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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 .
To calculate the actual efficiency of an engine requires the energy density of the fuel being used. Different fuels have different energy densities defined by the fuel's heating value. The lower heating value (LHV) is used for internal-combustion-engine-efficiency calculations because the heat at temperatures below 150 °C (300 °F) cannot be ...
Air–fuel ratio (AFR) is the mass ratio of air to a solid, liquid, or gaseous fuel present in a combustion process. The combustion may take place in a controlled manner such as in an internal combustion engine or industrial furnace, or may result in an explosion (e.g., a dust explosion).
Table for Jet and rocket engines: jet thrust is at sea level; Fuel density used in calculations: 0.803 kg/l; For the metric table, the T/W ratio is calculated by dividing the thrust by the product of the full fuel aircraft weight and the acceleration of gravity. J-10's engine rating is of AL-31FN.
Specific fuel consumption may refer to: Brake-specific fuel consumption , fuel efficiency within a shaft engine Thrust-specific fuel consumption , fuel efficiency of an engine design with respect to thrust output
These hydrogen engines burn fuel in the same manner that gasoline engines do. The theoretical maximum power output from a hydrogen engine depends on the air/fuel ratio and fuel injection method used. The stoichiometric air/fuel ratio for hydrogen is 34:1. At this air/fuel ratio, hydrogen will displace 29% of the combustion chamber leaving only ...
Specific impulse (usually abbreviated I sp) is a measure of how efficiently a reaction mass engine, such as a rocket using propellant or a jet engine using fuel, generates thrust. In general, this is a ratio of the impulse, i.e. change in momentum, per mass of propellant. This is equivalent to "thrust per massflow".
Engines using port fuel-injection typically run lower boost pressures and/or compression ratios than direct injected engines because port fuel injection causes the air–fuel mixture to be heated together, leading to detonation. Conversely, directly injected engines can run higher boost because heated air will not detonate without a fuel being ...