Thrust-specific fuel consumption (TSFC) is thefuel efficiency of anengine design with respect tothrust output. TSFC may also be thought of as fuel consumption (grams/second) per unit of thrust (newtons, or N), hencethrust-specific. This figure is inversely proportional tospecific impulse, which is the amount of thrust produced per unit fuel consumed.

TSFC or SFC forthrust engines (e.g.turbojets,turbofans,ramjets,rockets, etc.) is the mass offuel needed to provide the net thrust for a given period e.g. lb/(h·lbf) (pounds of fuel per hour-pound of thrust) or g/(s·kN) (grams of fuel per second-kilonewton). Mass of fuel is used, rather than volume (gallons or litres) for the fuel measure, since it is independent of temperature.^[1]

Specific fuel consumption of air-breathing jet engines at their maximum efficiency is more or less proportional to exhaust speed. The fuel consumptionper mile orper kilometre is a more appropriate comparison for aircraft that travel at very different speeds.^{[not in body]}Power-specific fuel consumption, the thrust-specific fuel consumption divided by speed, can have units of pounds per hour per horsepower.

SFC is dependent on engine design, but differences in the SFC between different engines using the same underlying technology tend to be quite small. Increasingoverall pressure ratio on jet engines tends to decrease SFC.

In practical applications, other factors are usually highly significant in determining the fuel efficiency of a particular engine design in that particular application. For instance, in aircraft, turbine (jet and turboprop) engines are typically much smaller and lighter than equivalently powerful piston engine designs, both properties reducing the levels ofdrag on the plane and reducing the amount of power needed to move the aircraft. Therefore, turbines are more efficient for aircraft propulsion than might be indicated by a simplistic look at the table below.

SFC varies with throttle setting, altitude, climate. For jet engines, air flight speed is an important factor too. Air flight speed counteracts the jet's exhaust speed. (In an artificial and extreme case with the aircraft flying exactly at the exhaust speed, one can easily imagine why the jet's net thrust should be near zero.) Moreover, since work is force (i.e., thrust) times distance, mechanical power is force times speed. Thus, although the nominal SFC is a useful measure of fuel efficiency, it should be divided by speed when comparing engines at different speeds.

For example,Concorde cruised at 1354 mph, or 7.15 million feet per hour, with its engines giving an SFC of 1.195 lb/(lbf·h) (see below); this means the engines transferred 5.98 millionfoot pounds per pound of fuel (17.9 MJ/kg), equivalent to an SFC of 0.50 lb/(lbf·h) for a subsonic aircraft flying at 570 mph, which would be better than even modern engines; theOlympus 593 used in the Concorde was the world's most efficient jet engine.^[2][3] However, Concorde ultimately has a heavier airframe and, due to being supersonic, is less aerodynamically efficient, i.e., thelift to drag ratio is far lower. In general, the total fuel burn of a complete aircraft is of far more importance to the customer.

This sectionmay beconfusing or unclear to readers. In particular, Unclear what the table is all about. How should it be used? For what should it be used? If it is supposed to state the units for different quantities, then established definitions for unit name, unit symbol, quantity name and so on should be used. See examples inInternational System of Units#Derived units. Please helpclarify the section. There might be a discussion about this onthe talk page.(February 2020) (Learn how and when to remove this message)

The following table gives the efficiency for several engines when running at 80% throttle, which is approximately what is used in cruising, giving a minimum SFC. The efficiency is the amount of power propelling the plane divided by the rate ofenergy consumption. Since the power equals thrust times speed, the efficiency is given by

${\displaystyle \eta =V/(SFC\times h)}$

where V is speed and h is the energy content per unit mass of fuel (thehigher heating value is used here, and at higher speeds the kinetic energy of the fuel or propellant becomes substantial and must be included).

• Brake specific fuel consumption – Measure of the fuel efficiency of internal combustion enginesPages displaying short descriptions of redirect targets
• Energies per unit mass – Energy per volumePages displaying short descriptions of redirect targets
• Specific impulse – Change in velocity per amount of fuel
• Vehicle metrics – Metrics that denote the relative capabilities of various vehiclesPages displaying short descriptions of redirect targets

• GE CF6 websiteArchived 2011-09-04 at theWayback Machine
• NASA Cruise SFC vs. Year
• SFC by Engine/MfgArchived 2019-06-27 at theWayback Machine

• Engine technology
• Power (physics)

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