TURBOFAN ENGINE

ABSTRACT
In todays world it is possible to travel to any part of the world within short
span of time using air transport. Earlier aviation industry was not as well developed
as today as they were using Rotary Piston IC engines which limited the travel speed
and distance; moreover the fuel consumption of these engines was high leading to
increased cost of transport. A significant breakthrough in aviation industry took
place with the advent of turbojet engines which were Rotary -Reaction Turbine
Engines which were much efficient than Rotary piston engines and all other engines
such as turbofan, turboprop, and turboshaft engines were developed as improvement
over turbojet engines
The Turbofan is a type of air breathing jet engine that is very typically
employed for aircraft propulsion, that is based around a gas turbine engine.
Turbofans provide thrust using a combination of a ducted fan and a jet exhaust
nozzle. Part of the airstream from the ducted fan passes through the core, providing
oxygen to burn fuel to create power. However, the rest of the air flow bypasses the
engine core and mixes with the faster stream from the core, significantly reducing
exhaust noise. The substantially slower bypass airflow produces thrust more
efficiently than the high-speed air from the core, and this reduces the specific fuel
consumption.
A few designs work slightly differently, having the fan blades as a radial
extension of an aft-mounted low-pressure turbine unit.
Turbofans have a net exhaust speed that is much lower than a turbojet. This
makes them much more efficient at subsonic speeds than turbojets, and somewhat
more efficient at supersonic speeds up to roughly Mach 1.6, but have also been
found to be efficient when used with continuous afterburner at Mach 3 and above.
However, the lower exhaust speed also reduces thrust at high vehicle speeds.

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All of the jet engines used in currently manufactured commercial jet aircraft
are turbofans. They are used commercially mainly because they are more efficient
and quieter in operation than turbojets. Turbofans are also used in many military jet
aircraft, such as the F-15 Eagle and in unmanned aerial vehicles such as the RQ-4
Global Hawk.

INTRODUCTION
Jet Propulsion is the thrust imparting forward motion to an object, as a
reaction to the rearward expulsion of a high-velocity liquid or gaseous stream.
A simple example of jet propulsion is the motion of an inflated balloon when
the air is suddenly discharged. While the opening is held closed, the air pressure
within the balloon is equal in all directions; when the stem is released, the internal
pressure is less at the open end than at the opposite end, causing the balloon to dart
forward. Not the pressure of the escaping air pushing against the outside atmosphere
but the difference between high and low pressures inside the balloon propels it.
An actual jet engine does not operate quite as simply as a balloon, although
the basic principle is the same. More important than pressure imbalance is the
acceleration due to high velocities of the jet leaving the engine. This is achieved by
forces in the engine that enable the gas to flow backward forming the jet. Newton's
second law shows that these forces are proportional to the rate at which the
momentum of the gas is increased. For a jet engine, this is related to the rate of mass
flow multiplied by the rearward-leaving jet velocity. Newton's third law, which
states that every force must have an equal and opposite reaction, shows that the
rearward force is balanced by a forward reaction, known as thrust. This thrusting
action is similar to the recoil of a gun, which increases as both the mass of the
projectile and its muzzle velocity are increased. High-thrust engines, therefore,
require both large rates of mass flow and high jet-exit velocities, which can only be
achieved by increasing internal engine pressures and by increasing the volume of the
gas by means of combustion.

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Jet-propulsion devices are used primarily in high-speed, high-altitude
aircraft, in missiles, and in spacecraft. The source of power is a high-energy fuel that
is burned at intense pressures to produce the large gas volume needed for high jetexit velocities. The oxidizer required for the combustion may be the oxygen in the
air that is drawn into the engine and compressed, or the oxidizer may be carried in
the vehicle, so that the engine is independent of a surrounding atmosphere. Engines
that depend on the atmosphere for oxygen include turbojets, turbofans, turboprops,
ramjets, and pulse jets. Non atmospheric engines are usually called rocket engines.

HISTORY
Jet power as a form of propulsion has been known for hundreds of years,
although its use for propelling vehicles that carry loads is comparatively recent. The
earliest known reaction engine was an experimental, steam-operated device
developed about the first century B.C. by the Greek mathematician and scientist
Hero of Alexandria. Known as the Aeolipile, Hero's device did no practical work,
although it demonstrated that a jet of steam escaping to the rear drives its generator
forward. The aeolipile consisted of a spherical chamber into which steam was fed
through hollow supports. The steam was allowed to escape from two bent tubes on
opposite sides of the sphere, and the reaction to the force of the escaping steam
caused the sphere to rotate.
The development (1629) of the steam turbine is credited to the Italian
engineer Giovanni Branca, who directed a steam jet against a turbine wheel, which
in turn powered a stamp mill. The first recorded patent for a gas turbine was
obtained in 1791 by the British inventor John Barber.
In 1910, seven years after the first flights by the American inventors Orville
and Wilbur Wright, the French scientist Henri Marie Coanda designed and built a
jet-propelled biplane, which took off and flew under its own power with Coanda as
pilot. Coanda used an engine that he termed a reaction motor, but, discouraged by
the lack of public acceptance of his aircraft, he abandoned his experiments.
During the next 20 years the gas turbine was developed further in both the
United States and Europe. One result of the experimental work of that period was
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the perfection in 1918 of a turbo supercharger driver by an exhaust gas turbine for
conventional aircraft engines. In the early 1930s many patents covering gas turbines
were awarded to a number of European engineers. The patent granted the British
aeronautical engineer Sir Frank Whittle in 1930 is generally conceded to have
outlined the first practical form of the modern gas turbine. In 1935 Whittle applied
his basic design to the development of the W-1 turbojet engine, which made its first
flight in 1941.
Meanwhile, the French aeronautical engineer Ren Leduc had exhibited
(1938) a model of the ramjet in Paris, and a jet airplane that was powered by an
axial-flow turbojet designed by the German engineer Hans Joachim Pabst von Ohain
made its first flight in 1939. In the following year, under the direction of the
aeronautical engineer Secundo Campini, the Italians developed an airplane powered
by a turboprop engine with a reciprocating-engine-driven compressor. The first
American-built jet airplane, the Bell XP-59, was powered by the General Electric 116 turbojet, adapted from Whittle's design in 1942. The first jet engine of
exclusively American design was produced by Westinghouse Electric Corp. for the
U.S. Navy in 1944.
From a principle first described in 1906, the pulse jet was developed by the
German engineer Paul Schmidt, who received his first patent in 1931. The V-1, or
buzz bomb, first flown in 1942, was powered by pulse jet. Also in the mid-1940s the
first commercial airline flights using turboprop engines occurred. In 1947 the Bell
X-1 experimental airplane, powered by a four-chambered liquid-rocket engine and
carried to the stratosphere in the belly of a bomber for launching, was the first pilotoperated craft to break the sound barrier. Subsequently the Douglas Skyrocket
experimental airplane, powered by a jet engine in addition to a liquid-rocket engine,
broke the sound barrier at low altitude after taking off under its own power.
The first commercial jet airplane, the British Comet, was flown in 1952, but
this service was stopped after two serious accidents in 1954. In the U.S., the Boeing
707 jet was the first jet airplane to be tested commercially, in 1954. Commercial
flights began in 1958.
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The continuous development of jet propulsion for air power has resulted in
such advances as piloted aircraft capable of attaining speeds several times greater
than the speed of sound, and intercontinental ballistic missiles and artificial satellites
launched by powerful rockets.

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What Is Propulsion?
The word is derived from two Latin words: pro meaning before or forwards
and pellere means to drive. Propulsion means to push forward or drive an object
forward. A propulsion system is a machine that produces thrust to push an object
forward. On airplanes, thrust is usually generated through some application of
Newton's third law of action and reaction. The engine accelerates a gas or working
fluid, and the reaction to this acceleration produces a force on the engine.
A general derivation of the thrust equation shows that the amount of
thrust generated depends on the mass flow through the engine and the exit velocity
of the gas. Different propulsion systems generate thrust in slightly different ways.

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Theory
What is a Turbofan Engine?
A turbofan engine is the most modern variation of the basic gas turbine
engine. As with other gas turbines, there is a core engine. In the turbofan engine, a
fan in the front and an additional turbine at the rear surrounds the core engine. The
fan and fan turbine are composed of many blades, like the core compressor and core
turbine, and are connected to an additional shaft. All of this additional turbo
machinery is colored green on the schematic diagram as shown in Fig 1 below.

Schematic diagram of turbofan engine

As with the core compressor and turbine, some of the fan blades turn with the shaft
and some blades remain stationary. The fan shaft passes through the core shaft for
mechanical reasons. This type of arrangement is called a two-spool engine (one
"spool" for the fan, one "spool" for the core.) Some advanced engines have
additional spools for sections of the compressor, which provides for even higher
compressor efficiency.

Jet Engine Thrust

The force produced by a jet engine is expressed in terms of kilograms of
thrust. This is a measure of the mass or weight of air moved by an engine times the
acceleration of the air as it goes through the engine. Technically, if the aircraft were
to stand still and the pressure at the exit plane of the jet engine was the same as the
atmospheric pressure, the formula for the jet engine thrust would be:
Thrust =

Weight of air in kilograms per second * velocity

___________________________________________
9.81 (normal acceleration due to gravity, in meter per second 2)

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Imagine an aircraft standing still, capable of handling 97.522 kilograms of
air per second. Assume the velocity of the exhaust gases to be 1,500 feet per second.
The thrust would then be:
Thrust =

97.522 kg of air per second * 457.2 m / s

9.81 m / s 2
= 9.941 * 457.2

Thrust = 4545.025 kg.

If the pressure at the exit plane is not the same as the atmospheric pressure
and the aircraft were not standing still, the formula would be somewhat different.
It is not very practical to try to compare jet engine output in terms of
horsepower. As a rule of thumb, however, it may be noted that that at 375 miles per
hour (mph), one pound of thrust equals one horsepower, at 750 mph one pound of
thrust equals two horsepower.

Thrust Equation for Turbojet-Type Engines

The thrust equation for a turbojet can be derived from the general
form of Newton's second law (i.e., force equals the time rate of change of
momentum),

f = d (MV) / dt.
The nozzle of the turbojet is usually designed to take the exhaust
pressure back to free stream pressure. The thrust equation for a turbojet
is then given by the general thrust equation with the pressure-area term
set to zero. 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 times the velocity V at the exit minus the free stream
mass flow rate times the velocity.

F = [m * V]e - [m * V]0
This equation contains two terms. Aerodynamicists often refer to the first
term m as the Gross Thrust since this term is largely associated with conditions in
the nozzle. The second term m is called the ram drag and is usually associated with
conditions in the inlet. For clarity, the engine thrust is then called the net thrust. Our
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thrust equation indicates that net thrust equals gross thrust minus ram drag. If we
divide both sides of the equation by the mass flow rate, we obtain and

efficiency

parameter called the specific thrust that greatly simplifies the performance.

Parts Of A Turbofan Engine

The different parts of a Turbofan engine are as shown in Fig 10 below:-

Parts of a Turbofan Engine

Fan - The fan is the first component in a turbofan. The fan pulls air into the
engine. The large spinning fan sucks in large quantities of air. It then, speeds the air
up and splits it into two parts. One part continues through the "core" or center of the
engine, where it is acted upon by the other engine components. The second part
"bypasses" the core of the engine, instead traveling through a duct that surrounds the
core to the back of the engine where it produces much of the force that propels the
airplane forward.

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Compressor - The compressor is the first component in the engine

core. The compressor squeezes the air that enters it into smaller areas, resulting in an
increase in the air pressure. This results in an increase in the energy potential of the
air. The squashed air is forced into the combustion chamber.

Combustor - In the combustor the air is mixed with fuel and then
ignited. This process results in high temperature, high energy airflow. The fuel burns
with the oxygen in the compressed air, producing hot expanding gases.

Turbine - The high energy airflow coming out of the combustor goes
into the turbine, causing the turbine blades to rotate. This rotation extracts some
energy from the high-energy flow that is used to drive the fan and the compressor.
The gases produced in the combustion chamber move through the turbine and spin
its blades. The task of a turbine is to convert gas energy into mechanical work to
drive the compressor.

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Nozzle - The nozzle is the exhaust duct of the engine. The energy
depleted airflow that passed the turbine, in addition to the colder air that bypassed
the engine core, produces a force when exiting the nozzle that acts to propel the
engine, and therefore the airplane, forward. The combination of the hot air and the
cold air are expelled and produce an exhaust which causes a forward thrust. The
nozzle may be preceded by a mixer, which combines the high temperature air
coming from the engine core with the lower temperature air that was bypassed in the
fan. This results in a quieter engine than if the mixer was not present.

Afterburner - In addition to the basic components of a gas turbine

engine, one other process is occasionally employed to increase the thrust of a given
engine. Afterburning (or reheat) is a method of augmenting the basic thrust of an
engine to improve the aircraft takeoff, climb and (for military aircraft) combat
performance. Afterburning consists of the introduction and burning of raw fuel
between the engine turbine and the jet pipe propelling nozzle, utilizing the unburned
oxygen in the exhaust gas to support combustion. The increase in the temperature of
the exhaust gas increases the velocity of the jet leaving the propelling nozzle and
therefore increases the engine thrust. This increased thrust could be obtained by the
use of a larger engine, but this would increase the weigh and overall fuel
consumption. In other words Afterburner is a device for increasing the thrust
(forward-directed force) of a gas-turbine (jet) airplane engine. Additional fuel is

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sprayed into the hot exhaust duct between the turbojet (engine) and the tailpipe. The
fuel ignites, providing a burst of speed. Afterburning is used for a short increase of
power during takeoff, or during combat in military aircraft.

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WORKING PRINCIPLE
How does a turbofan engine work?
The engine inlet captures the incoming air. Some of the incoming air passes
through the fan and continues on into the core compressor and then the burner,
where it is mixed with fuel and combustion occurs. The hot exhaust passes through
the core and fan turbines and then out the nozzle, as in a basic turbojet. This airflow
is called the core airflow and is denoted by m . The rest of the incoming air,
colored blue on the figure, passes through the fan and bypasses, or goes around the
engine, just like the air through a propeller. The air that goes through the fan has a
velocity that is slightly increased from free stream. This airflow is called the
fanflow, or bypass flow, and is denoted by m . The ratio of m to m is called the
bypass ratio. So a turbofan gets some of its thrust from the core and some of its
thrust from the fan. The ratio of the air that goes around the engine to the air that
goes through the core is called the bypass ratio.

Thrust of a Turbofan engine

The total mass flow rate through the inlet is the sum of the core and fan flows
m= m + m
A turbofan gets some of its thrust from the core and some of its thrust from the fan.
If we denote the exit of the core as station "e", the exit of the fan as station "f", and

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the free stream as station "0", we can use the basic thrust equation for each stream to
obtain the total thrust:
F = m - m * V0 + (m * V)e - m * V0
We can combine the terms multiplying V0 and use the definition of the bypass ratio
bpr to obtain the final thrust equation:
F = (m * V)e + bpr * m * Vf - (m * V)0
Because the fuel flow rate for the core is changed only a small amount by the addition of the
fan, a turbofan generates more thrust for nearly the same amount of fuel used by the core.
This means that a turbofan is very fuel efficient. In fact, high bypass ratio turbofans are
nearly as fuel efficient as turboprops. Because the fan is enclosed by the inlet and is
composed of many blades, it can operate efficiently at higher speeds than a simple propeller.
That is why turbofans are found on high speed transports and propellers are used on low
speed transports. Low bypass ratio turbofans are still more fuel efficient than basic turbojets.
Many modern fighter planes actually use low bypass ratio turbofans equipped with
afterburners. They can then cruise efficiently but still have high thrust when dog fighting.
Even though the fighter plane can fly much faster than the speed of sound, the air going into
the engine must travel less than the speed of sound for high efficiency. Therefore, the
airplane inlet slows the air down from supersonic speeds.

ROLLS-ROYCE TAY TURBOFAN ENGINE

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As an example for the turbofan engine consider the Rolls-Royce Tay
turbofan engine as shown in the Fig 5.This Rolls-Royce Tay turbofan engine pushes
nearly three times as much air through the bypass ducts as it pushes through the
central core of the engine, where the air is compressed, mixed with fuel, and ignited.
Turbofan engines like the Rolls-Royce Tay are not as powerful as turbojets, but they
are quieter and more efficient.
The turbofan engine is an improvement on the basic turbojet. Part of the
incoming air is only partially compressed and then bypassed in an outer shell
beyond the turbine. This air is then mixed with the hot turbine-exhaust gases before
they reach the nozzle. A bypass engine has greater thrust for takeoff and climb, and
increased efficiency; the bypass cools the engine and reduces noise level.
In some fan engines the bypass air is not remixed in the engine but exhausted
directly. In this type of bypass engine, only about one-sixth of the incoming air goes
through the whole engine; the remaining five-sixths is compressed only in the first
compressor or fan stage and then exhausted. Different rotational speeds are required
for the high- and low-pressure portions of the engine. This difference is achieved by
having two separate turbine-compressor combinations running on two concentric
shafts or twin spools. Two high-pressure turbine stages drive the 11 high-pressure
compressor stages mounted on the outer shaft, and 4 turbine stages provide power
for the fan and 4 low-pressure compressor stages on the inner shaft. To move an
airplane through the air, thrust is generated by some kind of propulsion system. Most
modern airliners use turbofan engines because of their high thrust and good fuel
efficiency.
An example of an engine of this type is the JT9D-3 jet engine, which weighs
about 3850 kg (about 8470 lb) and can develop a takeoff thrust of about 20,000 kg
(about 44,000 lb). This is more than double the thrust available for the largest
commercial planes before the Boeing 747.

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Working Stages Of The Turbofan

Engine

1.

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2.

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3.

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4.

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5.

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6.

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7.

8.

9.

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Types of Jet Engines

JET ENGINES
The three most common types of jet engines are the turbojet, turboprop, and
turbofan. Air entering a turbojet engine is compressed and passed into a combustion
chamber to be oxidized. Energy produced by the burning fuel spins the turbine that
drives the compressor, creating an effective power cycle. Turboprop engines are
driven almost entirely by a propeller mounted in front of the engine, deriving only
10 percent of their thrust from the exhaust jet. Turbofans combine the hot air jet with
bypassed air from a fan, also driven by the turbine. The use of bypass air creates a
quieter engine with greater boost at low speeds, making it a popular choice for
commercial airplanes.

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Turbofan Configurations
Turbofan engines come in a variety of engine configurations. For a given
engine cycle (i.e., same airflow, bypass ratio, fan pressure ratio, overall pressure
ratio and HP turbine rotor inlet temperature), the choice of turbofan configuration
has little impact upon the design point performance (e.g., net thrust, SFC), as long as
overall component performance is maintained. Off-design performance and stability
is, however, affected by engine configuration.
As the design overall pressure ratio of an engine cycle increases, it becomes
more difficult to throttle the compression system, without encountering an instability
known as compressor surge. This occurs when some of the compressor aerofoils
stall (like the wings of an aircraft) causing a violent change in the direction of the
airflow. However, compressor stall can be avoided, at throttled conditions, by
progressively:
1) Opening interstage/intercompressor blow-off valves (inefficient) and/or
2) Closing variable stators within the compressor
Most modern American civil turbofans employ a relatively high-pressure-ratio
high-pressure (HP) compressor, with many rows of variable stators to control surge
margin at part-throttle. In the three-spool RB211/Trent the core compression system
is split into two, with the IP compressor, which supercharges the HP compressor,
being on a different coaxial shaft and driven by a separate (IP) turbine. As the HP
compressor has a modest pressure ratio it can be throttled-back surge-free, without
employing variable geometry. However, because a shallow IP compressor working
line is inevitable, the IPC has one stage of variable geometry on all variants except
the -535, which has none

Single-shaft turbofan
Although far from common, the single-shaft turbofan is probably the
simplest configuration, comprising a fan and high-pressure compressor driven by a
single turbine unit, all on the same shaft. The SNECMA M53, which powers Mirage

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fighter aircraft, is an example of a single-shaft turbofan. Despite the simplicity of the
turbomachinery configuration, the M53 requires a variable area mixer to facilitate
part-throttle operation.

Aft-fan turbofan
One of the earliest turbofans was a derivative of the General Electric
J79 turbojet, known as the CJ805-23, which featured an integrated aft fan/lowpressure (LP) turbine unit located in the turbojet exhaust jetpipe. Hot gas from the
turbojet turbine exhaust expanded through the LP turbine, the fan blades being a
radial extension of the turbine blades. This aft-fan configuration was later exploited
in the General Electric GE-36 UDF (propfan) Demonstrator of the early 80s. One of
the problems with the aft fan configuration is hot gas leakage from the LP turbine to
the fan.

Basic two spool

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Many turbofans have the basic two-spool configuration where both the fan
and LP turbine (i.e., LP spool) are mounted on a second (LP) shaft, running
concentrically with the HP spool (i.e., HP compressor driven by HP turbine).
The BR710 is typical of this configuration. At the smaller thrust sizes, instead of allaxial blading, the HP compressor configuration may be axial-centrifugal
(e.g., General Electric CFE738), double-centrifugal or even diagonal/centrifugal
(e.g., Pratt & Whitney Canada PW600).

Boosted two spool

Higher overall pressure ratios can be achieved by either raising the HP
compressor pressure ratio or adding an intermediate-pressure (IP) Compressor
between the fan and HP compressor, to supercharge or boost the latter unit helping
to raise the overall pressure ratio of the engine cycle to the very high levels
employed today (i.e., greater than 40:1, typically). All of the large American
turbofans (e.g., General Electric CF6, GE90 and GEnx plus Pratt & Whitney
JT9D and PW4000) feature an IP compressor mounted on the LP shaft and driven,
like the fan, by the LP turbine, the mechanical speed of which is dictated by the tip
speed and diameter of the fan. The Rolls-Royce BR715 is a non-American example
of this. The high bypass ratios (i.e., fan duct flow/core flow) used in modern civil
turbofans tends to reduce the relative diameter of the attached IP compressor,
causing its mean tip speed to decrease. Consequently more IPC stages are required
to develop the necessary IPC pressure rise.

Three spool
Rolls-Royce chose a three spool configuration for their large civil turbofans
(i.e.,

the RB211 and Trent families),

where

the

intermediate

pressure

(IP)

compressor is mounted on a separate (IP) shaft, running concentrically with the LP

and HP shafts, and is driven by a separate IP turbine. The first three spool engine
was the earlier Rolls-Royce RB.203 Trentof 1967.

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Ivchenko Design Bureau chose the same configuration for their Lotarev D36 engine, followed by Lotarev/Progress D-18T and Progress D-436.
The Turbo-Union RB199 military turbofan also has a three spool configuration, as
do the military Kuznetsov NK-25 and NK-321.

Geared fan

As bypass ratio increases, the mean radius ratio of the fan and low-pressure
turbine (LPT) increases. Consequently, if the fan is to rotate at its optimum blade
speed the LPT blading will spin slowly, so additional LPT stages will be required, to
extract sufficient energy to drive the fan. Introducing a (planetary) reduction
gearbox, with a suitable gear ratio, between the LP shaft and the fan enables both the
fan and LP turbine to operate at their optimum speeds. Typical of this configuration
are the long-established Honeywell TFE731, the Honeywell ALF 502/507, and the
recent Pratt & Whitney PW1000G.

Military turbofans

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Most of the configurations discussed above are used in civilian turbofans,
while modern military turbofans (e.g., SNECMA M88) are usually basic two-spool.

High-pressure turbine
Most civil turbofans use a high-efficiency, 2-stage HP turbine to drive the HP
compressor. The CFM56 uses an alternative approach: a single-stage, high-work
unit. While this approach is probably less efficient, there are savings on cooling air,
weight and cost. In the RB211and Trent series, Rolls-Royce split the two stages into
two discrete units; one on the HP shaft driving the HP compressor; the other on the
IP shaft driving the IP (intermediate pressure) compressor. Modern military
turbofans tend to use single-stage HP turbines.

Low-pressure turbine
Modern civil turbofans have multi-stage LP turbines (e.g., 3, 4, 5, 6, 7). The
number of stages required depends on the engine cycle bypass ratio and how much
supercharging (i.e., IP compression) is on the LP shaft, behind the fan. A geared fan
may reduce the number of required LPT stages in some applications. Because of the
much lower bypass ratios employed, military turbofans only require one or two LP
turbine stages.

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Gas Turbine Advantages And

Drawback
ADVANTAGES

Great power to weight ratio.

Considerably smaller in size.
Mechanical efficiency is high.
Rotor blades operate at high speeds.

DISADVANTAGES

Expensive
Operate at high speeds and high temperature.
Tend to use more fuel when they are idling.
Vibration problems are severe.
The design of rotor blades is a complex
phenomenon.

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Conclusion
Turbofans are equipped on several military aircraft, and they are especially
useful on passenger jets that strive for fuel economy and noise control. Turbofans in
civilian applications generally use fans to push more air around the engine instead of
though it. This further reduces noise and improves fuel efficiency. Military turbofans
often emphasize thrust over noise reduction and fuel economy.

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Reference
http://en.wikipedia.org/wiki/Turbofan
http://www.grc.nasa.gov/WWW/k12/airplane/aturbf.html
http://inventors.about.com/od/jstartinventions
/ss/jet_engine_3.htm
http://www.britannica.com/EBchecked/topic/30
3238/jet-engine/45743/Medium-bypassturbofans-high-bypass-turbofans-andultrahigh-bypass-engines
http://aviation.stackexchange.com/questions/4
966/what-is-the-difference-between-aturbofan-and-a-turboprop-engine
http://science.howstuffworks.com/transport/fli
ght/modern/turbine.htm

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