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Fuel Flow Of Wide Bodies, Deep Analysis  
User currently offlineLuis777 From Mexico, joined Aug 2004, 89 posts, RR: 0
Posted (8 years 11 months 3 weeks 5 days 12 hours ago) and read 11034 times:

Hello Everybody

I want to share some of my research about fuel consumptions of big birds, this information is not official, I've made a research of airplanes performance by reading some technical books, watching photos of readouts, talking with pilots and other aviation enthusiasts. This is only average fuel flow on cruise, and it's important to notice that this data depends of many factors, including, weight of the airplane, center of gravity, wind, temperature, flight level, engine type, use of APU, ice accumulation, use of thermal anti-ice, and even how the crew uses the FMC and a lot of things more.

If you can correct me and share more detailed information I will appreciate it a lot, thanks.

Fuel Density 1 litter = 0.8029 kg

Boeing B747-400 9,200 kg/hr 11,458 lt/hr

Boeing B767-300ER 5,100 kg/hr 6,352 lt/hr

Boeing B777-200ER 6,900 kg/hr 8,529 lt/hr

Airbus A310-300 5,000 kg/hr 6,227 lt/hr

Airbus A330-200 5,000 kg/hr 6,227 lt/hr

Airbus A340-300 6,800 kg/hr 8,469 lt/hr

Airbus A340-600 8,800 kg/hr 10,960 lt/hr

MD-11 6,800 kg/hr 8,469 lt/hr


Regards

LG

7 replies: All unread, jump to last
 
User currently offlineLoran From Germany, joined Jul 2005, 541 posts, RR: 4
Reply 1, posted (8 years 11 months 3 weeks 5 days 7 hours ago) and read 10925 times:

Thanks for sharing!

Quoting Luis777 (Thread starter):
Boeing B747-400 9,200 kg/hr 11,458 lt/hr

Strange, I always had the figure of approx. 12.000kg/h in my head. Your number would allow the 744 an endurance of 19.5h flight (assuming 180.000kg of kerosene are onboard), which appears to be a bit too much to me. Where exactly did you get that number from? I remember many discussions about the longest commercial flight of a 744 and 744ER, I think there was hardly a flight over 14h. Wasnt MEL-LAX one of the longest flights?

Quoting Luis777 (Thread starter):
Airbus A310-300 5,000 kg/hr 6,227 lt/hr

Airbus A330-200 5,000 kg/hr 6,227 lt/hr

Why are they exaclty the same? Coincidence? It could make sense though, due to the design improvements of the A332 compared to the A313.

Regards,
Loran



703 717 727 732-9 747 757 767 777 787 AB2/6 310 318-321 330 340 380 D8M D91/3/5 D1C M11 M81-90 L10 IL8/6/7/W/9/4 TU3/5/2
User currently offlineCCA From Hong Kong, joined Oct 2002, 838 posts, RR: 14
Reply 2, posted (8 years 11 months 3 weeks 4 days 23 hours ago) and read 10870 times:

Loran,

You have to remember to take 10-12T off for the climb and to arrive with 10-14T for diversion and holding fuel that leaves 155+ and my longest flight was 15hrs 45mins LAX-HKG.

Fuel flow at the start can be 12T/hr or more but at the end 8T/hr, so 10T/hr is probably a good average.



C152 G115 TB10 CAP10 SR-22 Be76 PA-34 NDN-1T C500 A330-300 A340-300 -600 B747-200F -200SF -400 -400F -400BCF -400ERF -8F
User currently offlineKaddyuk From Wallis and Futuna, joined Nov 2001, 4126 posts, RR: 26
Reply 3, posted (8 years 11 months 3 weeks 4 days 19 hours ago) and read 10825 times:

My understanding was about 10,000kgs/hr for a B747-400... 2500kg's per hour per engine.


Whoever said "laughter is the best medicine" never had Gonorrhea
User currently offlineLuis777 From Mexico, joined Aug 2004, 89 posts, RR: 0
Reply 4, posted (8 years 11 months 3 weeks 4 days 18 hours ago) and read 10807 times:

Watch this:

Scenario

Route: LAX-MEL G/C Distance: 6902 NM

Alternate:CBR G/C Distance: 251 NM

FL350

Mach 0.85 = 490 TAS

Average W/C = M080

Ground Speed = 490kts - 80kts = 410 kts

Flight Time LAX-MEL = 6902NM/410kts = 16.83 hrs = 16:50

Flight Time MEL-CBR = 251NM/410kts = 0.51 hrs = 00:31

5 per cent en-route time = 0.84 hrs = 00:50

Holding over Alternate Airport (1500 ft AFE) = 00:30

Total Flight Time 16:50 + 00:31 + 00:50 + 00:30 = 18:41 = 18.6833

If my average fuel flow is 9,200 kg/hr, then my minimum fuel for this trip is:

9,200 kg/hr X 18.6833 = 171,886 kg

Fuel Capacity on Boeing 747-400 (No ER) is 164,073 kg and others 174,101 kg

747-400

MTOW = 362,880 kg - 396,900 kg

OEW = 182,000 kg (variable)

a 747-400 can takeoff with MTOW at LAX, so my payload is going to be:

Payload = 396,900 kg - 182,000 kg - 171,886 kg = 43,014 kg

If the average american-australian passenger is 80 kg plus 25 kg checked baggage then final weight is 105 kg.

43,014 kg / 105 kg = 410 pax

I can make this trip with a load full of pax and zero cargo, but if my average wind component is bigger than 80 kts head I'll have to unload some pax or make a fuel stop at Nadi or somewhere else. I think that LAX-MEL is one of the longest flights made by a 747-400, that's why Qantas requested the 747-400ER with fuel tanks of 183,278 kg - 193,130 kg and MTOW = 412,770 kg.

Please notice that I still use an average fuel flow of 9,200 kg, for real life the plane will utilize more fuel for holding at 1,500 ft above alternate and the trip to CBR as is very short I think that would fly at FL280 or lower where the fuel flow is larger.

Regards

LG


User currently offlineLoran From Germany, joined Jul 2005, 541 posts, RR: 4
Reply 5, posted (8 years 11 months 3 weeks 4 days 8 hours ago) and read 10750 times:

Quoting CCA (Reply 2):
Loran,

You have to remember to take 10-12T off for the climb and to arrive with 10-14T for diversion and holding fuel that leaves 155+ and my longest flight was 15hrs 45mins LAX-HKG.

Fuel flow at the start can be 12T/hr or more but at the end 8T/hr, so 10T/hr is probably a good average.

Ok, that makes sense. I thought the fuel flow in a holding pattern is higher compared to cruise, is this correct? I assumed the wrong amount of fuel anyway.

Regards,
Loran



703 717 727 732-9 747 757 767 777 787 AB2/6 310 318-321 330 340 380 D8M D91/3/5 D1C M11 M81-90 L10 IL8/6/7/W/9/4 TU3/5/2
User currently offlineFly707 From United States of America, joined Oct 2001, 350 posts, RR: 0
Reply 6, posted (8 years 11 months 2 weeks 4 days ago) and read 10593 times:

Nice topic,

As I know the:

Boeing 767-300ER Cons : 4000 kg per hour
Boeing 777-200ER Cons : 5500 KG per hour
Boeing 757-300 Cons : 3000 KG pe hour

Airbus 330-200 : 6000 kg PH
Airbus 310-300 & 300-600R : 5000 kg PH
Airbus 300B4-200 : 6000KG PH
Airbus 340-200 & 300 : 6000kg ph

Other types you mentioned are almost the same .


Regards.



Without mistakes we will never learn
User currently offlineJush From Germany, joined Apr 2005, 1636 posts, RR: 3
Reply 7, posted (8 years 11 months 2 weeks 3 days 23 hours ago) and read 10581 times:

Quoting Luis777 (Thread starter):
This is only average fuel flow on cruise, and it's important to notice that this data depends of many factors, including, weight of the airplane, center of gravity, wind, temperature, flight level, engine type, use of APU, ice accumulation, use of thermal anti-ice, and even how the crew uses the FMC and a lot of things more.

I'm interested how come you get any vague figures out ouf your sources when you say it's depending on THAT many factors.
Thank you anyway i have never seen figures like that before so it is really interesting to compare plane for plane.

Regards
jush



There is one problem with airbus. Though their products are engineering marvels they lack passion, completely.
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