293:
156:
583:
106:
236:
44:
426:
492:
196:
with air from the compressor to bring the gas temperature down to a specific value, known as the
Turbine Entry Temperature (TET) (1,570 °F (850 °C)), which gives the turbine an acceptable life. Having to reduce the temperature of the combustion products by a large amount is one of the primary limitations on how much thrust can be generated (10,200 lb
200:(45,000 N)). Burning all the oxygen delivered by the compressor stages would create temperatures (3,700 °F (2,040 °C)) high enough to significantly weaken the internal structure of the engine, but by mixing the combustion products with unburned air from the compressor at (600 °F (316 °C)) a substantial amount of oxygen (
571:). The resulting engine is relatively fuel efficient with afterburning (i.e. Combat/Take-off), but thirsty in dry power. If, however, the afterburner is to be hardly used, a low specific thrust (low fan pressure ratio/high bypass ratio) cycle will be favored. Such an engine has a good dry SFC, but a poor afterburning SFC at Combat/Take-off.
560:(both dry and wet afterburning), but results in a lower temperature entering the afterburner. Since the afterburning exit temperature is effectively fixed, the temperature rise across the unit increases, raising the afterburner fuel flow. The total fuel flow tends to increase faster than the net thrust, resulting in a higher
204:
0.014 compared to a no-oxygen-remaining value 0.0687) is still available for burning large quantities of fuel (25,000 lb/h (11,000 kg/h)) in an afterburner. The gas temperature decreases as it passes through the turbine (to 1,013 °F (545 °C)). The afterburner combustor reheats the
307:
injectors. Since the jet engine upstream (i.e., before the turbine) will use little of the oxygen it ingests, additional fuel can be burned after the gas flow has left the turbines. When the afterburner is turned on, fuel is injected and igniters are fired. The resulting combustion process increases
195:
The highest temperature in the engine (about 3,700 °F (2,040 °C)) occurs in the combustion chamber, where fuel is burned (at an approximate rate of 8,520 lb/h (3,860 kg/h)) in a relatively small proportion of the air entering the engine. The combustion products have to be diluted
396:
This limitation applies only to turbojets. In a military turbofan combat engine, the bypass air is added into the exhaust, thereby increasing the core and afterburner efficiency. In turbojets the gain is limited to 50%, whereas in a turbofan it depends on the bypass ratio and can be as much as 70%.
184:
engine, which creates slower gas, but more of it. Turbofans are highly fuel efficient and can deliver high thrust for long periods of time, but the design tradeoff is a large size relative to the power output. Generating increased power with a more compact engine for short periods can be achieved
392:
content, owing to previous combustion, and since the fuel is not burning in a highly compressed air column, the afterburner is generally inefficient in comparison to the main combustion process. Afterburner efficiency also declines significantly if, as is usually the case, the inlet and tailpipe
283:
Duct heating was used by Pratt & Whitney for their JTF17 turbofan proposal for the U.S. Supersonic
Transport Program in 1964 and a demonstrator engine was run. The duct heater used an annular combustor and would be used for takeoff, climb and cruise at Mach 2.7 with different amounts of
332:
application). The first designs, e.g. Solar afterburners used on the F7U Cutlass, F-94 Starfire and F-89 Scorpion, had 2-position eyelid nozzles. Modern designs incorporate not only variable-geometry (VG) nozzles but multiple stages of augmentation via separate spray bars.
205:
gas, but to a much higher temperature (2,540 °F (1,390 °C)) than the TET (1,570 °F (850 °C)). As a result of the temperature rise in the afterburner combustor, the gas is accelerated, firstly by the heat addition, known as
226:
formed due to slight differences between ambient pressure and the exhaust pressure. This interaction causes oscillations in the exhaust jet diameter over a short distance and causes visible banding where pressure and temperature are highest.
102:) which limits its use to short periods. This aircraft application of "reheat" contrasts with the meaning and implementation of "reheat" applicable to gas turbines driving electrical generators and which reduces fuel consumption.
722:. Concorde flew long distances at supersonic speeds. Sustained high speeds would be impossible with the high fuel consumption of afterburner, and the plane used afterburners at takeoff and to minimize time spent in the high-drag
209:, then by the nozzle to a higher exit velocity than that which occurs without the afterburner. The mass flow is also slightly increased by the addition of the afterburner fuel. The thrust with afterburning is 16,000 lb
323:
The resulting increase in afterburner exit volume flow is accommodated by increasing the throat area of the exit nozzle. Otherwise, if pressure is not released, the gas can flow upstream and re-ignite, possibly causing a
98:, "reheating" the exhaust gas. Afterburning significantly increases thrust as an alternative to using a bigger engine with its attendant weight penalty, but at the cost of increased fuel consumption (decreased
192:, stationary on the runway, and illustrate the high values of afterburner fuel flow, gas temperature and thrust compared to those for the engine operating within the temperature limitations for its turbine.
175:
and the mass of the gas exiting the nozzle. A jet engine can produce more thrust by either accelerating the gas to a higher velocity or ejecting a greater mass of gas from the engine. Designing a basic
344:
Due to their high fuel consumption, afterburners are only used for short-duration, high-thrust requirements. These include heavy-weight or short-runway take-offs, assisting catapult launches from
756:. Fuel dumping is used primarily to reduce the weight of an aircraft to avoid a heavy, high-speed landing. Other than for safety or emergency reasons, fuel dumping does not have a practical use.
276:, and fuel was burned in the fan air before it left the front nozzles. It would have given greater thrust for take-off and supersonic performance in an aircraft similar to, but bigger than, the
748:" is an airshow display feature where fuel is jettisoned, then intentionally ignited using the afterburner. A spectacular flame combined with high speed makes this a popular display for
980:
The
Aircraft Gas Turbine Engine and its operation, Part No. P&W 182408, P&W Operating Instruction 200, revised December 1982, United Technologies Pratt & Whitney, Figure 6-4
702:
Afterburners are generally used only in military aircraft, and are considered standard equipment on fighter aircraft. The handful of civilian planes that have used them include some
1308:
567:
If the aircraft burns a large percentage of its fuel with the afterburner alight, it pays to select an engine cycle with a high specific thrust (i.e. high fan pressure ratio/low
381:
In heat engines such as jet engines, efficiency is highest when combustion occurs at the highest pressure and temperature possible, and expanded down to ambient pressure (see
336:
To a first order, the gross thrust ratio (afterburning/dry) is directly proportional to the root of the stagnation temperature ratio across the afterburner (i.e. exit/entry).
630:, in Cleveland, Ohio, leading to the publication of the paper "Theoretical Investigation of Thrust Augmentation of Turbojet Engines by Tail-pipe Burning" in January 1947.
564:(SFC). However, the corresponding dry power SFC improves (i.e. lower specific thrust). The high temperature ratio across the afterburner results in a good thrust boost.
1188:
316:, there is also an increase in nozzle mass flow (i.e. afterburner entry mass flow plus the effective afterburner fuel flow), but a decrease in afterburner exit
272:
until the program was cancelled in 1965. The cold bypass and hot core flows were split between two pairs of nozzles, front and rear, in the same manner as the
1301:
254:, used separate burning zones for the bypass and core flows with three of seven concentric spray rings in the bypass flow. In comparison, the afterburning
247:
Thrust may be increased by burning fuel in a turbofan's cold bypass air, instead of the mixed cold and hot flows as in most afterburning turbofans.
604:, was the first aircraft to incorporate an afterburner. The first flight of a C.C.2, with its afterburners operating, took place on 11 April 1941.
292:
1294:
363:
An afterburner has a limited life to match its intermittent use. The J58 was an exception with a continuous rating. This was achieved with
1687:
367:
coatings on the liner and flame holders and by cooling the liner and nozzle with compressor bleed air instead of turbine exhaust gas.
1072:
809:
1089:
167:
Jet-engine thrust is an application of Newton's reaction principle, in which the engine generates thrust because it increases the
155:
1677:
1650:
1271:
1170:
1018:
965:
938:
886:
691:. This system was designed and developed jointly by Bristol-Siddeley and Solar of San Diego. The afterburner system for the
1215:
1096:
994:
17:
876:
312:
entry) temperature, resulting in a significant increase in engine thrust. In addition to the increase in afterburner exit
1682:
823:
561:
185:
using an afterburner. The afterburner increases thrust primarily by accelerating the exhaust gas to a higher velocity.
1160:
860:
833:
532:
473:
360:
which used its afterburner for prolonged periods and was refueled in-flight as part of every reconnaissance mission.
455:
1550:
1229:
902:
1429:
1599:
715:
451:
652:
turbojet, at 8,000 lbf (36 kN) thrust with afterburners, would power the
Grumman swept-wing fighter
1787:
447:
35:
1818:
1635:
160:
1276:
1125:
1046:
1033:
633:
American work on afterburners in 1948 resulted in installations on early straight-wing jets such as the
1630:
1406:
775:
680:
1272:
Photo of the reheat fuel spray nozzles of a
Bristol Siddeley Olympus (picture at bottom left of page)
770:
1707:
1625:
1485:
510:
436:
1579:
1366:
440:
404:
had reasonable efficiency at high altitude in afterburning ("wet") mode owing to its high speed (
277:
251:
656:, which was about to go into production. Other new Navy fighters with afterburners included the
1555:
1525:
1520:
1444:
1361:
649:
642:
638:
553:
353:
313:
269:
265:
240:
189:
113:
1162:
Jet
Prototypes of World War II: Gloster, Heinkel, and Caproni Campini's wartime jet programmes
955:
928:
1792:
1560:
1530:
1510:
1008:
850:
376:
1813:
1777:
1740:
1692:
1454:
1249:"Afterburning: A Review of Current American Practice" Flight magazine 21 November 1952 p648
1230:"Theoretical investigation of thrust augmentation of turbojet engines by tail-pipe burning"
1186:
Alegi, Gregory (January 15, 2014). "Secondo's Slow Burner, Campini
Caproni and the C.C.2".
8:
684:
608:
594:
502:
317:
297:
273:
71:
1286:
1645:
1594:
1100:
1085:
672:
582:
201:
1672:
1464:
1211:
1193:
1166:
1068:
1014:
990:
961:
934:
882:
856:
829:
805:
804:
Gas
Turbine Design, Components and System Design Integration, Meinhard T. Schobeiri,
780:
719:
634:
79:
68:
1137:
737:
engine equipped with an afterburner is called an "afterburning turbojet", whereas a
1772:
1565:
1535:
1505:
1439:
765:
676:
661:
514:
345:
325:
262:
255:
320:(owing to a fundamental loss due to heating plus friction and turbulence losses).
1730:
1424:
1352:
1321:
668:
601:
574:
Often the engine designer is faced with a compromise between these two extremes.
557:
364:
357:
171:
of the air passing through it. Thrust depends on two things: the velocity of the
163:. The afterburner with its four combustion rings is clearly seen at the center.
109:
99:
1337:
707:
616:
612:
409:
1807:
1697:
1495:
1469:
1401:
1197:
745:
667:
In the 1950s, several large afterburning engines were developed, such as the
546:
349:
218:
206:
117:
83:
48:
105:
1751:
1725:
1715:
1545:
1500:
1067:
The
Engines of Pratt & Whitney: A Technical History, Jack Connors2009,
1010:
An
Introduction to Thermal-Fluid Engineering: The Engine and the Atmosphere
568:
382:
31:
852:
Flying the SR-71 Blackbird: In the Cockpit on a Secret Operational Mission
1620:
1615:
1332:
1324:
727:
657:
405:
303:
A jet engine afterburner is an extended exhaust section containing extra
235:
223:
172:
726:
flight regime. Supersonic flight without afterburners is referred to as
1391:
1317:
741:
engine similarly equipped is sometimes called an "augmented turbofan".
653:
620:
64:
63:
in British English) is an additional combustion component used on some
1210:"Fast Jets-the history of reheat development at Derby". Cyril Elliott
43:
1782:
1640:
1490:
1449:
1386:
1126:
https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19840004244.pdf
1034:
https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/19720019364.pdf
989:
AGARD-LS-183, Steady and Transient Performance Prediction, May 1982,
753:
723:
688:
683:, the first supersonic aircraft in RAF service. The Bristol-Siddeley/
607:
Early British afterburner ("reheat") work included flight tests on a
188:
The following values and parameters are for an early jet engine, the
91:
425:
1756:
1515:
1459:
1381:
1376:
1357:
738:
734:
711:
692:
597:
329:
181:
177:
168:
149:
87:
1371:
1149:"Basic Study of the Afterburner" Yoshiyuki Ohya, NASA TT F-13,657
749:
95:
1540:
1396:
785:
696:
586:
389:
309:
75:
1720:
1258:"Bristol/Solar reheat" Flight magazine 20 September 1957 p472
878:
Aeronautical Research in Germany: From Lilienthal until Today
401:
261:
Plenum chamber burning (PCB) was partially developed for the
926:
230:
148:
The first jet engine with after-burner was the E variant of
703:
627:
304:
1316:
243:
engine had thrust augmentation at the front nozzles only.
679:
RB.146 variants. The Avon and its variants powered the
132:
when not. An engine producing maximum thrust wet is at
30:"After burner" redirects here. For the video game, see
927:
Lloyd Dingle; Michael H Tooley (September 23, 2013).
619:
engine in mid-1945. This engine was destined for the
545:
Afterburning has a significant influence upon engine
258:
used a twenty chute mixer before the fuel manifolds.
660:, powered by two 6,000 lbf (27 kN) thrust
1116:
SAE 871354 "The First U.S. Afterburner Development"
1090:
Pratt & Whitney Aircraft PWA FP 66-100 Report D
1084:
626:Early American research on the concept was done by
136:while an engine producing maximum thrust dry is at
1688:Engine-indicating and crew-alerting system (EICAS)
1721:Full Authority Digital Engine/Electronics (FADEC)
1138:http://roadrunnersinternationale.com/pw_tales.htm
953:
51:being launched from the catapult at maximum power
1805:
825:Fundamentals of jet propulsion with applications
180:engine around the second principle produces the
1006:
920:
821:
1678:Electronic centralised aircraft monitor (ECAM)
687:was fitted with afterburners for use with the
408:3.2) and correspondingly high pressure due to
86:. The afterburning process injects additional
1302:
960:. Princeton University Press. pp. 176–.
828:. Cambridge, UK: Cambridge University Press.
393:pressure decreases with increasing altitude.
1013:. Cambridge University Press. pp. 97–.
947:
513:. There might be a discussion about this on
415:
388:Since the exhaust gas already has a reduced
1000:
454:. Unsourced material may be challenged and
284:augmentation depending on aircraft weight.
94:in the jet pipe behind (i.e., "after") the
1683:Electronic flight instrument system (EFIS)
1309:
1295:
1192:. No. 6. United Kingdom. p. 76.
533:Learn how and when to remove this message
474:Learn how and when to remove this message
231:Thrust augmentation by heating bypass air
124:Jet engines are referred to as operating
1047:"1962 | 2469 | Flight Archive"
581:
291:
234:
154:
104:
42:
1158:
14:
1806:
954:Otis E. Lancaster (December 8, 2015).
855:. MBI Publishing Company. p. 56.
848:
1290:
1185:
615:I in late 1944 and ground tests on a
1159:Buttler, Tony (September 19, 2019).
1097:Defense Technical Information Center
849:Graham, Richard H. (July 15, 2008).
485:
452:adding citations to reliable sources
419:
1227:
1036:, Figure 2 schematic of afterburner
600:, designed by the Italian engineer
24:
1179:
1152:
400:However, as a counterexample, the
25:
1830:
1265:
250:An early augmented turbofan, the
1551:Thrust specific fuel consumption
490:
424:
116:at maximum power, with numerous
1252:
1243:
1221:
1204:
1143:
1131:
1119:
1110:
1078:
1061:
1039:
1027:
930:Aircraft Engineering Principles
1600:Propeller speed reduction unit
983:
974:
895:
881:. Springer. December 6, 2012.
869:
842:
815:
798:
339:
13:
1:
791:
623:supersonic aircraft project.
370:
352:. A notable exception is the
216:The visible exhaust may show
74:. Its purpose is to increase
933:. Routledge. pp. 189–.
143:
36:Afterburner (disambiguation)
7:
1511:Engine pressure ratio (EPR)
759:
658:Chance Vought F7U-3 Cutlass
239:The plenum-chamber-burning
161:Rolls-Royce Turbomeca Adour
10:
1835:
1778:Auxiliary power unit (APU)
1407:Rotating detonation engine
776:Index of aviation articles
681:English Electric Lightning
577:
374:
296:Afterburners on a British
29:
1765:
1739:
1706:
1663:
1608:
1587:
1578:
1478:
1415:
1345:
1331:
1165:. Bloomsbury Publishing.
903:"General Thrust Equation"
771:Components of jet engines
562:specific fuel consumption
416:Influence on cycle choice
287:
159:Rear part of a sectioned
27:Turbojet engine component
1486:Aircraft engine starting
1007:Zellman Warhaft (1997).
822:Ronald D. Flack (2005).
252:Pratt & Whitney TF30
1367:Pulse detonation engine
1095:(Report). Vol. 3.
706:research aircraft, the
650:Pratt & Whitney J48
354:Pratt & Whitney J58
278:Hawker Siddeley Harrier
190:Pratt & Whitney J57
1556:Thrust to weight ratio
1526:Overall pressure ratio
1521:Jet engine performance
1445:Centrifugal compressor
1362:Gluhareff Pressure Jet
1189:The Aviation Historian
957:Jet Propulsion Engines
590:
314:stagnation temperature
308:the afterburner exit (
300:
270:Hawker Siddeley P.1154
266:Bristol Siddeley BS100
244:
241:Bristol Siddeley BS100
222:, which are caused by
164:
128:when afterburning and
121:
120:visible in the exhaust
52:
34:. For other uses, see
1793:Ice protection system
1561:Variable cycle engine
1531:Propulsive efficiency
595:Caproni Campini C.C.2
585:
377:Propulsive efficiency
295:
238:
158:
108:
46:
1693:Flight data recorder
1455:Constant speed drive
1435:Afterburner (reheat)
1088:(October 10, 1972).
752:, or as a finale to
503:confusing or unclear
448:improve this section
18:Afterburner (engine)
1086:Pratt & Whitney
685:Rolls-Royce Olympus
511:clarify the section
356:engine used in the
328:(or fan surge in a
318:stagnation pressure
298:Eurofighter Typhoon
274:Rolls-Royce Pegasus
72:supersonic aircraft
1819:1948 introductions
1595:Propeller governor
1049:. Flightglobal.com
673:de Havilland Gyron
609:Rolls-Royce W2/B23
591:
301:
245:
165:
122:
67:, mostly those on
53:
1801:
1800:
1673:Annunciator panel
1659:
1658:
1574:
1573:
1465:Propelling nozzle
1277:"Tailpipe Reheat"
1172:978-1-4728-3597-0
1106:on June 10, 2020.
1073:978 1 60086 711 8
1020:978-0-521-58927-7
967:978-1-4008-7791-1
940:978-1-136-07278-9
888:978-3-642-18484-0
810:978 3 319 58376 1
781:Propelling nozzle
720:Scaled Composites
695:was developed by
617:Power Jets W2/700
552:Lowering the fan
543:
542:
535:
484:
483:
476:
346:aircraft carriers
213:(71,000 N).
80:supersonic flight
16:(Redirected from
1826:
1788:Hydraulic system
1783:Bleed air system
1773:Air-start system
1636:Counter-rotating
1585:
1584:
1566:Windmill restart
1536:Specific impulse
1506:Compressor stall
1440:Axial compressor
1343:
1342:
1311:
1304:
1297:
1288:
1287:
1259:
1256:
1250:
1247:
1241:
1240:
1234:
1225:
1219:
1208:
1202:
1201:
1183:
1177:
1176:
1156:
1150:
1147:
1141:
1135:
1129:
1123:
1117:
1114:
1108:
1107:
1105:
1099:. Archived from
1094:
1082:
1076:
1065:
1059:
1058:
1056:
1054:
1043:
1037:
1031:
1025:
1024:
1004:
998:
987:
981:
978:
972:
971:
951:
945:
944:
924:
918:
917:
915:
913:
907:www.grc.nasa.gov
899:
893:
892:
873:
867:
866:
846:
840:
839:
819:
813:
802:
766:Aerospike engine
677:Rolls-Royce Avon
671:and the British
662:Westinghouse J46
538:
531:
527:
524:
518:
494:
493:
486:
479:
472:
468:
465:
459:
428:
420:
326:compressor stall
256:Rolls-Royce Spey
21:
1834:
1833:
1829:
1828:
1827:
1825:
1824:
1823:
1804:
1803:
1802:
1797:
1761:
1744:
1735:
1731:Thrust reversal
1708:Engine controls
1702:
1665:
1655:
1631:Contra-rotating
1604:
1570:
1474:
1425:Accessory drive
1417:
1411:
1353:Air turborocket
1335:
1327:
1315:
1268:
1263:
1262:
1257:
1253:
1248:
1244:
1232:
1226:
1222:
1209:
1205:
1184:
1180:
1173:
1157:
1153:
1148:
1144:
1136:
1132:
1124:
1120:
1115:
1111:
1103:
1092:
1083:
1079:
1066:
1062:
1052:
1050:
1045:
1044:
1040:
1032:
1028:
1021:
1005:
1001:
988:
984:
979:
975:
968:
952:
948:
941:
925:
921:
911:
909:
901:
900:
896:
889:
875:
874:
870:
863:
847:
843:
836:
820:
816:
803:
799:
794:
762:
669:Orenda Iroquois
602:Secondo Campini
580:
558:specific thrust
539:
528:
522:
519:
508:
495:
491:
480:
469:
463:
460:
445:
429:
418:
379:
373:
365:thermal barrier
358:SR-71 Blackbird
342:
290:
268:engine for the
263:vectored thrust
233:
212:
199:
146:
112:in flight with
110:SR-71 Blackbird
100:fuel efficiency
82:, takeoff, and
39:
28:
23:
22:
15:
12:
11:
5:
1832:
1822:
1821:
1816:
1799:
1798:
1796:
1795:
1790:
1785:
1780:
1775:
1769:
1767:
1763:
1762:
1760:
1759:
1754:
1748:
1746:
1737:
1736:
1734:
1733:
1728:
1723:
1718:
1712:
1710:
1704:
1703:
1701:
1700:
1695:
1690:
1685:
1680:
1675:
1669:
1667:
1661:
1660:
1657:
1656:
1654:
1653:
1651:Variable-pitch
1648:
1643:
1638:
1633:
1628:
1626:Constant-speed
1623:
1618:
1612:
1610:
1606:
1605:
1603:
1602:
1597:
1591:
1589:
1582:
1576:
1575:
1572:
1571:
1569:
1568:
1563:
1558:
1553:
1548:
1543:
1538:
1533:
1528:
1523:
1518:
1513:
1508:
1503:
1498:
1493:
1488:
1482:
1480:
1476:
1475:
1473:
1472:
1467:
1462:
1457:
1452:
1447:
1442:
1437:
1432:
1427:
1421:
1419:
1413:
1412:
1410:
1409:
1404:
1399:
1394:
1389:
1384:
1379:
1374:
1369:
1364:
1355:
1349:
1347:
1340:
1338:jet propulsion
1329:
1328:
1314:
1313:
1306:
1299:
1291:
1285:
1284:
1274:
1267:
1266:External links
1264:
1261:
1260:
1251:
1242:
1228:Bohanon, H R.
1220:
1203:
1178:
1171:
1151:
1142:
1130:
1118:
1109:
1077:
1060:
1038:
1026:
1019:
999:
982:
973:
966:
946:
939:
919:
894:
887:
868:
861:
841:
834:
814:
796:
795:
793:
790:
789:
788:
783:
778:
773:
768:
761:
758:
708:Tupolev Tu-144
613:Gloster Meteor
579:
576:
554:pressure ratio
541:
540:
498:
496:
489:
482:
481:
432:
430:
423:
417:
414:
375:Main article:
372:
369:
341:
338:
289:
286:
232:
229:
219:shock diamonds
210:
202:fuel/air ratio
197:
145:
142:
138:military power
134:maximum power,
118:shock diamonds
78:, usually for
26:
9:
6:
4:
3:
2:
1831:
1820:
1817:
1815:
1812:
1811:
1809:
1794:
1791:
1789:
1786:
1784:
1781:
1779:
1776:
1774:
1771:
1770:
1768:
1766:Other systems
1764:
1758:
1755:
1753:
1750:
1749:
1747:
1743:and induction
1742:
1738:
1732:
1729:
1727:
1724:
1722:
1719:
1717:
1714:
1713:
1711:
1709:
1705:
1699:
1698:Glass cockpit
1696:
1694:
1691:
1689:
1686:
1684:
1681:
1679:
1676:
1674:
1671:
1670:
1668:
1662:
1652:
1649:
1647:
1644:
1642:
1639:
1637:
1634:
1632:
1629:
1627:
1624:
1622:
1619:
1617:
1614:
1613:
1611:
1607:
1601:
1598:
1596:
1593:
1592:
1590:
1586:
1583:
1581:
1577:
1567:
1564:
1562:
1559:
1557:
1554:
1552:
1549:
1547:
1544:
1542:
1539:
1537:
1534:
1532:
1529:
1527:
1524:
1522:
1519:
1517:
1514:
1512:
1509:
1507:
1504:
1502:
1499:
1497:
1496:Brayton cycle
1494:
1492:
1489:
1487:
1484:
1483:
1481:
1477:
1471:
1470:Turbine blade
1468:
1466:
1463:
1461:
1458:
1456:
1453:
1451:
1448:
1446:
1443:
1441:
1438:
1436:
1433:
1431:
1428:
1426:
1423:
1422:
1420:
1414:
1408:
1405:
1403:
1400:
1398:
1395:
1393:
1390:
1388:
1385:
1383:
1380:
1378:
1375:
1373:
1370:
1368:
1365:
1363:
1359:
1356:
1354:
1351:
1350:
1348:
1344:
1341:
1339:
1334:
1330:
1326:
1323:
1319:
1312:
1307:
1305:
1300:
1298:
1293:
1292:
1289:
1282:
1278:
1275:
1273:
1270:
1269:
1255:
1246:
1238:
1237:ntrs.nasa.gov
1231:
1224:
1217:
1216:1 872922 20 1
1213:
1207:
1199:
1195:
1191:
1190:
1182:
1174:
1168:
1164:
1163:
1155:
1146:
1139:
1134:
1127:
1122:
1113:
1102:
1098:
1091:
1087:
1081:
1074:
1070:
1064:
1048:
1042:
1035:
1030:
1022:
1016:
1012:
1011:
1003:
997:, section 2-3
996:
995:92 835 0674 X
992:
986:
977:
969:
963:
959:
958:
950:
942:
936:
932:
931:
923:
908:
904:
898:
890:
884:
880:
879:
872:
864:
862:9781610600705
858:
854:
853:
845:
837:
835:0-521-81983-0
831:
827:
826:
818:
811:
807:
801:
797:
787:
784:
782:
779:
777:
774:
772:
769:
767:
764:
763:
757:
755:
751:
747:
746:dump-and-burn
742:
740:
736:
731:
729:
725:
721:
717:
713:
709:
705:
700:
698:
694:
690:
686:
682:
678:
674:
670:
665:
663:
659:
655:
651:
646:
644:
640:
636:
631:
629:
624:
622:
618:
614:
610:
605:
603:
599:
596:
588:
584:
575:
572:
570:
565:
563:
559:
555:
550:
548:
537:
534:
526:
516:
515:the talk page
512:
506:
504:
499:This section
497:
488:
487:
478:
475:
467:
457:
453:
449:
443:
442:
438:
433:This section
431:
427:
422:
421:
413:
411:
407:
403:
398:
394:
391:
386:
384:
378:
368:
366:
361:
359:
355:
351:
348:, and during
347:
337:
334:
331:
327:
321:
319:
315:
311:
306:
299:
294:
285:
281:
279:
275:
271:
267:
264:
259:
257:
253:
248:
242:
237:
228:
225:
221:
220:
214:
208:
207:Rayleigh flow
203:
193:
191:
186:
183:
179:
174:
170:
162:
157:
153:
151:
141:
139:
135:
131:
127:
119:
115:
111:
107:
103:
101:
97:
93:
89:
85:
81:
77:
73:
70:
66:
62:
58:
50:
49:F/A-18 Hornet
45:
41:
37:
33:
19:
1752:Flame holder
1726:Thrust lever
1716:Autothrottle
1546:Thrust lapse
1501:Bypass ratio
1434:
1333:Gas turbines
1325:gas turbines
1280:
1254:
1245:
1236:
1223:
1206:
1187:
1181:
1161:
1154:
1145:
1133:
1121:
1112:
1101:the original
1080:
1063:
1051:. Retrieved
1041:
1029:
1009:
1002:
985:
976:
956:
949:
929:
922:
910:. Retrieved
906:
897:
877:
871:
851:
844:
824:
817:
800:
743:
732:
716:White Knight
701:
666:
647:
632:
625:
606:
592:
573:
569:bypass ratio
566:
551:
544:
529:
520:
509:Please help
500:
470:
461:
446:Please help
434:
399:
395:
387:
383:Carnot cycle
380:
362:
343:
335:
322:
302:
282:
260:
249:
246:
217:
215:
194:
187:
166:
147:
137:
133:
129:
125:
123:
60:
56:
54:
47:A U.S. Navy
40:
32:After Burner
1814:Jet engines
1666:instruments
1621:Blade pitch
1616:Autofeather
1318:Jet engines
1053:November 9,
728:supercruise
589:afterburner
340:Limitations
224:shock waves
173:exhaust gas
114:J58 engines
65:jet engines
57:afterburner
1808:Categories
1609:Principles
1588:Components
1580:Propellers
1479:Principles
1430:Air intake
1418:components
1416:Mechanical
1392:Turboshaft
812:, p. 12/24
792:References
621:Miles M.52
556:decreases
523:April 2022
505:to readers
464:April 2018
410:ram intake
371:Efficiency
350:air combat
1641:Proprotor
1491:Bleed air
1450:Combustor
1387:Turboprop
1198:2051-1930
912:March 19,
754:fireworks
724:transonic
689:BAC TSR-2
664:engines.
435:does not
144:Principle
92:combustor
1757:Jet fuel
1646:Scimitar
1516:Flameout
1460:Impeller
1382:Turbojet
1377:Turbofan
1358:Pulsejet
1322:aircraft
760:See also
750:airshows
739:turbofan
735:turbojet
714:and the
712:Concorde
693:Concorde
648:The new
643:Scorpion
639:Starfire
598:motorjet
549:choice.
330:turbofan
182:turbofan
178:turbojet
169:momentum
150:Jumo 004
69:military
1745:systems
1372:Propfan
1283:article
1279:a 1949
1075:. p.380
578:History
501:may be
456:removed
441:sources
96:turbine
90:into a
1664:Engine
1541:Thrust
1402:Rocket
1397:Ramjet
1281:Flight
1218:p14,16
1214:
1196:
1169:
1071:
1017:
993:
964:
937:
885:
859:
832:
808:
786:Ramjet
697:Snecma
635:Pirate
587:MiG-23
390:oxygen
310:nozzle
288:Design
84:combat
76:thrust
61:reheat
1346:Types
1233:(PDF)
1140:, p.3
1128:, p.5
1104:(PDF)
1093:(PDF)
654:F9F-6
611:in a
547:cycle
402:SR-71
1741:Fuel
1336:and
1320:and
1212:ISBN
1194:ISSN
1167:ISBN
1069:ISBN
1055:2018
1015:ISBN
991:ISBN
962:ISBN
935:ISBN
914:2018
883:ISBN
857:ISBN
830:ISBN
806:ISBN
704:NASA
675:and
641:and
628:NACA
593:The
439:any
437:cite
406:mach
305:fuel
88:fuel
59:(or
744:A "
718:of
450:by
385:).
130:dry
126:wet
55:An
1810::
1235:.
905:.
733:A
730:.
710:,
699:.
645:.
637:,
412:.
280:.
152:.
140:.
1360:/
1310:e
1303:t
1296:v
1239:.
1200:.
1175:.
1057:.
1023:.
970:.
943:.
916:.
891:.
865:.
838:.
536:)
530:(
525:)
521:(
517:.
507:.
477:)
471:(
466:)
462:(
458:.
444:.
211:f
198:f
38:.
20:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
