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 (kilonewtons, or kN). It is thus thrust-specific, meaning that the fuel consumption is divided by the thrust.
TSFC or SFC for thrust engines (e.g. turbojets, turbofans, ramjets, rocket engines, 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.
This figure is inversely proportional to specific impulse.
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[]
Engine type | First run | Scenario | Spec. fuel cons. | Specific impulse (s) |
Effective exhaust velocity (m/s) |
Mass | Thrust-to- weight ratio (sea level) | |
---|---|---|---|---|---|---|---|---|
(lb/lbf·h) | (g/kN·s) | |||||||
Avio P80 solid fuel rocket motor | 2006 | Vega first stage vacuum | 13 | 360 | 280 | 2700 | 16,160 lb (7,330 kg) (Empty) | |
Avio Zefiro 23 solid fuel rocket motor | 2006 | Vega second stage vacuum | 12.52 | 354.7 | 287.5 | 2819 | 4,266 lb (1,935 kg) (Empty) | |
Avio Zefiro 9A solid fuel rocket motor | 2008 | Vega third stage vacuum | 12.20 | 345.4 | 295.2 | 2895 | 1,997 lb (906 kg) (Empty) | |
RD-843 liquid fuel rocket engine | Vega upper stage vacuum | 11.41 | 323.2 | 315.5 | 3094 | 35.1 lb (15.93 kg) (Dry) | ||
Kouznetsov NK-33 liquid fuel rocket engine | 1970s | N-1F, Soyuz-2-1v first stage vacuum | 10.9 | 308 | 331[4] | 3250 | 2,730 lb (1,240 kg) (Dry) | 136.8 |
NPO Energomash RD-171M liquid fuel rocket engine | Zenit-2M, Zenit-3SL, Zenit-3SLB, Zenit-3F first stage vacuum | 10.7 | 303 | 337 | 3300 | 21,500 lb (9,750 kg) (Dry) | 79.57 | |
LE-7A liquid fuel rocket engine | H-IIA, H-IIB first stage vacuum | 8.22 | 233 | 438 | 4300 | 4,000 lb (1,800 kg) (Dry) | 62.2 | |
Snecma HM-7B cryogenic rocket engine | Ariane 2, Ariane 3, Ariane 4, Ariane 5 ECA upper stage vacuum | 8.097 | 229.4 | 444.6 | 4360 | 364 lb (165 kg) (Dry) | 43.25 | |
LE-5B-2 cryogenic rocket engine | H-IIA, H-IIB upper stage vacuum | 8.05 | 228 | 447 | 4380 | 640 lb (290 kg) (Dry) | 51.93 | |
Aerojet Rocketdyne RS-25 cryogenic rocket engine | 1981 | Space Shuttle, SLS first stage vacuum | 7.95 | 225 | 453[5] | 4440 | 7,004 lb (3,177 kg) (Dry) | 53.79 |
Aerojet Rocketdyne RL-10B-2 cryogenic rocket engine | Delta III, Delta IV, SLS upper stage vacuum | 7.734 | 219.1 | 465.5 | 4565 | 664 lb (301 kg) (Dry) | 37.27 | |
Ramjet | Mach 1 | 4.5 | 130 | 800 | 7800 | |||
Turbo-Union RB.199-34R-04 Mk.103 turbofan | Tornado IDS GR.1/GR.1A/GR.1B/GR.4 static sea level (Reheat) | 2.5[6] | 70.8 | 1440 | 14120 | 2,107 lb (956 kg) (Dry) | 7.59 | |
GE F101-GE-102 turbofan | 1970s | B-1B static sea level (Reheat) | 2.46 | 70 | 1460 | 14400 | 4,400 lb (2,000 kg) (Dry) | 7.04 |
Tumansky R-25-300 turbojet | MIG-21bis static sea level (Reheat) | 2.206[6] | 62.5 | 1632 | 16000 | 2,679 lb (1,215 kg) (Dry) | 5.6 | |
GE J85-GE-21 turbojet | F-5E/F static sea level (Reheat) | 2.13[6] | 60.3 | 1690 | 16570 | 640 lb (290 kg) (Dry) | 7.81 | |
GE F110-GE-132 turbofan | F-16E/F Block 60 or -129 upgrade static sea level (Reheat) | 2.09[6] | 59.2 | 1722 | 16890 | 4,050 lb (1,840 kg) (Dry) | 7.9 | |
Honeywell/ITEC F125-GA-100 turbofan | F-CK-1 static sea level (Reheat) | 2.06[6] | 58.4 | 1748 | 17140 | 1,360 lb (620 kg) (Dry) | 6.8 | |
Snecma M53-P2 turbofan | Mirage 2000C/D/N/H/TH/-5/-9/retrofit static sea level (Reheat) | 2.05[6] | 58.1 | 1756 | 17220 | 3,307 lb (1,500 kg) (Dry) | 6.46 | |
Snecma Atar 09C turbojet | Mirage IIIE/EX/O(A)/O(F)/M, Mirage IV prototype static sea level (Reheat) | 2.03[6] | 57.5 | 1770 | 17400 | 3,210 lb (1,456 kg) (Dry) | 4.13 | |
Snecma Atar 09K-50 turbojet | Mirage IV, Mirage 50, Mirage F1 static sea level (Reheat) | 1.991[6] | 56.4 | 1808 | 17730 | 3,487 lb (1,582 kg) (Dry) | 4.55 | |
GE J79-GE-15 turbojet | F-4E/EJ/F/G, RF-4E static sea level (Reheat) | 1.965 | 55.7 | 1832 | 17970 | 3,850 lb (1,750 kg) (Dry) | 4.6 | |
Saturn AL-31F turbofan | Su-27/P/K static sea level (Reheat) | 1.96[7] | 55.5 | 1837 | 18010 | 3,350 lb (1,520 kg) (Dry) | 8.22 | |
J-58 turbojet | 1958 | SR-71 at Mach 3.2 (Reheat) | 1.9[6] | 53.8 | 1895 | 18580 | 6,000 lb (2,700 kg) (Dry) | |
GE F110-GE-129 turbofan | F-16C/D/V Block 50/70, F-15K/S/SA/SG/EX static sea level (Reheat) | 1.9[6] | 53.8 | 1895 | 18580 | 3,980 lb (1,810 kg) (Dry) | 7.36 | |
Soloviev D-30F6 turbofan | MiG-31, S-37/Su-47 static sea level (Reheat) | 1.863[6] | 52.8 | 1932 | 18950 | 5,326 lb (2,416 kg) (Dry) | 7.856 | |
Lyulka AL-21F-3 turbojet | Su-17M/UM/M2/M2D/UM3/M3/M4, Su-22U/M3/M4 static sea level (Reheat) | 1.86[6] | 52.7 | 1935 | 18980 | 3,790 lb (1,720 kg) (Dry) | 5.61 | |
Klimov RD-33 turbofan | 1974 | MiG-29 static sea level (Reheat) | 1.85 | 52.4 | 1946 | 19080 | 2,326 lb (1,055 kg) (Dry) | 7.9 |
Saturn AL-41F-1S turbofan | Su-35S/T-10BM static sea level (Reheat) | 1.819 | 51.5 | 1979 | 19410 | 3,536 lb (1,604 kg) (Dry) | 8.75-9.04 | |
Volvo RM12 turbofan | 1978 | Gripen A/B/C/D static sea level (Reheat) | 1.78[6] | 50.4 | 2022 | 19830 | 2,315 lb (1,050 kg) (Dry) | 7.82 |
GE F404-GE-402 turbofan | F/A-18C/D static sea level (Reheat) | 1.74[6] | 49 | 2070 | 20300 | 2,282 lb (1,035 kg) (Dry) | 7.756 | |
Kuznetsov NK-32 turbofan | 1980 | Tu-144LL, Tu-160 static sea level (Reheat) | 1.7 | 48 | 2100 | 21000 | 7,500 lb (3,400 kg) (Dry) | 7.35 |
Snecma M88-2 turbofan | 1989 | Rafale static sea level (Reheat) | 1.663 | 47.11 | 2165 | 21230 | 1,978 lb (897 kg) (Dry) | 8.52 |
Eurojet EJ200 turbofan | 1991 | Eurofighter, Bloodhound LSR prototype static sea level (Reheat) | 1.66–1.73 | 47–49[8] | 2080–2170 | 20400–21300 | 2,180.0 lb (988.83 kg) (Dry) | 9.17 |
GE J85-GE-21 turbojet | F-5E/F static sea level (Dry) | 1.24[6] | 35.1 | 2900 | 28500 | 640 lb (290 kg) (Dry) | 5.625 | |
RR/Snecma Olympus 593 turbojet | 1966 | Concorde at Mach 2 cruise (Dry) | 1.195[9] | 33.8 | 3010 | 29500 | 7,000 lb (3,175 kg) (Dry) | |
Snecma Atar 09C turbojet | Mirage IIIE/EX/O(A)/O(F)/M, Mirage IV prototype static sea level (Dry) | 1.01[6] | 28.6 | 3560 | 35000 | 3,210 lb (1,456 kg) (Dry) | 2.94 | |
Snecma Atar 09K-50 turbojet | Mirage IV, Mirage 50, Mirage F1 static sea level (Dry) | 0.981[6] | 27.8 | 3670 | 36000 | 3,487 lb (1,582 kg) (Dry) | 2.35 | |
Snecma Atar 08K-50 turbojet | Super Étendard static sea level | 0.971[6] | 27.5 | 3710 | 36400 | 2,568 lb (1,165 kg) (Dry) | ||
Tumansky R-25-300 turbojet | MIG-21bis static sea level (Dry) | 0.961[6] | 27.2 | 3750 | 36700 | 2,679 lb (1,215 kg) (Dry) | ||
Lyulka AL-21F-3 turbojet | Su-17M/UM/M2/M2D/UM3/M3/M4, Su-22U/M3/M4 static sea level (Dry) | 0.86 | 24.4 | 4190 | 41100 | 3,790 lb (1,720 kg) (Dry) | 3.89 | |
GE J79-GE-15 turbojet | F-4E/EJ/F/G, RF-4E static sea level (Dry) | 0.85 | 24.1 | 4240 | 41500 | 3,850 lb (1,750 kg) (Dry) | 2.95 | |
Snecma M53-P2 turbofan | Mirage 2000C/D/N/H/TH/-5/-9/retrofit static sea level (Dry) | 0.85[6] | 24.1 | 4240 | 41500 | 3,307 lb (1,500 kg) (Dry) | 4.37 | |
Volvo RM12 turbofan | 1978 | Gripen A/B/C/D static sea level (Dry) | 0.824[6] | 23.3 | 4370 | 42800 | 2,315 lb (1,050 kg) (Dry) | 5.244 |
RR Turbomeca Adour Mk 106 turbofan | 1999 | Jaguar retrofit static sea level (Dry) | 0.81 | 23 | 4400 | 44000 | 1,784 lb (809 kg) (Dry) | 4.725 |
Honeywell/ITEC F124-GA-100 turbofan | 1979 | L-159, X-45 static sea level | 0.81[6] | 22.9 | 4440 | 43600 | 1,050 lb (480 kg) (Dry) | 5.3 |
Honeywell/ITEC F125-GA-100 turbofan | F-CK-1 static sea level (Dry) | 0.8[6] | 22.7 | 4500 | 44100 | 1,360 lb (620 kg) (Dry) | 4.43 | |
PW JT8D-9 turbofan | 737 Original cruise | 0.8[10] | 22.7 | 4500 | 44100 | 3,205–3,402 lb (1,454–1,543 kg) (Dry) | ||
PW J52-P-408 turbojet | A-4M/N, TA-4KU, EA-6B static sea level | 0.79 | 22.4 | 4560 | 44700 | 2,318 lb (1,051 kg) (Dry) | 4.83 | |
Saturn AL-41F-1S turbofan | Su-35S/T-10BM static sea level (Dry) | 0.79 | 22.4 | 4560 | 44700 | 3,536 lb (1,604 kg) (Dry) | 5.49 | |
Snecma M88-2 turbofan | 1989 | Rafale static sea level (Dry) | 0.782 | 22.14 | 4600 | 45100 | 1,978 lb (897 kg) (Dry) | 5.68 |
Klimov RD-33 turbofan | 1974 | MiG-29 static sea level (Dry) | 0.77 | 21.8 | 4680 | 45800 | 2,326 lb (1,055 kg) (Dry) | 4.82 |
RR Pegasus 11-61 turbofan | AV-8B+ static sea level | 0.76 | 21.5 | 4740 | 46500 | 3,960 lb (1,800 kg) (Dry) | 6 | |
Eurojet EJ200 turbofan | 1991 | Eurofighter, Bloodhound LSR prototype static sea level (Dry) | 0.74–0.81 | 21–23[8] | 4400–4900 | 44000–48000 | 2,180.0 lb (988.83 kg) (Dry) | 6.11 |
GE F414-GE-400 turbofan | 1993 | F/A-18E/F static sea level (Dry) | 0.724[11] | 20.5 | 4970 | 48800 | 2,445 lb (1,109 kg) (Dry) | 5.11 |
Kuznetsov NK-32 turbofan | 1980 | Tu-144LL, Tu-160 static sea level (Dry) | 0.72-0.73 | 20–21 | 4900–5000 | 48000–49000 | 7,500 lb (3,400 kg) (Dry) | 4.06[6] |
Honeywell ALF502R-5 geared turbofan | BAe 146-100/200/200ER/300 cruise | 0.72[12] | 20.4 | 5000 | 49000 | 1,336 lb (606 kg) (Dry) | 5.22 | |
Soloviev D-30F6 turbofan | MiG-31, S-37/Su-47 static sea level (Dry) | 0.716[6] | 20.3 | 5030 | 49300 | 5,326 lb (2,416 kg) (Dry) | 3.93 | |
Snecma Turbomeca Larzac 04-C6 turbofan | 1972 | Alpha Jet static sea level | 0.716 | 20.3 | 5030 | 49300 | 650 lb (295 kg) (Dry) | 4.567 |
Soloviev D-30KP-2 turbofan | Il-76MD/MDK/SK/VPK, Il-78/M cruise | 0.715 | 20.3 | 5030 | 49400 | 5,820 lb (2,640 kg) (Dry) | 5.21 | |
Soloviev D-30KU-154 turbofan | Tu-154M cruise | 0.705 | 20.0 | 5110 | 50100 | 5,082 lb (2,305 kg) (Dry) | 4.56 | |
Ishikawajima-Harima F3-IHI-30 turbofan | 1981 | Kawasaki T-4 static sea level | 0.7 | 19.8 | 5140 | 50400 | 750 lb (340 kg) (Dry) | 4.9 |
RR Tay RB.183-3 Mk.620-15 turbofan | 1984 | Fokker 70, Fokker 100 cruise | 0.69 | 19.5 | 5220 | 51200 | 3,185 lb (1,445 kg) (Dry) | 4.2 |
GE CF34-3 turbofan | 1982 | CRJ100/200, CL600 series, CL850 cruise | 0.69 | 19.5 | 5220 | 51200 | 1,670 lb (760 kg) (Dry) | 5.52 |
GE CF34-8E turbofan | E170/175 cruise | 0.68 | 19.3 | 5290 | 51900 | 2,600 lb (1,200 kg) (Dry) | 5.6 | |
Honeywell TFE731-60 geared turbofan | Falcon 900EX/DX/LX, VC-900 cruise | 0.679[13] | 19.2 | 5300 | 52000 | 988 lb (448 kg) (Dry) | 5.06 | |
CFM CFM56-2C1 turbofan | DC-8 Super 70 cruise | 0.671[12] | 19.0 | 5370 | 52600 | 4,635 lb (2,102 kg) (Dry) | 4.746 | |
GE CF34-8C turbofan | CRJ700/900/1000 cruise | 0.67-0.68 | 19 | 5300–5400 | 52000–53000 | 2,400–2,450 lb (1,090–1,110 kg) (Dry) | 5.7-6.1 | |
CFM CFM56-3C1 turbofan | 737 Classic cruise | 0.667 | 18.9 | 5400 | 52900 | 4,308–4,334 lb (1,954–1,966 kg) (Dry) | 5.46 | |
Saturn AL-31F turbofan | Su-27/P/K static sea level (Dry) | 0.666-0.78[7][11] | 18.9–22.1 | 4620–5410 | 45300–53000 | 3,350 lb (1,520 kg) (Dry) | 4.93 | |
RR Spey RB.168 Mk.807 turbofan | AMX static sea level | 0.66[6] | 18.7 | 5450 | 53500 | 2,417 lb (1,096 kg) (Dry) | 4.56 | |
CFM CFM56-2A2 turbofan | 1974 | E-3D, KE-3A, E-6A/B cruise | 0.66[14] | 18.7 | 5450 | 53500 | 4,819 lb (2,186 kg) (Dry) | 4.979 |
RR BR725 turbofan | 2008 | G650/ER cruise | 0.657 | 18.6 | 5480 | 53700 | 3,605 lb (1,635.2 kg) (Dry) | 4.69 |
CFM CFM56-2B1 turbofan | KC-135R/T, C-135FR, RC-135RE cruise | 0.65[14] | 18.4 | 5540 | 54300 | 4,672 lb (2,119 kg) (Dry) | 4.7 | |
GE CF34-10A turbofan | ARJ21 cruise | 0.65 | 18.4 | 5540 | 54300 | 3,700 lb (1,700 kg) (Dry) | 5.1 | |
CFE CFE738-1-1B turbofan | 1990 | Falcon 2000 cruise | 0.645[12] | 18.3 | 5580 | 54700 | 1,325 lb (601 kg) (Dry) | 4.32 |
RR BR710 turbofan | 1995 | C-37, Gulfstream V, G550, E-11, Project Dolphin, Saab Swordfish, Global Express/XRS, Global 5000/6000, Raytheon Sentinel, GlobalEye (original) cruise | 0.64 | 18 | 5600 | 55000 | 4,009 lb (1,818.4 kg) (Dry) | 3.84 |
GE F110-GE-129 turbofan | F-16C/D/V Block 50/70, F-15K/S/SA/SG/EX static sea level (Dry) | 0.64[11] | 18 | 5600 | 55000 | 3,980 lb (1,810 kg) (Dry) | 4.27 | |
GE F110-GE-132 turbofan | F-16E/F Block 60 or -129 upgrade static sea level (Dry) | 0.64[11] | 18 | 5600 | 55000 | 4,050 lb (1,840 kg) (Dry) | ||
GE CF34-10E turbofan | E190/195, Lineage 1000 cruise | 0.64 | 18 | 5600 | 55000 | 3,700 lb (1,700 kg) (Dry) | 5.2 | |
Turbo-Union RB.199-34R-04 Mk.105 turbofan | Tornado ECR static sea level (Dry) | 0.637[6] | 18.0 | 5650 | 55400 | 2,160 lb (980 kg) (Dry) | 4.47 | |
CFM CF6-50C2 turbofan | A300B2-203/B4-2C/B4-103/103F/203/203F/C4-203/F4-203, DC-10-30/F/CF, KC-10A cruise | 0.63[12] | 17.8 | 5710 | 56000 | 8,731 lb (3,960 kg) (Dry) | 6.01 | |
PowerJet SaM146-1S18 turbofan | Superjet LR cruise | 0.629 | 17.8 | 5720 | 56100 | 4,980 lb (2,260 kg) (Dry) | 3.5 | |
CFM CFM56-7B24 turbofan | 737-700/800/900 cruise | 0.627[12] | 17.8 | 5740 | 56300 | 5,216 lb (2,366 kg) (Dry) | 4.6 | |
RR BR715 turbofan | 1997 | 717 cruise | 0.62 | 17.6 | 5810 | 56900 | 4,597 lb (2,085 kg) (Dry) | 4.55-4.68 |
PW F119-PW-100 turbofan | 1992 | F-22 static sea level (Dry) | 0.61[11] | 17.3 | 5900 | 57900 | 3,900 lb (1,800 kg) (Dry) | 6.7 |
GE CF6-80C2-B1F turbofan | 747-400 cruise | 0.605[9] | 17.1 | 5950 | 58400 | 9,499 lb (4,309 kg) | 6.017 | |
Turbo-Union RB.199-34R-04 Mk.103 turbofan | Tornado IDS GR.1/GR.1A/GR.1B/GR.4 static sea level (Dry) | 0.598[6] | 16.9 | 6020 | 59000 | 2,107 lb (956 kg) (Dry) | 4.32 | |
CFM CFM56-5A1 turbofan | A320-111/211 cruise | 0.596 | 16.9 | 6040 | 59200 | 5,139 lb (2,331 kg) (Dry) | 5 | |
Aviadvigatel PS-90A1 turbofan | Il-96-400/T cruise | 0.595 | 16.9 | 6050 | 59300 | 6,500 lb (2,950 kg) (Dry) | 5.9 | |
PW PW2040 turbofan | 757-200/200ET/200F, C-32 cruise | 0.582[12] | 16.5 | 6190 | 60700 | 7,185 lb (3,259 kg) | 5.58 | |
PW PW4098 turbofan | 777-300 cruise | 0.581[12] | 16.5 | 6200 | 60800 | 36,400 lb (16,500 kg) (Dry) | 5.939 | |
GE CF6-80C2-B2 turbofan | 767-200ER/300/300ER cruise | 0.576[12] | 16.3 | 6250 | 61300 | 9,388 lb (4,258 kg) | 5.495 | |
IAE V2525-D5 turbofan | MD-90 cruise | 0.574[15] | 16.3 | 6270 | 61500 | 5,252 lb (2,382 kg) | 4.76 | |
IAE V2533-A5 turbofan | A321-231 cruise | 0.574[15] | 16.3 | 6270 | 61500 | 5,139 lb (2,331 kg) | 6.42 | |
GE F101-GE-102 turbofan | 1970s | B-1B static sea level (Dry) | 0.562 | 15.9 | 6410 | 62800 | 4,400 lb (2,000 kg) (Dry) | 3.9 |
RR Trent 700 turbofan | 1992 | A330, A330 MRTT, Beluga XL cruise | 0.562 | 15.9 | 6410 | 62800 | 13,580 lb (6,160 kg) (Dry) | 4.97-5.24 |
RR Trent 800 turbofan | 1993 | 777-200/200ER/300 cruise | 0.560 | 15.9 | 6430 | 63000 | 13,400 lb (6,078 kg) (Dry) | 5.7-6.9 |
Motor Sich Progress D-18T turbofan | 1980 | An-124, An-225 cruise | 0.546 | 15.5 | 6590 | 64700 | 9,000 lb (4,100 kg) (Dry) | 5.72 |
CFM CFM56-5B4 turbofan | A320-214 cruise | 0.545 | 15.4 | 6610 | 64800 | 5,412–5,513 lb (2,454.8–2,500.6 kg) (Dry) | 5.14 | |
CFM CFM56-5C2 turbofan | A340-211 cruise | 0.545 | 15.4 | 6610 | 64800 | 5,830 lb (2,644.4 kg) (Dry) | 5.47 | |
RR Trent 500 turbofan | 1999 | A340-500/600 cruise | 0.542 | 15.4 | 6640 | 65100 | 11,000 lb (4,990 kg) (Dry) | 5.07-5.63 |
CFM LEAP-1B turbofan | 2014 | 737 MAX cruise | 0.53-0.56 | 15–16 | 6400–6800 | 63000–67000 | 6,130 lb (2,780 kg) (Dry) | |
Aviadvigatel PD-14 turbofan | 2014 | MC-21-310 cruise | 0.526 | 14.9 | 6840 | 67100 | 6,330 lb (2,870 kg) (Dry) | 4.88 |
RR Trent 900 turbofan | 2003 | A380 cruise | 0.522 | 14.8 | 6900 | 67600 | 13,770 lb (6,246 kg) (Dry) | 5.46-6.11 |
PW TF33-P-3 turbofan | B-52H, NB-52H static sea level | 0.52[6] | 14.7 | 6920 | 67900 | 3,900 lb (1,800 kg) (Dry) | 4.36 | |
GE GE90-85B turbofan | 777-200/200ER cruise | 0.52[12][16] | 14.7 | 6920 | 67900 | 17,400 lb (7,900 kg) | 5.59 | |
GE GEnx-1B76 turbofan | 2006 | 787-10 cruise | 0.512[10] | 14.5 | 7030 | 69000 | 2,658 lb (1,206 kg) (Dry) | 5.62 |
PW PW1400G geared turbofan | MC-21 cruise | 0.51[17] | 14 | 7100 | 69000 | 6,300 lb (2,857.6 kg) (Dry) | 5.01 | |
CFM LEAP-1C turbofan | 2013 | C919 cruise | 0.51 | 14 | 7100 | 69000 | 8,662–8,675 lb (3,929–3,935 kg) (Wet) | |
CFM LEAP-1A turbofan | 2013 | A320neo family cruise | 0.51[17] | 14 | 7100 | 69000 | 6,592–6,951 lb (2,990–3,153 kg) (Wet) | |
RR Trent 7000 turbofan | 2015 | A330neo cruise | 0.506 | 14.3 | 7110 | 69800 | 14,209 lb (6,445 kg) (Dry) | 5.13 |
RR Trent 1000 turbofan | 2006 | 787 cruise | 0.506 | 14.3 | 7110 | 69800 | 13,087–13,492 lb (5,936–6,120 kg) (Dry) | |
RR Trent XWB-97 turbofan | 2014 | A350-1000 cruise | 0.478 | 13.5 | 7530 | 73900 | 16,640 lb (7,550 kg) (Dry) | 5.82 |
PW 1127G geared turbofan | 2012 | A320neo cruise | 0.463[10] | 13.1 | 7780 | 76300 | 6,300 lb (2,857.6 kg) (Dry) | |
RR AE 3007H turbofan | RQ-4, MQ-4C static sea level | 0.39[6] | 11.0 | 9200 | 91000 | 1,581 lb (717 kg) (Dry) | 5.24 | |
GE F118-GE-100 turbofan | 1980s | B-2A Block 30 static sea level | 0.375[6] | 10.6 | 9600 | 94000 | 3,200 lb (1,500 kg) (Dry) | 5.9 |
GE F118-GE-101 turbofan | 1980s | U-2S static sea level | 0.375[6] | 10.6 | 9600 | 94000 | 3,150 lb (1,430 kg) (Dry) | 6.03 |
CFM CF6-50C2 turbofan | A300B2-203/B4-2C/B4-103/103F/203/203F/C4-203/F4-203, DC-10-30/30F/30F(CF), KC-10A static sea level | 0.371[6] | 10.5 | 9700 | 95000 | 8,731 lb (3,960 kg) (Dry) | 6.01 | |
GE TF34-GE-100 turbofan | A-10A, OA-10A, YA-10B static sea level | 0.37[6] | 10.5 | 9700 | 95000 | 1,440 lb (650 kg) (Dry) | 6.295 | |
CFM CFM56-2B1 turbofan | KC-135R/T, C-135FR, RC-135RE static sea level | 0.36[14] | 10 | 10000 | 98000 | 4,672 lb (2,119 kg) (Dry) | 4.7 | |
Motor Sich Progress D-18T turbofan | 1980 | An-124, An-225 static sea level | 0.345 | 9.8 | 10400 | 102000 | 9,000 lb (4,100 kg) (Dry) | 5.72 |
PW F117-PW-100 turbofan | C-17 static sea level | 0.34[12] | 9.6 | 10600 | 104000 | 7,100 lb (3,200 kg) | 5.41-6.16 | |
PW PW2040 turbofan | 757-200/200ET/200F, C-32 static sea level | 0.33[12] | 9.3 | 10900 | 107000 | 7,185 lb (3,259 kg) | 5.58 | |
CFM CFM56-3C1 turbofan | 737 Classic static sea level | 0.33 | 9.3 | 11000 | 110000 | 4,308–4,334 lb (1,954–1,966 kg) (Dry) | 5.46 | |
GE CF6-80C2 turbofan | 747-400, 767, KC-767, MD-11, A300-600R/600F, A310-300, A310 MRTT, Beluga, C-5M, Kawasaki C-2 static sea level | 0.307-0.344 | 8.7–9.7 | 10500–11700 | 103000–115000 | 9,480–9,860 lb (4,300–4,470 kg) | ||
EA GP7270 turbofan | A380-861 static sea level | 0.299[11] | 8.5 | 12000 | 118000 | 14,797 lb (6,712 kg) (Dry) | 5.197 | |
GE GE90-85B turbofan | 777-200/200ER/300 static sea level | 0.298[11] | 8.44 | 12080 | 118500 | 17,400 lb (7,900 kg) | 5.59 | |
GE GE90-94B turbofan | 777-200/200ER/300 static sea level | 0.2974[11] | 8.42 | 12100 | 118700 | 16,644 lb (7,550 kg) | 5.59 | |
RR Trent 970-84 turbofan | 2003 | A380-841 static sea level | 0.295[11] | 8.36 | 12200 | 119700 | 13,825 lb (6,271 kg) (Dry) | 5.436 |
GE GEnx-1B70 turbofan | 787-8 static sea level | 0.2845[11] | 8.06 | 12650 | 124100 | 13,552 lb (6,147 kg) (Dry) | 5.15 | |
RR Trent 1000C turbofan | 2006 | 787-9 static sea level | 0.273[11] | 7.7 | 13200 | 129000 | 13,087–13,492 lb (5,936–6,120 kg) (Dry) |
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 | |
FJ44 | 1,900 lbf 8.5 kN |
3.28 | 12.8 | 0.456 lb/(lbf⋅h) 12.9 g/(kN⋅s) |
0.750 lb/(lbf⋅h) 21.2 g/(kN⋅s) |
445 lb 202 kg |
1+1L 1C 1H 1HP 2LP |
1992 |
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).
Turbofan | efficiency |
---|---|
GE90 | 36.1% |
PW4000 | 34.8% |
PW2037 | 35.1% (M.87 40K) |
PW2037 | 33.5% (M.80 35K) |
CFM56-2 | 30.5% |
TFE731-2 | 23.4% |
See also[]
- Brake specific fuel consumption
- Energies per unit mass
- Specific impulse
- Vehicle metrics
References[]
- ^ Specific Fuel Consumption.
- ^ Supersonic Dream
- ^ "The turbofan engine", page 5. SRM Institute of Science and Technology, Department of aerospace engineering
- ^ "NK33". Encyclopedia Astronautica.
- ^ "SSME". Encyclopedia Astronautica.
- ^ Jump up to: 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 ah Nathan Meier (21 Mar 2005). "Military Turbojet/Turbofan Specifications".
- ^ Jump up to: a b https://www.airinternational.com/article/flanker
- ^ Jump up to: a b "EJ200 turbofan engine" (PDF). MTU Aero Engines. April 2016.
- ^ Jump up to: a b Ilan Kroo. "Data on Large Turbofan Engines". Aircraft Design: Synthesis and Analysis. Stanford University.
- ^ Jump up to: a b c https://mediatum.ub.tum.de/doc/1283437/1283437.pdf
- ^ Jump up to: a b c d e f g h i j k https://ruomo.lib.uom.gr/bitstream/7000/534/1/Manuscript_DEA_Turbofan_Aero_Engines%20-%20OMEGA_2019_617_Accepted.pdf
- ^ Jump up to: a b c d e f g h i j k http://www.jet-engine.net/civtfspec.html
- ^ https://engineering.purdue.edu/~propulsi/propulsion/jets/tfans/tfe731.html
- ^ Jump up to: a b c http://elodieroux.com/ExempleEngines.pdf
- ^ Jump up to: a b Lloyd R. Jenkinson & al. (30 Jul 1999). "Civil Jet Aircraft Design: Engine Data File". Elsevier/Butterworth-Heinemann.
- ^ http://elodieroux.com/EditionsElodieRouxEngines.html
- ^ Jump up to: 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. "Specific Fuel Consumption and Overall Efficiency". Aircraft Design: Synthesis and Analysis. Stanford University. Archived from the original on November 24, 2016.
External links[]
- Engine technology
- Power (physics)