Fuel consumption of different aircraft. International units of measure not included in escc

From the moment the first aircraft was created to the present day, at least ten thousand various models airliners, whether military or civil aviation. Constantly emerging questions and progressive improvements are embodied in new elegant designs and patterns, which in a few years occupy their niche in the modern air fleet.

One of the most important tasks of the aircraft industry is the fuel consumption of an aircraft, because the higher it is, the more unprofitable the car is, which is directly opposite to any market progress. So what is the fuel consumption of an airliner, and what is it different aircraft?

At the moment, there are three technical indicators of this aircraft parameter:

1. Hourly fuel consumption;
2. Kilometer fuel consumption;
3. Specific fuel consumption.

Hourly fuel consumption is the amount of fuel used in one hour of flight. This calculation is always taken without exception when cruising speed and the maximum payload of the airliner and is calculated in the unit - kg / h.

Cruise speed is the speed at which all passenger traffic is carried out. It is approximately 60-80% of the maximum due to safety and additional weight.

The maximum payload is the maximum allowable weight of passengers, baggage, equipment and other cargo on board the aircraft.

On average, it is from 1 to 15 thousand kg per hour.

Kilometer fuel consumption

Kilometer fuel consumption is the amount of fuel used per kilometer of flight. It is calculated in the same way as for hourly - at cruising speed and at maximum payload.

It should be noted that for freight and passenger traffic it is much more logical to apply this particular calculation, since the main goal of such a flight is to deliver the cargo to the required distance at the lowest fuel consumption, and not to stay in the air as long as possible, however, it was the sentry that was fixed in the technical specifications.

Calculated in kg/km.

Specific fuel consumption

Specific fuel consumption is the amount of fuel consumed per unit of time or distance, relative to power or thrust. aircraft provided by one or another engine, etc.

There are several different units of calculation, depending on the choice of parameters:

• Mass or volume of fuel - gram, kilogram or liter (g, kg or l);
• Travel time or distance - an hour or a kilometer (h or km);
• Engine power or thrust - horsepower or kilogram-force (hp or kgf).

The result is, for example, g (hp h) or kg (kgf h).

In civil aviation, another calculation has also become entrenched - the weight of fuel consumed per kilometer of the way to the total number of passengers on the plane. Its unit of calculation is g/pass-km (grams per passenger-kilometre).

This metric works closely with fuel efficiency to help you determine the most cost-effective airliner to carry a given number of passengers while using the least amount of fuel.

What determines fuel consumption

The fuel consumption of an aircraft depends on several factors:

• cruising speed;
• The mass of the aircraft;
• Commercial download;
• weather conditions;
• Type and number of engines (screw, jet or combined);
• Airliner structures;
• And another.

List of aircraft models and their fuel consumption

• An-2: specific fuel consumption - 42 g / pass.-km, hourly fuel consumption - 0.131 thousand kg / h;
• An-140-100: 24.4 g/pass.-km, 0.55 thousand kg/h;
• An-38-100: 43.7 g / pass.-km, 0.38 thousand kg / h;
• An-24: 36.0 g / pass.-km, 0.86 thousand kg / h;
• IL-86: 34.5 g / pass.-km, 10.4 thousand kg / h;
• IL-96-300: 26.4 g/pass.-km, 7.8 thousand kg/h;
• IL-114-100: 20.8 g/pass.-km, 0.59 thousand kg/h;
• Yak-40: 79.4 g / pass.-km, 1.241 thousand kg / h;
• Yak-42D: 35.0 g / pass.-km, 3.1 thousand kg / h;
• Tu-104B: 75 g / pass.-km, 6 thousand kg / h;
• Tu-134A: 45.0 g / pass.-km, 3.2 thousand kg / h;
• Tu-154M: 31.0 g/pass. km, 5.3 thousand kg / h;
• Tu-204-300: 27.0 g/pass.-km, 3.25 thousand kg/h;
• Tu-214: 19.0 g/pass.-km, 3.7 thousand kg/h;
• Tu-334: 23.4 g/pass.-km, 1.7 thousand kg/h;
• Tu-144S: 230.0 g / pass.-km, 39 thousand kg / h;
• Boeing 707-320: hourly fuel consumption - up to 7.2 thousand kg / h;
• Boeing 717-200: 2.2 thousand kg/h;
• Boeing 727-200: 4.3 thousand kg/h;
• Boeing 737-300: fuel efficiency - 22.5 g / pass.-km, hourly fuel consumption - 2.4 thousand kg / h;
• Boeing 737-400: 20.9 g/pass.-km, 2.6 thousand kg/h;
• Boeing 747-300: 22.4 g/pass.-km, 11.3 thousand kg/h;
• Boeing 757-200: 23.4 g/pass.-km; 3.25 thousand kg / h;
• McDonnell Douglas MD-83: hourly fuel consumption - 3.1 thousand kg / h;
• McDonnell Douglas MD-90: 2.65 thousand kg / h;
• Airbus A320-200: fuel efficiency - 19.1 g / pass.-km, hourly fuel consumption - 2.5 thousand kg / h;
• Airbus A321-100: - 23.2 g / pass.-km, 2.885 thousand kg / h;
• Airbus A380: specific fuel consumption - 2.9 per passenger and 100 km of travel, hourly fuel consumption - up to 13 thousand kg / h;
• Fokker 50: hourly fuel consumption - 0.64 thousand kg / h;
• Embraer EMB-120ER: fuel efficiency - 27.6 g / pass.-km, hourly fuel consumption - 0.39 thousand kg;
• Bombardier CRJ 200: 35.9 g/pass.-km, 1.1 thousand kg/h;
• Sukhoi Superjet 100: fuel consumption per hour - 1.7 thousand kg / h;
• MS-21-300: specific fuel consumption -15.1 g/pass.km;
• MS-21-400: 15.1 g/pass.km;
• Concorde: hourly fuel consumption - 20.5 thousand kg / h;
• Avro Canada C102: specific fuel consumption - 109 g / pass.-km, hourly 2.7 thousand kg / h;
• Vickers Vanguard: hourly fuel consumption - 2.1 thousand kg / h;
• Bristol Britannia 314: 2.2 thousand kg / h;
• De Havilland Comet 4B: 5.2 thousand kg / h;
• Breguet 941: 1.2 thousand kg / h;
• Hawker-Siddeley Trident 3B: 4.65 thousand kg / h;
• BAC One-Eleven 475: 2.3 thousand kg / h;
• Sud-Aviation Caravelle 11R: 2.6 thousand kg / h;
• Dassault Mercure: 2.8 thousand kg / h;
• Convair 990A: 5.8 thousand kg/h.

How to calculate the amount of fuel for a flight

The amount of fuel that is filled into an airliner before takeoff is calculated using special formulas that are accessible to a narrow specialized circle of people and differ depending on the model of the aircraft.

However, there is an approximate calculation that consists of the following terms:

• The mass of fuel required to fly from point A to point B at a certain payload.
• The amount of fuel that will be expended in flying from point B to the outermost aerodrome indicated as an alternate in the flight plan.
• The amount of fuel that would be used if the aircraft made two additional circle on landing.
• And 5% of the total amount of fuel calculated in the previous paragraphs as a reserve.

This video shows fuel dumping during flight. This procedure is practiced by some models of airliners when emergency situations or before landing (much less often).

Conclusion

In conclusion, several main conclusions can be drawn:

1. Aircraft fuel consumption is one of the oldest and most urgent problems in aircraft design.
2. There are three main characteristics of fuel efficiency: hourly, kilometer and specific consumption fuel. Each of them participates in their calculations and helps to choose the most advantageous option in certain conditions (technical, weather, loading, etc.).
3. Fuel consumption is also not an exact value, it depends on external and internal factors (flight conditions, payload, cruising speed, etc.).
4. At different models Airliners and specific, and hourly fuel consumption varies in a fairly wide range (hourly from 1 thousand kg per hour to 11 thousand kg for subsonic, up to 40 thousand kg for supersonic).
5. The amount of fuel that needs to be refueled on an aircraft before departure is calculated using formulas that are specific to different models. The most approximate of them summarizes the fuel consumption for a flight up to end point, to the farthest alternate airport, two additional laps before landing and another 5% of the resulting amount in reserve.

To assess the amount of work performed and the quality of the use of rolling stock, as well as to characterize the level of passenger service, the following technical and operational indicators are used, which are divided into quantitative, qualitative and economic.
Quantitative indicators:
- departure of passengers (this indicator characterizes the volume of work of the network, roads or road departments for the transportation of passengers; the number of passengers sent is determined by the number of tickets sold);
- passenger turnover (passenger kilometers, abbr. pass.-km). Defines completed railways work on the transportation of passengers, taking into account the distance of transportation. Passenger-kilometers are calculated by multiplying the number of passengers transported by the transportation distance and then summing these products (pass.-km is the transportation of one passenger per 1 km). Completed passenger kilometers are obtained from the reports of ticket offices and the accounting and reporting group (at large stations);
- work of the rolling stock (trip kilometers). It is calculated by multiplying the number of trains on each route by its length in kilometers, followed by summing these products;
- the number of trains used to provide a given volume of traffic.
Qualitative indicators:
- section speed of trains (determined by dividing the train kilometers by train hours, while the train hours also take into account the time of all train stops);
- route speed - average speed train movement along the entire route from the formation station to the destination station (in long-distance movement);
- occupancy per wagon is the average number of passengers per wagon used for the carriage of passengers. This indicator is calculated by dividing passenger-kilometers by wagon-kilometers. Low population (less than 60% of train capacity) means that trains run with a large number of empty seats; the population is considered high when the load is over 60% up to exceeding the permissible norms. In the latter case, the dimensions of the movement passenger trains should be increased;
- average travel distance of passengers (determined by dividing passenger kilometers by the number of passengers sent. This indicator is used in planning and analyzing the structure of passenger traffic);
- the average daily mileage of the train. Determined by division total number trip-kilometers (rolling stock operation) by the number of used trains.
Passenger traffic is characterized by great unevenness in directions and in time, which worsens the performance of wagons and causes unproductive costs. The increase in traffic volume is especially significant in July and August. The unevenness of traffic is characterized by a coefficient, which is the ratio of the volume of traffic to the maximum month to the average monthly for the year. The gap between the volume of traffic in the summer and winter time in a direct message. The volume of traffic in July in this message increases by 2 - 2.5 times compared with February.
Economic indicators:
- the cost of passenger transportation. It characterizes the costs of railways for the production of a unit of output for passenger transportation in monetary terms. 10 pass.-km are taken per unit of work. The cost of 10 pass.-km is determined by dividing all the costs of passenger transportation by the amount of work performed;
- the income rate is the income (in kopecks) attributable to a unit of production (10 pass.-km); is obtained by dividing the total amount of income from passenger transportation by the total passenger-kilometers performed and multiplying the result by ten;
- profit from passenger transportation is the excess of the total amount of income from passenger transportation over the total amount of expenses for these transportations. In addition to revenues received by railways from the transport of passengers, baggage and mail, there are also local revenues from commission fees, which are charged from passengers for registration travel documents, storage hand luggage in storage rooms, for the provision of services by porters, etc.;
- Profitability of passenger transportation. It is measured as a percentage and is determined by the ratio of profit to the cost of fixed production and working capital allocated to these transportations. Fixed assets include railway stations, suburban pavilions, transport and cleaning machines and other equipment worth more than 50 rubles, and working capital includes, for example, materials, fuel, low-value inventory worth less than 50 rubles;
- labor productivity of employees engaged in passenger transportation. It is measured in passenger kilometers per employee of the operational staff.

To plan transportation and analyze the results of the activities of motor transport organizations and their services, a system of technical and operational indicators has been established. Technical and operational indicators are divided into quantitative and qualitative.

Quantitative indicators include:

Traffic volume- the number of passengers transported or to be transported for a certain time, pass. It is denoted by Q, the pass is measured.

Passenger turnover- transport work performed or to be performed within a certain time. Designated P, measured pass*km.

The quality indicators include the following:

Vehicle fleet

All vehicles available in the ATP and listed on the list are called list (inventory) ) park. Designated A and and are determined by the formula:

A and \u003d A g.e + A p,

A g.e \u003d A e + A pr,

A u \u003d A e + A pr + A p,

To account for the work of the fleet for a certain number of days, the bus-from-days indicator is used:

HELL and \u003d A D g.e + HELL p,

HELL g.e \u003d HELL e + HELL pr,

HELL and \u003d HELL e + HELL pr + HELL p,

where A g.e and ADg.e are buses and bus-days ready for operation;

Ar and Adr - buses and bus-days under repair;

Ae and ADe - buses and bus-days in operation (on the line); Apr and ADpr - buses and bus-days idle due to organizational

reasons.

Coefficients of technical readiness and release of vehicles, methods of their calculation.

The coefficient of technical readiness characterizes the degree of readiness of passenger motor vehicles for transportation and is determined by:

- for the park for 1 day:

The degree of release of vehicles on the line characterizes the release coefficient, which is determined by:

- for the park for 1 day:

- for the park for a certain number of days

- for one bus for n-th number of days

Average travel distance of a passenger

where Q is the volume of traffic or the number of passengers transported or to be transported, pass;

P - transport work (passenger turnover) performed or to be performed, passenger km.

Shift ratio

The shift coefficient shows the number of passengers who changed in one passenger seat during the flight (turnover) or hour.

where L m is the length of the route (distance from one final stopping point to another), km.

Total bus mileage

The total mileage of the bus is the distance traveled by the bus in a certain time.

L total = L pass + L zero, km

where L pass - mileage with passengers, km;

L zero - zero mileage, km.

L pass \u003d l m ∙ z p, km

where z p is the number of flights.

Mileage utilization rate

The degree of mileage performance characterizes the mileage utilization rate, which is determined by the formula:

Flight time, turnover

Flight - is one trip by a passenger motor vehicle, from initial to destination route forward or backward.

where t dv - travel time per flight, min;

∑t op - total downtime at an intermediate stopping point, min;

t ok - idle time at the final stopping point, min;

V t - average technical speed, km/h; n - number of intermediate stops.

Turnover - completed cycle of the transport process with the return of buses to the starting point, i.e. starting point from where the movement started

t about \u003d 2 ∙ t p , h

Time in dress

The time in the order is the time interval from the moment the bus leaves the motor transport organization until the moment it returns to the motor transport organization minus the lunch time (from 20 minutes to 2 hours).

T n \u003d T return - T departure - T lunch, h

T n \u003d T m + T zero, h

T m \u003d t r ∙ z r, h

Bus speeds

Distinguish between the maximum, permissible, technical, speed of communication and operational speed.

Max Speed- this is the speed that can be achieved due to the design of the bus on a well-maintained section of the road.

Permissible speed is the speed allowed by traffic rules in cities and settlements republics.

Average technical speed - the average speed during the bus movement on the route.

The average speed of the message is the conditional average speed with which the passenger of the vehicle will be delivered from the place of embarkation to the place of disembarkation.

The average cruising speed is the average speed over the course of a journey or one revolution of a bus.

The average operating speed per day is determined by the formula:

Capacity and its use

Bus capacity is the ability to carry a certain number of passengers at the same time with the amenities provided by the design of the bus. Number of seats on the bus technical specification, is called the nominal capacity.

The capacity of city and suburban buses is determined by the sum of the number of seats and standing passengers, with the expectation that one standing passenger has an area of ​​0.2 m 2, at peak hour - 0.125 m 2 (for 1 m 2 - 5 people):

q n \u003d q sid + q st ∙F , pass.

where q sid - the number of passengers passing while sitting, pass;

q st - the number of passengers passing standing, pass;

F is the floor area of ​​the bus, free of seats, m 2.

The degree of use of passenger capacity characterizes the statistical coefficient - the ratio of actually transported passengers to the possible number, i.e. to the amount that the bus could carry with full use of its passenger capacity, taking into account the shift of passengers.

The dynamic coefficient of passenger capacity utilization is determined by the ratio of the performed transport work to the possible one, i.e. the one that could be performed with the full use of the passenger capacity of buses, taking into account the shift coefficient.

bus performance

Bus performance per trip in pass and pass∙km

, pass.

Bus performance per hour in pass and pass∙km

Performance per day in pass and pass∙km

Fleet productivity for a given number of days

Practice #1 Calculation of technical and operational indicators of the use of vehicles on various types passenger traffic.

Topic 1.3. Linear facilities on routes

Linear structures on the routes, their purpose, composition and classification. Information support of stopping points and passenger terminals. Requirements for linear structures.

Literature:, pp. 153-157; , pp. 137-145, 149-151, 172-176

Topic 1.4. requirements for passenger vehicles

Operational requirements for passenger vehicles. Requirements for the external and internal design of vehicles.

Literature:, pp. 45-49; , pp. 115-127

Topic 1.5. Ensuring the safety of passenger transportation. Security environment

Organization of work to ensure the safety of passenger transportation.

Measures for environmental protection.

Literature:, p.25-29

Topic 1.6. Route system passenger transport

Transport network and its indicators. Definition of the term "route". Route classification. The order of opening of regular routes. Route passport.

Literature:, pp.66-75; , pp. 153-172.

Topic 1.7. Passenger flows and methods for their study

Transport mobility of the population and factors influencing it. Passenger flows and methods of their study: questionnaire, eye measurement, coupon, questionnaire, tabular, reporting and statistical, automated.

Literature:, p.75-90; , pp.84-93.

Subject: "Economics in transport".

Completed:

Saint Petersburg

2.1. Flight performance

For this flight: Moscow - Kazan aircraft Boeing 737-500, which is due to the flight distance (818 km) - short haul.

Table 2.1.1.

Initial data (option 1).

Table 2.1.2.

Main operational indicators of the flight

Passenger turnover actual is determined by the formula:

BY F = N pass XL= 74x818= 60532

PO f – passenger turnover, pass.km;

L is the length of the path, km.

Maximum passenger turnover is determined by the formula:

BY etc = N kr XL= 110x818 = 89980

PO pr – passenger turnover, pass.km;

N kr - the number of seats in the aircraft, people;

L is the length of the path, km.

Cargo turnover:

GO F = G gr, pt x L \u003d 0.8x818 \u003d 654.4

GO f - actual freight turnover, tkm;

L is the length of the path, km.

G common = G pass + G gr, pt = 6,66+0,8 = 7,46

G gr, pt - transported cargo and mail, t .;

In its turn Gpass is found according to the formula:

G pass = N pass x 0.09 = 74x0.09 = 6.66

G pass – passengers carried, t;

N pass - the number of passengers carried, people;

0.09 is the coefficient that transfers passengers to the weight category equal to 90 kg: 70 kg is the average weight of a passenger, 20 kg is the weight of free baggage.

To determine the total volume of transportation in tkm, the indicator " Operating tkm»:

R exp = G common XL\u003d 7.46x818 \u003d 6102.28

L is the length of the path, km.

To calculate the indicator " Limit tkm"You should use the formula:

R etc = G etc XL= 15.5x818 = 12679

R pr - limiting tkm, tkm

L is the length of the path, km.

Seat occupancy rate calculated as follows:

BY f

TO z.cr. = ------- x 100% = 60532/89980x100% = 67.31%

BY etc

To h.cr. – seat occupancy rate, %;

PO f – actual passenger turnover, passenger km;

PO pr - maximum passenger turnover, pass.km;

Payload ratio allows you to determine the share of the transported commercial load from the maximum possible:

R exp

TO k.z. \u003d -------- x 100% \u003d 6102.28 / 12679x100% \u003d 48.12%

R etc

K.z. – commercial load factor, %;

R exp - operational tkm, tkm

R pr - limiting tkm, tkm

All-Russian classifier of units of measurement

All-Russian classifier of units of measurement (OKEI) is part of the Unified System for the Classification and Coding of Technical, Economic and Social Information of the Russian Federation (ESKK).

OKEI is intended for use in solving problems of quantitative assessment of technical, economic and social indicators in order to carry out state accounting and reporting, analyze and forecast the development of the economy, provide international statistical comparisons, carry out domestic and foreign trade, state regulation of foreign economic activity and organization customs control. Objects of classification in OKEI are the units of measurement used in these fields of activity.

Date of placement in the database 06/01/2009

The relevance of the classifier: including changes 7/2000, approved. State Standard of the Russian Federation

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