net thrust

Naturally, net thrust will decrease with altitude, because of the lower air density.

The fan is scaled to achieve the desired net thrust.

It can be shown that the net thrust of a rocket is:

Thus, the greater the specific impulse, the greater the net thrust and performance of the engine.

Fairly obviously, when an engine is throttled-back, it will lose net thrust.

Clearly, net thrust falls with altitude, because of the decrease in ambient pressure.

In the second HyShot mission, no net thrust was achieved.

Selecting a point on the plot, net thrust is calculated as follows:

The net thrust of a turbojet is given by:

The inlet sits upstream of the compressor and has a strong influence on engine net thrust.

An approximate equation for the net thrust of a rocket engine is:

This term now starts to offset the still increasing ram drag, eventually causing net thrust to start to increase.

Naturally, as altitude increases there is a decrease in air density and, therefore, the net thrust of an engine.

This increases the stagnation pressure recovered from the freestream and improves net thrust.

Nowadays, civil engines are usually flat-rated on net thrust up to a 'kink-point' climate.

This cooling air, after being utilized, was ducted toward the rear of the nacelle, to provide additional net thrust.

Adding a zero stage also induces more airflow into the engine, thereby increasing net thrust.

In some engines, the net thrust at say Mach 1.0, sea level can even be slightly greater than the static thrust.

Although the net thrust was reduced by shutting down the jet, operating on the ramjet alone allowed the aircraft to reach much higher speeds.

The hypersonic regime is often alternatively defined as speeds where ramjets do not produce net thrust.

The energy lost in this process heats the air, which means the engine has to operate at ever-higher temperatures in order to provide net thrust.

Consequently, the net thrust of a rocket motor is equal to the gross thrust (apart from static back pressure).

However, the specific fuel consumption (fuel flow/net thrust) is unaffected, assuming scale effects are neglected.

Deducting this term from the streamtube net thrust yields the force applied by the engine to the airframe proper.

The variation of net thrust with flight Mach number can be clearly seen on the Husk Plot.