Hello
I want to introduce you to the the fuel consumption table of various aircraft, including Russian. I hope this information will be interesting. Of course figures may vary greatly depending on the weight and length of the route.

An-2: — 131 kg/h
An-2P --- 140 kg/h
An-3Т — 200 kg/h
An-12 — 1983 kg/h
An-38-100 - 380 kg/h
Аn-24РВ — 800 kg/h
Аn-26 — 1087 kg/h
Аn-28 — 300 kg/h
Аn-30 — 900 kg/h
Аn-32 — 1229 kg/h
Аn-74 — 1800 kg/h
Аn-140-100 — 550 kg/h
Аn-148-100Е — 1650 kg/h
Аn-225 — 15900 kg/h
Аn-124-100 — 12600 kg/h
IL-18: — 2247 kg/h
IL-62 — 7300 kg/h
IL-62М: — 6600 kg/h
IL-86 - 10600 kg/h
IL-96-300 — 7300 kg/h
IL-96-400М — 7500 kg/h
IL-76Т — 8262 kg/h
IL-114-100 — 590 kg/h
Yak-40 — 1240 kg/h
Yak-42D — 3100 kg/h
Тu-104 - 6000 kg/h
Тu-134B— 2500 kg/h
Тu-114 — 5300 kg/h
Тu-154B-2 — 6200 kg/h
Тu-154М — 5300 kg/h
Тu-204-100 — 3460 kg/h
Тu-204-120 — 3420 kg/h
Тu-204-300 — 3250 kg/h
Sukhoi Superjet 100 — 1700 kg/h
L-410 — 314 kg/h
Fokker F27 — 500 kg/h
Fokker 100 — 2200 kg/h
Embraer EMB-120ER — 390 kg/h
Embraer RJ 145 — 1120 kg/h
De Havilland Comet 1 — 6000 kg/h
De Havilland Comet 4B — 5200 kg/h
De Havilland Comet 4 — 4400 kg/h
De Havilland Comet 4С — 4000 kg/h
Hawker-Siddeley Trident 2E — 4400 kg/h
Hawker-Siddeley Trident 3B — 4260 kg/h
Vickers VC-10 — 6530 kg/h
BAC One-Eleven 500 — 2800 kg/h
Sud-Aviation Caravelle 11R — 2450 kg/h
Dassault Mercure — 2700 kg/h
Concorde — 20500 кг/час
BAe 146-200 — 1880 kg/h
BAe 146-300 - 1920 kg/h
British Aerospace ATP — 800 kg/h
Jetstream J41 — 452 kg/h
Bombardier Dash 8-Q300 — 900 kg/h
Bombardier Dash 8-Q400NextGen — 860 kg/h
Bombardier CRJ 200 — 1100 kg/h
Bombardier CRJ 700 — 1450 kg/h
Bombardier CRJ 900 — 1600 kg/h
Bombardier CRJ 900ER — 1700 kg/h
Bombardier CRJ 1000 — 1740 kg/h
Bombardier CS300 — 2100 kg/h
Beechcraft 1900C — 400 kg/h
ATR 42-320 — 450 kg/h
ATR 72-500 — 620 kg/h
Saab 2000 — 950 kg/h
Lockheed L-188A Electra — 2000 kg/h
Lockheed L1011-500 Tristar — 8000 кгkg/h
Convair 880 — 5600 kg/h
Convair 990 — 6300 kg/h
Convair 990A - 5800 kg/h
Boeing 707-320 — 6800-7200 kg/h
Boeing 707-420 — 6400 kg/h
Boeing 707-320B — 5500 kg/h
Boeing 707-120B — 4800-5000 kg/h
Boeing 717-200 — 2200 kg/h
Boeing 727-100 — 4140 kg/h
Boeing 727-200 — 4500 kg/h
Boeing 727-200 Advanced — 4860 kg/h
Boeing 737-100 — 2500 kg/h
Boeing 737-200 — 2800 kg/h
Boeing 737-300 — 2400 kg/h
Boeing 737-400 — 2600 kg/h
Boeing 737-500 — 2400 kg/h
Boeing 737-700 — 2420 kg/h
Boeing 737-800 - 2530 kg/h
Boeing 747-100 — 11800 kg/h
Boeing 747-300 — 11300 kg/h
Boeing 747-400 — 10230 kg/h
Boeing 747-8 — 9600 kg/h
Boeing 757-200 — 3320 kg/h
Boeing 777-200 — 6080 kg/h
Boeing 777-200ER — 6630 kg/h
Boeing 777-200LR — 6800 kg/h
Boeing 777-300ER — 7500 kg/h
Boeing 767-200 — 4500 kg/h
Boeing 767-300 — 4800 kg/h
Boeing 767-300ER — 4940 kg/h
Boeing 787-8 — 4900 kg/h
Boeing 787-9 — 5600 kg/h
DC-8-61 — 5900 kg/h
DC-8-62 — 5300 kg/h
DC-8-63 — 5400 kg/h
DC-8-73 — 4880 kg/h
DC-9-20 — 2500 kg/h
DC-9-40 — 2900 kg/h
MD-83 - 3060 kg/h
MD-90 — 2800 kg/h
DC-10-10 Domestic — 6940 kg/h
DC-10-20 — 8140 kg/h
DC-10-30 — 8300 kg/h
MD-11 — 7500-7750 kg/h
Airbus A300 — 4770 kg/h
Airbus A319-100 — 2374 kg/h
Airbus A320 — 2430 kg/h
Airbus A321-100 — 2885 kg/h
Airbus A321-231 — 2740 kg/h
Airbus A330-200 — 5590 kg/h
Airbus A330-300 — 5700 kg/h
Airbus A340-300 — 6500 kg/h
Airbus A340-500 — 8000 kg/h
Airbus A350-900 — 5800 kg/h
Airbus A380 — 11000-12000 kg/h

Embraer E-170 — 1530 kg/h
Embraer E-175 — 1650 kg/h
Embraer E-190 — 1970 kg/h
Embraer E-195 — 1950 kg/h

For widebodies the range of fuel burns is as massive as the range of weights. It might be useful to have a "third axis" giving burn for a given range or the like. That way that you are comparing apples to apples.

At heavy weights the 330-300 burns more than 7 tons an hour. At light weights it burns less than 5. On a long flight you're looking at an average of around 6.

Are these fuel burn values an average of a trip (if yes, what is the trip length) or the burn at cruise level?

And some indication of the weight of the aircraft would also help to better understand the values. But definitely an interesting post

Any such data available for Helicopters?

MatthKarl wrote:

Are these fuel burn values an average of a trip (if yes, what is the trip length) or the burn at cruise level?

And some indication of the weight of the aircraft would also help to better understand the values. But definitely an interesting post

These data are collected from various sources and therefore may not be entirely correct. For example fuel consumption Comet 4C on flights across the Atlantic was 3650 kg / h instead of 4000 kg / h above.
Here is another example of the fuel consumption of the first Soviet jet aircraft Tu-104. Data from the flight manual.
Range - time - fuel consumption
600 km - 58 min - 6930 kg / h
800 km - 74 min - 6480 kg / h
1000 km - 90 min - 6200 kg / h
1500 km - 126 min - 5800 kg / h
2000 km - 162 min - 5550 kg / h

Consumption of 777-300ER and 777-200LR fuel may be the same with different length of the route.
777-300ER - 7020 kg / h - 5473 nm
777-200LR - 7080 kg / h - 7190 nm

GriN wrote:

De Havilland Comet 1 — 6000 kg/h

That one must be a typo.

The Aeroplane for 1 May 1953 gives 1.3 Vmd cruise consumption examples for the Comet 1-- two extremes:

Weight 30500 kg, ISA minus 10C, 44900 ft altitude, 525 statute miles per hour TAS, consumption 2615 kg/hr

Weight 45000 kg, ISA plus 30C, 24700 ft altitude, 415 statute mph, 3745 kg/hr.

timz wrote:

GriN wrote:

De Havilland Comet 1 — 6000 kg/h

That one must be a typo.

It does sound quite low. But it had a MTOW of only 50 tons.

Starlionblue wrote:

timz wrote:

GriN wrote:

De Havilland Comet 1 — 6000 kg/h

That one must be a typo.

It does sound quite low. But it had a MTOW of only 50 tons.

It seems that this is true because FLIGHT, 1 May 1953 have a table according to which the Comet 1 burns about 9-10 kg / mile. This corresponds to 3400 kg/h for route London - Rome.

Has made some amendments to the fuel burn list. Also added several planes.
An-2: — 131 kg/h
An-2P: - 140 kg/h
An-3Т — 250 kg/h
An-12 — 1983 kg/h
An-38-100 - 380 kg/h
Аn-24РВ — 800 kg/h
Аn-26 — 1087 kg/h
Аn-28 — 300 kg/h
Аn-30 — 900 kg/h
Аn-32 — 1229 kg/h
Аn-74 — 1800 kg/h
Аn-140-100 — 550 kg/h
Аn-148-100Е — 1650 kg/h
Аn-225 — 15900 kg/h
Аn-124-100 — 12600 kg/h
IL-18: — 2247 kg/h
IL-62 — 7300 kg/h
IL-62М: — 6600 kg/h
IL-86 - 10600 kg/h
IL-96-300 — 7300 kg/h
IL-96-400М — 7500 kg/h
IL-76Т — 8262 kg/h
IL-114-100 — 590 kg/h
Yak-40 — 1240 kg/h
Yak-42D — 3100 kg/h
Тu-104 - 6000 kg/h
Тu-124 - 2850 kg/h
Тu-134A— 3200 kg/h
Тu-114 — 5300 kg/h
Тu-144C - 36200 kg/h
Тu-144C - 25600 kg/h
Тu-154B-2 — 6200 kg/h
Тu-154М — 5300 kg/h
Тu-204-100 — 3460 kg/h
Тu-204-120 — 3420 kg/h
Тu-204-300 — 3250 kg/h
Sukhoi Superjet 100 — 1700 kg/h
L-410 — 314 kg/h
Fokker F27 — 500 kg/h
Fokker 100 — 2000 kg/h
Embraer EMB-120ER — 390 kg/h
Embraer RJ 145 — 1120 kg/h
De Havilland Comet 1 — 4000 kg/h
De Havilland Comet 4B — 5200 kg/h
De Havilland Comet 4 — 4400 kg/h
De Havilland Comet 4С — 4000 kg/h
Hawker-Siddeley Trident 2E — 4200 kg/h
Hawker-Siddeley Trident 3B — 4650 kg/h
Vickers VC-10 — 6530 kg/h
BAC One-Eleven 500 — 2800 kg/h
Sud-Aviation Caravelle 11R — 2450 kg/h
Dassault Mercure — 2700 kg/h
Concorde — 20500 kg/h
BAe 146-200 — 1880 kg/h
BAe 146-300 - 1920 kg/h
British Aerospace ATP — 670 kg/h
Jetstream J41 — 452 kg/h
Bombardier Dash 8-Q300 — 700 kg/h
Bombardier Dash 8-Q400NextGen — 860 kg/h
Bombardier CRJ 200 — 1100 kg/h
Bombardier CRJ 700 — 1450 kg/h
Bombardier CRJ 900 — 1600 kg/h
Bombardier CRJ 900ER — 1700 kg/h
Bombardier CRJ 1000 — 1740 kg/h
Bombardier CS300 — 2100 kg/h
Embraer E-170 — 1530 kg/h
Embraer E-175 — 1650 kg/h
Embraer E-190 — 1970 kg/h
Embraer E-195 — 1950 kg/h
Beechcraft 1900D — 350 kg/h
Pilatus PC-12 — 200 kg/h
ATR 42-320 — 510 kg/h
ATR 42-500 — 620 kg/h
ATR 72-500 — 660 kg/h
Saab 2000 — 950 kg/h
Lockheed L-188A Electra — 2000 kg/h
Lockheed L1011-250 Tristar — 7560 kg/h
Convair 880 — 5600 kg/h
Convair 990 — 6300 kg/h
Convair 990A - 5800 kg/h
Boeing 707-320 — 6800-7200 kg/h
Boeing 707-420 — 6400 kg/h
Boeing 707-320B — 5500 kg/h
Boeing 707-120B — 4800-5000 kg/h
Boeing 717-200 — 2200 kg/h
Boeing 727-100 — 4140 kg/h
Boeing 727-200 — 4500 kg/h
Boeing 727-200 Advanced — 4860 kg/h
Boeing 737-100 — 2500 kg/h
Boeing 737-200 — 2650 kg/h
Boeing 737-300 — 2400 kg/h
Boeing 737-400 — 2600 kg/h
Boeing 737-500 — 2400 kg/h
Boeing 737-700 — 2420 kg/h
Boeing 737-800 - 2530 kg/h
Boeing 747-100 — 11800 kg/h
Boeing 747-300 — 11300 kg/h
Boeing 747-400 — 10230 kg/h
Boeing 747-8 — 9800 kg/h
Boeing 757-200 — 3320 kg/h
Boeing 777-200 — 6080 kg/h
Boeing 777-200ER — 6630 kg/h
Boeing 777-200LR — 6800 kg/h
Boeing 777-300ER — 7500 kg/h
Boeing 767-200 — 4500 kg/h
Boeing 767-300 — 4800 kg/h
Boeing 767-300ER — 4940 kg/h
Boeing 767-400ER — 5100 kg/h
Boeing 787-8 — 4900 kg/h
Boeing 787-9 — 5600 kg/h
DC-8-61 — 5900 kg/h
DC-8-62 — 5300 kg/h
DC-8-63 — 5400 kg/h
DC-8-73 — 4600 kg/h
DC-9-20 — 2500 kg/h
DC-9-40 — 2700 kg/h
DC-9-50 — 2900 kg/h
MD-83 - 3060 kg/h
MD-90 — 2800 kg/h
DC-10-10 Domestic — 6940 kg/h
DC-10-20 — 8140 kg/h
DC-10-30 — 8300 kg/h
MD-11 — 7500-7750 kg/h
Airbus A300 — 4770 kg/h
Airbus A319-100 — 2374 kg/h
Airbus A320 — 2430 кгkg/h
Airbus A321-100 — 2885 kg/h
Airbus A321-231 — 2740 kg/h
Airbus A330-200 — 5593 kg/h
Airbus A330-300 — 5700 kg/h
Airbus A340-300 — 6500 kg/h
Airbus A340-500 — 8000 kg/h
Airbus A340-600 — 8200 kg/h
Airbus A350-900 — 5800 kg/h
Airbus A380 — 12000 kg/h

This PDF quoted some data for DC-7 and Lockheed constellation under different circumstances... https://www.transportenvironment.org/si ... ciency.pdf

I don't think I buy that a DC-8-63 burns less than a 707-320B. It's bigger, heavier, and has the same engines.

LH707330 wrote:

I don't think I buy that a DC-8-63 burns less than a 707-320B. It's bigger, heavier, and has the same engines.

According to Flight 1972
707-320B - 885 km/h - 5375 kg/h
DC-6-83 - 875 km/h - 5400 kg/h
at the maximum take-off weight and max range average fuel burn is
707-320B - 5050 kg/h - 5.94 kg/km
DC-6-83 - 5470 kg/h - 6.63 kg/km
The difference in the payload is 4720 kg

GriN wrote:

LH707330 wrote:

I don't think I buy that a DC-8-63 burns less than a 707-320B. It's bigger, heavier, and has the same engines.

According to Flight 1972
707-320B - 885 km/h - 5375 kg/h
DC-6-83 - 875 km/h - 5400 kg/h
at the maximum take-off weight and max range average fuel burn is
707-320B - 5050 kg/h - 5.94 kg/km
DC-6-83 - 5470 kg/h - 6.63 kg/km
The difference in the payload is 4720 kg

Back in the day when I flew DC-8-63 (up to 1991) we calculated the average burn pr hr at 14.200lbs (6400kgs/hr) for the longer sectors. These had 355.000lbs MTOW, a bit more than the 707.

Is the A300 figure from a first-gen B2 or a later-gen -600? I find it remarkable it is matching the fuel burn of a 727.

Back in the day, Capts on our 747-200s would make a reasonableness check on the flight plan as part of his pre-flight. The standard number was 25,000 lbs per hour. So a 10 flight would burn approximately 250,000 lbs of fuel. Although you don't show a 200, your 747-300 number of 11,300 kg/hr (24,912 lbs/hr) is right on.

GriN wrote:

LH707330 wrote:

I don't think I buy that a DC-8-63 burns less than a 707-320B. It's bigger, heavier, and has the same engines.

According to Flight 1972
707-320B - 885 km/h - 5375 kg/h
DC-6-83 - 875 km/h - 5400 kg/h
at the maximum take-off weight and max range average fuel burn is
707-320B - 5050 kg/h - 5.94 kg/km
DC-6-83 - 5470 kg/h - 6.63 kg/km
The difference in the payload is 4720 kg

That second set makes a bit more sense, thanks for sharing.

LH707330 wrote:

GriN wrote:

LH707330 wrote:

I don't think I buy that a DC-8-63 burns less than a 707-320B. It's bigger, heavier, and has the same engines.

According to Flight 1972
707-320B - 885 km/h - 5375 kg/h
DC-6-83 - 875 km/h - 5400 kg/h
at the maximum take-off weight and max range average fuel burn is
707-320B - 5050 kg/h - 5.94 kg/km
DC-6-83 - 5470 kg/h - 6.63 kg/km
The difference in the payload is 4720 kg

That second set makes a bit more sense, thanks for sharing.

With MTOW and max payload calculated from Fight fuel burn for DC-8-63 seems around 6000 kg/h. .

Bombardier CS100 - 1570 kg/h
Bombardier CS300 - 1950 kg/h
Airbus 320neo - 2010 kg/h (3,5 hr flight)
Vickers Viscount 800 - 1050 kg/h

Also found some fuel burn for old piston aircrafts here http://www.prop-liners.com/tech.htm
Boeing 247 - 185 kg/h
Boeing 307 - 420 kg/h
Boeing 377 - 1460 kg/h
Douglas DC-7С - 1350 kg/h (max fuel)
Douglas DC-7 - 840 kg/h (max fuel) / 1220 kg/h (max payload)
Lockheed 049 - 990 kg/h (max fuel)
Lockheed 649 - 1030 kg/h (max fuel)
Lockheed 749A - 1080 kg/h (max fuel)
Lockheed 1049 - 1160 kg/h (max fuel)
Lockheed 1649A - 1260 kg/h (max fuel)/ 1580 kg/h (max payload)
Convair 240 - 540 kg/h
Convair 340 - 670 kg/h
Convair 440 - 670 kg/h
Convair 580 - 870 kg/h
Convair 600 - 770 kg/h
Convair 640 - 750 kg/h
Douglas DC-1 - 265 kg/h
Douglas DC-3 - 270 kg/h
Douglas DC-4 - 1060 kg/h
Martin 202 - 500 kg/h
Martin 404 - 540 kg/h

Douglas DC-7B - 1220 kg/h (max fuel)
Fuel consumption for DC-7 seems too low

Brooks says a DC-3 with 1200-hp R1830s cruising at 550 hp per engine at 6000 ft will burn 490 pounds/hour.

DC-4, 625 hp per engine at 10000 ft, 1400 lb/hr.

DC-6B, 1200 hp per engine at 20000 ft, 2400 lb/hr.

L749A, 1200 hp/engine, 18000 ft, 2300 lb/hr

DC7B-DC7C-L1049G-L1649, 1625 hp/engine at 20-22000 ft, 2700 lb/hr.

Found an interesting resource for fuel consumption of helicopters and added information about Soviet helicopters https://www.fs.fed.us/fire/contracting/ ... 1-2013.pdf

Russia

Mi-1 - 70 kg/h
Mi-4 - 225 kg/h
Mi-2 - 220 kg/h
Mi-8MTB - 600 kg/h
Mi-9 - 770 kg/h
Mi-172 - 660 kg/h
Mi-24-690 kg/h
Mi-6 - 2300 kg/h
Mi-10 - 2000-2300 kg/h
Mi-26T - 2550-3100 kg/h
Mi-34 - 73 kg/h
Ka-15 - 55 kg/h
Ka-26 - 110 kg/h
Ka-32 - 1300 kg/h
Ka-226 - 180 kg/h
Ansat - 180 kg/h

Robinson

R22 - 22-29 kg (30-40 L/h)
R44 - 36-43 kg/h (50-60 L/h)
R66 - 70 kg/h

AGUSTA WESTLAND

AW 139 - 390 kg/h
AW 119 KOALA - 170 kg/h
EH 101 - 645 kg/h
A109A - 190 kg/h
A109 K2 - 230 kg/h

BELL

47/SOLOY - 62 kg/h
204B (UH-1 Series) - 260 kg/h
204 Super B - 275 kg/h
205A-1 270 kg/h
205A-1++ 275 kg/h
206B-II - 75 kg/h
206B-III - 83 kg/h
206L-1 - 100 kg/h
206L-3 - 115 kg/h
206L-4 - 115 kg/h
210 - 275 kg/h
212 - 304 kg/h
212 Single - 280 kg/h
B212HP - 330 kg/h
214B - 490 kg/h
214B1 - 440 kg/h
214ST 405 kg/h
222A - 215 kg/h
222B - 250 kg/h
222UT - 250 kg/h
407 - 140 kg/h
412 - 335 kg/h
412HP - 334 kg/h
UH-1B - 260 kg/h
UH-1B Super - 270 kg/h
UH-1F - 270 kg/h
UH-1H (-13 engine) - 270 kg/h
UH-1H (-17 engine) - 275 kg/h
TH-1L - 270 kg/h

AM. EUROCOPTER

EC120 - 94 kg/h
EC130B4 - 160 kg/h
EC135 - 195 kg/h
EC145 - 245 kg/h
EC155B1 - 290 kg/h
EC225 - 560 kg/h
EC175 - 470 kg/h
SA-315B - 176 kg/h
SA-318C - 137 kg/h
AS-330J - 545 kg/h
AS 332L1 - 490 kg/h
SA-341G - 140 kg/h
AS-350D - 120 kg/h
AS-350B - 140 kg/h
AS-350-B2 - 150 kg/h
AS-350-B3 - 165 kg/h
AS-355N - 180 kg/h
AS-355F - 180 kg/h

BOEING

BV-107 - 550 kg/h
BV-234 - 1230 kg/h

HILLER

SL-3/4 - 57 kg/h
H-1100B - 67 kg/h
UH-12/SOLOY - 62 kg/h

KAMAN

H43-F - 260 kg/h
K-1200 - 260 kg/h

MBB

BO 105CBS - 170 kg/h
BK 117 - 235 kg/h

McDONNELL DOUGLAS

500C - 70 kg/h
500D/E - 85 kg/h
520N - 100 kg/h
530F - 105 kg/h
600N - 125 kg/h
900/902 - 210 kg/h

SIKORSKY

CH 53D - 1300 kg/h
CH 54/S 64 - 1600 kg/h
S-55T - 140 kg/h
S-58D/E - 250 kg/h
S-58T/PT6T-3 - 350 kg/h
S-58T/PT6T-6 - 350 kg/h
S-61N - 515 kg/h
S-62A - 210 kg/h
S-70 - 485 kg/h
S-76C+ - 270 kg/h

btw, can op provide some of the major resources being used to generate thee op's table? Would like to know the condition being made when yielding such table

c933103 wrote:

btw, can op provide some of the major resources being used to generate thee op's table? Would like to know the condition being made when yielding such table

Here you can find the latest version with some fixes

https://www.fs.fed.us/fire/contracting/ ... rs_cwn.htm

GriN wrote:

c933103 wrote:

btw, can op provide some of the major resources being used to generate thee op's table? Would like to know the condition being made when yielding such table

Here you can find the latest version with some fixes

https://www.fs.fed.us/fire/contracting/ ... rs_cwn.htm

Unless I missed something it is just about fire service and helicopter...?

After analyzing the DOT statistics and some other sources, including operating manuals, it is necessary to make some corrections to the fuel burn data list
An-2: — 131 kg/h
An-2P: - 140 kg/h
An-3 — 190 kg/h
An-12 — 2200 kg/h
An-38-100 - 380 kg/h
Аn-24 — 860 kg/h
Аn-26 — 960 kg/h
Аn-28 — 340 kg/h
Аn-30 — 900 kg/h
Аn-32 — 1229 kg/h
Аn-38 — 400 kg/h
Аn-74 — 1800 kg/h
Аn-140-100 — 680 kg/h
Аn-148-100Е — 1650 kg/h (M0.73)
Аn-225 — 15900 kg/h
Аn-124-100 — 12600 kg/h
Li-2 - 225 kg/h
IL-14 - 400 kg/h
IL-18: — 2200 kg/h
IL-62 — 7300 kg/h
IL-62М: — 7000 kg/h
IL-86 - 10600 kg/h
IL-96-300 — 7800 kg/h
IL-76Т — 8262 kg/h
IL-114-100 — 590 kg/h
Yak-40 — 1200 kg/h
Yak-42D — 3100 kg/h
Тu-104 - 6000 kg/h
Тu-124 - 2850 kg/h
Тu-134A— 3200 kg/h
Тu-114 — 5500 kg/h (M.0725)
Тu-144C - 36200 kg/h
Тu-144D - 25600 kg/h
Тu-154B-2 — 6200 kg/h
Тu-154М — 5300 kg/h
Тu-204-100 — 3460 kg/h
Тu-204-120 — 3420 kg/h
Тu-204-300 — 3250 kg/h
Тu-334-100 — 1850 kg/h
Sukhoi Superjet 100 — 1750 kg/h (98pax)
L-410 — 314 kg/h
Bristol Britannia 314 - 2200 kg/h
Vickers Viscount 700 - 1200 kg/h
Vickers Vanguard- 2100 kg/h
Canadair CL-44 - 2500 kg/h
NAMC YS-11 - 850 kg/h
BAe HS 748 - 800 kg/h
HPR.7 Dart Herald - 770 kg/h
Breguet 941 - 1200 kg/h
Aerospatiale N 262 - 350 kg/h
Avro Canada C102 - 2700 kg/h
De Havilland Comet 1 — 4000 kg/h
De Havilland Comet 4B — 5200 kg/h
De Havilland Comet 4 — 4400 kg/h
De Havilland Comet 4С — 4000 kg/h
Sud-Aviation Caravelle 1 — 2400 kg/h
Sud-Aviation Caravelle 11R — 2600 kg/h
Hawker-Siddeley Trident 2E — 4200 kg/h (M0.88),3800 kg/h (M0.84)
Hawker-Siddeley Trident 3B — 4650 kg/h (M0.86), 4300 kg/h (M.084)
Vickers VC-10 — 6530 kg/h
BAC One-Eleven 475 — 2300 kg/h
BAC One-Eleven 500 — 2500 kg/h
Dassault Mercure — 2800 kg/h
Concorde — 20500 kg/h
Avro RJ70 — 1960 kg/h
Avro RJ85 — 2060 kg/h
Avro RJ100 — 2160 kg/h
British Aerospace ATP — 670 kg/h
Jetstream J31 — 320 kg/h
Jetstream J32 — 370 kg/h
Jetstream J41 — 450 kg/h
Fairchild Dornier 328 - 540 kg/h
Fairchild Dornier 328JET - 800 kg/h
Fairchild Metro III - 320 kg/h
Dornier Do 228 - 280 kg/h
Bombardier Dash 8-Q100 — 480 kg/h
Bombardier Dash 8-Q200 — 540 kg/h
Bombardier Dash 8-Q300 — 600 kg/h
Bombardier Dash 8-Q400 — 1060 kg/h (355KTAS)
Bombardier CRJ 200 — 1100 kg/h
Bombardier CRJ 700 — 1450 kg/h
Bombardier CRJ 900 — 1600 kg/h
Bombardier CRJ 1000 — 1740 kg/h
Bombardier CS100 - 1580 kg/h
Bombardier CS300 - 1950 kg/h
Embraer EMB-110 — 290 kg/h
Embraer EMB-120ER — 390 kg/h
Embraer RJ 145 — 1100 kg/h
Embraer E-170 — 1530 kg/h (80 pax)
Embraer E-175 — 1650 kg/h (88 pax)
Embraer E-190 — 1970 kg/h (114 pax), 1830 kg/h (96pax)
Embraer E-195 — 1950 kg/h (124 pax), 1820 kg/h (106 pax)
Beechcraft 1900D — 350 kg/h
Pilatus PC-12 — 200 kg/h
ATR 42-320 — 510 kg/h
ATR 42-500 — 620 kg/h
ATR 72-500 — 660 kg/h
Saab 340B — 430 kg/h
Saab 2000 — 950 kg/h (355KTAS)
DHC-7 - 720 kg/h
DHC-6-400 Twin Otter - 260 kg/h
VFW-Fokker 614 - 1400 kg/h
Fokker F27 — 660 kg/h
Fokker F28-4000 — 2000 kg/h (M0.70)
Fokker 50 — 640 kg/h
Fokker 70 — 1900 kg/h
Fokker 100 — 2200 kg/h
Lockheed L-188A Electra — 2000 kg/h
Lockheed L1011-500 Tristar — 7900 kg/h
Convair 880 — 5600 kg/h
Convair 990 — 6300 kg/h (M.83)
Convair 990A - 5800 kg/h (M0.83) 7600 kg/h(M0.9)
Boeing 707-320 — 6800-7200 kg/h
Boeing 707-420 — 6400 kg/h
Boeing 707-320B — 5450 kg/h
Boeing 707-120B — 4800-5000 kg/h
Boeing 717-200 — 2200 kg/h
Boeing 727-100 — 3900 kg/h (М0.84)
Boeing 727-200Adv — 4500 kg/h (М0.84) 4250 (M0.79)
Boeing 737-100 — 2500 kg/h
Boeing 737-200 — 2600 kg/h
Boeing 737-300 — 2400 kg/h
Boeing 737-400 — 2600 kg/h
Boeing 737-500 — 2300 kg/h
Boeing 737-600 — 2200 kg/h
Boeing 737-700 — 2230 kg/h
Boeing 737-800 - 2500 kg/h
Boeing 737-900 - 2650 kg/h
Boeing 747SP — 10900 kg/h
Boeing 747-100 — 11900 kg/h
Boeing 747-200 — 11300 kg/h
Boeing 747-300 — 11700 kg/h
Boeing 747-400 — 10400 kg/h
Boeing 747-8 — 10300 kg/h
Boeing 757-200 — 3400 kg/h
Boeing 757-300 — 3900 kg/h
Boeing 767-200ER — 4550 kg/h
Boeing 767-300ER — 4800 kg/h
Boeing 767-400ER — 5200 kg/h
Boeing 777-200 — 6200 kg/h
Boeing 777-200ER — 6700 kg/h
Boeing 777-200LR — 6900kg/h
Boeing 777-300ER — 7900 kg/h
Boeing 787-8 — 4850 kg/h
Boeing 787-9 — 5400 kg/h
DC-8-33 — 7000 kg/h
DC-8-61(JT3D-3B) — 6200 kg/h
DC-8-62 — 5650 kg/h
DC-8-63(JT3D-7) — 6100 kg/h
DC-8-73 — 4800 kg/h
DC-9-30 — 2600 kg/h
DC-9-40 — 2800 kg/h
DC-9-50 — 2950 kg/h
MD-83 - 3100 kg/h
MD-90 — 2650 kg/h
DC-10-20 — 8140 kg/h
DC-10-30 — 8500 kg/h
MD-11 — 7500-7750 kg/h
Airbus A310 — 4500 kg/h
Airbus A300B4 — 5700 kg/h
Airbus A300-600R — 5200 kg/h
Airbus A318 — 2200 kg/h
Airbus A319-100 — 2370 kg/h
Airbus A320 — 2500 kg/h
Airbus 320neo - 2100 kg/h
Airbus A321-100 — 2900 kg/h
Airbus A321-200 — 2800 kg/h
Airbus A321-231 — 2740 kg/h
Airbus A330-200 — 5600 kg/h
Airbus A330-300 — 5900 kg/h
Airbus A340-200 — 6400 kg/h
Airbus A340-300 — 6600 kg/h
Airbus A340-500 — 8300 kg/h
Airbus A340-600 — 8700 kg/h
Airbus A350-900 — 5800 kg/h
Airbus A380 — 12000 kg/h
Boeing 247 - 185 kg/h
Boeing 307 - 420 kg/h
Boeing 377 - 1460 kg/h
Douglas DC-1 - 220 kg/h
Douglas DC-2 - 215 kg/h
Douglas DC-3 - 230 kg/h
Douglas DC-4 - 660 kg/h
Douglas DC-5 - 220 kg/h
Douglas DC-6B - 1080 kg/h
Douglas DC-7B - 1220 kg/h
Lockheed 049 - 990 kg/h
Lockheed 649 - 1030 kg/h
Lockheed 749A - 1080 kg/h
Lockheed 1049 - 1160 kg/h
Lockheed 1649A - 1260 kg/h
Lockheed Lodestar 18 - 400 kg/h
Convair 240 - 520 kg/h
Convair 340 - 650 kg/h
Convair 440 - 650 kg/h
Convair 580 - 940 kg/h
Convair 600 - 830 kg/h
Convair 640 - 830 kg/h
Martin 202 - 500 kg/h
Martin 404 - 540 kg/h
DH.114 Heron - 180 kg/h
Avro Tudor IV - 740 kg/h
AS.57 Ambassador - 600 kg/h

Fixed some too high figures that relate to flights to the maximum distance and maximum load, also added some good old piston airplanes.

An-2: — 131 kg/h
An-2P: - 140 kg/h
An-3 — 190 kg/h
An-12 — 2200 kg/h
An-38-100 - 380 kg/h
Аn-24 — 860 kg/h
Аn-26 — 960 kg/h
Аn-28 — 340 kg/h
Аn-30 — 900 kg/h
Аn-32 — 1229 kg/h
Аn-38 — 400 kg/h
Аn-74 — 1800 kg/h
Аn-140-100 — 680 kg/h
Аn-148-100Е — 1650 kg/h (M0.73)
Аn-225 — 15900 kg/h
Аn-124-100 — 12600 kg/h
Li-2 - 225 kg/h
IL-14 - 400 kg/h
IL-18: — 2200 kg/h
IL-62 — 7300 kg/h
IL-62М: — 6600 kg/h
IL-86 - 10200 kg/h
IL-96-300 — 7800 kg/h
IL-76Т — 8262 kg/h
IL-114-100 — 590 kg/h
Yak-40 — 1200 kg/h
Yak-42D — 3100 kg/h
Тu-104 - 6000 kg/h
Тu-124 - 2850 kg/h
Тu-134A— 3200 kg/h
Тu-114 — 5500 kg/h (M0.725)
Тu-144C - 36200 kg/h
Тu-144D - 25600 kg/h
Тu-154B-2 — 6200 kg/h
Тu-154М — 5300 kg/h
Тu-204-100 — 3460 kg/h
Тu-204-120 — 3420 kg/h
Тu-204-300 — 3250 kg/h
Тu-334-100 — 1900 kg/h
Sukhoi Superjet 100 — 1750 kg/h
L-410 — 314 kg/h
Bristol Britannia 314 - 2200 kg/h
Vickers Viscount 700 - 1200 kg/h
Vickers Vanguard- 2100 kg/h
Canadair CL-44 - 2500 kg/h
NAMC YS-11 - 850 kg/h
BAe HS 748 - 800 kg/h
HPR.7 Dart Herald - 770 kg/h
Breguet 941 - 1200 kg/h
Aerospatiale N 262 - 350 kg/h
Avro Canada C102 - 2700 kg/h
De Havilland Comet 1 — 4000 kg/h
De Havilland Comet 4B — 5200 kg/h
De Havilland Comet 4 — 4400 kg/h
De Havilland Comet 4С — 4000 kg/h
Sud-Aviation Caravelle 1 — 2400 kg/h
Sud-Aviation Caravelle 11R — 2600 kg/h
Hawker-Siddeley Trident 2E — 4200 kg/h (M0.88),3800 kg/h (M0.84)
Hawker-Siddeley Trident 3B — 4650 kg/h (M0.86), 4300 kg/h (M.084)
Vickers VC-10 — 6530 kg/h
BAC One-Eleven 475 — 2300 kg/h
BAC One-Eleven 500 — 2500 kg/h
Dassault Mercure — 2800 kg/h
Concorde — 20500 kg/h
Avro RJ70 — 1960 kg/h
Avro RJ85 — 2060 kg/h
Avro RJ100 — 2160 kg/h
British Aerospace ATP — 670 kg/h
Jetstream J31 — 320 kg/h
Jetstream J32 — 370 kg/h
Jetstream J41 — 450 kg/h
Fairchild Dornier 328 - 540 kg/h
Fairchild Dornier 328JET - 800 kg/h
Fairchild Metro III - 320 kg/h
Dornier Do 228 - 280 kg/h
Bombardier Dash 8-Q100 — 480 kg/h
Bombardier Dash 8-Q200 — 540 kg/h
Bombardier Dash 8-Q300 — 600 kg/h
Bombardier Dash 8-Q400 — 1060 kg/h (355KTAS)
Bombardier CRJ 200 — 1100 kg/h
Bombardier CRJ 700 — 1450 kg/h
Bombardier CRJ 900 — 1600 kg/h
Bombardier CRJ 1000 — 1740 kg/h
Bombardier CS100 - 1600 kg/h
Bombardier CS300 - 1950 kg/h
Embraer EMB-110 — 290 kg/h
Embraer EMB-120ER — 390 kg/h
Embraer RJ 145 — 1100 kg/h
Embraer E-170 — 1530 kg/h
Embraer E-175 — 1650 kg/h
Embraer E-190 — 1850 kg/h
Embraer E-195 — 1830 kg/h
Beechcraft 1900D — 350 kg/h
Pilatus PC-12 — 200 kg/h
ATR 42-320 — 510 kg/h
ATR 42-500 — 620 kg/h
ATR 72-500 — 660 kg/h
Saab 340B — 430 kg/h
Saab 2000 — 950 kg/h (355KTAS)
DHC-7 - 720 kg/h
DHC-6-400 Twin Otter - 260 kg/h
VFW-Fokker 614 - 1400 kg/h
Fokker F27 — 660 kg/h
Fokker F28-4000 — 2000 kg/h (M0.70)
Fokker 50 — 640 kg/h
Fokker 70 — 1900 kg/h
Fokker 100 — 2200 kg/h
Lockheed L-188A Electra — 2000 kg/h
Lockheed L1011-500 Tristar — 7900 kg/h
Convair 880 — 5200 kg/h
Convair 990 — 6300 kg/h (M.83)
Convair 990A - 5800 kg/h (M0.83) 7600 kg/h(M0.9), 5300 kg/h(M0.8 charter operators)
Boeing 707-320 — 6800-7200 kg/h
Boeing 707-420 — 6400 kg/h
Boeing 707-320B — 5450 kg/h
Boeing 707-120B — 4800-5000 kg/h
Boeing 717-200 — 2200 kg/h
Boeing 727-100 — 3900 kg/h (М0.84)
Boeing 727-200Adv — 4500 kg/h (М0.84) 4250 (M0.79)
Boeing 737-100 — 2500 kg/h
Boeing 737-200 — 2600 kg/h
Boeing 737-300 — 2400 kg/h
Boeing 737-400 — 2600 kg/h
Boeing 737-500 — 2300 kg/h
Boeing 737-600 — 2200 kg/h
Boeing 737-700 — 2230 kg/h
Boeing 737-800 - 2500 kg/h
Boeing 737-900 - 2650 kg/h
Boeing 747SP — 10700 kg/h
Boeing 747-100 — 11600 kg/h
Boeing 747-200 — 11100 kg/h
Boeing 747-300 — 11500 kg/h
Boeing 747-400 — 10300 kg/h
Boeing 747-8 — 10200 kg/h
Boeing 757-200 — 3400 kg/h
Boeing 757-300 — 3900 kg/h
Boeing 767-200ER — 4550 kg/h
Boeing 767-300ER — 4800 kg/h
Boeing 767-400ER — 5200 kg/h
Boeing 777-200 — 6200 kg/h
Boeing 777-200ER — 6700 kg/h
Boeing 777-200LR — 6800kg/h
Boeing 777-300ER — 7800 kg/h
Boeing 787-8 — 4800 kg/h
Boeing 787-9 — 5400 kg/h
DC-8-33 — 7000 kg/h
DC-8-61 — 6300 kg/h
DC-8-62 — 5700 kg/h
DC-8-63 — 6200 kg/h
DC-8-73 — 4800 kg/h
DC-9-30 — 2600 kg/h
DC-9-40 — 2800 kg/h
DC-9-50 — 2950 kg/h
MD-83 - 3100 kg/h
MD-90 — 2650 kg/h
DC-10-20 — 8140 kg/h
DC-10-30 — 8500 kg/h
MD-11 — 7500-7750 kg/h
Airbus A310 — 4500 kg/h
Airbus A300B4 — 5700 kg/h
Airbus A300-600R — 5200 kg/h
Airbus A318 — 2250 kg/h
Airbus A319-100 — 2370 kg/h
Airbus A320 — 2500 kg/h
Airbus 320neo - 2100 kg/h
Airbus A321-100 — 2900 kg/h
Airbus A321-200 — 2800 kg/h
Airbus A321-231 — 2740 kg/h
Airbus A330-200 — 5600 kg/h
Airbus A330-300 — 5900 kg/h
Airbus A340-200 — 6400 kg/h
Airbus A340-300 — 6600 kg/h
Airbus A340-500 — 8300 kg/h
Airbus A340-600 — 8600 kg/h
Airbus A350-900 — 5800 kg/h
Airbus A380 — 12000 kg/h
Boeing 247 - 185 kg/h
Boeing 307 - 420 kg/h
Boeing 377 - 1460 kg/h
Douglas DC-1 - 220 kg/h
Douglas DC-2 - 215 kg/h
Douglas DC-3 - 230 kg/h
Douglas DC-4 - 660 kg/h
Douglas DC-5 - 220 kg/h
Douglas DC-6B - 1080 kg/h
Douglas DC-7B - 1220 kg/h
Douglas DC-7С - 1350 kg/h
Lockheed 049 - 990 kg/h
Lockheed 649 - 1030 kg/h
Lockheed 749A - 1080 kg/h
Lockheed 1049 - 1160 kg/h
Lockheed 1649A - 1260 kg/h
Lockheed Lodestar 18 - 370 kg/h
Canadair North Star - 700 kg/h
Handley Page Hermes - 900 kg/h
Convair 240 - 520 kg/h
Convair 340 - 650 kg/h
Convair 440 - 650 kg/h
Convair 580 - 940 kg/h
Convair 600 - 830 kg/h
Convair 640 - 830 kg/h
Martin 202 - 500 kg/h
Martin 404 - 540 kg/h
DH.114 Heron - 180 kg/h
Avro Tudor IV - 700 kg/h
AS.57 Ambassador - 600 kg/h
Vickers Viking - 290 kg/h
DHA-3 Drover- 80 kg/h
DH.104 Dove 6 - 100 kg/h
DH.89 Dragon Rapide - 60 kg/h
Grumman G-21 Goose - 150 kg/h
Grumman G-73T Turbo Mallard - 270 kg/h
Junkers Ju52 - 300 kg/h
PZL MD-12 - 180 kg/h
Breguet 763 Deux-Ponts - 1200 kg/h
CASA C-207 Azor - 400 kg/h

Just found a operations manual for Tu-144C. Interesting enough was the page with an example of flight planning. This 3,300 km route coincides with the real commercial route Tu-144C Moscow-Almaty, the flight time was 2 hours, trip fuel 76.5 tons, headwind 80 km / hour. The Tu-144C was definitely the most uneconomical passenger aircraft ever. The cruising fuel consumption was 36 200 kg / h and the average minimum was 38 000 kg / h. This corresponds to 29 liters / 100 km per passenger!

GriN wrote:

Just found a operations manual for Tu-144C. Interesting enough was the page with an example of flight planning. This 3,300 km route coincides with the real commercial route Tu-144C Moscow-Almaty, the flight time was 2 hours, trip fuel 76.5 tons, headwind 80 km / hour. The Tu-144C was definitely the most uneconomical passenger aircraft ever. The cruising fuel consumption was 36 200 kg / h and the average minimum was 38 000 kg / h. This corresponds to 29 liters / 100 km per passenger!

Holy fuel burn, Batman! I knew the Tu-144 was a fuel hog, but that's astounding.

Concorde burned around 20 tons an hour in cruise. An A330 burns less than 6 tons an hour while carrying two and half times more passengers, but of course it is flying one third as fast.

In terms of fuel burn per mile, with the A330 as a baseline and assuming the TU144 flies at the same speed as Concorde: -

Concorde + 41%
TU144 + 150%

However, mitigating factors - TU144 was slightly larger than Concorde, and I think flew a bit faster.

I think the primary reason was the TU144 needed to run it's afterburners in the cruise.

With respect to passenger numbers - I think you'd have to compare an all business or first class A330 with the Concorde, but then you'd get into discussions about size of seats etc.

kurtverbose wrote:

In terms of fuel burn per mile, with the A330 as a baseline and assuming the TU144 flies at the same speed as Concorde: -

Concorde + 41%
TU144 + 150%

However, mitigating factors - TU144 was slightly larger than Concorde, and I think flew a bit faster.

I think the primary reason was the TU144 needed to run it's afterburners in the cruise.

With respect to passenger numbers - I think you'd have to compare an all business or first class A330 with the Concorde, but then you'd get into discussions about size of seats etc.

Well summarised.

And then you have the whole maintenance cost thing.

Speaking at length to a Kazakh pilot who'd flown both "Mother Russia" equipment and Western, he said the problem with Russian planes isn't aerodynamics. Those are just fine. The problem is engines. The extremely tight tolerances on modern Western engines were well beyond the reach of the manufacturing capabilities in Russia. In Russia not so long ago, the fan blades would be balanced with little weights like a car wheel. No way that unit is even going to be close in efficiency to your monocrystal unobtainium fan blade equipped pure magic thrust machine called Trent.

That may be true, but the problem with the TU-144 engines (certainly the early ones) was they were turbofans, not turbojets like Concordes. They made 5 with turbojets which greatly increased the range but still far less than Concorde. I think GriN's post is regarding the earlier engines.

Yes, this is an example for the Tu-144S with NK-144 engines with the afterburner on the cruise. There was also the Tu-144D with more economical turbojet Kolesov RD-36-51 without afterburner at supersonic speed, but it did not perform any commercial flight while the cruising fuel flow was about 25000 kg / h. Engines have always been the weakest point of Soviet aircraft. For example, even the super-fast turboprop Tu-114 on the route equivalent to LHR - JFK would have burned 45,400 kg at cruise M0.725 according to the norms of the Ministry of Aviation of the USSR. DC-6-63 according to the flight operating manual will burn 45,300 kg while flying the route for an hour faster at the same load. Il-62 with early NK-8 -4 engines will burn approximately 59,000 kg of fuel on this route carrying 170 passengers. Modern 787-8 carrying 242 passengers needs only 30,300 kg . The Soviet aircraft resource was also inferior to Western aircraft, for example, the maximum known number of cycles for the Soviet jet the Tu-134 is 31,000 cycles, while the DC-9 reached 105,000 cycles.

Bureau of Transportation Statistics provides interesting statistics on the operation of aircraft in the United States. For example, fuel consumption and flight time, it is not difficult to calculate the average fuel consumption in US gal/hr

Unitet airlines

2016 year

737-700 - 720 USgal/hr
737-800 - 836
a320 - 797
a319 - 733
777-200 - 2218
787-8 - 1581
787-9 - 1769
767-200 - 1603
767-400 - 1664
747-400 - 3496

2015

737-700 - 706
737-800 - 829
A320 - 789
A319 - 729
777-200 - 2207
787-8 - 1554
787-9 - 1737
737-300 -1560
767-400 - 1732
747-400 - 3467

AA 2016

777-200 - 2358
777-300 - 2749
A330-200 - 1852
A330-300 - 2041
E190 - 856
MD80 - 1190
737-800 - 954
a321 - 1090
a320 - 997
a319 - 957
787-8 - 1719
767-300 - 1567

Also i found that in 2001 AA Fokker 100 burned as much as 737-700 , just 100 US gal/hr less then 737-800

As a non aeronautical person, who is mildly OCD and loves reading lists (and phone books), I found it very interesting that an A350 burns through 5800kg/hr, and a B748 9800kg/hr, for a pretty equivalent passenger load. Obviously there are many other factors involved, but it's pretty clear why 350s sell like hotcakes (just how do hotcakes sell?), and why my beloved 747 is clearly on the way out the door. Well, I buy my cars based on gas mileage, not their looks.

georgiaame wrote:

As a non aeronautical person, who is mildly OCD and loves reading lists (and phone books), I found it very interesting that an A350 burns through 5800kg/hr, and a B748 9800kg/hr, for a pretty equivalent passenger load. Obviously there are many other factors involved, but it's pretty clear why 350s sell like hotcakes (just how do hotcakes sell?), and why my beloved 747 is clearly on the way out the door. Well, I buy my cars based on gas mileage, not their looks.

While certainly the 350 is more efficient than the 748, they're hardly equivalent when it comes to capacity. A 3-class* A359 carries around 275 pax. A 3-class 748 carries well over over 400 pax.

Also, 5800kg/hour is very much a medium to long haul figure. On shorter flights the 359 burns closer to 5 tons/hour.

*Biz, Premium Econ, Econ.

Based on 6000nm and a payload of 47.8t the 789 is 5500kg per cruise hour

In fact, the 747-8 burns roughly like 747-400 about 10,300 kg / h but takes more passengers. Knowing the maximum range and weight of the aircraft, it is easy to calculate the fuel consumption of A350-1000 and 787-10. For the A350-100, this is approximately 6400 kg / h for 787-10 about 5700 kg / h in normal operation for long haul. Compare these figures for the A350-1000 with 777-300ER, meanwhile they are both twins with high-tech high bypass engines with the same capacity and size.

The Appendix C of this ICAO document have some fuel consumption data for different aircraft at different sector length.... https://www.icao.int/environmental-prot ... 9_2016.pdf
Some deviation from data posted by OP include for example the Lockheed Electra is shown in the table to consume 15644kg fuel for a 2000nm flight, which if assume 652km/h cruising speed then it should be consuming 2750kg/h, compare to the 2000kg/h given by op.

c933103 wrote:

The Appendix C of this ICAO document have some fuel consumption data for different aircraft at different sector length.... https://www.icao.int/environmental-prot ... 9_2016.pdf
Some deviation from data posted by OP include for example the Lockheed Electra is shown in the table to consume 15644kg fuel for a 2000nm flight, which if assume 652km/h cruising speed then it should be consuming 2750kg/h, compare to the 2000kg/h given by op.

This table is suitable for comparing the fuel consumption of various aircraft but not for measuring absolute values because they are too high. For example, according to this table, Saab 2000 burns 1991 kg of fuel on the 500 nm route, at the same time, according to the official brochure http://www.saabaircraftleasing.com/prod ... 00_jar.pdf, this requires only 1425 kg or about 900 kg / hour. Not all the data in this table correspond to reality. For example, I do not believe that MD-90 burns as much as 737-800, according to statistics, the minimum difference in DL is about 50 US gal / hr. What about L-188, the flight time on the route 2000 nm with the usual cruising speed of 602-620 km / h will be not less than 400 minutes. Il-18 which is very similar to the L-188 burns about 14100 kg of fuel in 400 minutes and 13800 kg according your table for 2000 nm, I do not think it is more economical than L-188.

IMHO, fuel flow is relatively easy to estimate as a function of aircraft type and weight. As far as I know, in ISA conditions in long range cruise classics B733-5 would burn 1/23 of its weight per hour, while NG would burn 1/27 – 1/28 of its weight in hourly fuel flow.
B744 1/30
A330 1/33 – 1/35
77E 1/34
A380, 77W 1/36
B787 1/37-1/39
Depending on ZFW and mission time, it is relatively easy to compute mission fuel in Excel. Fuel burn will indeed depend on mission length (time) and other, specific things like required reserves.

Is there somewhere where you can find out the fuel burn for take off?

jman wrote:

Is there somewhere where you can find out the fuel burn for take off?

You'd need a manual with the performance figures.Just eyeballing it, I've noticed the fuel flow around take-off is a bit more than three times the fuel fuel in the cruise.

Afstand wrote:

IMHO, fuel flow is relatively easy to estimate as a function of aircraft type and weight. As far as I know, in ISA conditions in long range cruise classics B733-5 would burn 1/23 of its weight per hour, while NG would burn 1/27 – 1/28 of its weight in hourly fuel flow.
B744 1/30
A330 1/33 – 1/35
77E 1/34
A380, 77W 1/36
B787 1/37-1/39
Depending on ZFW and mission time, it is relatively easy to compute mission fuel in Excel. Fuel burn will indeed depend on mission length (time) and other, specific things like required reserves.

How do i do it in excel? What do i need to write? I think i know how to work out how much fuel is used for an overall distance, but not sure how i would work out how much fuel is used during a cruising hour?

Thanks

jman wrote:

How do i do it in excel? What do i need to write? I think i know how to work out how much fuel is used for an overall distance, but not sure how i would work out how much fuel is used during a cruising hour?

You could fine-tune the mission fuel burn (deduced from payload/range charts) by using the Breguet range equation if you have reasonable estimates of L/D, SFC, and cruise speed.

Does any one know how the official fuel burn/seat is calculated? On SAS home page for instance they publish fuel burn/seat (see link)

http://www.sasgroup.net/en/airbus-a319- ... -a320a321/

GriN wrote:

Has made some amendments to the fuel burn list. Also added several planes.
Bombardier Dash 8-Q300 — 700 kg/h
Bombardier Dash 8-Q400NextGen — 860 kg/h
:
:
ATR 42-320 — 510 kg/h
ATR 42-500 — 620 kg/h
ATR 72-500 — 660 kg/h

Fuel burn for the ATR42-320 at 510 kg/h is LESS than the newer ATR 42-500? How much has the takeoff performance/Payload improved to justify this increase in fuel consumption?
Aircraft - MTOW - Runway (MSL)
ATR 42-320 - 16800kg - 3900ft
ATR 42-500 - 18800kg - 3800ft

Doesn't make sense!

There is a market for a more efficient 30-50 seat aircraft capable of handling routes upto 700nm from runways <4500 ft. Sadly the Q200 is no longer in production!

BawliBooch wrote:

GriN wrote:

Has made some amendments to the fuel burn list. Also added several planes.
Bombardier Dash 8-Q300 — 700 kg/h
Bombardier Dash 8-Q400NextGen — 860 kg/h
:
:
ATR 42-320 — 510 kg/h
ATR 42-500 — 620 kg/h
ATR 72-500 — 660 kg/h

Fuel burn for the ATR42-320 at 510 kg/h is LESS than the newer ATR 42-500? How much has the takeoff performance/Payload improved to justify this increase in fuel consumption?
Aircraft - MTOW - Runway (MSL)
ATR 42-320 - 16800kg - 3900ft
ATR 42-500 - 18800kg - 3800ft

Doesn't make sense!

There is a market for a more efficient 30-50 seat aircraft capable of handling routes upto 700nm from runways <4500 ft. Sadly the Q200 is no longer in production!

I think it makes sense, that is a 12% increase in MTOW. The reduction in TO field length would imply a more powerful engine. A more powerful engine and more weight ability in this case seems to mean an increase in fuel consumption...

All these numbers! As far as I can understand, they cannot make sense without a speed/distance/payload context.
A very short flight in a big widebody, will have an excessive fuel burn since the fuel amount needed to take the elephant to the sky is massive. Likewise, a long haul flight near the maximum range will have a big average fuel burn, since you need to drag the fuel along from the beginning. Somewhere in between is a sweet spot where you get the lowest possible fuel burn per payload unit (passenger, tons of cargo etc).
This means a comparison is only viable if you take the flown distance into account, how much payload you transported and if you count fuel burn per time unit, also speed will make a difference. You simply can't make a fair comparison without saying what the transport task is.
Am I wrong?