The turbojet is an air breathing jet engine, usually used in aircraft.

It consists of a gas turbine with a

propelling nozzle. The gas turbine has an air inlet, a compressor, a combustion chamber, and a turbine
(that drives the compressor). The compressed air from the compressor is heated by the fuel in the
combustion chamber and then allowed to expand through the turbine. The turbine exhaust is then
expanded in the propelling nozzle where it is accelerated to high speed to provide thrust.

The needs and demands being fulfilled by the turbojet engine are

Low specific weight to of the reciprocating engine

Relative simplicity no unbalanced forces or reciprocating engine
Small frontal area, reduced air cooling problem- less than th the frontal
area of the reciprocating engine giving a large decrease in nacelle
drag and consequently giving a greater available excess thrust or power,
particularly at high speeds.
Not restricted in power output - engines can be built with greatly increased
power output over that of the reciprocating engine without the
accompanying disadvantages.
Higher speeds can be obtained not restricted by a propeller to speeds
below 800 km/h.

Turbojets have been replaced in slower aircraft by turboprops because they have better range-specific
fuel consumption. At medium speeds, where the propeller is no longer efficient, turboprops have been
replaced by turbofans. The turbofan is quieter and has better range-specific fuel consumption than the
turbojet. Turbojets are still common in medium range cruise missiles, due to their high exhaust speed,
small frontal area, and relative simplicity.

Turbojets have poor efficiency at low vehicle speeds, which limits their usefulness in vehicles other than
aircraft. Turbojet engines have been used in isolated cases to power vehicles other than aircraft,
typically for attempts on land speed records. Where vehicles are 'turbine powered' this is more
commonly by use of a turboshaft engine, a development of the gas turbine engine where an additional
turbine is used to drive a rotating output shaft. These are common in helicopters and hovercraft.
Turbojets have also been used experimentally to clear snow from switches in railyards.[citation needed]
The turbofan or fanjet is a type of airbreathing jet engine that is widely used in aircraft propulsion. The
word "turbofan" is a portmanteau of "turbine" and "fan": the turbo portion refers to a gas turbine
engine which achieves mechanical energy from combustion,[1] and the fan, a ducted fan that uses the
mechanical energy from the gas turbine to accelerate air rearwards. Thus, whereas all the air taken in by
a turbojet passes through the turbine (through the combustion chamb

er), in a turbofan some of that air bypasses the turbine. A turbofan thus can be thought of as a turbojet
being used to drive a ducted fan, with both of those contributing to the thrust. The ratio of the mass-
flow of air bypassing the engine core compared to the mass-flow of air passing through the core is
referred to as the bypass ratio. The engine produces thrust through a combination of these two portions
working in concert; engines that use more jet thrust relative to fan thrust are known as low bypass
turbofans, conversely those that have considerably more fan thrust than jet thrust are known as high
bypass. Most commercial aviation jet engines in use today are of the high-bypass type,[2][3] and most
modern military fighter engines are low-bypass.[4][5] Afterburners are not used on high-bypass turbofan
engines but may be used on either low-bypass turbofan or turbojet engines.

Most of the air flow through a high-bypass turbofan is low-velocity bypass flow: even when combined
with the much higher velocity engine exhaust, the average exhaust velocity is considerably lower than in
a pure turbojet. Turbojet engine noise is predominately jet noise from the high exhaust velocity,
therefore turbofan engines are significantly quieter than a pure-jet of the same thrust with jet noise no
longer the predominant source. Other noise sources are the fan, compressor and turbine.[6] Jet noise is
reduced with chevrons, sawtooth patterns on the exhaust nozzles,[7] on the Rolls-Royce Trent 1000 and
General Electric GEnx engines used on the Boeing 787.

Since the efficiency of propulsion is a function of the relative airspeed of the exhaust to the surrounding
air, propellers are most efficient for low speed, pure jets for high speeds, and ducted fans in the middle.
Turbofans are thus the most efficient engines in the range of speeds from about 500 to 1,000 km/h (310
to 620 mph), the speed at which most commercial aircraft operate.[8][9] Turbofans retain an efficiency
edge over pure jets at low supersonic speeds up to roughly Mach 1.6.

A turboprop engine is a turbine engine that drives an aircraft propeller.[1] In contrast to a turbojet, the
engine's exhaust gases do not contain enough energy to create significant thrust, since almost all of the
engine's power is used to drive the propeller.

Turboprop engines are generally used on small subsonic aircraft, but some aircraft outfitted with
turboprops have cruising speeds in excess of 500 kt (926 km/h, 575 mph).[citation needed] Large military and
civil aircraft, such as the Lockheed L-188 Electra and the Tupolev Tu-95, have also used turboprop
power. The Airbus A400M is powered by four Europrop TP400 engines, which are the third most
powerful turboprop engines ever produced, after the eleven megawatt-output Kuznetsov NK-12 and
10.4 MW-output Progress D-27.[citation needed]

In its simplest form a turboprop consists of an intake, compressor, combustor, turbine, and a propelling
nozzle. Air is drawn into the intake and compressed by the compressor. Fuel is then added to the
compressed air in the combustor, where the fuel-air mixture then combusts. The hot combustion gases
expand through the turbine. Some of the power generated by the turbine is used to drive the
compressor. The rest is transmitted through the reduction gearing to the propeller. Further expansion of
the gases occurs in the propelling nozzle, where the gases exhaust to atmospheric pressure. The
propelling nozzle provides a relatively small proportion of the thrust generated by a turboprop.
Turboprops are most efficient at flight speeds below 725 km/h (450 mph; 390 knots) because the jet
velocity of the propeller (and exhaust) is relatively low. Due to the high price of turboprop engines, they
are mostly used where high-performance short-takeoff and landing (STOL) capability and efficiency at
modest flight speeds are required. The most common application of turboprop engines in civilian
aviation is in small commuter aircraft, where their greater power and reliability over reciprocating
engines offsets their higher initial cost and fuel consumption. Turboprop airliners now operate at nearly
the same speed as small turbofan-powered aircraft but burn two-thirds of the fuel per passenger.[2]
However, compared to a turbojet (which can fly at high altitude for enhanced speed and fuel efficiency)
a propeller aircraft has a much lower ceiling. Turboprop-powered aircraft have become popular for bush
airplanes such as the Cessna Caravan and Quest Kodiak as jet fuel is easier to obtain in remote areas
than is aviation-grade gasoline (avgas).[citation needed]

A scramjet (supersonic combusting ramjet) is a variant of a ramjet airbreathing jet engine in which
combustion takes place in supersonic airflow. As in ramjets, a scramjet relies on high vehicle speed to
forcefully compress the incoming air before combustion (hence ramjet), but a ramjet decelerates the air
to subsonic velocities before combustion, while airflow in a scramjet is supersonic throughout the entire
engine. This allows the scramjet to operate efficiently at extremely high speeds.
Difference between ram and scram
Both are types of experimental engine designed for speeds greater than that of sound, in the hypersonic
realm. They are jet engines with no moving parts, relying on the enormous pressures created by
supersonic airflow into the engine to ignite fuel without needing the compressors and turbines used in
the turbofan engines found on conventional jet planes.

In a ramjet, the combustion chamber - where the air is mixed with fuel and ignited - only works at
subsonic speeds. So the intake slows the air down, releasing some of its energy as a shock wave, but this
reduces fuel efficiency. The scramjet is an innovation on the ramjet in which the combustion chamber is
specially designed to operate with supersonic airflow. Scramjet is simply an acronym for 'supersonic
combustion' ramjet.

A ramjet engine provides a simple, light propulsion system for high speed flight. Likewise, the supersonic
combustion ramjet, or scramjet, provides high thrust and low weight for hypersonic flight speeds. Unlike
a turbojet engine, ramjets and scramjets have no moving parts, only an inlet, a combustor that consists
of a fuel injector and a flame holder, and a nozzle. How do ramjets and scramjets work?

When mounted on a high speed aircraft, large amounts of surrounding air are continuously brought into
the engine inlet because of the forward motion of the aircraft. The air is slowed going through the inlet,
and the dynamic pressure due to velocity is converted into higher static pressure. At the exit of the inlet,
the air is at a much higher pressure than free stream. While the free stream velocity may be either
subsonic or supersonic, the flow exiting the inlet of a ramjet is always subsonic. The flow exiting a
scramjet inlet is supersonic and has fewer shock losses than a ramjet inlet at the same vehicle velocity.
In the burner, a small amount of fuel is combined with the air and ignited. In a typical engine, 100
pounds of air/sec. is combined with only 2 pounds of fuel/sec. Most of the hot exhaust has come from
the surrounding air. Flame holders in the burner localize the combustion process. Burning occurs
subsonically in the ramjet and supersonically in the scramjet. Leaving the burner, the hot exhaust passes
through a nozzle, which is shaped to accelerate the flow. Because the exit velocity is greater than the
free stream velocity, thrust is created as described by the general thrust equation. For ramjet and
scramjet engines, the exit mass flow is nearly equal to the free stream mass flow, since very little fuel is
added to the stream.

The thrust equation for ramjets and scramjets contain three terms: gross thrust, ram drag, and a
pressure correction. If the free stream conditions are denoted by a "0" subscript and the exit conditions
by an "e" subscript, the thrust F is equal to the mass flow rate m dot times the velocity V at the exit
minus the free stream mass flow rate times the velocity plus the pressure p difference times the nozzle
exit area:

F = [m dot * V]e - [m dot * V]0 + (pe - p0) * Ae

Aerodynamicists often refer to the first term (exit mass flow rate times exit velocity) as the gross thrust,
since this term is largely associated with conditions in the nozzle.

The second term (free stream mass flow rate times free stream velocity) is called the ram drag. This
term can be quite large for scramjet engines.

For ramjets and scramjets, the nozzle exit velocity is supersonic, and the exit pressure depends on the
area ratio between the throat of the nozzle and the exit of the nozzle. Only for a unique design condition
is the exit pressure equal the free stream static pressure. For all other conditions, we must include the
third term of the thrust equation (exit pressure minus free stream pressure times the exit area). This
pressure correction is usually small compared to the first term of the thrust equation. But for
completeness, this term is usually included in the gross thrust.