(mainly military) Produces extra thrust by burning fuel in the jetpipe. This reheating of the turbine exhaust gas raises the propelling nozzle entry temperature and exhaust velocity. The nozzle area is increased to accommodate the higher specific volume of the exhaust gas. This maintains the same airflow through the engine to ensure no change in its operating characteristics. Exhaust or Nozzle – Turbine exhaust gases pass through the propelling nozzle to produce a high velocity jet. The nozzle is usually convergent with a fixed flow area. – For high nozzle pressure ratios (Nozzle Entry Pressure/Ambient Pressure) a convergent-divergent (de Laval) nozzle is used. The expansion to atmospheric pressure and supersonic gas velocity continues downstream of the throat and produces more thrust. The various components named above have constraints on how they are put together to generate the most efficiency or performance. The performance and efficiency of an engine can never be taken in isolation; for example fuel/distance efficiency of a supersonic jet engine maximises at about mach 2, whereas the drag for the vehicle carrying it is increasing as a square law and has much extra drag in the transonic region. The highest fuel efficiency for the overall vehicle is thus typically at Mach ~0.85. For the engine optimisation for its intended use, important here is air intake design, overall size, number of compressor stages (sets of blades), fuel type, number of exhaust stages, metallurgy of components, amount of bypass air used, where the bypass air is introduced, and many other factors. An example is design of the air intake. Operation Engine cycle The thermodynamics of a typical air-breathing jet engine are modeled approximately by a Brayton Cycle which is a thermodynamic cycle that describes the workings of the gas turbine engine, which is the basis of the airbreathing jet engine and others. It is named after George Brayton (1830–1892), the American engineer who developed it, although it was originally proposed and patented by Englishman John Barber in 1791. It is also sometimes known as the Joule cycle. Thrust lapse The nominal net thrust quoted for a jet engine usually refers to the Sea Level Static (SLS) condition, either for the International Standard Atmosphere (ISA) or a hot day condition (e.g. ISA+10 °C). As an example, the GE90-76B has a take-off static thrust of 76,000 lbf (360 kN) at SLS, ISA+15 °C. Naturally, net thrust will decrease with altitude, because