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Bypass ratio
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<h2 id="principles">Principles</h2> <p>If all the gas power from a <a href="/facts/Gas_turbine/JJJNwXrG">gas turbine</a> is converted to kinetic energy in a propelling nozzle, the aircraft is best suited to high supersonic speeds. If it is all transferred to a separate large mass of air with low kinetic energy, the aircraft is best suited to zero speed (hovering). For speeds in between, the gas power is shared between a separate airstream and the gas turbine's own nozzle flow in a proportion which gives the aircraft performance required. The first jet aircraft were subsonic and the poor suitability of the propelling nozzle for these speeds due to high fuel consumption was understood, and bypass proposed, as early as 1936 (U.K. Patent 471,368). The underlying principle behind bypass is trading exhaust velocity for extra mass flow which still gives the required thrust but uses less fuel. Turbojet inventor <a href="/facts/Frank_Whittle/sQysmK64">Frank Whittle</a> called it "gearing down the flow".<a class="footnote-ref" id="fnref:7" href="#fn:7"><sup>7</sup></a> Power is transferred from the gas generator to an extra mass of air, i.e. a larger diameter propelling jet, moving more slowly. The bypass spreads the available mechanical power across more air to reduce the velocity of the jet.<a class="footnote-ref" id="fnref:8" href="#fn:8"><sup>8</sup></a> The trade-off between mass flow and velocity is also seen with propellers and helicopter rotors by comparing disc loading and power loading.<a class="footnote-ref" id="fnref:9" href="#fn:9"><sup>9</sup></a> For example, the same helicopter weight can be supported by a high power engine and small diameter rotor or, for less fuel, a lower power engine and bigger rotor with lower velocity through the rotor. </p><p>Bypass usually refers to transferring gas power from a gas turbine to a bypass stream of air to reduce fuel consumption and jet noise. Alternatively, there may be a requirement for an afterburning engine where the sole requirement for bypass is to provide cooling air. This sets the lower limit for BPR and these engines have been called "leaky" or continuous bleed turbojets<a class="footnote-ref" id="fnref:10" href="#fn:10"><sup>10</sup></a> (General Electric YJ-101 BPR 0.25) and low BPR turbojets<a class="footnote-ref" id="fnref:11" href="#fn:11"><sup>11</sup></a> (Pratt & Whitney PW1120). Low BPR (0.2) has also been used to provide surge margin as well as afterburner cooling for the <a href="/facts/Pratt_%26_Whitney_J58/IoKE0jWT">Pratt & Whitney J58</a>.<a class="footnote-ref" id="fnref:12" href="#fn:12"><sup>12</sup></a> </p> <h2 id="description">Description</h2> <p>In a zero-bypass (turbojet) engine the high temperature and high pressure exhaust gas is accelerated by expansion through a <a href="/facts/Propelling_nozzle/GDstAvRx">propelling nozzle</a> and produces all the thrust. The compressor absorbs all the mechanical power produced by the turbine. In a bypass design, extra turbines drive a <a href="/facts/Ducted_fan/3MMyUhDc">ducted fan</a> that accelerates air rearward from the front of the engine. In a high-bypass design, the ducted fan and nozzle produce most of the thrust. Turbofans are closely related to <a href="/facts/Turboprop/t7c8rkCx">turboprops</a> in principle because both transfer some of the gas turbine's gas power, using extra machinery, to a bypass stream leaving less for the hot nozzle to convert to kinetic energy. Turbofans represent an intermediate stage between <a href="/facts/Turbojet/tr3vYndL">turbojets</a>, which derive all their thrust from exhaust gases, and turbo-props which derive minimal thrust from exhaust gases (typically 10% or less).<a class="footnote-ref" id="fnref:13" href="#fn:13"><sup>13</sup></a> Extracting shaft power and transferring it to a bypass stream introduces extra losses which are more than made up by the improved propulsive efficiency. The turboprop at its best flight speed gives significant fuel savings over a turbojet even though an extra turbine, a gearbox and a propeller were added to the turbojet's low-loss propelling nozzle.<a class="footnote-ref" id="fnref:14" href="#fn:14"><sup>14</sup></a> The turbofan has additional losses from its extra turbines, fan, bypass duct and extra propelling nozzle compared to the turbojet's single nozzle. </p><p>To see the influence of increasing BPR alone on overall efficiency in the aircraft, i.e. SFC, a common gas generator has to be used, i.e. no change in Brayton cycle parameters or component efficiencies. Bennett<a class="footnote-ref" id="fnref:15" href="#fn:15"><sup>15</sup></a> shows in this case a relatively slow rise in losses transferring power to the bypass at the same time as a fast drop in exhaust losses with a significant improvement in SFC. In reality increases in BPR over time come along with rises in gas generator efficiency masking, to some extent, the influence of BPR. </p><p>Only the limitations of weight and materials (e.g., the strengths and melting points of materials in the turbine) reduce the efficiency at which a turbofan gas turbine converts this thermal energy into mechanical energy, for while the exhaust gases may still have available energy to be extracted, each additional stator and turbine disk retrieves progressively less mechanical energy per unit of weight, and increasing the <a href="/facts/Compression_ratio/QNJXIT08">compression ratio</a> of the system by adding to the compressor stage to increase overall system efficiency increases temperatures at the turbine face. Nevertheless, high-bypass engines have a high <a href="/facts/Propulsive_efficiency/tdMlnuJC">propulsive efficiency</a> because even slightly increasing the velocity of a very large volume and consequently mass of air produces a very large change in momentum and thrust: thrust is the engine's mass flow (the amount of air flowing through the engine) multiplied by the difference between the inlet and exhaust velocities in—a linear relationship—but the kinetic energy of the exhaust is the mass flow multiplied by one-half the square of the difference in velocities.<a class="footnote-ref" id="fnref:16" href="#fn:16"><sup>16</sup></a><a class="footnote-ref" id="fnref:17" href="#fn:17"><sup>17</sup></a> A low <a href="/facts/Disc_loading/eAgFKenr">disc loading</a> (thrust per disc area) increases the aircraft's <a href="/facts/Fuel_efficiency/URhdQ7Wl">energy efficiency</a>, and this reduces the fuel use.<a class="footnote-ref" id="fnref:18" href="#fn:18"><sup>18</sup></a><a class="footnote-ref" id="fnref:19" href="#fn:19"><sup>19</sup></a><a class="footnote-ref" id="fnref:20" href="#fn:20"><sup>20</sup></a> </p><p>The <a href="/facts/Rolls-Royce_Limited/EDUo2a7d">Rolls–Royce</a> <a href="/facts/Rolls-Royce_Conway/gRASumMK">Conway</a> <a href="/facts/Turbofan/x8XWVw19">turbofan</a> engine, developed in the early 1950s, was an early example of a bypass engine. The configuration was similar to a 2-spool turbojet but to make it into a bypass engine it was equipped with an oversized low pressure compressor: the flow through the inner portion of the compressor blades went into the core while the outer portion of the blades blew air around the core to provide the rest of the thrust. The bypass ratio for the Conway varied between 0.3 and 0.6 depending on the variant<a class="footnote-ref" id="fnref:21" href="#fn:21"><sup>21</sup></a> </p><p>The growth of bypass ratios during the 1960s gave <a href="/facts/Jet_airliner/m8gzE0Cq">jetliners</a> <a href="/facts/Fuel_efficiency/URhdQ7Wl">fuel efficiency</a> that could compete with that of piston-powered planes. Today (2015), most jet engines have some bypass. Modern engines in slower aircraft, such as airliners, have bypass ratios up to 12:1; in higher-speed aircraft, such as <a href="/facts/Fighter_aircraft/NuIvaGJg">fighters</a>, bypass ratios are much lower, around 1.5; and craft designed for speeds up to Mach 2 and somewhat above have bypass ratios below 0.5. </p><p><a href="/facts/Turboprop/t7c8rkCx">Turboprops</a> have bypass ratios of 50-100,<a class="footnote-ref" id="fnref:22" href="#fn:22"><sup>22</sup></a><a class="footnote-ref" id="fnref:23" href="#fn:23"><sup>23</sup></a><a class="footnote-ref" id="fnref:24" href="#fn:24"><sup>24</sup></a> although the propulsion airflow is less clearly defined for propellers than for fans<a class="footnote-ref" id="fnref:25" href="#fn:25"><sup>25</sup></a> and propeller airflow is slower than the airflow from turbofan nozzles.<a class="footnote-ref" id="fnref:26" href="#fn:26"><sup>26</sup></a><a class="footnote-ref" id="fnref:27" href="#fn:27"><sup>27</sup></a> </p> <h3>Engine bypass ratios</h3> Turbofan engines<table><tbody><tr><th>Model</th><th>First</th><th>BPR</th><th>Thrust</th><th>Major applications</th></tr><tr><td><a href="/facts/Pratt_%26_Whitney_PW1000G/3DjFztkl">P&W PW1000G</a><a class="footnote-ref" id="fnref:28" href="#fn:28"><sup>28</sup></a></td><td>2008</td><td>9.0–12.5</td><td>67–160 kN</td><td><a href="/facts/Airbus_A320neo/xfFTjHrM">A320neo</a>, <a href="/facts/Airbus_A220/a6qtNWzD">A220</a>, <a href="/facts/E-Jets_E2/SX6LWgb2">E-Jets E2</a>, Irkut MC-21</td></tr><tr><td><a href="/facts/Rolls-Royce_Trent_1000/VUApAAmA">R-R Trent 1000</a></td><td>2006</td><td>10.8–11<a class="footnote-ref" id="fnref:29" href="#fn:29"><sup>29</sup></a></td><td>265.3–360.4 kN</td><td><a href="/facts/Boeing_787/QFDfFXDF">B787</a></td></tr><tr><td><a href="/facts/CFM_International_LEAP/gU0qvuY6">CFM LEAP</a><a class="footnote-ref" id="fnref:30" href="#fn:30"><sup>30</sup></a></td><td>2013</td><td>9.0–11.0</td><td>100–146 kN</td><td><a href="/facts/Airbus_A320neo/xfFTjHrM">A320neo</a>, <a href="/facts/Boeing_737_Max/7WgIXJMh">B737Max</a>, <a href="/facts/Comac_C919/3EfGf98C">Comac C919</a></td></tr><tr><td><a href="/facts/General_Electric_GE90/xNAK0zUF">GE GE90</a></td><td>1992</td><td>8.7–9.9<a class="footnote-ref" id="fnref:31" href="#fn:31"><sup>31</sup></a></td><td>330–510 kN</td><td><a href="/facts/Boeing_777/kpFr085L">B777</a></td></tr><tr><td><a href="/facts/Rolls-Royce_Trent_XWB/UBYAkrXW">R-R Trent XWB</a></td><td>2010</td><td>9.6:1<a class="footnote-ref" id="fnref:32" href="#fn:32"><sup>32</sup></a></td><td>330–430 kN</td><td><a href="/facts/Airbus_A350XWB/GLyk3q6G">A350XWB</a></td></tr><tr><td><a href="/facts/General_Electric_GEnx/se0EhI2E">GE GEnx</a><a class="footnote-ref" id="fnref:33" href="#fn:33"><sup>33</sup></a></td><td>2006</td><td>8.0–9.3</td><td>296-339 kN</td><td><a href="/facts/Boeing_747-8/HoywfG8f">B747-8</a>, <a href="/facts/Boeing_787/QFDfFXDF">B787</a></td></tr><tr><td><a href="/facts/Engine_Alliance_GP7000/H0bSEswD">EA GP7000</a></td><td>2004</td><td>8.7<a class="footnote-ref" id="fnref:34" href="#fn:34"><sup>34</sup></a></td><td>311–363 kN</td><td><a href="/facts/Airbus_A380/cVuVbEsf">A380</a></td></tr><tr><td><a href="/facts/Rolls-Royce_Trent_900/mAFjkCKw">R-R Trent 900</a></td><td>2004</td><td>8.7<a class="footnote-ref" id="fnref:35" href="#fn:35"><sup>35</sup></a></td><td>340–357 kN</td><td><a href="/facts/Airbus_A380/cVuVbEsf">A380</a></td></tr><tr><td><a href="/facts/Rolls-Royce_Trent_500/ulrlh9NG">R-R Trent 500</a></td><td>1999</td><td>8.5<a class="footnote-ref" id="fnref:36" href="#fn:36"><sup>36</sup></a></td><td>252 kN</td><td><a href="/facts/Airbus_A340/K7GfuMjQ">A340</a>-500/600</td></tr><tr><td><a href="/facts/General_Electric_TF39/lCk0CV5k">GE TF39</a><a class="footnote-ref" id="fnref:37" href="#fn:37"><sup>37</sup></a></td><td>1964</td><td>8.0</td><td></td><td><a href="/facts/Lockheed_C-5_Galaxy/aUB5LBqE">Lockheed C-5 Galaxy</a></td></tr><tr><td><a href="/facts/CFM_International_CFM56/XjnMkh66">CFM56</a></td><td>1974</td><td>5.0–6.6<a class="footnote-ref" id="fnref:38" href="#fn:38"><sup>38</sup></a></td><td>97.9-151 kN</td><td><a href="/facts/Airbus_A320/tT68Vwuq">A320</a>, <a href="/facts/Airbus_A340/K7GfuMjQ">A340</a>-200/300, <a href="/facts/Boeing_737/Emwxb7JI">B737</a>, <a href="/facts/KC-135/hRmEJPJv">KC-135</a>, <a href="/facts/Douglas_DC-8/V4E0Jqov">DC-8</a></td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_PW4000/wwtJu3oL">P&W PW4000</a></td><td>1984</td><td>4.8–6.4<a class="footnote-ref" id="fnref:39" href="#fn:39"><sup>39</sup></a></td><td>222–436 kN</td><td><a href="/facts/Airbus_A300/cw7K15B3">A300</a>/<a href="/facts/Airbus_A310/74DXMPpM">A310</a>, <a href="/facts/Airbus_A330/1lX0bPbf">A330</a>, <a href="/facts/Boeing_747/jHjLqpbr">B747</a>, <a href="/facts/Boeing_767/NJtTqBC4">B767</a>, <a href="/facts/Boeing_777/kpFr085L">B777</a>, <a href="/facts/McDonnell_Douglas_MD-11/0KRhWtN2">MD-11</a></td></tr><tr><td><a href="/facts/General_Electric_CF34/tqvWN9YT">GE CF34</a></td><td>1982</td><td>5.3–6.3<a class="footnote-ref" id="fnref:40" href="#fn:40"><sup>40</sup></a></td><td>41–82.3 kN</td><td><a href="/facts/Challenger_600/fjHeNjuz">Challenger 600</a>, <a href="/facts/Bombardier_CRJ/ILLVznj2">CRJ</a>, <a href="/facts/E-jets/4ur8MK9g">E-jets</a></td></tr><tr><td><a href="/facts/Snecma_Silvercrest/nCsLME1j">Silvercrest</a></td><td>2012</td><td>5.9<a class="footnote-ref" id="fnref:41" href="#fn:41"><sup>41</sup></a></td><td>50.9 kN</td><td><a href="/facts/Cessna_Citation_Hemisphere/4QVRbhab">Cit. Hemisphere</a>, <a href="/facts/Dassault_Falcon_5X/1Khncn04">Falcon 5X</a></td></tr><tr><td><a href="/facts/Rolls-Royce_Trent_800/9PnFvcs3">R-R Trent 800</a></td><td>1993</td><td>5.7–5.79</td><td>411–425 kN</td><td><a href="/facts/Boeing_777/kpFr085L">B777</a></td></tr><tr><td><a href="/facts/General_Electric_Passport/Rg7ChRHK">GE Passport</a></td><td>2013</td><td>5.6<a class="footnote-ref" id="fnref:42" href="#fn:42"><sup>42</sup></a></td><td>78.9–84.2 kN</td><td><a href="/facts/Global_7000/wSUhbpSc">Global 7000</a>/8000</td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_Canada_PW800/ErUVNuSU">P&WC PW800</a></td><td>2012</td><td>5.5<a class="footnote-ref" id="fnref:43" href="#fn:43"><sup>43</sup></a></td><td>67.4–69.7 kN</td><td><a href="/facts/Gulfstream_G500/G600/RouPoEaM">Gulfstream G500/G600</a></td></tr><tr><td><a href="/facts/General_Electric_CF6/JcQGGGlf">GE CF6</a></td><td>1971</td><td>4.3–5.3<a class="footnote-ref" id="fnref:44" href="#fn:44"><sup>44</sup></a></td><td>222–298 kN</td><td><a href="/facts/Airbus_A300/cw7K15B3">A300</a>/<a href="/facts/Airbus_A310/74DXMPpM">A310</a>, <a href="/facts/Airbus_A330/1lX0bPbf">A330</a>, <a href="/facts/Boeing_747/jHjLqpbr">B747</a>, <a href="/facts/Boeing_767/NJtTqBC4">B767</a>, <a href="/facts/McDonnell_Douglas_MD-11/0KRhWtN2">MD-11</a>, <a href="/facts/McDonnell_Douglas_DC-10/YBMIxctL">DC-10</a></td></tr><tr><td><a href="/facts/Lotarev_D-36/xNCYHICe">D-36</a></td><td>1977</td><td>5.6<a class="footnote-ref" id="fnref:45" href="#fn:45"><sup>45</sup></a></td><td>63.75 kN</td><td><a href="/facts/Yakovlev_Yak-42/vEfVS92P">Yak-42</a>, <a href="/facts/Antonov_An-72/LgMKmya0">An-72</a>, <a href="/facts/Antonov_An-74/1RfY9oFW">An-74</a></td></tr><tr><td><a href="/facts/Rolls-Royce_AE_3007/tEbjgaCM">R-R AE 3007</a></td><td>1991</td><td>5.0<a class="footnote-ref" id="fnref:46" href="#fn:46"><sup>46</sup></a></td><td>33.7 kN</td><td><a href="/facts/ERJ/DyjLkwCC">ERJ</a>, <a href="/facts/Citation_X/0rEl2KGH">Citation X</a></td></tr><tr><td><a href="/facts/Rolls-Royce_Trent_700/qqxHD2hS">R-R Trent 700</a></td><td>1990</td><td>4.9<a class="footnote-ref" id="fnref:47" href="#fn:47"><sup>47</sup></a></td><td>320 kN</td><td><a href="/facts/Airbus_A330/1lX0bPbf">A330</a></td></tr><tr><td><a href="/facts/IAE_V2500/YJr1eKjv">IAE V2500</a></td><td>1987</td><td>4.4–4.9<a class="footnote-ref" id="fnref:48" href="#fn:48"><sup>48</sup></a></td><td>97.9-147 kN</td><td><a href="/facts/Airbus_A320/tT68Vwuq">A320</a>, <a href="/facts/McDonnell_Douglas_MD-90/P977gzIn">MD-90</a></td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_PW6000/b8wugnQ2">P&W PW6000</a></td><td>2000</td><td>4.90<a class="footnote-ref" id="fnref:49" href="#fn:49"><sup>49</sup></a></td><td>100.2 kN</td><td><a href="/facts/Airbus_A318/gYvnyuGY">Airbus A318</a></td></tr><tr><td><a href="/facts/Rolls-Royce_BR700/g2cKJAEN">R-R BR700</a></td><td>1994</td><td>4.2–4.5<a class="footnote-ref" id="fnref:50" href="#fn:50"><sup>50</sup></a></td><td>68.9–102.3 kN</td><td><a href="/facts/Boeing_717/vkmzKo24">B717</a>, <a href="/facts/Bombardier_Global_Express/SRav6AuP">Global Express</a>, <a href="/facts/Gulfstream_V/sCPyz3Yh">Gulfstream V</a></td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_Canada_PW300/lNoBKFfE">P&WC PW300</a></td><td>1988</td><td>3.8–4.5<a class="footnote-ref" id="fnref:51" href="#fn:51"><sup>51</sup></a></td><td>23.4–35.6 kN</td><td><a href="/facts/Citation_Sovereign/cJMwl0m3">Cit. Sovereign</a>, <a href="/facts/Gulfstream_G200/b0mKUzoI">G200</a>, <a href="/facts/Falcon_7X/Y4xR2aNH">F. 7X</a>, <a href="/facts/Falcon_2000/xHCCsYpP">F. 2000</a></td></tr><tr><td><a href="/facts/Honeywell_HTF7000/pFWs7ywy">HW HTF7000</a></td><td>1999</td><td>4.4<a class="footnote-ref" id="fnref:52" href="#fn:52"><sup>52</sup></a></td><td>28.9 kN</td><td><a href="/facts/Challenger_300/TWur8c7H">Challenger 300</a>, <a href="/facts/Gulfstream_G280/W9rCBX4r">G280</a>, <a href="/facts/Embraer_Legacy_500/PVkJq8uv">Legacy 500</a></td></tr><tr><td><a href="/facts/Aviadvigatel_PS-90/vpnBLcd8">PS-90</a></td><td>1992</td><td>5.4<a class="footnote-ref" id="fnref:53" href="#fn:53"><sup>53</sup></a></td><td>157–171 kN</td><td><a href="/facts/Il-76/qcXnkgnI">Il-76</a>, <a href="/facts/Il-96/6lJcaoql">Il-96</a>, <a href="/facts/Tu-204/Jv2cNhov">Tu-204</a></td></tr><tr><td><a href="/facts/PowerJet_SaM146/9grlCn8S">PowerJet SaM146</a></td><td>2008</td><td>4.4:1<a class="footnote-ref" id="fnref:54" href="#fn:54"><sup>54</sup></a></td><td>71.6–79.2 kN</td><td><a href="/facts/Sukhoi_Superjet_100/RMbFclVw">Sukhoi Superjet 100</a></td></tr><tr><td><a href="/facts/Williams_FJ44/yRxIjHLE">Williams FJ44</a></td><td>1985</td><td>3.3–4.1<a class="footnote-ref" id="fnref:55" href="#fn:55"><sup>55</sup></a></td><td>6.7–15.6 kN</td><td><a href="/facts/Cessna_CitationJet/LypdkNUY">CitationJet</a>, <a href="/facts/Cessna_Citation_M2/LypdkNUY">Cit. M2</a></td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_Canada_PW500/HDpm9ESD">P&WC PW500</a></td><td>1993</td><td>3.90<a class="footnote-ref" id="fnref:56" href="#fn:56"><sup>56</sup></a></td><td>13.3 kN</td><td><a href="/facts/Citation_Excel/HBKt0KBP">Citation Excel</a>, <a href="/facts/Phenom_300/34zb7PYt">Phenom 300</a></td></tr><tr><td><a href="/facts/Garrett_TFE731/oHpn4KI9">HW TFE731</a></td><td>1970</td><td>2.66–3.9<a class="footnote-ref" id="fnref:57" href="#fn:57"><sup>57</sup></a></td><td>15.6–22.2 kN</td><td><a href="/facts/Learjet_70/75/MFevKblD">Learjet 70/75</a>, <a href="/facts/G150/hyC5nIfC">G150</a>, <a href="/facts/Falcon_900/d9qMRoFJ">Falcon 900</a></td></tr><tr><td><a href="/facts/Rolls-Royce_RB.183_Tay/wgVe3979">R-R Tay</a></td><td>1984</td><td>3.1–3.2<a class="footnote-ref" id="fnref:58" href="#fn:58"><sup>58</sup></a></td><td>61.6–68.5 kN</td><td><a href="/facts/Gulfstream_IV/B620u47C">Gulfstream IV</a>, <a href="/facts/Fokker_70/GE1NBqc0">Fokker 70</a>/<a href="/facts/Fokker_100/fULFmRX6">100</a></td></tr><tr><td><a href="/facts/GE-Honda_HF120/c6dzX3Vu">GE-H HF120</a></td><td>2009</td><td>2.9<a class="footnote-ref" id="fnref:59" href="#fn:59"><sup>59</sup></a></td><td>7.4 kN</td><td><a href="/facts/HondaJet/mdatTUAb">HondaJet</a></td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_Canada_PW600/Pv576QES">P&WC PW600</a></td><td>2001</td><td>1.83–2.80<a class="footnote-ref" id="fnref:60" href="#fn:60"><sup>60</sup></a></td><td>6.0 kN</td><td><a href="/facts/Citation_Mustang/8bUasP62">Cit. Mustang</a>, <a href="/facts/Eclipse_500/02rybRvI">Eclipse 500</a>, <a href="/facts/Phenom_100/VkDha3sS">Phenom 100</a></td></tr><tr><td><a href="/facts/General_Electric_F101/8UPhbsDd">GE F101</a><a class="footnote-ref" id="fnref:61" href="#fn:61"><sup>61</sup></a></td><td>1973</td><td>2.1</td><td></td><td><a href="/facts/Rockwell_B-1/K2I9IkJc">B-1</a></td></tr><tr><td><a href="/facts/General_Electric_CF700/nMCyNk3K">GE CF700</a><a class="footnote-ref" id="fnref:62" href="#fn:62"><sup>62</sup></a></td><td>1964</td><td>2.0</td><td></td><td><a href="/facts/Dassault_Falcon_20/0d1Ffbyr">Falcon 20</a>, <a href="/facts/North_American_Sabreliner_75A/zatuu6K2">Sabreliner 75A</a>,</td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_JT8D/JeFNcIqn">P&W JT8D</a>-200<a class="footnote-ref" id="fnref:63" href="#fn:63"><sup>63</sup></a></td><td>1979</td><td>1.74</td><td></td><td><a href="/facts/McDonnell_Douglas_MD-80/XK4Pp83H">MD-80</a>, 727 Super 27</td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_JT3D/sQVakSoE">P&W JT3D</a><a class="footnote-ref" id="fnref:64" href="#fn:64"><sup>64</sup></a></td><td>1958</td><td>1.42</td><td></td><td>707-130B, <a href="/facts/Boeing_707-320B/8TgSYe3M">707-320B</a>, <a href="/facts/Douglas_DC-8-50/V4E0Jqov">DC-8-50</a>, <a href="/facts/Douglas_DC-8-60/V4E0Jqov">DC-8-60</a></td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_JT8D/JeFNcIqn">P&W JT8D</a><a class="footnote-ref" id="fnref:65" href="#fn:65"><sup>65</sup></a></td><td>1960</td><td>0.96</td><td></td><td><a href="/facts/McDonnell_Douglas_DC-9/BnJRPl0a">DC-9</a>, <a href="/facts/Boeing_727/54HlSsE2">727</a>, <a href="/facts/Boeing_737/Emwxb7JI">737 Original</a></td></tr><tr><td><a href="/facts/General_Electric_F110/rTcRdqrp">GE F110-100/400</a><a class="footnote-ref" id="fnref:66" href="#fn:66"><sup>66</sup></a></td><td>1980-1984</td><td>0.87</td><td></td><td><a href="/facts/General_Dynamics_F-16/0KRD0Gqy">F-16</a> (-100), <a href="/facts/Grumman_F-14/Ana2Iw4D">F-14B/D</a> (-400)</td></tr><tr><td><a href="/facts/Rolls-Royce_Turbomeca_Adour/BPkQLYrm">R-R Turbomeca Adour</a><a class="footnote-ref" id="fnref:67" href="#fn:67"><sup>67</sup></a></td><td>1968</td><td>0.75-0.80</td><td></td><td><a href="/facts/McDonnell_Douglas_T-45_Goshawk/Y4b3KoEQ">T-45</a>, <a href="/facts/BAE_Systems_Hawk/BtG0CK4J">Hawk</a>, <a href="/facts/SEPECAT_Jaguar/lUhcRt8G">Jaguar</a></td></tr><tr><td><a href="/facts/General_Electric_F110/rTcRdqrp">GE F110-129</a><a class="footnote-ref" id="fnref:68" href="#fn:68"><sup>68</sup></a></td><td>Mid-1980s</td><td>0.76</td><td></td><td><a href="/facts/General_Dynamics_F-16_Fighting_Falcon/0KRD0Gqy">F-16</a>, <a href="/facts/Boeing_F-15EX_Eagle_II/8g2Dnchq">F-15EX</a></td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_F100/c8B0aHYw">P&W F100-220</a><a class="footnote-ref" id="fnref:69" href="#fn:69"><sup>69</sup></a></td><td>1986</td><td>0.71</td><td>105.7 kN</td><td><a href="/facts/McDonnell_Douglas_F-15_Eagle/8ublq0RC">F-15</a>, <a href="/facts/General_Dynamics_F-16_Fighting_Falcon/0KRD0Gqy">F-16</a></td></tr><tr><td><a href="/facts/General_Electric_F110/rTcRdqrp">GE F110-132</a><a class="footnote-ref" id="fnref:70" href="#fn:70"><sup>70</sup></a></td><td>2003-2005</td><td>0.68</td><td></td><td><a href="/facts/General_Dynamics_F-16_Fighting_Falcon/0KRD0Gqy">F-16</a> Blk.60</td></tr><tr><td><a href="/facts/Rolls-Royce_Spey/koBjS95u">R-R Spey</a><a class="footnote-ref" id="fnref:71" href="#fn:71"><sup>71</sup></a></td><td>1964</td><td>0.64</td><td></td><td><a href="/facts/Hawker_Siddeley_Trident/BUU3bJTN">Trident</a>, <a href="/facts/BAC_One-Eleven/3shGGA5d">1-11</a>, <a href="/facts/Grumman_Gulfstream_II/4E8h5v2I">Gulfstream II</a>/<a href="/facts/Gulfstream_III/95Gp1utF">III</a>, <a href="/facts/Fokker_F28/7Ba9PlgP">Fokker F28</a></td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_F135/mpxRw6z9">P&W F135</a><a class="footnote-ref" id="fnref:72" href="#fn:72"><sup>72</sup></a></td><td>2006</td><td>0.57</td><td>191 kN</td><td><a href="/facts/Lockheed_F-35/x0NWsvfC">F-35</a></td></tr><tr><td><a href="/facts/Saturn_AL-31/Wo0BbcPI">Saturn AL-31</a><a class="footnote-ref" id="fnref:73" href="#fn:73"><sup>73</sup></a></td><td></td><td>0.56</td><td></td><td><a href="/facts/Sukhoi_Su-27/Cv9mDD6T">Su-27</a>, <a href="/facts/Sukhoi_Su-30/xvxCj0Bk">Su-30</a>, <a href="/facts/Chengdu_J-10/1GD2oyzv">J-10</a></td></tr><tr><td><p><a href="/facts/Klimov_RD-33/XFPo35wv">Klimov RD-33</a></p></td><td>1974</td><td>0.49</td><td>81.3 kN</td><td><a href="/facts/MiG-29/3XfCqsJU">MiG-29</a></td></tr><tr><td><a href="/facts/Honeywell/ITEC_F124/G29ts0d8">Honeywell/ITEC F124</a><a class="footnote-ref" id="fnref:74" href="#fn:74"><sup>74</sup></a></td><td>1979</td><td>0.49</td><td></td><td><a href="/facts/Aero_L-159_Alca/64aYoVrR">L-159</a>, <a href="/facts/Alenia_Aermacchi_M-346_Master/nMtQBmWJ">M-346</a></td></tr><tr><td><a href="/facts/Eurojet_EJ200/aW59SCvf">Eurojet EJ200</a><a class="footnote-ref" id="fnref:75" href="#fn:75"><sup>75</sup></a></td><td>1991</td><td>0.40</td><td></td><td><a href="/facts/Eurofighter_Typhoon/831fqTEd">Typhoon</a></td></tr><tr><td><a href="/facts/Pratt_%26_Whitney_F100/c8B0aHYw">P&W F100-229</a><a class="footnote-ref" id="fnref:76" href="#fn:76"><sup>76</sup></a></td><td>1989</td><td>0.36</td><td>129.7 kN</td><td><a href="/facts/General_Dynamics_F-16_Fighting_Falcon/0KRD0Gqy">F-16</a>, <a href="/facts/McDonnell_Douglas_F-15_Eagle/8ublq0RC">F-15</a></td></tr><tr><td><a href="/facts/General_Electric_F404/uHVaxLau">GE F404</a><a class="footnote-ref" id="fnref:77" href="#fn:77"><sup>77</sup></a></td><td>1978</td><td>0.34</td><td></td><td><a href="/facts/McDonnell_Douglas_F/A-18_Hornet/hsKrCHym">F/A-18</a>, <a href="/facts/KAI_T-50_Golden_Eagle/pDXsUnVl">T-50</a>, <a href="/facts/Lockheed_F-117_Nighthawk/nmV3lC9Y">F-117</a></td></tr><tr><td><a href="/facts/Rolls-Royce_Conway/gRASumMK">R-R Conway</a><a class="footnote-ref" id="fnref:78" href="#fn:78"><sup>78</sup></a></td><td>1952</td><td>0.30</td><td></td><td><a href="/facts/Boeing_707-420/8TgSYe3M">707-420</a>, <a href="/facts/Douglas_DC-8-43/V4E0Jqov">DC-8-40</a>, <a href="/facts/Vickers_VC-10/SJSbTbRN">VC-10</a>, <a href="/facts/Handley_Page_Victor/bwxg7ATr">Victor</a></td></tr><tr><td><a href="/facts/General_Electric_F414/eMXWa7P2">GE F414</a><a class="footnote-ref" id="fnref:79" href="#fn:79"><sup>79</sup></a></td><td>1993</td><td>0.25</td><td></td><td><a href="/facts/Boeing_F/A-18_Super_Hornet/TemtsKRp">F/A-18E/F</a></td></tr><tr><td><a href="/facts/Turbojet/tr3vYndL"><i>Turbojets</i></a></td><td></td><td>0.0</td><td></td><td>early <a href="/facts/Jet_aircraft/esXNnbbg">jet aircraft</a>, <a href="/facts/Concorde/TAMElD6g">Concorde</a></td></tr></tbody></table> <h2 id="references">References</h2> <ol> <li id="fn:1"><p>"Bypass ratio | engineering". <a href="https://www.britannica.com/technology/bypass-ratio" target="_blank">https://www.britannica.com/technology/bypass-ratio</a> <a href="#fnref:1" class="footnote-back-ref">↩</a></p></li> <li id="fn:2"><p>Ilan Kroo and Juan Alonso. "Aircraft Design: Synthesis and Analysis, Propulsion Systems: Basic Concepts Archive" Stanford University School of Engineering, Department of Aeronautics and Astronautics. Quote: "When the bypass ratio is increased to 10-20 for very efficient low speed performance, the weight and wetted area of the fan shroud (inlet) become large, and at some point it makes sense to eliminate it altogether. The fan then becomes a propeller and the engine is called a turboprop. Turboprop engines provide efficient power from low speeds up to as high as M=0.8 with bypass ratios of 50-100." <a href="http://adg.stanford.edu/aa241/propulsion/propulsionintro.html" target="_blank">http://adg.stanford.edu/aa241/propulsion/propulsionintro.html</a> <a href="#fnref:2" class="footnote-back-ref">↩</a></p></li> <li id="fn:3"><p>Prof. Z. S. Spakovszky. "11.5 Trends in thermal and propulsive efficiency Archive" MIT turbines, 2002. Thermodynamics and Propulsion <a href="http://web.mit.edu/aeroastro/people/spakovszky.html" target="_blank">http://web.mit.edu/aeroastro/people/spakovszky.html</a> <a href="#fnref:3" class="footnote-back-ref">↩</a></p></li> <li id="fn:4"><p>Nag, P.K. "Basic And Applied Thermodynamics[permanent dead link]" p550. Published by Tata McGraw-Hill Education. Quote: "If the cowl is removed from the fan the result is a turboprop engine. Turbofan and turboprop engines differ mainly in their bypass ratio 5 or 6 for turbofans and as high as 100 for turboprop." <a href="https://books.google.com/books?id=Rq7uBQAAQBAJ" target="_blank">https://books.google.com/books?id=Rq7uBQAAQBAJ</a> <a href="#fnref:4" class="footnote-back-ref">↩</a></p></li> <li id="fn:5"><p>Animated Engines <a href="http://www.animatedengines.com/jets.html" target="_blank">http://www.animatedengines.com/jets.html</a> <a href="#fnref:5" class="footnote-back-ref">↩</a></p></li> <li id="fn:6"><p>"Archived copy" (PDF). Archived from the original (PDF) on 2017-05-16. Retrieved 2016-12-25.{{cite web}}: CS1 maint: archived copy as title (link) <a href="https://web.archive.org/web/20170516163516/http://www.abcm.org.br/anais/cobem/2013/PDF/1874.pdf#" target="_blank">https://web.archive.org/web/20170516163516/http://www.abcm.org.br/anais/cobem/2013/PDF/1874.pdf#</a> <a href="#fnref:6" class="footnote-back-ref">↩</a></p></li> <li id="fn:7"><p>Gas Turbine Aerodynamics, Sir Frank Whittle, Pergamon Press 1981, p.217 <a href="#fnref:7" class="footnote-back-ref">↩</a></p></li> <li id="fn:8"><p>Aircraft Engine Design Second Edition, Mattingley, Heiser, Pratt, AIAA Education Series, ISBN 1-56347-538-3, p.539 <a href="/wiki/ISBN_(identifier)" target="_blank">/wiki/ISBN_(identifier)</a> <a href="#fnref:8" class="footnote-back-ref">↩</a></p></li> <li id="fn:9"><p>"1964 - 2596". Archived from the original on 2016-12-24. Retrieved 2016-12-24. <a href="https://web.archive.org/web/20161224095309/https://www.flightglobal.com/pdfarchive/view/1964/1964%20-%202596.html" target="_blank">https://web.archive.org/web/20161224095309/https://www.flightglobal.com/pdfarchive/view/1964/1964%20-%202596.html</a> <a href="#fnref:9" class="footnote-back-ref">↩</a></p></li> <li id="fn:10"><p>Jane's All The World's Aircraft 1975-1976, edited by John W.R. Taylor, Jane's Yearbooks, Paulton House, 8 Sheperdess Walk, London N1 7LW, p.748 <a href="#fnref:10" class="footnote-back-ref">↩</a></p></li> <li id="fn:11"><p>Zipkin, M. A. (1984). "The PW1120: A High Performance, Low Risk F100 Derivative". Volume 2: Aircraft Engine; Marine; Microturbines and Small Turbomachinery. doi:10.1115/84-GT-230. ISBN 978-0-7918-7947-4. <a href="978-0-7918-7947-4" target="_blank">978-0-7918-7947-4</a> <a href="#fnref:11" class="footnote-back-ref">↩</a></p></li> <li id="fn:12"><p>"Never Told Tales of Pratt & Whitney by Dr. Bob Abernethy". <a href="http://roadrunnersinternationale.com/pw_tales.htm" target="_blank">http://roadrunnersinternationale.com/pw_tales.htm</a> <a href="#fnref:12" class="footnote-back-ref">↩</a></p></li> <li id="fn:13"><p>"The turbofan engine Archived 2015-04-18 at the Wayback Machine", page 7. SRM Institute of Science and Technology, Department of aerospace engineering <a href="http://www.srmuniv.ac.in/downloads/turbofan-2012.pdf" target="_blank">http://www.srmuniv.ac.in/downloads/turbofan-2012.pdf</a> <a href="#fnref:13" class="footnote-back-ref">↩</a></p></li> <li id="fn:14"><p>Gas Turbine Theory Second Edition, Cohen, Rogers and Saravanamuttoo, Longmans Group Limited 1972, ISBN 0 582 44927 8, p.85 <a href="/wiki/ISBN_(identifier)" target="_blank">/wiki/ISBN_(identifier)</a> <a href="#fnref:14" class="footnote-back-ref">↩</a></p></li> <li id="fn:15"><p>Aero Engine Development for the Future, H.W. Bennett, Proc Instn Mech Engrs Vol 197A, Power Industries Division, July 1983, Fig.5 <a href="#fnref:15" class="footnote-back-ref">↩</a></p></li> <li id="fn:16"><p>Paul Bevilaqua : The shaft driven Lift Fan propulsion system for the Joint Strike Fighter Archived 2011-06-05 at the Wayback Machine page 3. Presented May 1, 1997. DTIC.MIL Word document, 5.5 MB. Accessed: 25 February 2012. <a href="/wiki/Paul_Bevilaqua" target="_blank">/wiki/Paul_Bevilaqua</a> <a href="#fnref:16" class="footnote-back-ref">↩</a></p></li> <li id="fn:17"><p>Bensen, Igor. "How they fly - Bensen explains all Archived 2015-01-09 at the Wayback Machine" Gyrocopters UK. Accessed: 10 April 2014. <a href="/wiki/Igor_Bensen" target="_blank">/wiki/Igor_Bensen</a> <a href="#fnref:17" class="footnote-back-ref">↩</a></p></li> <li id="fn:18"><p>Johnson, Wayne. Helicopter theory pp3+32, Courier Dover Publications, 1980. Accessed: 25 February 2012. ISBN 0-486-68230-7 <a href="https://books.google.com/books?id=SgZheyNeXJIC" target="_blank">https://books.google.com/books?id=SgZheyNeXJIC</a> <a href="#fnref:18" class="footnote-back-ref">↩</a></p></li> <li id="fn:19"><p>Wieslaw Zenon Stepniewski, C. N. Keys. Rotary-wing aerodynamics p3, Courier Dover Publications, 1979. Accessed: 25 February 2012. ISBN 0-486-64647-5 <a href="https://books.google.com/books?id=PawbFeAAllIC" target="_blank">https://books.google.com/books?id=PawbFeAAllIC</a> <a href="#fnref:19" class="footnote-back-ref">↩</a></p></li> <li id="fn:20"><p>Philip Walsh, Paul Fletcher. "Gas Turbine Performance", page 36. John Wiley & Sons, 15 April 2008. Quote: "It has better fuel consumption than a turbojet or turbofan, due to a high propulsive efficiency.., achieving thrust by a high mass flow of air from the propeller at low jet velocity. Above 0.6 Mach number the turboprop in turn becomes uncompetitive, due mainly to higher weight and frontal area." <a href="https://books.google.com/books?isbn=140515103X" target="_blank">https://books.google.com/books?isbn=140515103X</a> <a href="#fnref:20" class="footnote-back-ref">↩</a></p></li> <li id="fn:21"><p>"Rolls-Royce Aero Engines" Bill Gunston, Patrick Stevens Limited, ISBN 1-85260-037-3, p.147 <a href="/wiki/ISBN_(identifier)" target="_blank">/wiki/ISBN_(identifier)</a> <a href="#fnref:21" class="footnote-back-ref">↩</a></p></li> <li id="fn:22"><p>Ilan Kroo and Juan Alonso. "Aircraft Design: Synthesis and Analysis, Propulsion Systems: Basic Concepts Archive" Stanford University School of Engineering, Department of Aeronautics and Astronautics. Quote: "When the bypass ratio is increased to 10-20 for very efficient low speed performance, the weight and wetted area of the fan shroud (inlet) become large, and at some point it makes sense to eliminate it altogether. The fan then becomes a propeller and the engine is called a turboprop. Turboprop engines provide efficient power from low speeds up to as high as M=0.8 with bypass ratios of 50-100." <a href="http://adg.stanford.edu/aa241/propulsion/propulsionintro.html" target="_blank">http://adg.stanford.edu/aa241/propulsion/propulsionintro.html</a> <a href="#fnref:22" class="footnote-back-ref">↩</a></p></li> <li id="fn:23"><p>Prof. Z. S. Spakovszky. "11.5 Trends in thermal and propulsive efficiency Archive" MIT turbines, 2002. Thermodynamics and Propulsion <a href="http://web.mit.edu/aeroastro/people/spakovszky.html" target="_blank">http://web.mit.edu/aeroastro/people/spakovszky.html</a> <a href="#fnref:23" class="footnote-back-ref">↩</a></p></li> <li id="fn:24"><p>Nag, P.K. "Basic And Applied Thermodynamics[permanent dead link]" p550. Published by Tata McGraw-Hill Education. Quote: "If the cowl is removed from the fan the result is a turboprop engine. Turbofan and turboprop engines differ mainly in their bypass ratio 5 or 6 for turbofans and as high as 100 for turboprop." <a href="https://books.google.com/books?id=Rq7uBQAAQBAJ" target="_blank">https://books.google.com/books?id=Rq7uBQAAQBAJ</a> <a href="#fnref:24" class="footnote-back-ref">↩</a></p></li> <li id="fn:25"><p>"Propeller thrust Archived 2021-03-19 at the Wayback Machine" Glenn Research Center (NASA) <a href="https://www.grc.nasa.gov/WWW/K-12/airplane/propth.html" target="_blank">https://www.grc.nasa.gov/WWW/K-12/airplane/propth.html</a> <a href="#fnref:25" class="footnote-back-ref">↩</a></p></li> <li id="fn:26"><p>Philip Walsh, Paul Fletcher. "Gas Turbine Performance", page 36. John Wiley & Sons, 15 April 2008. Quote: "It has better fuel consumption than a turbojet or turbofan, due to a high propulsive efficiency.., achieving thrust by a high mass flow of air from the propeller at low jet velocity. Above 0.6 Mach number the turboprop in turn becomes uncompetitive, due mainly to higher weight and frontal area." <a href="https://books.google.com/books?isbn=140515103X" target="_blank">https://books.google.com/books?isbn=140515103X</a> <a href="#fnref:26" class="footnote-back-ref">↩</a></p></li> <li id="fn:27"><p>"Turboprop Engine Archived 2009-05-31 at the Wayback Machine" Glenn Research Center (NASA) <a href="https://www.grc.nasa.gov/WWW/K-12/airplane/aturbp.html" target="_blank">https://www.grc.nasa.gov/WWW/K-12/airplane/aturbp.html</a> <a href="#fnref:27" class="footnote-back-ref">↩</a></p></li> <li id="fn:28"><p>"PW1000G". MTU. Archived from the original on 2018-08-18. 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