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The thrust-to-weight ratio varies continually during a flight. Thrust varies with throttle setting, airspeed, altitude, air temperature, etc. Weight varies with fuel burn and payload changes. For aircraft, the quoted thrust-to-weight ratio is often the maximum static thrust at sea level divided by the maximum takeoff weight. [2]
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 ...
The term , where is the speed, and is the fuel consumption rate, is called the specific range (= range per unit mass of fuel; S.I. units: m/kg). The specific range can now be determined as though the airplane is in quasi-steady-state flight.
An example is Singapore Airlines' former New York to Singapore flight, which could carry only 100 passengers (all business class) on the 10,300-mile (16,600 km) flight. According to an industry analyst, "It [was] pretty much a fuel tanker in the air." [10] Singapore Airlines Flights 21 and 22 were re-launched in 2018 with more seats in an A350 ...
A fixed-wing aircraft propulsion system generates forward thrust when air is pushed in the direction opposite to flight. This can be done by different means such as the spinning blades of a propeller, the propelling jet of a jet engine, or by ejecting hot gases from a rocket engine. [4]
Aircraft engine performance refers to factors including thrust or shaft power for fuel consumed, weight, cost, outside dimensions and life. It includes meeting regulated environmental limits which apply to emissions of noise and chemical pollutants, and regulated safety aspects which require a design that can safely tolerate environmental hazards such as birds, rain, hail and icing conditions.
The low speed region of flight is known as the "back of the power curve" or "behind the power curve" [7] [8] (sometimes "back of the drag curve") where more thrust is required to sustain flight at lower speeds. It is an inefficient region of flight because a decrease in speed requires increased thrust and a resultant increase in fuel consumption.
When in flight, the main or major forces acting on the projectile are gravity, drag, and if present, wind; if in powered flight, thrust; and if guided, the forces imparted by the control surfaces. In small arms external ballistics applications, gravity imparts a downward acceleration on the projectile, causing it to drop from the line-of-sight.