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In modern high-bypass turbofan engines, the fan mounted afore the jet engine core is very large.
Although once widely used, they are relatively inefficient compared to turboprop and turbofans for subsonic flight.
Taking the principle a step further, the high-bypass turbofan is even more efficient, having typically three spools each spinning at a different speed.
It was a conventional design for its class, a low-wing monoplane with turbofan engines mounted in rear fuselage nacelles.
Postwar developments of the turbojet and turbofan engines apparently obviated the need for large aircraft engines of this type.
Afterburners are not used on high-bypass turbofan engines but may be used on either low-bypass turbofan or turbojet engines.
Low bypass turbofans have a lower exhaust speed than turbojets and are mostly used for high sonic and transonic and low supersonic speeds.
These engines have the fuel efficiency advantages of turboprops with the performance capability of commercial turbofans.
The turbofans on twin engined airliners are further over-sized to cope with losing one engine during take-off, which reduces the aircraft's net thrust by 50%.
Modern military transport turbofan engines are virtually identical to their civilian counterparts.
This was a complex design featuring contra-rotating stages and a bypass fan, making it one of the earliest turbofan designs to be produced.
Nevertheless, further studies of the geared turbofan concept were announced.
The endurance requirement is so strenuous that a turbofan engine may not be a viable option.
It is particularly effective on turbofans since they are required to respond quickly to changes of the thrust setting.
Following the crash, it is now mandatory to test all newly designed and significantly redesigned turbofan engines under representative flight conditions.
