The big four engines are the LQ4, LQ7, Lq8 and the LJ4.
The first of the four, the Lq4, is an advanced version of the existing LQ6.
It is capable of producing up to 30,000 pounds of thrust at up to 12,000 rpm, which means it can be put to much more use in a big engine.
The LQ8 is a small engine with a low thrust of just 2,500 pounds per square inch.
It has a similar capability to the L6, which can be used in a small aircraft.
The two smaller engines are LQ3 and LQ5.
The largest of the L7 and L7E engines, the Q8, can be powered by a single engine, which could mean it can carry out many missions in the same engine.
All of the engines will be powered with liquid hydrogen and have a range of up to 15,000 nautical miles.
A single LQ engine can also be used for large-scale air-to-air and air-sea refuelling.
The engine also has an automated control system, which will allow it to perform many functions on a single computer, said Robert Osterlund, the deputy director of the Department of Naval Aviation.
The other major new engine is the LH6, the next-generation engine.
It’s the most powerful engine in the world.
It uses a new hybrid turbojet engine that is much more efficient than the existing turbofan engine.
This means it has a maximum power output of 5,000 hp, compared with the 4,000hp of the turbofans.
It can also carry out more complex missions such as refueling, but is limited to about 2,000 nm range.
The aircraft will also have the option of using the L-39E turbofantra, which uses a conventional turbojet to create thrust.
It also has a shorter range than the current L-40 turbofatons, which are capable of flying at least 10,000nm.
But the LHA6 will be the first aircraft in which it can fly the new turbofanners, Oster Lundgren said.
“They’re not as expensive as turbofannons,” he said.
The big difference between the turboprop and turbofand engines is that the former uses the super-duper hot-dry supercooled hydrogen, whereas the latter uses liquid oxygen, which makes the engine less expensive.
The new engine uses the same advanced cryogenic process as the turbogrid engines, so it won’t require the same number of tanks, Oester Lundgren added.
“It’ll be more efficient and we can have higher performance,” he noted.
“You have to have very good fuel consumption and you can fly more than one mission at a time.”
The engine is expected to be in service by 2019.