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Engine pressure ratio

The engine pressure ratio (EPR) is a fundamental performance parameter in turbojet and turbofan engines, defined as the ratio of the total pressure at the turbine discharge to the total pressure at the compressor inlet.^[1] This ratio quantifies the overall pressure rise across the engine core, serving as a reliable indicator of thrust production by reflecting the efficiency of compression and expansion processes.^[2] EPR is calculated as the product of the pressure ratios across individual engine components, including the compressor, combustor, and turbine, typically expressed as \mathrm{EPR} = \frac{P_{t3}}{P_{t2}} \times \frac{P_{t4}}{P_{t3}} \times \frac{P_{t5}}{P_{t4}}, where the subscripts denote standard engine station total pressures.^[2] In operational use, it is measured via pressure probes at the engine inlet (compressor face) and turbine exit (prior to the nozzle), with the differential processed by a transducer for display on cockpit gauges.^[3] This setup automatically accounts for effects from airspeed and altitude, though corrections for ambient temperature are sometimes needed for precise power settings.^[4] As a certified thrust-setting parameter, EPR enables pilots to manage engine power output effectively, often recommended by manufacturers over rotor speed indicators like N1 for consistent performance monitoring in varying flight conditions.^[3] It provides critical feedback to the full authority digital engine control (FADEC) systems to prevent exceeding pressure limits, and deviations—such as low EPR signaling potential flameout or damage, or high EPR indicating fuel control issues—aid in diagnosing malfunctions.^[3] Distinct from the overall pressure ratio (OPR), which focuses solely on compressor performance, EPR encompasses the entire thermodynamic cycle, making it essential for evaluating engine efficiency and health in high-bypass turbofan designs common in modern commercial aviation.^[2]

Fundamentals

Definition

The engine pressure ratio (EPR) is a key performance metric in gas turbine engines, defined as the ratio of the total pressure at the turbine discharge (P_{t4.5} or P_{t5}) to the total pressure at the compressor inlet (P_{t2}), expressed mathematically as \text{EPR} = \frac{P_{t4.5}}{P_{t2}} or equivalently \text{EPR} = \frac{P_{t8}}{P_{t2}} at the nozzle inlet.^[2]^[4] This ratio quantifies the overall pressure rise across the engine core, from inlet through compressor, combustor, turbine, and to the nozzle, serving as an indicator of the engine's thermodynamic cycle efficiency and thrust production.^[2] Total pressure, unlike static pressure, accounts for both the thermodynamic pressure of the fluid and its kinetic energy, given by P_\text{total} = P_\text{static} + \frac{1}{2} \rho V^2, where \rho is the fluid density and V is the flow velocity.^[5] Static pressure measures the force per unit area perpendicular to the flow without considering motion, but in high-velocity flows within gas turbine engines, dynamic effects are significant, making total pressure the appropriate measure to capture the full energy available for subsequent processes.^[2] Total pressure is thus used for EPR to provide an accurate representation of the stagnation conditions at the measurement points, independent of local flow velocities.^[6] As a dimensionless quantity, EPR has no units and serves as a direct indicator of overall engine performance.^[7] In modern high-bypass turbofan engines, typical EPR values at takeoff thrust range from 1.3 to 2.0, reflecting the balance of compression and expansion processes with losses in the combustor and turbine.^[8] EPR is the product of the pressure ratios across individual engine components, calculated as EPR = (P_{t3}/P_{t2}) × (P_{t4}/P_{t3}) × (P_{t5}/P_{t4}) × (P_{t8}/P_{t5}), where the subscripts denote standard engine station total pressures.^[2] In ideal isentropic flow for the compressor stage, the pressure-temperature relationship follows \frac{P_{t3}}{P_{t2}} = \left( \frac{T_{t3}}{T_{t2}} \right)^{\gamma / (\gamma - 1)}, with \gamma \approx 1.4 for air, but overall EPR is reduced from this compressor ratio due to pressure drops in the combustor and inefficiencies in the turbine.^[7]

Physical Significance

The engine pressure ratio (EPR) serves as a key indicator of overall engine efficiency in gas turbine engines, reflecting the net pressure rise through the core after accounting for compression, combustion, and expansion processes.^[9] A well-maintained engine operates at or near its nominal EPR, signaling balanced performance across components, while deviations suggest issues such as losses in the core flow path or mechanical degradation.^[10] Furthermore, EPR monitoring helps assess operational margins, including surge protection in the compressor; systems often reference EPR thresholds to modulate fuel flow or bleed valves, preventing aerodynamic instabilities.^[11] In the context of the Brayton thermodynamic cycle underlying jet engines, the compressor pressure ratio (which ideally approximates EPR without losses) directly influences overall thermal efficiency, as higher ratios allow for greater expansion in the turbine and improved energy extraction from combustion.^[12] According to ideal cycle analysis, thermal efficiency increases with the cycle's pressure ratio; for instance, modern high-bypass turbofans achieve overall compressor pressure ratios exceeding 40:1, contributing to core thermal efficiencies above 35%.^[13] This relationship underscores the importance of high compressor ratios in optimizing engine design for fuel economy and reduced emissions, though EPR provides a practical measure incorporating real-world losses.^[14] EPR plays a central role in engine control systems for precise thrust management, where it is often the primary parameter for scheduling fuel flow to meet pilot demands in engines certified for its use.^[15] Full-authority digital engine controls (FADECs) use EPR feedback to regulate power output, ensuring stable operation across flight regimes by adjusting compressor speed and variable geometry elements like inlet guide vanes.^[3] In fault detection, continuous EPR trending identifies anomalies such as core fouling, turbine degradation, or icing, which manifest as shifts from baseline values, enabling automated alerts or protective mode shifts.^[16] A practical application of EPR in maintenance is its use in flight data monitoring programs, where deviations from expected EPR profiles during cruise or takeoff signal impending issues like wear in core components, prompting predictive scheduling to avoid unscheduled downtime.^[17] For example, airlines analyze post-flight EPR data against nominal models to forecast remaining useful life, with thresholds as low as 1-2% deviation triggering inspections that have been shown to extend engine overhaul intervals by up to 20%.^[18]

Calculation and Measurement

Direct Measurement Techniques

Direct measurement of engine pressure ratio (EPR) relies on physical sensors to capture total pressure at the compressor inlet (typically denoted as P_{t2}) and the turbine discharge (denoted as P_{t5} for single-spool or P_{t6} for dual-spool), with EPR calculated as the ratio P_{t5}/P_{t2} or P_{t6}/P_{t2}.^[19] These measurements are obtained using pressure transducers installed at dedicated ports on the engine casing, such as Kiel probes or pitot-static assemblies designed to sense stagnation total pressure while minimizing flow distortion.^[20] Piezoelectric transducers are commonly employed for their ability to handle dynamic pressure variations in engine environments, converting mechanical stress from pressure into electrical signals for processing.^[21] Installation of these probes requires precise placement to ensure accurate total pressure capture, typically at the compressor face for inlet measurements and downstream of the turbine for discharge readings, with probes extending into the airflow via rakes or single-point mounts to avoid boundary layer effects.^[20] In dual-spool engines, redundancy is incorporated through dual transducers for critical pressures, allowing cross-verification and failover to maintain measurement integrity during operations.^[19] Calibration accounts for temperature-induced drift by applying compensation factors during factory testing, often using NIST-traceable standards to adjust zero-point and sensitivity offsets across operational temperature ranges up to 500°C.^[22] Probes are also positioned to integrate with engine casings, secured with shock isolators to withstand vibrations. Real-time EPR data is acquired via full authority digital engine control (FADEC) systems, where transducers feed analog signals to the electronic engine controller for digitization and ratio computation at rates exceeding 100 Hz to support thrust management.^[19] This data is displayed on cockpit instruments or logged for maintenance, with accuracy maintained to ensure reliable engine limiting and performance scheduling without exceeding turbine temperature margins. FADEC incorporates range checks and analytical redundancy, synthesizing EPR from correlated parameters like rotor speeds if a primary sensor fails. High-temperature environments near the turbine pose significant challenges, including sensor degradation and signal noise from thermal expansion, necessitating cooled probe designs that circulate air or fuel through internal channels to keep transducer elements below 200°C.^[23] These solutions enable sustained operation in gas paths exceeding 1000°C while preserving measurement fidelity for EPR control.^[24]

Computational Methods

Thermodynamic models, particularly those based on the Brayton cycle, enable the computation of engine pressure ratio (EPR) by simulating the gas turbine's thermodynamic processes from inlet conditions, rotational speed (RPM), and fuel flow rates. These models divide the engine into components such as the compressor, combustor, and turbine, each characterized by performance maps that relate corrected mass flow, pressure ratio, and efficiency to corrected speed. For instance, the compressor pressure ratio is iteratively solved using inlet total pressure and temperature, shaft speed, and fuel flow to balance mass and energy across the cycle, often employing numerical methods like the secant method for convergence.^[25] In engine health monitoring, gas path analysis integrates these thermodynamic models to infer EPR indirectly from measurable parameters such as exhaust gas temperature (EGT) and fan speed (N1), without direct pressure sensors. Techniques like weighted least squares estimation correct for measurement noise and deviations, using a fault influence matrix to estimate component health signatures that include EPR deviations, achieving true positive rates around 45-52% in fault detection benchmarks. Probabilistic neural networks and extended Kalman filters further refine these inferences by processing steady-state data trends, enabling real-time monitoring of EPR-related performance degradation in operational engines.^[26]^[27] During design phases, computational fluid dynamics (CFD) and finite element methods predict EPR by resolving three-dimensional flow fields through the engine, from intake to exhaust, bypassing the need for empirical maps. Fully coupled CFD simulations match compressor and turbine power balances across operating lines, using inputs like freestream conditions and shaft speed to output total pressure ratios, validated against experimental data with agreements within 7% for pressure at key stations but up to 13% discrepancies in mass flow due to turbulence modeling. These predictions inform preliminary design iterations, with finite element analysis complementing by assessing structural influences on flow paths.^[28] Computational errors in these methods often arise from assumptions in isentropic efficiency, constant specific heat ratios, and off-design map scaling, leading to deviations exceeding 5% in torque or pressure predictions at nominal conditions. Mitigation strategies employ machine learning, such as adaptive neural networks trained on simulation data to correct component performance maps, reducing steady-state errors in pressure-related parameters to under 0.5% by perturbing outputs based on real engine discrepancies. These corrections enhance model fidelity across operating envelopes, particularly for turbofan and turbojet variants.^[25]^[29]

Applications in Jet Engines

Role in Turbofan Engines

In dual-spool turbofan engines, the engine pressure ratio (EPR) is adapted to encompass the distinct pressure ratios across the low-pressure compressor (fan) and high-pressure core compressor stages, enabling independent optimization of each spool for efficiency and performance. The fan pressure ratio (FPR), a key subset of the overall EPR, measures the total pressure increase across the fan blades and is typically maintained at lower values (e.g., 1.4–2.5) in high-bypass designs to minimize energy loss in the bypass stream while contributing to the core's overall pressure buildup. This separation allows the low-pressure spool to drive the large-diameter fan for high mass flow bypass, while the high-pressure spool focuses on compressing core air to high ratios (e.g., 20–25), resulting in an overall EPR that reflects the combined cycle efficiency.^[30]^[31] In military turbofans, EPR plays a critical role in thrust rating and afterburner control, providing a direct measure of engine output to ensure precise power delivery under varying combat conditions. For instance, the Pratt & Whitney F135 engine powering the F-35 aircraft targets an overall pressure ratio of 28:1, which supports maximum thrust ratings of up to 43,000 lbf with afterburner activation, where EPR feedback modulates fuel flow to the augmentor for rapid response and thermal management. This EPR-based control system enhances maneuverability and reliability by correlating pressure differentials to thrust, independent of ambient variations.^[32]^[33] Higher EPR in the core compressor enables optimization of the bypass ratio by allowing a lower FPR on the low-pressure spool, which promotes greater proportions of air bypassing the core for improved propulsive efficiency and fuel economy. In advanced designs, elevating the core pressure ratio to levels like 42:1 facilitates bypass ratios exceeding 12, reducing thrust-specific fuel consumption by up to 29% compared to baseline engines while maintaining required thrust. This interplay supports economical operation in long-range applications by balancing thermal efficiency gains in the core against reduced fan work for the bypass flow.^[34]^[35] A representative case is the CFM International CFM56 engine series used on commercial narrow-body aircraft, where EPR scheduling during takeoff procedures optimizes thrust for regulatory compliance with noise and emissions standards. By limiting EPR to intermediate levels (e.g., below maximum rated values) via full-authority digital engine control, the engine achieves up to 40% lower NOx emissions through features like the double annular combustor, while chevron nozzles and modulated power reduce community noise by several effective perceived noise decibels without sacrificing climb performance. This scheduling ensures adherence to ICAO Annex 16 noise limits and CAEP emissions goals, enhancing environmental sustainability in high-traffic operations.^[36]^[37]

Role in Turbojet Engines

In turbojet engines, which typically feature a single-spool design, the engine pressure ratio (EPR) acts as the primary performance metric for the compressor, quantifying the total pressure increase across the engine core and directly influencing exhaust velocity and thrust output. Defined as the ratio of total pressure at the turbine exit to the compressor inlet, EPR encapsulates the compressor's effectiveness in raising air pressure before combustion, enabling higher exhaust gas velocities that propel the aircraft. This direct linkage makes EPR essential for thrust management in pure turbojet configurations, where all airflow contributes to propulsion without bypass.^[2] A notable historical example is the General Electric J79 turbojet, powering the F-4 Phantom fighter, which achieved a compressor pressure ratio of up to 13.5:1 in its variants, supporting high-thrust military applications. This elevated compressor pressure ratio facilitated efficient afterburner light-off by ensuring sufficient core airflow and pressure for stable reheat combustion during supersonic operations. The J79's design emphasized raw thrust generation, with EPR serving as a reliable indicator for pilots to achieve maximum performance without exceeding thermal limits.^[38] Turbojets incorporating variable-geometry compressors, such as variable stator vanes, present specific limitations where EPR plays a critical role in operational control. These vanes adjust airflow incidence to prevent stall at varying speeds and loads, but high EPR values can strain margins if not scheduled properly, requiring EPR feedback to optimize vane positioning and maintain compressor stability. In engines like the J79, which utilized variable stators for its high-pressure ratio, EPR-guided adjustments ensured wide operational envelopes, particularly in high-speed flight regimes.^[39] The extensive EPR data gathered from turbojet operations significantly informed the development of early turbofan designs, providing foundational insights into compressor aerodynamics and pressure management for hybrid core-bypass architectures. Engineers leveraged turbojet performance metrics, including EPR trends under varying conditions, to refine turbofan compressor stages, enhancing overall efficiency while retaining high-thrust capabilities from turbojet heritage. This transition underscored EPR's enduring value as a benchmark for evolving jet engine cycles.^[40]

Advanced Variants

Integrated Engine Pressure Ratio

The integrated engine pressure ratio (IEPR) is a variant of the engine pressure ratio used in some high-bypass turbofan engines, particularly those manufactured by Rolls-Royce, such as the RB211. It provides a thrust indication by integrating the contributions from both the core (hot) stream and the bypass (cold) stream.^[41] IEPR is calculated as the ratio of the sum (or area-weighted average) of the total pressure at the core turbine exhaust and the fan bypass discharge to the total pressure at the engine inlet.^[41] This approach differs from standard core-only EPR by accounting for the pressure in both exhaust streams, offering a more comprehensive measure of total engine performance and thrust potential in engines where bypass flow contributes significantly to propulsion.^[42] In practice, IEPR is measured using pressure sensors at the inlet, turbine exhaust, and bypass duct, with the signals processed for display in the cockpit. It aids in performance monitoring and can be used in engine testing to assess overall output under various conditions.^[41]

Overall Pressure Ratio Comparison

The overall pressure ratio (OPR) is defined as the total pressure at the combustor inlet divided by the total pressure at the engine inlet, incorporating the pressure rise across the fan in turbofan configurations.^[43]^[44] By comparison, the engine pressure ratio (EPR) is the ratio of the total pressure at the turbine discharge to the total pressure at the compressor inlet, capturing the efficiency of the full core cycle including compression, combustion, and expansion.^[45]^[2] These metrics differ in scope: OPR measures the compression from engine inlet to combustor inlet, including fan and inlet effects, while EPR focuses on the core from compressor inlet to turbine exit, excluding fan contributions in turbofans; modern turbofan engines typically achieve OPR values of 40:1 to 50:1, compared to EPR values of 1.4 to 2.0 under takeoff conditions.^[46]^[47] OPR is primarily used in thermodynamic cycle analysis to evaluate overall engine efficiency and design trade-offs, while EPR serves for operational control, enabling real-time assessment of core engine health and thrust potential.^[44]^[2] For instance, in the GE90 turbofan engine, the OPR reaches approximately 42:1, illustrating the high compression in modern designs.^[43]

Historical Development

Origins in Early Jet Engines

The concept of engine pressure ratio (EPR) emerged in the 1930s and 1940s amid the pioneering development of turbojet engines on both sides of the Atlantic, with independent contributions from British engineer Frank Whittle and German engineer Hans von Ohain. Von Ohain's HeS 3 turbojet, achieving a pressure ratio of approximately 2.8:1, powered the Heinkel He 178 on the world's first jet flight on 27 August 1939. Whittle's early designs, stemming from his 1930 patent for a gas turbine jet propulsion system, incorporated quantified compressor pressure ratios to optimize performance. He targeted a compression ratio of 4:1 using a two-stage centrifugal compressor, a figure that represented a significant advancement over prior piston engine limitations. This approach was realized in engines like the Power Jets W.2, which achieved an overall pressure ratio of 4:1; its derivative, the Rolls-Royce Welland, powered production Gloster Meteors from mid-1943 onward.^[48]^[49] In these early axial and centrifugal compressor configurations, pressure ratios were first systematically quantified to balance air compression efficiency against turbine drive requirements, enabling the Meteor to become the first operational Allied jet fighter. Following World War II, EPR gained traction in U.S. engine development as a key metric for testing and performance evaluation. The Allison J33 turbojet, introduced in the late 1940s and powering aircraft like the Lockheed P-80 Shooting Star, exemplified this adoption with rudimentary EPR measurements during ground and flight tests. Operating at compressor speeds up to 11,800 rpm, the J33 achieved peak pressure ratios of approximately 4.4 to 4.56, reflecting the era's focus on modest compression to manage material stresses and thermal loads. These values, typically ranging from 4 to 6 across similar U.S. designs, allowed engineers to correlate EPR with thrust output and fuel efficiency, marking a shift from empirical tuning to data-driven optimization in post-war jet propulsion.^[50] A pivotal milestone in formalizing EPR occurred in 1947 through National Advisory Committee for Aeronautics (NACA) research, which integrated the metric into predictive models for turbojet performance. NACA Technical Report RM E6E14 presented comprehensive charts relating compressor total-pressure ratio (P₂/P₁) to thrust, fuel consumption, and operational parameters like ram pressure and combustion temperature. These analyses established EPR as essential for forecasting engine behavior under varying flight conditions, with reference ratios around 4.5 optimized for maximum thrust per unit mass flow. By accounting for efficiencies and losses, the report provided a foundational framework that influenced subsequent U.S. and international engine design standards.^[51] Early EPR implementations faced significant challenges, particularly in accurate dynamic pressure measurement amid the harsh environments of jet engines. High-speed compressor flows and elevated temperatures introduced inaccuracies, as static probes struggled to capture transient total pressures without distortion from aerodynamic effects or probe positioning errors. Overcoming these required refined pitot-static systems and empirical corrections, paving the way for more reliable EPR gauging in subsequent engine iterations.

Evolution and Standardization

In the 1960s, the integration of engine pressure ratio (EPR) into early digital control systems marked a significant advancement in turbofan engine performance management, particularly with the Pratt & Whitney JT8D engine, which entered production in 1963. This engine utilized EPR as a primary thrust control parameter to maintain consistent output amid varying flight conditions, enabling more precise fuel scheduling and efficiency gains over purely hydro-mechanical systems. The transition to electronic and digital supervisory controls during this decade allowed for refined EPR scheduling, with takeoff targets typically around 1.95 for variants like the JT8D-7, optimizing bypass ratios and overall engine response.^[52]^[53]^[54] Standardization efforts in the 1970s further solidified EPR as a critical metric for engine certification and performance evaluation. The Society of Automotive Engineers (SAE) published ARP755A in 1973, establishing nomenclature and station identification for gas turbine engine performance parameters, including pressure measurement points essential for accurate EPR calculation (e.g., turbine discharge to inlet total pressure). This standard facilitated consistent testing protocols across manufacturers, ensuring interoperability and reliability in certification processes under FAA and international guidelines. Complementary ISO standards for gas turbine performance, such as those emerging in the late 1970s, reinforced these protocols by defining ambient and operational conditions for pressure ratio assessments.^[55] From the 1980s to the 2000s, the adoption of integrated engine pressure ratio (IEPR)—a flow-weighted average incorporating both core and bypass duct pressures—gained prominence in variable-cycle engines designed for advanced military and commercial applications. This shift addressed the limitations of traditional EPR in engines with variable geometry, such as those explored in NASA's Variable Cycle Engine Technology Program, enabling adaptive performance across subsonic and supersonic regimes. Computational tools, including early CFD simulations, influenced EPR norms by allowing predictive modeling of pressure distributions, which informed design optimizations and reduced empirical testing needs.^[56]^[57] As of 2025, EPR remains an important parameter in engine performance evaluation for emerging technologies, including sustainable aviation fuels and hybrid-electric propulsion systems targeting fuel efficiency improvements.^[58]^[59]^[60]

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[52]
p - Aviation and the Global Atmosphere
For example, for a ratio of T4/T2 = 5.6 together with an engine pressure ratio of 40, the jet velocity Vj would be about 817 ms-1, (Cumpsty, 1997). At Mach ...
[53]
[PDF] The GE90 - An Introduction - Kimerius Aircraft
The available data on the GE90 engine was merely limited to its take-off thrust, bypass ratio (BPR) and overall pressure ratio (OPR). The rest of the data is ...
[54]
Timeline - Sir Frank Whittle - inventor of the jet engine
January 1930: Whittle applies for a provisional patent. Whittle considers that a compression ratio of 4:1 can be achieved with a 2-stage centrifugal compressor.
[55]
[PDF] The Early History of the Whittle Jet Propulsion Gas Turbine
The W2B was the proto- type of the Welland engines (which subsequently powered the. Meteor I in this country) and of the “Type I” (the correspond- ing engine ...
[56]
Performance of J33-A-27 Turbojet-Engine Compressor: Over - II
At the equivalent design speed of 11,800 rpm, the maximum efficiency of 0.764 and peak pressure ratio of 4.56 occurred at an equivalent weight flow of 104.07 ...
[57]
Performance Charts for a Turbojet System
These charts take into account the effects of ram pressure, compressor pressure ratio, ratio of combustion-chamber-outlet temperature to atmospheric temperature ...
[58]
[PDF] Dynamic Measurement of Pressure - A Literature Survey
Today there is a discrepancy between the relative ease by which dynamic pressure data can be collected and the difficulty encountered in estimating the quality ...Missing: challenges issues
[59]
[PDF] Propulsion Control Technology Development in the United States
digital electronic control used in all modern gas turbine engines. Figure 6.3 shows the evolution of engine controls of the historically important engines.
[60]
Evolution of Propulsion Control and Diagnostic Systems at Pratt and ...
The control adjusts engine pressure ratio (EPR) as required to maintain the thrust rating in spite of changes in flight and environmental conditions. The ...
[61]
[PDF] AmlUBLE - DTIC
The JT8D-7 engine is rated at 14,000 pounds, flat rated to 84°F, and the b\ pass ratio is 1.1. 1 akeoff power is set at approximately an EPR of 1.95,.
[62]
[PDF] Guide to In-Flight Thrust Measurement of Turbojets and Fan Engines
SAE, ARP 681B, January 1959. 2-2. Gas turbine engine performance nomen- clature and station identification. SAE, ARP 755A, 3rd Draft, June 1973. L Prandtl. The ...
[63]
[PDF] VARIABLE CYCLE ENGINE TECHNOLOGY PROGRAM
engine fan pressure ratio and a velocity ratio of 1: 1, combustor exit ... decrease in cycle overall pressure ratio below the design value of 20 ...
[64]
[PDF] Variable Cycle Engine Control System Definition Study. Turbine ...
ceptor aircraft variable cycle propulsion systems for IOC in the 1980 's. The potential benefits of the variable-geometry engine, such as increased.
[65]
[PDF] Sustainable Aviation Fuel: Review of Technical Pathways Report
• Test the aircraft, engine, and associated durability (Tier 4). Page 30 ... Engines will continue to evolve, including higher pressure ratios, higher temperature ...
[66]
Analyzing Engine Performance and Combustor Performance ... - MDPI
... pressure ratio, making it an ideal platform for comparing sustainable aviation fuel with petroleum-derived aviation fuel across various engine speeds. In ...
[67]
RTX Hybrid-Electric Flight Demonstrator program achieves full ...
Jun 16, 2025 · Future flight-testing targets 30% improved fuel efficiency for regional turboprops. PARIS, June 16, 2025 /PRNewswire/ -- Pratt & Whitney ...