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MD-11F - Fuel Burn  
User currently offlineZunhao From United States of America, joined May 2013, 2 posts, RR: 0
Posted (1 year 1 month 3 weeks 4 days 21 hours ago) and read 3374 times:

Can anyone answer the following question:

What is the Fuel Consumption for a 3 hour sector fully loaded MD11-F? - Great thanks

16 replies: All unread, jump to last
 
User currently offlineSDF880 From United States of America, joined Apr 2007, 130 posts, RR: 0
Reply 1, posted (1 year 1 month 3 weeks 4 days 6 hours ago) and read 3143 times:

About 46 - 48,000 pounds. What speed/MACH # ? LRC, HSC? Engine type, GE. PRATT?

User currently offlineBravoOne From United States of America, joined Apr 2013, 276 posts, RR: 0
Reply 2, posted (1 year 1 month 3 weeks 4 days 1 hour ago) and read 3083 times:
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Just so there is no confusion about the three hour burn versus the fuel required (domestic rules) here is some more data. International rules have increased fuel requirements in most cases.

GE power
MD11F with a 120K pay load
3:00 = 43910#
FL390
.83
45 minute hold: 4038#
Fuel to alternate: TBD
Taxi: 1500#

Not sure what the max pay load is but obviously that will be a cause for increased burn.


User currently offlinewilco737 From Greenland, joined Jun 2004, 8967 posts, RR: 76
Reply 3, posted (1 year 1 month 3 weeks 3 days 20 hours ago) and read 2964 times:
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Quoting BravoOne (Reply 2):
MD11F with a 120K pay load

We had 95 tons of max payload on the LCAG MD11F

Quoting BravoOne (Reply 2):
Not sure what the max pay load is but obviously that will be a cause for increased burn.

Sure, the more weight, the more fuel burn.

IIRC we used 7,200 kgs per hour as average fuel burn. So for 3 hours means 21,6 tons of fuel (without reserves), so add the reserves and you get to something around 30 tons of minimum fuel to carry for a 3 hour flight.

wilco737
  



It it's not Boeing, I am not going.
User currently offlineBravoOne From United States of America, joined Apr 2013, 276 posts, RR: 0
Reply 4, posted (1 year 1 month 3 weeks 3 days 20 hours ago) and read 2957 times:
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Yes my numbers came directly from a flight plan a ran to see what would come up. Just did not have the max load capacity at my finger tips. I flew the airplane for about 5000 hours but it's been long enough ago that I do not remember those kind of details.

User currently offlinewilco737 From Greenland, joined Jun 2004, 8967 posts, RR: 76
Reply 5, posted (1 year 1 month 3 weeks 3 days 19 hours ago) and read 2952 times:
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Quoting BravoOne (Reply 4):

Yes my numbers came directly from a flight plan a ran to see what would come up. Just did not have the max load capacity at my finger tips. I flew the airplane for about 5000 hours but it's been long enough ago that I do not remember those kind of details.

No problem. I know how that feels. I left the MD11F 2,5 years ago and some things are just gone, but others I still remember. I 'only' have 2200 hours on the MD11F.

Thanks for your posts   

wilco737
  



It it's not Boeing, I am not going.
User currently offlineCosmicCruiser From United States of America, joined Feb 2005, 2255 posts, RR: 15
Reply 6, posted (1 year 1 month 3 weeks 3 days 17 hours ago) and read 2887 times:

yeah guys for the same reason I didn't reply. I was estimating about 45-50,000lb but no statistics just memory. The max payload would be a lot higher than what someone posted. Hey Wilco737, we started getting some of the higher wgt -11s there at Fedex. I miss the -11 what fun to fly!! CC

User currently offlineZunhao From United States of America, joined May 2013, 2 posts, RR: 0
Reply 7, posted (1 year 1 month 3 weeks 3 days 7 hours ago) and read 2719 times:

Great thanks to you both.

User currently offlineSDF880 From United States of America, joined Apr 2007, 130 posts, RR: 0
Reply 8, posted (1 year 1 month 3 weeks 3 days 7 hours ago) and read 2709 times:

I ran actual numbers tonight on my computer at 5X. Planned a 3 hour flight,US domestic, MAX zero fuel weight, no alternate, domestic reserves. I ran GE and Pratt as we have them both then averaged the numbers. Cost index zero which worked out to Mach .818, MZFW 461.3, average burn 56,000 pounds.

SDF880


User currently offlinenicoeddf From Germany, joined Jan 2008, 1099 posts, RR: 1
Reply 9, posted (1 year 1 month 3 weeks 3 days 1 hour ago) and read 2623 times:

Quoting wilco737 (Reply 3):
We had 95 tons

...more like 85 tons...no?


User currently offlinewilco737 From Greenland, joined Jun 2004, 8967 posts, RR: 76
Reply 10, posted (1 year 1 month 3 weeks 2 days 22 hours ago) and read 2577 times:
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Quoting nicoeddf (Reply 9):
...more like 85 tons...no?

Well, I had several flights with payload of 95 tons. I am 100% certain with this number.

wilco737
  



It it's not Boeing, I am not going.
User currently offline744lover From United States of America, joined Nov 2000, 183 posts, RR: 0
Reply 11, posted (1 year 1 month 3 weeks 2 days 17 hours ago) and read 2486 times:

Hi.


GEC uses a kind of "high MZFW" version of the MD-11

Basically what you have is:

DOW: 114.0 t
MZFW: 209.2t (therefore max. payload: 95.2t)
MTOW: 286.0t
MLW: 222.0t


Now let's have this bird landing with 222t at SEQU on any given day... It's an interesting landing, to say the least    


BR,
744lover


User currently offlinewilco737 From Greenland, joined Jun 2004, 8967 posts, RR: 76
Reply 12, posted (1 year 1 month 3 weeks 2 days 17 hours ago) and read 2479 times:
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Quoting 744lover (Reply 11):
Now let's have this bird landing with 222t at SEQU on any given day... It's an interesting landing, to say the least    

Every landing with that weight is interesting 

I have only been once to SEQU/ UIO and it is an interesting approach indeed. But amazing view. Doubt with 95 tons of cargo this would be legally possible.

wilco737
  



It it's not Boeing, I am not going.
User currently offlinenicoeddf From Germany, joined Jan 2008, 1099 posts, RR: 1
Reply 13, posted (1 year 1 month 3 weeks 2 days 14 hours ago) and read 2400 times:

Quoting wilco737 (Reply 10):
Well, I had several flights with payload of 95 tons. I am 100% certain with this number.

You should know...  


User currently offlineCosmicCruiser From United States of America, joined Feb 2005, 2255 posts, RR: 15
Reply 14, posted (1 year 1 month 3 weeks 2 days ago) and read 2280 times:

Quoting 744lover (Reply 11):
Now let's have this bird landing with 222t at SEQU on any given day... It's an interesting landing, to say the least    

Our standard -11s had a ZFW of 451,000 lb and MLW of 481,500 lb. We had some as wilco737 knows that were ZFW 461,000 and MLW 491,000.
I don't know SEQU but I did see a few occasions with a wet runway especially not grooved that we had to take a longer runway. 27R CDG, 28 DEL to name two. That Vapp at MLW was smokin'! 168 kts I believe


User currently offlinewilco737 From Greenland, joined Jun 2004, 8967 posts, RR: 76
Reply 15, posted (1 year 1 month 3 weeks 2 days ago) and read 2276 times:
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Quoting CosmicCruiser (Reply 14):
I don't know SEQU

9400 feet elevation within a valley of even higher mountains. And rather short runway.

Quoting CosmicCruiser (Reply 14):
27R CDG, 28 DEL to name two. That Vapp at MLW was smokin'! 168 kts I believe

Oh yeah, I remember DEL or NBO with 5500 feet elevation. And then use Flaps 35 and you are above 170 knots V appr. I think 173 is the highest I saw. With the hot and high day in NBO you get close to the max tyre speed of 204 knots...

wilco737
  



It it's not Boeing, I am not going.
User currently offlineCosmicCruiser From United States of America, joined Feb 2005, 2255 posts, RR: 15
Reply 16, posted (1 year 1 month 3 weeks 1 day 22 hours ago) and read 2260 times:

My wake up call was going into CDG on day at close to MLW. They were landing 27R departing 27L. There seemed to be no problem. As we got closer I listened to ATIS one more time and noticed they mention runways wet. I asked the F/O to check the landing dist once more with a wet runway and was shocked to find that even though all the jets were landing 27R we couldn't come close with that weight and wet surface. We immediately told CDG approach we needed 27L and got the approval. Just over the approach lights a moderate rain fell and as we exited and taxied to our ramp I remember telling the F/O that had wetaken 27R we would never have stopped on the runway!! I became much more serious about heavy wgt/wet/ungrooved runways after that!

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