Aircraft Design 3 (2000) 17}31

Turbofan engine database as a preliminary design tool

Charlie Svoboda*
Department of Aerospace Engineering, The University of Kansas, 2004 Learned Hall, Lawrence, KS 66045, USA

Abstract
A large database of currently manufactured turbofan engines with a bypass ratio of at least 2.0 was
compiled in 1996. Key parameters (dry weight, length, fan diameter, nacelle diameter, cruise thrust, air mass
#ow, bypass ratio, total pressure ratio, take-o! speci"c fuel consumption, and cruise speci"c fuel consumption) were plotted, most as a function of take-o! thrust. The resulting plots are a rich source of basic
information, which can be used to quickly de"ne an engine for use in a preliminary airplane design. The
database is sorted by take-o! thrust and can also be used to determine if an existing engine can be used in the
proposed airplane. Relationships are suggested for use in preliminary design.  2000 Elsevier Science Ltd.
All rights reserved.

1. Introduction
While involved in the viability of re-engining a 747-400 with a di!erential thrust application
similar to the 3-X Jet Concept [1], it was necessary to estimate some basic engine parameters for an
engine with 108,000 lb of take-o! thrust [2]. At that time, no turbofan engines were being produced
in that thrust class. It was decided that data from existing engines should be examined for trends
that could be used to provide reasonable estimates of basic parameters for a 115,600 lb take-o!
thrust engine.

2. Methods and results

Engine data were assembled in a spreadsheet from Refs. [3}5] and sorted by take-o! thrust. It
was decided to limit the scope of the engines to be surveyed to engines with a bypass ratio greater

* Corresponding author. Tel.: 001-785-864-4267.

E-mail address: svoboda@engr.ukans.edu (C. Svoboda).
1369-8869/00/$ - see front matter  2000 Elsevier Science Ltd. All rights reserved.
PII: S 1 3 6 9 - 8 8 6 9 ( 9 9 ) 0 0 0 2 1 - X

18

C. Svoboda / Aircraft Design 3 (2000) 17}31

Nomenclature

2
!0
mdot
a
P
$,
P
2-2
Dia
Dia
$,
Dia
2-2
Leng
=
"07
=
,!
SFC
2SFC
!0
M
!0
h
!0
Desig
Country
Type
Fan
Compressor
Combustion
Turbine

take-o! thrust, lb
cruise thrust, lb
air mass #ow, lb/s
bypass ratio, dimensionless
fan pressure ratio, dimensionless
Total pressure ratio, dimensionless
diameter, in
fan diameter, in
total diameter, in
length, in
dry engine weight, lb
nacelle weight, lb
take-o! speci"c fuel consumption, lb/(lb3h)
cruise speci"c fuel consumption, lb/(lb3h)
cruise Mach number, dimensionless
cruise pressure altitude, ft
engine designation, dimensionless
country of engine manufacture, dimensionless
engine description, dimensionless
fan description, dimensionless
compressor description, dimensionless
combustion description, dimensionless
turbine description, dimensionless

than 2.0 since the engine of interest would be a high bypass ratio engine. The following relationships were plotted:
Dry Weight, =
vs. Take-O! Thrust, ,
"07
2Length, Leng vs. Take-O! Thrust, ,
2E Fan Diameter, Dia
, vs. Take-O! Thrust, ,
$,
2E Nacelle Diameter, Dia
, vs. Take-O! Thrust, ,
,!
2E Cruise Thrust, , vs. Take-O! Thrust, ,
!0
2E Air Mass Flow, mdot, vs. Take-O! Thrust, ,
2E Bypass Ratio, a, vs. Take-O! Thrust, ,
2E Total Pressure Ratio, P
, vs. Take-O! Thrust, ,
2-2
2E Take-O! Speci"c Fuel Consumption, SFC , vs. Take-O! Thrust, ,
22E Cruise Speci"c Fuel Consumption, SFC , vs. Take-O! Thrust, ,
!0
2E Take-O! Speci"c Fuel Consumption, SFC , vs. Take-O! Thrust, .
22The plots were examined to see if a rationale for the trends observed could be discerned.
A total of 67 actual engines were included in the database and plotted in Figs. 1}11. Engines 69
and 70 are possible future engine descriptions developed in the course of the previously mentioned
E
E

C. Svoboda / Aircraft Design 3 (2000) 17}31

19

Fig. 1. Dry weight.

research and are not plotted. Engine 57 is an engine description based on engine 56, which was also
used in the previously mentioned research. All engines are presented in Tables 1}3. Based on the
data in Figs. 1}11 the following design trends are suggested:
Dry weight =

(lb)"250#0.175 (lb),
"07
2Length Leng(in)"40#0.59( (lb),
2Fan diameter Dia
(in)"2#0.39( (lb),
$,
2Nacelle diameter Dia
(in)"5#0.39( (lb),
,!
2Cruise thrust (lb)"200#0.2 (lb),
!0
2Air mass #ow mdot(lb/s)"0.032 (lb),
2Bypass ratio a(&)"3.2#0.01( (lb),
2Total pressure ratio P (&)"11#0.082( (lb),
2-2
2Take-O! SFC SFC (lb/lb h)"0.49!0.0007( (lb),
22-

(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)

20

C. Svoboda / Aircraft Design 3 (2000) 17}31

Fig. 2. Length.

Cruise SFC SFC (lb/lb h)"0.8!0.00096( (lb),

!0
2-

(10)

Take-O! SFC SFC (lb/lb h)"0.71!0.15(a(&).

2-

(11)

3. Discussion and conclusions

Some of the engines in the database are derivatives of other engines in the database. No e!ort
was made to eliminate these engines, nor were all derivative engines included.
In Fig. 1, Dry Weight is plotted as a function of take-o! thrust. It must be understood that many
currently produced engines have a de-rated take-o! thrust to extend engine life. In Fig. 1, this could
cause some engines to appear to be above the trend. It is also helpful to remember that, while all
the engines plotted are currently in production, all these engines are not recent designs. Engines
designed 10 years ago may not be as e$cient as engines designed last year. It is also necessary to
note that the bypass ratios of these engines vary from 2 to 9. This being said, the relationship
between dry weight and take-o! thrust is fairly linear.

C. Svoboda / Aircraft Design 3 (2000) 17}31

Fig. 3. Fan diameter.

Fig. 4. Nacelle diameter.

21

22

C. Svoboda / Aircraft Design 3 (2000) 17}31

Fig. 5. Cruise thrust.

Fig. 6. Air mass #ow.

C. Svoboda / Aircraft Design 3 (2000) 17}31

Fig. 7. Bypass ratio.

Fig. 8. Total pressure ratio.

23

24

C. Svoboda / Aircraft Design 3 (2000) 17}31

Fig. 9. Take-o! speci"c fuel consumption.

Fig. 10. Cruise speci"c fuel consumption.

C. Svoboda / Aircraft Design 3 (2000) 17}31

25

Fig. 11. Bypass ratio e!ect on take-o! speci"c fuel consumption.

Table 1
Engine parameters, Set 1
C

Designation
(*)

Country
(*)

Type
(*)

SCF
2(lb/lbhr)

SCF
!0
(lb/lbhr)

M
!0
(*)

h
!0
(ft)

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21

FJ44-1C
FJ44-1A
JT15D-5D
AI-25
TFE731-3
PW545
TFE731-5
TFE731-5B
PW300
TFE731-60
ATF3-6A
PW306A
CFE738
ALF502R-5
ALF502R-3A
AE 3007
ALF 502L-2
DV-22
TF34-GE-100
TF34-GE-400A/B
FJR710

USA
USA
Canada
Ukraine
USA
Canada
USA
USA
Canada
USA
USA
Canada
USA
USA
USA
USA
USA
International
USA
USA
Japan

3
2
2
2
2
2

0.456
0.475
0.550
0.570

0.750
0.758

0.70
0.70

30,000
36,090

0.795
0.835

0.48
0.80

19,685
40,000

0.771
0.756
0.675
0.679
0.830
0.679
0.640

0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.70

40,000
40,000
40,000
40,000
40,000
40,000
40,000
25,000

0.680

0.75

25,000

shaft
shaft
shaft
shaft
shaft & geared front fan
shaft

0.436

2 shaft & geared front fan

2
3
2
2

shaft & geared front fan

shaft cross-compound
shaft
shaft

2
2
2
2

shaft geared
shaft
shaft geared
shaft

2 shaft
2 shaft

0.503
0.394
0.372
0.408
0.408
0.330
0.428
0.370
0.370
0.363
0.374

26

C. Svoboda / Aircraft Design 3 (2000) 17}31

Table 1 (Continued)
C

Designation
(*)

Country
(*)

Type
(*)

22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70

Tay 611
D-36
BR 710
Tay 651
D-436K
PS-90A10
BR 715
CFM56-2B1
CFM56-3B2
D-30KU
CFM56-7B26
PS-90A12
D-30KU-90
V2528-D5
V2500-A5
CFM56-5C4
PS-90A-76
535-C
PW2037
CF-6D
PW2040
D-100
TF39
535-E4
JT9D3A
CFMXX
CF6-80A3
RB211-524B
D-18T
F103-GE-101
PW4052
CF6-50C1
JT9D-59A
JT9D-7R4H1
*CF6-80C2BIF
Safety
CF6-80C2DIF
RB211-524H
Trent 768
CF6-80E1A4
Trentc 775
GE90-76B
Trent 875
PW4084
PW4090
GE90-92B
Trent 890
De-Rated Cruise
Cruise

UK
Ukraine
Germany
UK
Ukraine
Russia
Germany
International
International
Russia
International
Russia
Russia
International
International
International
Russia
UK
USA
USA
USA
Russia
USA
UK
USA
International
USA
UK
Ukraine
USA
USA
USA
USA
USA
USA
CRS
USA
UK
UK
USA
UK
USA
UK
USA
USA
USA
UK
CRS
CRS

2
3
2
2
3
2
2
2
2
2
2
2
2
2
2
2
2
3
2
2
2
2
2
3
2
2
2

shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft

3 shaft
2
2
2
2
2

shaft
shaft
shaft
shaft
shaft

2
3
3
2
3
2
3
2
2
2
3

shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft
shaft

SCF
2(lb/lbhr)
0.360

0.490

0.330
0.348
0.330
0.286
0.315

SCF
!0
(lb/lbhr)

M
!0
(*)

h
!0
(ft)

0.710
0.650
0.630
0.690
0.610
0.630
0.610
0.657
0.655
0.700

0.80
0.75
0.80
0.78
0.75
0.80
0.76
0.85
0.85
0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.80
0.85
0.85
0.80
0.80

43,000
26,250
41,000
35,000
36,090
36,090
35,000
35,000
35,000
36,090
35,000
36,090
36,090
35,000
35,000
35,000
36,090
35,000
35,000
35,000
35,000
36,090

0.80
0.85
0.80
0.85
0.85
0.75

35,000
35,000
35,000
35,000
35,000
36,090

0.570
0.565

0.80
0.85
0.85
0.85
0.80
0.80
0.85
0.85
0.82

35,000
35,000
35,000
35,000
35,000
35,000
35,000
35,000
35,000

0.565

0.82

35,000

0.557
0.537

0.83
0.80

35,000
35,000

0.520
0.557
0.543
0.543

0.80
0.83
0.85
0.85

35,000
35,000
35,000
35,000

0.582
0.664
0.575
0.575
0.567
0.595
0.646
0.582
0.563
0.540
0.598
0.624

0.344
0.360
0.399
0.311
0.390

0.316
0.329
0.322

0.620
0.570
0.537
0.631
0.628
0.576
0.578

0.332

0.274

C. Svoboda / Aircraft Design 3 (2000) 17}31

27

Table 2
Engine parameters, Set 2
C

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45

2(lb)
1500
1900
3045
3307
3700
3876
4500
4750
4750
5000
5440
5700
5725
6790
6970
7200
7500
8532
9065
9275
11,243
13,850
14,330
14,800
15,400
18,078
20,283
22,000
22,000
22,000
24,250
26,400
26,455
26,455
28,000
30,000
34,000
35,275
37,400
38,350
40,000
40,900
41,887
43,000
43,100

!0
(lb)
600
506
*
976
817
915
986
1052
1113
1120
1055
1320
1464
2250
*
*
*
*
*
*
2976
*
3527
2300
*
3439
4343
3600
4969
5040
6063
5480
5071
6063
5752
5752
7100
7716
8453
6500
9120
*
8377
*
8700

mdot
(lb/s)

a
(*)

P
$,
(*)

P
2-2
(*)

Dia
(in)

63
63
75
100
118
*
140
143
180
*
162
*
210
*
*
*
*
309
333
338
*
410
562
435
426
*
582
636
784
683
593
783
816
540

3.28
3.28
3.30
2.10
2.80
4.00
3.34
3.48
4.50
4.40
2.80
4.50
5.30
5.70
5.71
5.00
5.00
5.00
6.42
6.20
6.50
3.04
5.60
*
3.07
6.20
3.76
*
6.00
4.90
2.42
5.10
5.05
2.44
4.70
4.60
6.40
4.50
4.40
6.00
4.40
6.00
8.10
8.00
4.30

*
*
1.50
1.70
*
*
*
*
*
*
*
*
1.70
*
*
*
*
*
1.50
1.50
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
1.70
*
*
*
*
*
1.70
1.42
*
*

12.80
12.80
10.00
9.60
14.60
*
14.40
14.60
23.00
14.60
21.30
12.70
23.00
12.20
11.60
23.00
13.60
*
20.00
21.00
*
15.80
20.00
26.00
16.60
21.00
23.10
32.00
30.50
28.80
20.00
32.60
25.30
35.02
30.00
29.40
38.30
36.40
21.10
31.80
30.40
27.60
40.75
22.00
25.80

*
*
28.0
32.3
*
*
*
*
*
*
33.9
36.5
*
*
41.7
*
41.7
*
49.0
52.0
49.0
*
54.1
*
*
54.1
*
*
*
*
*
*
*
*
63.5
63.0
*
*
*
*
*
*
*
*
*

848
1065
1036
1142
1210
1307
1340
1581
1541
1150

Dia
$,
(in)

Dia
2-2
(in)

Leng
(in)

=
"07
(lb)

19.7
19.7
*
*
28.2
27.3
*
29.7
*
30.7
*
31.7
*
*
*
38.5
*
*
*
*
*
44.0
*
48.0
44.8
*
55.1
58.0
68.3
60.0
57.3
61.0
65.8
57.3
*
*
72.3
74.8
73.9
78.5
86.4
78.5
95.9
96.2
74.1

21.7
20.9

34.2
32.0

41.9
40.3
61.0
78.5
59.8
68.0

445
447
632
705
754
765

33.8

91.1

899

36.7

82.3
102.3
75.6
99.0

929
1125
1043
1325

56.8
106.5
58.6

1336
1581
1311
1543
1440
1478
2160
3135
2445
3600
3380
3197
4180
4660
4671
4301
5110
5216
5071
5291
5400
5200
4995
6503
7294
7196
10,155
7300
7716
7900
7189

38.2
43.0

43.5

52.0

62.0

61.4

61.4

84.8
94.1
84.8
102.5

100.0
100.0
93.0
94.7
136.6
134.0
94.7
136.6
168.5
142.0
95.7
93.0
224.0
98.7
188.8
224.4
126.0
126.0
103.0
195.4
118.5
146.8
188.0
146.8
100.0
117.9

=
,!
(lb)

1040

1495

7900
7500

28

C. Svoboda / Aircraft Design 3 (2000) 17}31

Table 2 (Continued)
C

2(lb)

!0
(lb)

mdot
(lb/s)

a
(*)

P
$,
(*)

P
2-2
(*)

Dia
(in)

Dia
$,
(in)

46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70

43,600
45,000
50,000
50,000
51,660
51,711
52,500
52,500
53,000
56,000
57,160
57,898
60,090
60,600
67,500
70,000
75,150
76,400
77,900
84,600
90,000
90,200
91,300
88,682
115,600

10,200
*
10,477
11,000
10,716
*
9400
10,800
11,950
12,250
11,330
12,042
11,330
11,813
11,500
*
11,500
17,500
13,000
13,965
*
18,400
13,000
24,084
24,084

1495
*
1460
1513
1687
1476
1700
1484
1640
1695
1769
1730
1769
1604
1932
1926
*
3000
2482
2558
2550
3221
2720
3759
3759

5.17
*
4.60
4.50
5.60
4.31
5.00
4.40
4.90
4.80
5.06
5.05
5.05
4.30
*
5.30
*
8.40
*
4.85
6.41
9.00
5.75
8.02
8.02

*
*
*
*
*
*
*
*
*
*
*
1.70
*
*
*
*
*
*
*
1.70
*
*
1.70
1.63
1.63

21.50
*
28.40
28.40
27.50
30.20
27.50
30.40
24.50
26.70
29.90
30.40
31.80
33.00
*
34.60
*
39.30
*
30.00
34.40
45.50
42.80
30.40
30.40

95.6
*
86.4
*
109.9
86.4
*
*
97.0
97.0
106.0
*
106.0
*
*
*
*
*
*
*
*
*
*
*
*

*
84.0
*
84.8
*
*
93.6
86.4
*
*
*
96.3
*
86.3
97.4
96.0
97.4
123.0
110.0
93.6
93.6
123.0
110.0
142.0
142.0

Dia
2-2
(in)

97.2
94.1

112.5

110.0
134.0
120.0
120.0
134.0
165.8
165.8

Leng
(in)

=
"07
(lb)

128.2

8608

157.4
119.4
212.6
173.0
153.6
183.0
132.2
132.7
168.0
193.0
168.0
125.0
154.0
173.5
154.0
193.0
172.0
191.7
191.7
193.0
172.0
193.0
193.0

8420
9195
9039
8768

=
,!
(lb)

10,842
9140
8885
9499
9500
9874
10,550
11,189
10,550
13,333
13,965
16,664
13,333
19,000
19,000

Table 3
Engine parameters, Set 3
C

Fan
(*)

Compressor
(*)

Combustion
(*)

Turbine
(*)

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16

1S
1S
1S
3S
1S
1S

1S
1S
1S
8S
4S
2S

Annular radial out#ow

Annular radial out#ow
Annular reverse #ow
Annular
Annular, reverse #ow
Annular, folded reverse #ow

1S
1S
1S
1S
1S
1S

axial
axial
axial
axial
axial
IBR

LP axial, 1S HP centrigufal
LP axial, 1S HP centrigufal
centrifugal
LP, 1S HP
cent, 1S axial

HP axial, 2S LP axial
HP axial, 2S LP axial
HP, 2S LP
HP, 2S LP
HP, 3S LP
HP, 3S LP

1S axial

4S LP, 1S HP

Annular, reverse #ow

1S HP, 3S LP

1S axial
1S
1S, overhung
1S

4S
5S
4S
5S

Annular, reverse #ow

Annular
Annular
Annular

1S
1S
2S
2S

2S
1S

7S axial, 1S centrifugal
14S axial

Annular
Annular

2S HP, 2S LP
2S HP axial, 2S LP axial

LP, 1S HP
axial, 1S centrifugal
axial, 1S centrifugal
axial, 1S centrifugal

HP, 3S LP
H, 3S I, 2S L
axial, HP, 3S axial
HP, 3S LP

C. Svoboda / Aircraft Design 3 (2000) 17}31

29

Table 3 (Continued)
C

Fan
(*)

Compressor
(*)

Combustion
(*)

Turbine
(*)

17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70

2S

7S axial, 1S centrifugal

Annular

2S HP, 2S LP

14S axial
14S axial
12S
3S LP, 12S HP
6S IP, 7S HP
10-S
3S LP, 12S HP
6S IP, 7S HP
12S HP
10S
3S axial LP, 9S HP
3S axial LP, 9S HP
11S HP
3S axial LP, 9S HP
12S HP
13S H

Annular
Annular
Smokeless annular
Tubo-annular
Annular
Annular
Tubo-annular
Annular
Annular

Annular
Can-annular

2S
2S
2S
2S
1S
2S
2S
1S
2S
3S
1S
1S
2S
1S
2S
2S

HP, 4S LP
HP, 4S LP
H, 4S L
HP, 3S LP
HP, 1S IP
HP, 2S LP
HP, 3S LP
HP, 1S IP, 4S LP
HP, 2S LP
LP
HP, 4S LP
HP, 4S LP
H, 4S L
HP, 4S LP
HP, 3S LP
HP, 3S LP

4S LP, 1-S HP
4S axial LP, 9S HP
2S LP, 13S HP
6S IP, 6S HP
4S LP, 12S HP
1S H, 16L
4S LP, 12S HP
4S L, 12S H
16S axial
6S IP, 6S HP
3S L, 11S H

Annular
Dual annular
Can-annular
Annular
Annular
Annular
Annular
Fully annular
Annular
Annular
Annular

2S
1S
2S
1S
2S
2S
2S
2S
2S
1S
2S

HP, 5 LP
HP, 5S LP
HP, 4S LP
HP, 1S IP, 3S LP
HP, 5S LP
HP, 5S LP
HP, 5S LP
H, 6S L
HP, 6S LP
HP, 1S IP, 3S LP
HP, 4S LP

1S, 4S

3S LP, 14S HP

Annular

2S HP, 4S LP

1S

7S IP, 7S HP

Annular

1S-HP, 1S IP, 4S LP

1S
1S
1S
1S
1S, 4S

4S LP, 11S HP
1S H, 16L

Annular
Annular
Annular
Annular
Annular

2S
2S
2S
2S
2S

1S, 4S
1S, overhung
1S
1S, 4S
1S
1S
1S
1S
1S
1S
1S

4S
7S
8S
4S
8S
3S
8S
4S
4S
3S
8S

Annular
Annular

2S HP, 5S LP
1S-HP, 1S IP, 3S LP

Annular

2S HP, 5S LP

Double annular

2S HP, 6S LP

Annular
Annular
Double annular
Annular

2S
2S
2S
1S

1S
1S
1S
1S
1S
1S
1S
1S
1S axial
1S axial
1S
3S
1S axial
1S
3S
1S
1S
1S axial
1S
1S
1S
1S
1S
1S
1.5S
1S
1S

4S LP, 14S HP
LP, 14S HP
IP, 6S HP
IP, 6S HP
LP, 14S HP
IP, 6S HP
LP, 10S HP
IP, 6S HP
LP, 11S HP
LP, 11S HP
LP, 10S HP
IP, 6S HP

Can-annular

HP,
HP,
HP,
HP,
HP,

HP,
HP,
HP,
HP,

4S
5S
4S
4S
5S

4S
4S
6S
1S

LP
LP
LP
LP
LP

LP
LP
LP
IP, 5S LP

30

C. Svoboda / Aircraft Design 3 (2000) 17}31

In Fig. 2, Length is plotted as a function of take-o! thrust. For engines with take-o! thrust less
than 10,000 pounds, length increases signi"cantly with take-o! thrust. When the take-o! thrust is
above 10,000 pounds, the length increases slowly with take-o! thrust. Length should not ever
exceed 225 in. Length is determined by the number of compressor and turbine stages. The number
of stages is an arbitrary design choice.
In Fig. 3, Fan Diameter is plotted as a function of take-o! thrust. The trend appears to be
parabolic. This "ts the roughly linear relationship between air mass #ow and fan area that is
required if the exit velocities of the engines being examined are similar. Fan diameter is a function
of bypass ratio, which is an arbitrary design choice.
A similar parabolic trend exists in the relationship between Nacelle diameter and take-o! thrust
as seen in Fig. 4.
In Fig. 5, cruise thrust is plotted as a function of take-o! thrust. This relationship would be
expected to be completely linear if none of the engines had a de-rated take-o! thrust and if all the
engines had the same cruise altitude and velocity. Even with these variations, the relationship is
reasonably linear.
In Fig. 6, air mass #ow is plotted as a function of take-o! thrust. Since the fan exit velocities and
turbine exit velocities for most engines with a bypass ratio greater than 2 are similar, it is expected
that take-o! thrust of an engine would be proportional to the air mass #ow of the engine. This is
con"rmed by the linear relationship of air mass #ow to take-o! thrust shown in Fig. 6.
In Fig. 7, the bypass ratio is plotted as a function of take-o! thrust. It is notable that there is a lot
of scatter. Bypass ratio is a strong function of the type of application and not just the take-o!
thrust. Even for similar applications, the bypass ratio is an arbitrary design choice. It is also true
that higher bypass ratio engines are a relatively recent phenomenon and that many older, lower
bypass ratio engines are still in production.
In Fig. 8, total pressure ratio is plotted as a function of take-o! thrust. Taking into account the
large amount of scatter, there appears to be a parabolic relationship between the total pressure
ratio and take-o! thrust. In engine design, a higher total pressure ratio usually yields to a lower
speci"c fuel consumption, but also leads to more stages, more weight, more length, more complexity and a higher turbine temperature. These issues are often traded o! against each other, which
could easily explain the high level of scatter for a given take-o! thrust.
In Fig. 9, take-o! speci"c fuel consumption is plotted as a function of take-o! thrust. Except for
some scatter, probably due to di!erences in bypass ratio, the relationship appears to be parabolic.
In Fig. 10, cruise speci"c fuel consumption is plotted as a function of take-o! thrust. This
relationship also appears to be parabolic, with less scatter than the plot of take-o! speci"c fuel
consumption.
In Fig. 11, take-o! speci"c fuel consumption is plotted as a function of bypass ratio. This
relationship also appears to be parabolic.

4. Summary
The "gures and formulas presented in this article are useful for making quick and reasonable
estimates of various engine parameters when initially de"ning an engine for a new application. The
major issues which need to be understood when these "gures are viewed are: (1) de-rating of engine

C. Svoboda / Aircraft Design 3 (2000) 17}31

31

take-o! thrust, (2) age of engine design, and (3) variability of bypass ratio. Based on the data in Figs.
1}11 these design trends are suggested [see Eqs. (1)}(11)].
Afterword
The author is seeking missing data, especially nacelle weights, for the engines currently included
in the current database. If you would like to help with that task, please contact me at Department
of Aerospace Engineering, 2004 Learned Hall, Lawrence, KS 66045. The phone is (785) 864-4267.
My current e-mail address is svoboda@engr.ukans.edu.

References
[1] Jones V. Comparative study of a 3X and conventional twin engine installation on a typical medium sized business
jet, Master's Thesis, University of Kansas, Lawrence, KS, 1995.
[2] Svoboda C. Comparative study of a 6X and a standard four engine installation on the boeing 747-400. Master's
Thesis, 2004 Learned Hall, University of Kansas, Lawrence, Kansas, 1998.
[3] Jackson P. Jane's aero engines Aircraft. Jane's Publishing Company, London, 1996}1997.
[4] Taylor, JWR. Jane's all the world aircraft. Jane's Publishing Company, London, 1995}1996.
[5] Mattingly JD. Elements of gas turbine propulsion. New York: McGraw-Hill, 1996.