000 |
| Snecma M88-2 | turbofan | 1989 | Rafale | 1.663 | 47.11 | 2165 | 21230 |
| Eurojet EJ200 | turbofan | 1991 | Eurofighter | 1.66–1.73 | 47–49[8] | 2080–2170 | 20400–21300 |
| Dry jet engines, static, sea level | |||||||
|---|---|---|---|---|---|---|---|
| Model | Type | First run | Application | TSFC | Isp (by weight) | Isp (by weight) | |
| lb/lbf·h | g/kN·s | s | m/s | ||||
| GE J85-GE-21 | turbojet | F-5E/F | 1.24[6] | 35.1 | 2900 | 28500 | |
| Snecma Atar 09C | turbojet | Mirage III | 1.01[6] | 28.6 | 3560 | 35000 | |
| Snecma Atar 09K-50 | turbojet | Mirage IV, 50, F1 | 0.981[6] | 27.8 | 3670 | 36000 | |
| Snecma Atar 08K-50 | turbojet | Super Étendard | 0.971[6] | 27.5 | 3710 | 36400 | |
| Tumansky R-25-300 | turbojet | MIG-21bis | 0.961[6] | 27.2 | 3750 | 36700 | |
| Lyulka AL-21F-3 | turbojet | Su-17, Su-22 | 0.86 | 24.4 | 4190 | 41100 | |
| GE J79-GE-15 | turbojet | F-4E/EJ/F/G, RF-4E | 0.85 | 24.1 | 4240 | 41500 | |
| Snecma M53-P2 | turbofan | Mirage 2000C/D/N | 0.85[6] | 24.1 | 4240 | 41500 | |
| Volvo RM12 | turbofan | 1978 | Gripen A/B/C/D | 0.824[6] | 23.3 | 4370 | 42800 |
| RR Turbomeca Adour | turbofan | 1999 | Jaguar retrofit | 0.81 | 23 | 4400 | 44000 |
| Honeywell/ITEC F124 | turbofan | 1979 | L-159, X-45 | 0.81[6] | 22.9 | 4440 | 43600 |
| Honeywell/ITEC F125 | turbofan | F-CK-1 | 0.8[6] | 22.7 | 4500 | 44100 | |
| PW J52-P-408 | turbojet | A-4M/N, TA-4KU, EA-6B | 0.79 | 22.4 | 4560 | 44700 | |
| Saturn AL-41F-1S | turbofan | Su-35S/T-10BM | 0.79 | 22.4 | 4560 | 44700 | |
| Snecma M88-2 | turbofan | 1989 | Rafale | 0.782 | 22.14 | 4600 | 45100 |
| Klimov RD-33 | turbofan | 1974 | MiG-29 | 0.77 | 21.8 | 4680 | 45800 |
| RR Pegasus 11-61 | turbofan | AV-8B+ | 0.76 | 21.5 | 4740 | 46500 | |
| Eurojet EJ200 | turbofan | 1991 | Eurofighter | 0.74–0.81 | 21–23[8] | 4400–4900 | 44000–48000 |
| GE F414-GE-400 | turbofan | 1993 | F/A-18E/F | 0.724[9] | 20.5 | 4970 | 48800 |
| Kuznetsov NK-32 | turbofan | 1980 | Tu-144LL, Tu-160 | 0.72-0.73 | 20–21 | 4900–5000 | 48000–49000 |
| Soloviev D-30F6 | turbofan | MiG-31, S-37/Su-47 | 0.716[6] | 20.3 | 5030 | 49300 | |
| Snecma Larzac | turbofan | 1972 | Alpha Jet | 0.716 | 20.3 | 5030 | 49300 |
| IHI F3 | turbofan | 1981 | Kawasaki T-4 | 0.7 | 19.8 | 5140 | 50400 |
| Saturn AL-31F | turbofan | Su-27 /P/K | 0.666-0.78[7][9] | 18.9–22.1 | 4620–5410 | 45300–53000 | |
| RR Spey RB.168 | turbofan | AMX | 0.66[6] | 18.7 | 5450 | 53500 | |
| GE F110-GE-129 | turbofan | F-16C/D, F-15 | 0.64[9] | 18 | 5600 | 55000 | |
| GE F110-GE-132 | turbofan | F-16E/F | 0.64[9] | 18 | 5600 | 55000 | |
| Turbo-Union RB.199 | turbofan | Tornado ECR | 0.637[6] | 18.0 | 5650 | 55400 | |
| PW F119-PW-100 | turbofan | 1992 | F-22 | 0.61[9] | 17.3 | 5900 | 57900 |
| Turbo-Union RB.199 | turbofan | Tornado | 0.598[6] | 16.9 | 6020 | 59000 | |
| GE F101-GE-102 | turbofan | 1970s | B-1B | 0.562 | 15.9 | 6410 | 62800 |
| PW TF33-P-3 | turbofan | B-52H, NB-52H | 0.52[6] | 14.7 | 6920 | 67900 | |
| RR AE 3007H | turbofan | RQ-4, MQ-4C | 0.39[6] | 11.0 | 9200 | 91000 | |
| GE F118-GE-100 | turbofan | 1980s | B-2 | 0.375[6] | 10.6 | 9600 | 94000 |
| GE F118-GE-101 | turbofan | 1980s | U-2S | 0.375[6] | 10.6 | 9600 | 94000 |
| CFM CF6-50C2 | turbofan | A300, DC-10-30 | 0.371[6] | 10.5 | 9700 | 95000 | |
| GE TF34-GE-100 | turbofan | A-10 | 0.37[6] | 10.5 | 9700 | 95000 | |
| CFM CFM56-2B1 | turbofan | C-135, RC-135 | 0.36[10] | 10 | 10000 | 98000 | |
| Progress D-18T | turbofan | 1980 | An-124, An-225 | 0.345 | 9.8 | 10400 | 102000 |
| PW F117-PW-100 | turbofan | C-17 | 0.34[11] | 9.6 | 10600 | 104000 | |
| PW PW2040 | turbofan | Boeing 757 | 0.33[11] | 9.3 | 10900 | 107000 | |
| CFM CFM56-3C1 | turbofan | 737 Classic | 0.33 | 9.3 | 11000 | 110000 | |
| GE CF6-80C2 | turbofan | 744, 767, MD-11, A300/310, C-5M | 0.307-0.344 | 8.7–9.7 | 10500–11700 | 103000–115000 | |
| EA GP7270 | turbofan | A380-861 | 0.299[9] | 8.5 | 12000 | 118000 | |
| GE GE90-85B | turbofan | 777-200/200ER/300 | 0.298[9] | 8.44 | 12080 | 118500 | |
| GE GE90-94B | turbofan | 777-200/200ER/300 | 0.2974[9] | 8.42 | 12100 | 118700 | |
| RR Trent 970-84 | turbofan | 2003 | A380-841 | 0.295[9] | 8.36 | 12200 | 119700 |
| GE GEnx-1B70 | turbofan | 787-8 | 0.2845[9] | 8.06 | 12650 | 124100 | |
| RR Trent 1000C | turbofan | 2006 | 787-9 | 0.273[9] | 7.7 | 13200 | 129000 |
| Jet engines, cruise | |||||||
|---|---|---|---|---|---|---|---|
| Model | Type | First run | Application | TSFC | Isp (by weight) | Isp (by weight) | |
| lb/lbf·h | g/kN·s | s | m/s | ||||
| Ramjet | Mach 1 | 4.5 | 130 | 800 | 7800 | ||
| J-58 | turbojet | 1958 | SR-71 at Mach 3.2 (Reheat) | 1.9[6] | 53.8 | 1895 | 18580 |
| RR/Snecma Olympus | turbojet | 1966 | Concorde at Mach 2 | 1.195[12] | 33.8 | 3010 | 29500 |
| PW JT8D-9 | turbofan | 737 Original | 0.8[13] | 22.7 | 4500 | 44100 | |
| Honeywell ALF502R-5 | GTF | BAe 146 | 0.72[11] | 20.4 | 5000 | 49000 | |
| Soloviev D-30KP-2 | turbofan | Il-76, Il-78 | 0.715 | 20.3 | 5030 | 49400 | |
| Soloviev D-30KU-154 | turbofan | Tu-154M | 0.705 | 20.0 | 5110 | 50100 | |
| RR Tay RB.183 | turbofan | 1984 | Fokker 70, Fokker 100 | 0.69 | 19.5 | 5220 | 51200 |
| GE CF34-3 | turbofan | 1982 | Challenger, CRJ100/200 | 0.69 | 19.5 | 5220 | 51200 |
| GE CF34-8E | turbofan | E170/175 | 0.68 | 19.3 | 5290 | 51900 | |
| Honeywell TFE731-60 | GTF | Falcon 900 | 0.679[14] | 19.2 | 5300 | 52000 | |
| CFM CFM56-2C1 | turbofan | DC-8 Super 70 | 0.671[11] | 19.0 | 5370 | 52600 | |
| GE CF34-8C | turbofan | CRJ700/900/1000 | 0.67-0.68 | 19–19 | 5300–5400 | 52000–53000 | |
| CFM CFM56-3C1 | turbofan | 737 Classic | 0.667 | 18.9 | 5400 | 52900 | |
| CFM CFM56-2A2 | turbofan | 1974 | E-3, E-6 | 0.66[10] | 18.7 | 5450 | 53500 |
| RR BR725 | turbofan | 2008 | G650/ER | 0.657 | 18.6 | 5480 | 53700 |
| CFM CFM56-2B1 | turbofan | C-135, RC-135 | 0.65[10] | 18.4 | 5540 | 54300 | |
| GE CF34-10A | turbofan | ARJ21 | 0.65 | 18.4 | 5540 | 54300 | |
| CFE CFE738-1-1B | turbofan | 1990 | Falcon 2000 | 0.645[11] | 18.3 | 5580 | 54700 |
| RR BR710 | turbofan | 1995 | G. V/G550, Global Express | 0.64 | 18 | 5600 | 55000 |
| GE CF34-10E | turbofan | E190/195 | 0.64 | 18 | 5600 | 55000 | |
| CFM CF6-50C2 | turbofan | A300B2/B4/C4/F4, DC-10-30 | 0.63[11] | 17.8 | 5710 | 56000 | |
| PowerJet SaM146 | turbofan | Superjet LR | 0.629 | 17.8 | 5720 | 56100 | |
| CFM CFM56-7B24 | turbofan | 737 NG | 0.627[11] | 17.8 | 5740 | 56300 | |
| RR BR715 | turbofan | 1997 | 717 | 0.62 | 17.6 | 5810 | 56900 |
| GE CF6-80C2-B1F | turbofan | 747-400 | 0.605[12] | 17.1 | 5950 | 58400 | |
| CFM CFM56-5A1 | turbofan | A320 | 0.596 | 16.9 | 6040 | 59200 | |
| Aviadvigatel PS-90A1 | turbofan | Il-96-400 | 0.595 | 16.9 | 6050 | 59300 | |
| PW PW2040 | turbofan | 757-200 | 0.582[11] | 16.5 | 6190 | 60700 | |
| PW PW4098 | turbofan | 777-300 | 0.581[11] | 16.5 | 6200 | 60800 | |
| GE CF6-80C2-B2 | turbofan | 767 | 0.576[11] | 16.3 | 6250 | 61300 | |
| IAE V2525-D5 | turbofan | MD-90 | 0.574[15] | 16.3 | 6270 | 61500 | |
| IAE V2533-A5 | turbofan | A321-231 | 0.574[15] | 16.3 | 6270 | 61500 | |
| RR Trent 700 | turbofan | 1992 | A330 | 0.562 | 15.9 | 6410 | 62800 |
| RR Trent 800 | turbofan | 1993 | 777-200/200ER/300 | 0.560 | 15.9 | 6430 | 63000 |
| Progress D-18T | turbofan | 1980 | An-124, An-225 | 0.546 | 15.5 | 6590 | 64700 |
| CFM CFM56-5B4 | turbofan | A320-214 | 0.545 | 15.4 | 6610 | 64800 | |
| CFM CFM56-5C2 | turbofan | A340-211 | 0.545 | 15.4 | 6610 | 64800 | |
| RR Trent 500 | turbofan | 1999 | A340-500/600 | 0.542 | 15.4 | 6640 | 65100 |
| CFM LEAP-1B | turbofan | 2014 | 737 MAX | 0.53-0.56 | 15–16 | 6400–6800 | 63000–67000 |
| Aviadvigatel PD-14 | turbofan | 2014 | MC-21-310 | 0.526 | 14.9 | 6840 | 67100 |
| RR Trent 900 | turbofan | 2003 | A380 | 0.522 | 14.8 | 6900 | 67600 |
| GE GE90-85B | turbofan | 777-200/200ER | 0.52[11][16] | 14.7 | 6920 | 67900 | |
| GE GEnx-1B76 | turbofan | 2006 | 787-10 | 0.512[13] | 14.5 | 7030 | 69000 |
| PW PW1400G | GTF | MC-21 | 0.51[17] | 14.4 | 7100 | 69000 | |
| CFM LEAP-1C | turbofan | 2013 | C919 | 0.51 | 14.4 | 7100 | 69000 |
| CFM LEAP-1A | turbofan | 2013 | A320neo family | 0.51[17] | 14.4 | 7100 | 69000 |
| RR Trent 7000 | turbofan | 2015 | A330neo | 0.506 | 14.3 | 7110 | 69800 |
| RR Trent 1000 | turbofan | 2006 | 787 | 0.506 | 14.3 | 7110 | 69800 |
| RR Trent XWB-97 | turbofan | 2014 | A350-1000 | 0.478 | 13.5 | 7530 | 73900 |
| PW 1127G | GTF | 2012 | A320neo | 0.463[13] | 13.1 | 7780 | 76300 |
| Civil engines[18] | |||||||||
|---|---|---|---|---|---|---|---|---|---|
| Model | SL thrust | BPR | OPR | SL SFC | cruise SFC | Weight | Layout | cost ($M) | Introduction |
| GE GE90 | 90,000 lbf 400 kN | 8.4 | 39.3 | 0.545 lb/(lbf⋅h) 15.4 g/(kN⋅s) | 16,644 lb 7,550 kg | 1+3LP 10HP 2HP 6LP | 11 | 1995 | |
| RR Trent | 71,100–91,300 lbf 316–406 kN | 4.89-5.74 | 36.84-42.7 | 0.557–0.565 lb/(lbf⋅h) 15.8–16.0 g/(kN⋅s) | 10,550–13,133 lb 4,785–5,957 kg | 1LP 8IP 6HP 1HP 1IP 4/5LP | 11-11.7 | 1995 | |
| PW4000 | 52,000–84,000 lbf 230–370 kN | 4.85-6.41 | 27.5-34.2 | 0.348–0.359 lb/(lbf⋅h) 9.9–10.2 g/(kN⋅s) | 9,400–14,350 lb 4,260–6,510 kg | 1+4-6LP 11HP 2HP 4-7LP | 6.15-9.44 | 1986-1994 | |
| RB211 | 43,100–60,600 lbf 192–270 kN | 4.30 | 25.8-33 | 0.570–0.598 lb/(lbf⋅h) 16.1–16.9 g/(kN⋅s) | 7,264–9,670 lb 3,295–4,386 kg | 1LP 6/7IP 6HP 1HP 1IP 3LP | 5.3-6.8 | 1984-1989 | |
| GE CF6 | 52,500–67,500 lbf 234–300 kN | 4.66-5.31 | 27.1-32.4 | 0.32–0.35 lb/(lbf⋅h) 9.1–9.9 g/(kN⋅s) | 0.562–0.623 lb/(lbf⋅h) 15.9–17.6 g/(kN⋅s) | 8,496–10,726 lb 3,854–4,865 kg | 1+3/4LP 14HP 2HP 4/5LP | 5.9-7 | 1981-1987 |
| D-18 | 51,660 lbf 229.8 kN | 5.60 | 25.0 | 0.570 lb/(lbf⋅h) 16.1 g/(kN⋅s) | 9,039 lb 4,100 kg | 1LP 7IP 7HP 1HP 1IP 4LP | 1982 | ||
| PW2000 | 38,250 lbf 170.1 kN | 6 | 31.8 | 0.33 lb/(lbf⋅h) 9.3 g/(kN⋅s) | 0.582 lb/(lbf⋅h) 16.5 g/(kN⋅s) | 7,160 lb 3,250 kg | 1+4LP 11HP 2HP 5LP | 4 | 1983 |
| PS-90 | 35,275 lbf 156.91 kN | 4.60 | 35.5 | 0.595 lb/(lbf⋅h) 16.9 g/(kN⋅s) | 6,503 lb 2,950 kg | 1+2LP 13HP 2 HP 4LP | 1992 | ||
| IAE V2500 | 22,000–33,000 lbf 98–147 kN | 4.60-5.40 | 24.9-33.40 | 0.34–0.37 lb/(lbf⋅h) 9.6–10.5 g/(kN⋅s) | 0.574–0.581 lb/(lbf⋅h) 16.3–16.5 g/(kN⋅s) | 5,210–5,252 lb 2,363–2,382 kg | 1+4LP 10HP 2HP 5LP | 1989-1994 | |
| CFM56 | 20,600–31,200 lbf 92–139 kN | 4.80-6.40 | 25.70-31.50 | 0.32–0.36 lb/(lbf⋅h) 9.1–10.2 g/(kN⋅s) | 0.545–0.667 lb/(lbf⋅h) 15.4–18.9 g/(kN⋅s) | 4,301–5,700 lb 1,951–2,585 kg | 1+3/4LP 9HP 1HP 4/5LP | 3.20-4.55 | 1986-1997 |
| D-30 | 23,850 lbf 106.1 kN | 2.42 | 0.700 lb/(lbf⋅h) 19.8 g/(kN⋅s) | 5,110 lb 2,320 kg | 1+3LP 11HP 2HP 4LP | 1982 | |||
| JT8D | 21,700 lbf 97 kN | 1.77 | 19.2 | 0.519 lb/(lbf⋅h) 14.7 g/(kN⋅s) | 0.737 lb/(lbf⋅h) 20.9 g/(kN⋅s) | 4,515 lb 2,048 kg | 1+6LP 7HP 1HP 3LP | 2.99 | 1986 |
| BR700 | 14,845–19,883 lbf 66.03–88.44 kN | 4.00-4.70 | 25.7-32.1 | 0.370–0.390 lb/(lbf⋅h) 10.5–11.0 g/(kN⋅s) | 0.620–0.640 lb/(lbf⋅h) 17.6–18.1 g/(kN⋅s) | 3,520–4,545 lb 1,597–2,062 kg | 1+1/2LP 10HP 2HP 2/3LP | 1996 | |
| D-436 | 16,865 lbf 75.02 kN | 4.95 | 25.2 | 0.610 lb/(lbf⋅h) 17.3 g/(kN⋅s) | 3,197 lb 1,450 kg | 1+1L 6I 7HP 1HP 1IP 3LP | 1996 | ||
| RR Tay | 13,850–15,400 lbf 61.6–68.5 kN | 3.04-3.07 | 15.8-16.6 | 0.43–0.45 lb/(lbf⋅h) 12–13 g/(kN⋅s) | 0.690 lb/(lbf⋅h) 19.5 g/(kN⋅s) | 2,951–3,380 lb 1,339–1,533 kg | 1+3LP 12HP 2HP 3LP | 2.6 | 1988-1992 |
| RR Spey | 9,900–11,400 lbf 44–51 kN | 0.64-0.71 | 15.5-18.4 | 0.56 lb/(lbf⋅h) 16 g/(kN⋅s) | 0.800 lb/(lbf⋅h) 22.7 g/(kN⋅s) | 2,287–2,483 lb 1,037–1,126 kg | 4/5LP 12HP 2HP 2LP | 1968-1969 | |
| GE CF34 | 9,220 lbf 41.0 kN | 21 | 0.35 lb/(lbf⋅h) 9.9 g/(kN⋅s) | 1,670 lb 760 kg | 1F 14HP 2HP 4LP | 1996 | |||
| AE3007 | 7,150 lbf 31.8 kN | 24.0 | 0.390 lb/(lbf⋅h) 11.0 g/(kN⋅s) | 1,581 lb 717 kg | |||||
| ALF502/LF507 | 6,970–7,000 lbf 31.0–31.1 kN | 5.60-5.70 | 12.2-13.8 | 0.406–0.408 lb/(lbf⋅h) 11.5–11.6 g/(kN⋅s) | 0.414–0.720 lb/(lbf⋅h) 11.7–20.4 g/(kN⋅s) | 1,336–1,385 lb 606–628 kg | 1+2L 7+1HP 2HP 2LP | 1.66 | 1982-1991 |
| CFE738 | 5,918 lbf 26.32 kN | 5.30 | 23.0 | 0.369 lb/(lbf⋅h) 10.5 g/(kN⋅s) | 0.645 lb/(lbf⋅h) 18.3 g/(kN⋅s) | 1,325 lb 601 kg | 1+5LP+1CF 2HP 3LP | 1992 | |
| PW300 | 5,266 lbf 23.42 kN | 4.50 | 23.0 | 0.391 lb/(lbf⋅h) 11.1 g/(kN⋅s) | 0.675 lb/(lbf⋅h) 19.1 g/(kN⋅s) | 993 lb 450 kg | 1+4LP+1HP 2HP 3LP | 1990 | |
| JT15D | 3,045 lbf 13.54 kN | 3.30 | 13.1 | 0.560 lb/(lbf⋅h) 15.9 g/(kN⋅s) | 0.541 lb/(lbf⋅h) 15.3 g/(kN⋅s) | 632 lb 287 kg | 1+1LP+1CF 1HP 2LP | 1983 | |
| WI FJ44-4A | 1,900 lbf 8.5 kN | 0.456 lb/(lbf⋅h) 12.9 g/(kN⋅s) | 445 lb 202 kg | 1+1L 1C 1H 1HP 2LP | 1992 | ||||
| WI FJ33-5A | 1,000–1,800 lbf 4.4–8.0 kN | 0.486 lb/(lbf⋅h) 13.8 g/(kN⋅s) | 300 lb 140 kg | 2016 | |||||
The following table gives the efficiency for several engines when running at 80% throttle, which is approximately what is used in cruising, giving a minimum SFC. The efficiency is the amount of power propelling the plane divided by the rate of energy consumption. Since the power equals thrust times speed, the efficiency is given by
where V is speed and h is the energy content per unit mass of fuel (the higher heating value is used here, and at higher speeds the kinetic energy of the fuel or propellant becomes substantial and must be included).
See also
References
- ^ Specific Fuel Consumption.
- ^ Supersonic Dream
- ^ "The turbofan engine 2015-04-18 at the Wayback Machine", page 5. SRM Institute of Science and Technology, Department of aerospace engineering
- ^ "NK33". Encyclopedia Astronautica.
- ^ "SSME". Encyclopedia Astronautica.
- ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag Nathan Meier (21 Mar 2005). . Archived from the original on 11 February 2021.
- ^ a b "Flanker". AIR International Magazine. 23 March 2017.
- ^ a b "EJ200 turbofan engine" (PDF). MTU Aero Engines. April 2016.
- ^ a b c d e f g h i j k Kottas, Angelos T.; Bozoudis, Michail N.; Madas, Michael A. "Turbofan Aero-Engine Efficiency Evaluation: An Integrated Approach Using VSBM Two-Stage Network DEA" (PDF). doi:10.1016/j.omega.2019.102167.
- ^ a b c Élodie Roux (2007). "Turbofan and Turbojet Engines: Database Handbook" (PDF). p. 126. ISBN 9782952938013.
- ^ a b c d e f g h i j k Nathan Meier (3 Apr 2005). . Archived from the original on 17 August 2021.
- ^ a b Ilan Kroo. . Aircraft Design: Synthesis and Analysis. Stanford University. Archived from the original on 11 January 2017.
- ^ a b c David Kalwar (2015). "Integration of turbofan engines into the preliminary design of a high-capacity short-and medium-haul passenger aircraft and fuel efficiency analysis with a further developed parametric aircraft design software" (PDF).
- ^ "Purdue School of Aeronautics and Astronautics Propulsion Web Page - TFE731".
- ^ a b Lloyd R. Jenkinson & al. (30 Jul 1999). "Civil Jet Aircraft Design: Engine Data File". Elsevier/Butterworth-Heinemann.
- ^ Élodie Roux (2007). "Turbofan and Turbojet Engines: Database Handbook". ISBN 9782952938013.
- ^ a b Vladimir Karnozov (August 19, 2019). "Aviadvigatel Mulls Higher-thrust PD-14s To Replace PS-90A". AIN Online.
- ^ Lloyd R. Jenkinson; et al. (30 Jul 1999). "Civil Jet Aircraft Design: Engine Data File". Elsevier/Butterworth-Heinemann.
- ^ Ilan Kroo. . Aircraft Design: Synthesis and Analysis. Stanford University. Archived from the original on November 24, 2016.
External links
- GE CF6 website 2011-09-04 at the Wayback Machine
- NASA Cruise SFC vs. Year
- SFC by Engine/Mfg 2019-06-27 at the Wayback Machine