Two concerns are considered the largest competitors in the civil aviation market: in Europe - Airbus, in the USA - Boeing. For the former, the A-320 is considered the flagship aircraft. The second responded with a no less successful machine, called the Boeing 737-800.
Boeing has a whole family of 737 aircraft that began their journey in 1967. Since then, the range has been constantly upgraded. 737-800 is a common model that has become a continuation of the successful Boeing 737-400.
History of creation
The 737 family has become popular in the civilian transportation segment. Moreover, the company has achieved such positions within the framework of the entire civil aviation of the world. Statistics say that 1,200 Boeing 737 aircraft are flying in the sky at any given time. And every five seconds, an airliner of this model is landing or taking off.
The countdown of the history of the family began with the models 737-100, and then - 737-200. But they turned out to be costly in terms of fuel consumption. The breakout oil crisis also influenced the change in the lineup.
They continued with the Boeing 737-300 models, and then the Boeing 737-400. The latter turned out to be successful and worked out the time measured for them. When the time came, the 737-800 was created on the basis of the 400th Boeing. Combining economy, technology and good passenger capacity, it quickly won the respect of the world's leading carriers.
To date, 737-800 is considered one of the most popular projects of the entire family.
The first delivery of liners was carried out in 1998. These aircraft are still flying and are used so widely that orders for them are booked for years to come.
The entire Boeing 737 family is currently represented by more than 10,000 models operating around the planet. And the demand for their production does not pass. The model range with the designation -800 is considered modern and technically advanced, and has not yet exhausted its resource to the proper extent.
In general, the 737 family is so large that it is even conventionally divided into generations:
- original (which includes the first models with the designation Boeing-100 and Boeing-200);
- classic (predominantly represented by Boeing-300, Boeing-400 and Boeing-500 models);
- next generation (Boeing-600, Boeing-700, Boeing-800 and Boeing-900);
- MAX (a new generation that is designed to replace the popular Boeing-800 and Boeing-900).
Boeing 737-900, which began to go on sale in 2001, differs from its predecessor (737-800) in a longer fuselage. After the presentation, this model received so many pre-orders in one day that it bypassed the entire family ordered for the whole year.
In general, each model of the 737 family has one characteristic feature. In addition to technical and structural changes, each new designation machine was longer than the previous one.
Fuselage, wing and cockpit structure, engines
The Boeing 737-800 differs little from the rest of the Next Generation aircraft in terms of aerodynamic design. But with the ancestors (737-100 and 737-200) there are already few common features.
The fuselage of the aircraft was lengthened by more than 3 meters (in comparison with the prototype - the 400th model), while significantly increasing the passenger capacity.
The new 737-800 models were created to replace the aging 737-400 (170 seats), but were able to receive a number of improvements.
So, the new aircraft already accommodated 189 people as much as possible and underwent significant changes in the design.
The Boeing 737-800 is a low-wing, swept-wing aircraft. A new generation of aircraft was created in order to regain the advantage in the fight with the main competitor - 0. Therefore, serious changes affected primarily the wing structure, control systems and engines.
The wing received a new major difference - special endings (winglets). This design gives a great advantage in terms of efficiency and significantly improves the performance of the liner during takeoff and landing (in terms of takeoff and braking, takeoff speed).
The cabin also received great differences from previous versions, which not only underwent a modified design, but also made significant progress in terms of technical equipment. Thus, traditional analog devices have been completely replaced. At first, beam screens were used, and later - liquid-crystal screens.
New developments have reduced the weight of the aircraft by almost a third, increased flight range and speed, and improved safety in the air.
Two engines are installed under the wing, which operate on turbofan thrust.
There are two power plants (one on each console). Manufactured by CFM International. A series of the applied engines - CFM-56-7B.
Such engines have been installed since 1980, due to their high efficiency and sufficient power at that time. But the design features of the new power plants left their mark on the appearance of the liner. Due to the large diameter, both engines were moved to the pylons under the wing (abandoning the built-in structures). Decreased and ground clearance of the aircraft.
When fully loaded, the distance from the engines to the ground is 46 centimeters. This makes these Boeings low-landing (low-wing) and imposes high requirements on host airports (in particular, on the condition of the runway).
Such a low location of the engines, among other things, led to design changes. It was decided to move some mechanisms and parts to the side of the engines (while they were usually located below). This led to some significant changes in the fuselage. It has become narrower and visually a little flattened. This is considered a feature of the new generation Boeing 737s (-600, -700, -800 and -900 series).
Fuel system
The location of the fuel tanks in the models 737-800 is classic. Two are located in the wing of the aircraft (in consoles on both sides). There is also a central tank, on the Next Generation generation it occupies not only part of the fuselage, but also passes into the base of the wing and reaches the pylons on which the engines are suspended.
Fuel consumption is organized in such a way that fuel is first pumped out of the central tank, and then from the wing.
A feature of the Boeing 737 is the inability to dump fuel in case of emergency. To land, you either have to take risks and land the car with the maximum weight, or produce fuel in the air.
Aircraft of the BBJ model range provide for the installation of additional fuel tanks. They can fit in luggage compartments (up to 9 tanks). This method increases the capacity on board for fuel up to 37 tons.
Chassis
The chassis of the Boeing 737-800 differ little from the classic versions, but they also have their own design features.
So, three racks are installed: one is taxiing and is located in the bow, the other two (main) are fixed on the center section. Each rack has two wheels.
A characteristic feature of Next Generation Boeings is their large diameter engines. This feature influenced not only the change in the fuselage, but also led to the redevelopment of the landing gear. They began to be further strengthened and lengthened - to increase the clearance during landing.
A distinctive feature of the Boeing 737 is the rear landing gear that does not close with consoles.
When folded, they are part of the aerodynamic configuration. This measure increases the resistance in flight (however, due to the work of engineers, it is very insignificant), but is caused by a reduction in additional equipment on board and a reduction in weight. In particular, additional hydraulics for the rear pillars are not installed.
Since 2008, the brakes of Next Generation aircraft have been significantly changed. They began to put carbon brakes on them, which, with less weight and a longer resource, work more efficiently.
Passenger cabin and operating companies
The Boeing 737-800 aircraft is highly popular in the world. He earned special love from low-cost carriers (low-cost carriers), who form for themselves entire fleets of these models of American liners.
The 737-800 is great for medium haul or short haul flights. Therefore, they are most often used within the same continent and it is difficult to find a replacement for them today (except perhaps the Airbus A320).
The Boeing 737-800 is most popular in its home market - in the USA. Most of the largest air carriers are from there:
- Southwest Airlines (696 aircraft);
- United Airlines (325 aircraft);
- American Airlines (328 aircraft);
- Delta Air Lines (83 aircraft).
In Europe, the Boeing 737-800 is also popular, although in many airlines it works together with the Airbus A320. The most representative representative of the 800th model is the Irish low-cost carrier Ryanair (413 aircraft).
In Russia, the aircraft is widely distributed and is used by Aeroflot, Rossiya, Pobeda, Utair and S7 Airlines.
The last of these companies is so ambitious that it orders personalized aircraft at the plant on an individual project, they are called the Boeing 737 800 s7.
The Boeing 737-800 is a narrow-body aircraft (it has one aisle between the rows of seats). The layout of the cabin in the economy class is found in the form of "3-3", and in the business cabin - "2-2".
The maximum capacity of the liners is 189 people. Such a number of passengers can be transported in an aircraft fully equipped with economy class seats.
There are versions of the aircraft with a mixed layout of passenger seats: 12 seats for business travelers and 150 for economy options. The total capacity is 162 people.
Exits from the cabin are provided in the front, in the middle of the fuselage and in the tail of the liner.
It is possible to board passengers and exit on both sides.
The technical characteristics of the Boeing 737-800 are presented in the table:
| Length/width (with wing)/height | 39.37 m/34.32 m/12.62 m |
| Fuselage/cabin diameter | 3.76 m / 3.54 m (the same for the whole generation) |
| Ceiling in salon | 2.20 m |
| cruising speed | 852 km/h |
| Range maximum | 5765 km |
| Flight altitude maximum | 12.5 km |
| Empty weight / maximum takeoff | 41.4 t/79 t |
| Fuel | 26 000 l |
| Takeoff/landing run | 2241 m/1630 m |
Lineup Boeing 737-800
Boeing 737 is used not only for civil transportation. And not only for regular flights. The BBJ2 modification is distinguished by an expensive interior layout (business version, with sofas, trim and low capacity).
The plant works closely with military orders. For them, the company created the 737-800ERX and P-8 Poseidon models.
Place of production
Initially, part of the assembly of the 737 family was carried out at the company's main plant near Seattle. The fuselage and wing were placed in the same place, and the tail section was assembled at the plant in Wichita. Some parts (chassis, technical stuffing) were produced jointly or by third parties. The final assembly was carried out in Seattle, where the parts of the liners flocked.
Later, the assembly was transferred to Wichita, where both small structural elements and even fuselages with wings were transported by rail.
The scheme with the delivery of parts to the assembly line, tested at the Wichita plant, has been used since 1970 and has been used to this day.
Only today the assembly has been moved further south, to the city of Renton.
prospects
Boeing associates the main prospects for the development of medium-haul transportation with the MAX generation. Since January 2016, final tests have been underway and the first of the Boeing 737 Max models was sold in the spring of 2017. They are also capable of carrying many passengers and are equipped with the latest security systems and avionics.
Already in the short term, they will gradually push out the 737-800 and then 737-900 models from the market.
Conclusion
The Boeing 737-800 is a successful project of an American company, which is distinguished by a very thoughtful combination of high capacity, good performance in terms of economy, flight range and safety.
The liner began to be used by most airlines in the world.
Pilots and passengers note its convenience and safety. Model 737-800 took into account the shortcomings of the past aircraft of the SU family and thanks to this it became so popular. The number of produced cars is so great that it breaks all records. This means that even with the advent of new models, the Boeing 737-800 will be in the sky for many years to come.
Video
To the question Is it true that an aircraft consumes up to 70% of all fuel in takeoff mode? given by the author Neurologist the best answer is Up to 70% of all fuel does not consume, then it will not reach. It's just that the maximum flow rate is in takeoff mode, but it cannot be maintained for a long time - the engines will not withstand it. For example: Refueling of the Tu-154 aircraft is equal to 40000 kg of fuel. On takeoff, it consumes 8000kg per hour, in level flight 6000kg, and on landing 3000kg. The average climb speed is about 30 m/s, therefore the climb passes 108 km per hour, and the height of the atmosphere is only 12 km. Therefore, it is impossible to burn up to 70%.
Answer from Cherubino[guru]
No
Answer from rapid-fire[newbie]
Of course not!
Answer from Engineering[guru]
Maybe. But only in winter
Answer from Nasopharynx[guru]
No, of course, otherwise they would not have flown that far. maybe it means fuel consumption increases in takeoff mode by 70% more than in flight mode. In this regard, it is more like the truth
Answer from ocean ocean[guru]
Well, how can I tell you .... just not at all ... because in addition to the "takeoff-landing" mode, there is the "afterburner" mode .. moreover, fuel is consumed by 11.9% more ... well, 70% is too much .. .. in general, I don’t know how it is in passenger flights (I’m a military pilot), but this is not observed at our moments .. and in my opinion everyone flutters like that))))))))
Answer from Cor48[guru]
Exactly so much the English Harrier spends on takeoff + landing, though it takes off and lands vertically.
Answer from Sergey Gritsenko[guru]
Miles pardon, mademoiselle, but this is nonsense. Well, for example, let's take the AL-21F-3 engine. It is installed on the Su-24 - the name is Grach! So his afterburner thrust is about 11,000 kg. Specific fuel consumption 1.86 kg/l. With. h. And in cruising mode, its thrust is about 6000 kg and the specific consumption is 0.76. But now consider how long the takeoff takes? 30 seconds. Well, a minute. So during this time, 70 percent, well, nothing.
Answer from User deleted[guru]
...blonde???
Answer from User deleted[newbie]
Of course not. But an airplane uses more fuel to take off than it does to fly.
Answer from User deleted[expert]
No, not true. Even if we are talking about carrier-based aircraft with vertical take-off (American), then take-off and landing eats up no more than half of the fuel. This is open source data from 7 years ago.
Answer from Andrey[master]
If the rise of a fighter-interceptor to the height of the target is considered takeoff (despite the fact that from the moment of launch to reaching the target it goes in afterburner), then the cost of this maneuver may well amount to 70% of refueling. fuel, but the main supply is spent on the flight. If the liner has to land closer than expected (due to weather conditions, for example), then the pilot has to circle around the airport until the main reserve runs out (heavy liners with full refueling cannot be landed).
Despite the fact that the American corporation produced the first Boeing 737 half a century ago, the aircraft is still in demand among air carriers. The liner continues to be manufactured to this day, with more than 9,500 units already produced. Aircraft of the 737th series have a narrow fuselage and are designed for flights on medium-haul routes.
Boeing 737 modifications
Over the long history of the liner, several modifications of the aircraft belonging to four generations have been developed and produced.
| Modification | Year of issue | Flight range, km | Number of passengers, pers. | Generation |
| Boeing 737-100 | 1967 | 2592 | 103 | Original |
| Boeing 737-200 | 1967 | 3518 | 133 | Original |
| Boeing 737-300 | 1984 | 5000 | 149 | classic |
| Boeing 737-400 | 1988 | 5000 | 168 | classic |
| Boeing 737-500 | 1990 | 5200 | 132 | classic |
| Boeing 737-600 | 1998 | 5648 | 130 | new generation |
| Boeing 737-700/700ER | 1997 | 6230 | 148 | new generation |
| Boeing 737-800 | 1998 | 5765 | 189 | new generation |
| Boeing 737-900 | 2001 | 5800 | 189 | new generation |
| Boeing 737-900ER | 2007 | 5925 | 215 | new generation |
| Boeing 737 MAX -7/8/9 | 2016 | 7038/6704/6658 | maximum −140/200/220 | MAX |
Original
The first-generation Boeing 737 liners did not gain much commercial success, as they consumed a lot of fuel, were noisy and expensive to maintain. The last 737-100 aircraft has been out of service since 2007, and the 737-200 is still used by air carriers in Africa and some other countries.
On the basis of the Boeing 737-200, cargo and passenger-and-freight variants were created, and the 737-200 Executive Jet was produced for private owners.
Interesting! Prior to the release of the Boeing 737, a passenger aircraft was piloted by 3 people, including a flight engineer. Here, for the first time, a cockpit with two pilots was used, which became a revolutionary decision and was taken as the basis in all subsequent models of passenger liners.
classic
Despite all the improvements of the Original generation aircraft, they began to lose significantly to their competitors. The new model was developed with significant changes. The aircraft received new engines, the fuselage became longer, and the number of passengers carried increased. The aerodynamics have changed, the liner was equipped with new digital avionics (on-board electronic systems).
The model 737-400, due to the enlarged cabin, changed the internal air conditioning system and added a second pair of emergency exits in the wing area.
Version 737-500 has a shortened fuselage, less capacity, but greater range.
new generation
The new generation Boeing 737 has been redesigned even more radically. The wingspan not only grew, but their geometry changed. Amendments have been made to the tail unit. The passenger cabins of New Generation aircraft and Boeing 757, 767 have much in common, since the design of the interior space of the Boeing 737 was based on design developments for these liners.
Each subsequent version of the New Generation has a greater length with a practically unchanged fuselage diameter, and the engines of the latest modification 737-900ER, thanks to an improved wing design, consume less fuel at cruising speed.
Interesting! Based on the Boeing 737-700, 737-800 and 737-900, BBJ, BBJ2 BBJ3 (Boeing Business Jet) are produced, which are the most popular in the world among private customers. On board, at the request of the customer, a bedroom, a shower room (bath), a hall for business meetings, etc., are arranged).
The layout of the passenger compartment
The device of the passenger compartment depends on its dimensions, which can differ significantly in various modifications. In addition, different layout options are ordered by airlines. The most common cabin option is a two-class one:
- Business Class;
- Economy class.
There are options with one economy class cabin. The total capacity ranges from 103 passengers in the 737-100 version to 220 people in the 737 MAX-9.
Business Class
The business class has soft comfortable seats with a large folding angle. The location of seats in most layout options is according to the 2-2 scheme. In total, there are from 2 to 5 rows in the bow cabin. Most often - 4 rows.
In front of the aircraft, in front of the seats, there is a kitchen for clients of the elite cabin and toilets. The quietest places are the seats of the 2nd and 3rd rows. Seats in the 1st and 4th row may not seem as comfortable due to the presence of nearby toilets, a kitchen, and in the case of the last row, a more crowded economy class. On some airlines, economy class is separated only by a curtain.
Economy class
In almost all economy class cabins, the seats are arranged according to the 3-3 pattern. Above are luggage racks. Toilets and a kitchen are located at the tail of the aircraft.
All airlines consider the seats of the first row, immediately behind the business class, to be the most comfortable in the Boeing 737. It provides more legroom. Often tickets for this row are more expensive or sold to holders of bonus cards.
Inside the cabin, in the middle part, there is one pair of emergency exits or two, depending on the version of the liner. Seats near emergency exits also have an increased distance between the seats, but passengers can be uncomfortable with the rigid fixation of the seatbacks and side bulges on the aircraft wall. But the seats immediately behind the emergency exits recline completely and have expanded space. Row numbering is specified by the carrier.
Important: The worst seats are in the last row of the aircraft. The proximity of the bathrooms and the kitchen creates fuss and noise, and the seat backs do not fold out or recline slightly.
Design Features and Benefits
Each aircraft component has its own characteristics and associated benefits:
- The design of the liner is a monoplane with two engines placed on pylons and swept wings.
- Tricycle chassis have a front swivel leg. The main support is not closed by the flaps after folding is completed. This can be seen from the visible wheels. This solution simplified the design and reduced the weight of the liner, but somewhat worsened the aerodynamics.
- Since the engines are located low, it was necessary to slightly reduce their vertical dimensions. To do this, partially lower equipment for the engine was placed on the sides and the air intake was slightly extended horizontally. The engines received a flattened shape, especially noticeable in the latest versions.
- Winglets (wingtips) on the wings underwent changes in the course of the evolution of the Boeing 737. At first, winglets of minimal size were made on the 737-200 modification. Subsequent generations of Classic and New Generation received large endings, which are now widespread. MAX generation aircraft use twin winglets.
- Messier-Bugatti equipped the liner in 2008 with carbon brakes. This allowed to reduce the weight by 320 kg and reduce fuel consumption by about half a percent.
- The cockpit with seats for two pilots originally had analog devices and instruments. Now all aircraft are equipped with digital control systems with liquid crystal displays. Previously, there were additional windows on top of the cockpit, which improved visibility when maneuvering and made it possible to navigate through the starry sky. Later they were removed due to the installation of modern orientation devices.
- The most serious changes were made to the internal structure of the cabin. For almost every generation of liners, it was redesigned taking into account the increase in comfort and the optimal location of passenger seats.
General advantages of the Boeing 737:
- ease of takeoff, climb, landing;
- high load capacity;
- reliability and long service life;
- low maintenance costs;
- comfortable, well-equipped interior.
Specifications
The operational and technical characteristics of the Boeing 737 have undergone the most significant changes with each new generation.
Original
new generation
| Type | 737-600 | 737-700 | 737-800 | 737-900 | 737-900ER |
| Length, m | 31,24 | 33,63 | 39,47 | 42,11 | |
| Wingspan, m | 34,32 | ||||
| Fuselage width, m | 3,76 | ||||
| Cabin width, m | 3,54 | ||||
| Cabin height, m | 2,20 | ||||
| Maximum takeoff weight, kg | 56 245 | 70 080 | 79 015 | 74 389 | |
| Cruise speed, km/h | 852 | ||||
| Engines | CFM56-7B18 | CFM56-7B20 | CFM56-7B24 | ||
| Maximum flight altitude, m | 12 500 | ||||
| Takeoff run, m | 1799 | 1677 | 2241 | 2408 | 2450 |
| Fuel reserve, l | 20 894 | ||||
History of creation
When design work began on the creation of the new Boeing 737 in 1964, competitors from the British Aircraft Corporation and Douglas Aircraft were already well advanced in the production of their machines. They were ready to certify new short haul aircraft with small capacity. Boeing, in an effort to reduce the development time of the liner, took as a basis the technologies used in the production of aircraft of previous models - 707 and 727. But tests showed the unsuitability of the old wings for the new version. The newly created wing helped the aircraft fly at higher altitudes, reducing the consumption of aviation kerosene.
Seats in the Boeing 737-100 were located 6 in each row, providing more seating than competing aircraft manufacturers.
Interesting! Initially, 60 passenger seats were designed inside the Boeing 737-100 cabin, but subsequently settled on the 103-seat version at the insistence of the first customer, Lufthansa.
The development program was completed quickly and without the investment of large material resources. The assembly of the first aircraft was completed in the winter of 1967. In April, the liner took to the air for the first time, and in August it made a test flight of the Boeing 737-200.
The decision to operate the aircraft with a two-pilot crew caused serious discussions and resistance from trade unions, as the unit of a flight engineer or a third pilot was reduced. However, after trials and flight tests, the company proved the possibility of using two people for piloting, and airlines were even interested in this because of the cost savings.
At the end of 1967, both versions of the new Boeing were certified, and after 2 months Lufthansa began operating the liner.
In parallel, the aircraft was being finalized so that it could land on an unpaved runway. The tests were completed successfully and the Boeing 737 immediately became in demand for flights to distant towns in the northern United States and Canada. The extended model 737-200 was in great demand and was produced until 1988.
In the 80s of the last century, the Boeing 737 was redesigned, equipped with new engines and improved cabin. The first flight of the next generation Classic aircraft took place in 1984. Subsequently, two more were added to the 737-300 modification - 737-400, 737-500.
The European airliner A-320 in the 90s replaced the Boeing 737 in the segment of narrow-body aircraft, having technical superiority. And the airline corporation began to create a new series of modifications - New Generation. A total of 5 modifications were released - 737-600/700/800/900/900ER. Increased cruising speed, more fuel on board allowed long flights with reduced travel time. Thanks to this, the company opened up new markets.
Interesting! New Generation aircraft, except for the fuselage structure, are completely different from the first 737 liners. They have modified engines, completely new wings, and different avionics. Ideas for the interior of the cabin for passengers were even borrowed from the design of the Boeing 777.
The latest version of the NG Boeing 737-900 ER was released in 2007.
In January 2016, the Boeing 737 MAX 8 took off for its maiden flight. Aircraft of this series are designed to replace the New Generation liners.
Place of production
The geography of production of aircraft components is extensive. These are many European and Asian countries. Assembly work is carried out in the United States.
- The fuselage for the Boeing 737 is assembled at the company's plant in Wichita, Kansas.
- At the second stage, the aircraft body is transported to Renton (Washington), where the final assembly is carried out. Final assembly takes approximately 2 weeks.
Operating companies
Boeing 737s are operated by world airlines in 115 countries. The largest number of liners of this type belongs to air carriers:
The aircraft is used both for transcontinental flights and for ultra-short flights. This is the main airliner for flights to Alaska, to the northern regions of Canada, to the Pacific Islands.
Interesting! The shortest route operated by the Boeing 737 is 14 km. Transportation is carried out by the Japanese Japan TransOcean Air between two islands in the Pacific Ocean (Minami Daito - Kita Daito). Air Tanzania serves flights from Dar es Salaam to Zanzibar (65 km).
The cost of different models
The cost of the first generation models started at $ 49.5 million, but the price may vary depending on the configuration. Now only New Generation and MAX modifications are produced.
Development prospects
Prospects for the development of the 737 model are associated with a new generation of aircraft - MAX. Their production has already started.
Main changes and features:
- New powerful engines have been installed. With increased power, they consume less fuel.
- Changes have been made to the geometry of the airframe of the aircraft.
- Chevron teeth are installed on the rear of the engines, which significantly reduce the noise of operation.
- The cockpit will remain almost unchanged, but the interior of the passenger cabin will be produced with luggage racks and LED lighting, like the Dreamliner.
Recent improvements have breathed new life into the already popular Boeing 737 liners. The company's order book is constantly replenished. Increasing comfort for passengers is added to reliability and safety.
Motorists who choose an iron horse for its economy will understand: this characteristic is one of the defining ones for airline owners. After all, fuel is constantly growing in price. So, the less kerosene the equipment consumes, the more profitable it is to maintain it. This is also important for aircraft manufacturers. Who will buy a liner that “eats” a lot?!
But if most of us know about the consumption of gasoline in a car, then the consumption of kerosene by an airplane, if you are not an expert, is quite difficult to imagine. It is clear that there is a lot - after all, such a colossus needs to be raised into the sky, but with cargo and passengers. But still, how much?
Obviously, the fuel consumption in an airliner depends on its modification, weight, speed and other factors.
The amount of fuel needed for one flight is calculated as follows: we take the distance from point A to point B, add the distance to point C (alternate airfield). We add here the amount of fuel that may be needed for a couple of spare laps during the landing approach (this happens in difficult weather conditions, falling out of the schedule, etc.), then we add five percent of the resulting amount just in case. It turns out the maximum load of the aircraft, which, for the Boeing 747, for example, is 150-160 tons, depending on the modification. For the Soviet TU-154 - 40 tons, for aircraft of the Airbus A320 family - 30 tons.
Okay, the tanks are filled to capacity. But how long will this fuel last? To do this, you need to know the average consumption. To calculate it, you need to display the average figure between fuel consumption at cruising speed and at full load. The formula should take into account the flight range. We will not bore you with complex calculations, we will simply show how much kerosene the liners consume:
The Boeing 747 consumes an average of 12,000 liters of aviation fuel per hour, while the smaller 737 consumes about 3,000 liters per hour.
Airbus A320 consumes an average of 2.7 thousand liters of kerosene per hour.
TU-154 "eats" about 6 thousand liters per hour.
It turns out that the most economical of the aircraft is the Airbus? Not certainly in that way. The ratio of costs and profits is much more difficult to calculate. After all, the Boeing 747, although it spends the most fuel, flies over long distances and has more passengers. And this means that tickets are sold more expensive (and you can find tickets at the best price). Therefore, it is unequivocal to say which of them is more profitable and economical should be based on the number of passengers and cargo that the liner can take on board, distance, airfare and service prices.
Does an airplane dump fuel before landing?
There is a legend that before landing, the plane must dump all the fuel remaining in the tanks. Residents of settlements located near airports are especially worried about this.
In fact, such situations do happen, but only in the event of an emergency landing. Then the fuel is ejected through a special nozzle that disperses the liquid so that the kerosene does not fall like a waterfall on the heads of unsuspecting people. In addition, fuel can only be dumped in certain places, far from residential areas.
By the way, modern aircraft may not have a fuel dump system: aircraft designers have already come up with an overweight emergency landing system. There is another option for generating excess fuel, that is, the plane specifically “winds circles” in order to naturally burn kerosene. Of course, this option does not apply in an emergency landing.
Hussar forum - "SSZh is inferior to the Yak-42"
From R. Gusarov's forum: ... the aircraft is inferior even to the Yak 42 in terms of efficiency !!!
Flow diagrams from the RLE
discussion
The plane is a beast. With a takeoff weight of 45 tons, it can immediately take 39,000 feet. Even with a takeoff of 49 tons, the initial flight level will be 37000.
added
From a recent article published on all Gusarov's resources, from an anonymous author with reference to anonymous "specialists". The Superjet turned out to be too voracious, which, in the current fuel prices, scared off potential buyers of the liner. At the same time, which is typical, the same Aeroflot tries not to advertise information about the fuel consumption of the Superjet, there is information that there is an agreement between Aeroflot and Sukhoi Civil Aircraft that these data are confidential. However, you cannot hide an awl in a bag. Not so long ago, the Transport Clearing House released information about the real fuel efficiency of the Superjet. The figures, I must say, shocked the experts - according to them, the “breakthrough” aircraft consumes 2296 kilograms of fuel per hour of flight, while, according to the assurances of the GSS, the “Superjet” “eats” no more than 1600-1700 kilograms per hour. Interestingly, the closest foreign competitor of the Superjet, the Brazilian Embraer-190, consumes 1850 kilograms of fuel per flight hour.
Analysis of aviation fuel consumption of the Aeroflot fleet
One of the tables from the airline's internal papers:
Total consumption for February for the Aeroflot Superjet fleet / hourly flight time: 1,695 kg/h
Total for January: 1,670 kg/h
correction: according to Aeroflot's internal documents, there were 536 flights in February (1111lh) while in the table on blogspot.com the amateur program recorded only 534. According to Aeroflot, there were 772 flights in January, while blogspot counted only 763. Therefore, the actual flight time is slightly higher, and consumption (fuel / plaque) will be, respectively, lower.
How businessmen compare planes
…Since when is block consumption measured in kilograms/hour?
Engineer_2010 writes: I was surprised myself, but it turned out that when comparing aircraft with each other, merchants also use such an indicator as the ratio of block fuel (BF) to block time (BT). Naturally, for this comparison, the basic configuration of the aircraft (economy class, no options), passenger weight, standard atmospheric conditions, the same (averaged) taxi time and the same fuel reserves are selected. Of course, in all these calculations it is assumed that the set of the cruising level, as well as the descent and landing approach, are performed continuously and in a straight line. I have already cited a few figures from last year's exhibition presentation, I will repeat them again:
OEW - 27400 kg; MLW - 41000 kg; ISA; no wind; Reserve fuel - 100 nm + 30 min + 5% trip fuel.
500 nm BF - 2600 kg; BT - 1 h 33 min; BF/BT – 1680 kg/h
1000 nm BF - 4580 kg; BT - 2 h 40 min; BF/BT – 1720 kg/h
1500 nm BF - 6660 kg; BT - 3 h 48 min; BF/BT – 1753 kg/h
As you can see, adjusted according to the results of the PSI and the operation of serial machines, the SSJ specific costs look very worthy not only in comparison with the EmB-190 aircraft, but also in comparison with the “smaller size” aircraft ... and are very different from many years of speculation on this topic … :)) I think that soon all these invented myths, including “gluttony”, “parquet”, “low engines”, “obsolete equipment”, “screwdriver assembly” and others like them, will go to a landfill. Unlike the Lieutenant, I cannot give an exact reference to “my beloved”, but a couple of years ago I wrote about the fact that as SSJ enters Russian and foreign AKs, the truth will be clarified and myths will be debunked. The quote given by Skydiver with the statements of the pilots of the AFL is very characteristic. So it will be more and more difficult for the engaged “experts” with their sing-alongs to “make a smart face”.
p.s. “... when you see the muzzle of a modern loader of the Kyiv railway station over the mantle of a professor of the medieval Sorbonne, it’s somehow hard to believe in this Latin ...” (Mikhail Zhvanetsky)
asp writes: And already now both line pilots and real passengers on his own forum are flattening him. And moderation no longer saves, and there wasn’t much left to sing along. You can’t hide an awl in a bag ;-)
Engineer_2010 writes:
p.p.s.
In contrast to the presentations that developers present at the early stages - the design of an aircraft, when all consumable characteristics are based only on purges of air models and mats. calculations, the costs in this paper are clarified on the basis of the actual operation of serial aircraft. So these figures have a completely different “weight”, they are presented to buyers, therefore, the developer bears a very specific financial responsibility for “this market” ...
Comparison with C-series
- Is the hourly fuel consumption of 1.8 tons declared by the Canadians much different from the performance of the Superjet?
No, not much. We are now at the level of 1.75 tons per hour, if the block fuel is divided by time.
Comparison of Sam-146 and D-436 consumption
bormental wrote: It’s more clear to tell about the “economy” of the D-436 by evaluating it in conjunction with the aircraft according to the most reliable criterion: the specific consumption of BLOCK fuel per passenger / km ... a deadly indicator ... The D-436 has: 40-50 grams! ...compare with 25 grams for SSG)
JetPlane Program
Ivanchin Vladimir writes: ... I have the strongest feeling that they rewrote the same in the SJ RLE, and reduced cruising speeds ...
Engineer_2010 replies: Leave all unnecessary doubts ... :))
This is the advantage of an aircraft optimized for flight at maximum operational Machs, that in the presence of a headwind, a gain in fuel consumption is ensured at a higher flight speed, because. reducing the flight time reduces the drift of the aircraft in the opposite direction.The JetPlane program we use allows you to calculate the flight plan, as with a given fixed number M (for our machine, we always choose Mcr. = 0.78), or with your favorite MD mode (fuel optimization). So, when choosing the optimization mode, the program, taking into account the headwind predicted on the route (M19 AVG), recalculated the profile and instead of M = 0.78 (Vst = 833 km/h) chose a more optimal flight at the maximum number of M = 0.8…0.805 ( Vist = 860 km/h), at the same echelon FL370. This reduced the flight time by 4 minutes, and gave a total gain in fuel consumption of 138 kg. Here are some ISR figures for this particular route (2,828 km) for a TOW of 45,831 kg, with M = 0.8 on FL370:
Takeoff + echelon set (UNNT–…–SUKOL): consumption – 1,349 kg, time – 24 min, distance – 279 km
GP on FL370 (SUKOL–…–TOD): consumption – 5,470 kg, time – 170 min, distance – 2,344 km.
Descent + landing (OKONA–…–UEEE): consumption – 227 kg, time – 19 min, distance – 205 km
- - - - - - - - -
TRIP FUEL - 7,046 kg, TRIP TIME - 213 min (3 h 33 min), DISTANCE - 2,828 km, FF / HR - 1,984.5 kg / h.The head wind component averaged 35 km/h (M19). As a result, when flying at flight level, the true speed (TAS) was in the range of 850…860 km/h, the head wind component (W) on different legs “walked” from 26 to 69 km/h (M14…M37), respectively Therefore, the ground speed (GS) varied from 824 to 790 km/h.
This example is interesting in that it is a calculation of a flight performed with the maximum flight weight, with a headwind and at the maximum operating number M. :))p.s. By the way, the real costs of all serial machines are better than in the calculation model used :)
It was not possible to find a real route for exactly 1300 km, but the closest distance from the Domodedovo flight is Min. Waters (UUDD - URMM) - 1,365 km (737 nm). The TOW value can only be set to 44,400 kg and no more, otherwise JetPlane reports that the LDW limit has been exceeded. Taking into account the actual headwind M08 (15 km/h), the program chose the optimal M = 0.79 (845 km/h) for the flight on FL370. Outcome is the following:
Takeoff + echelon set: consumption - 1,231 kg, time - 21 minutes, distance - 267 km
GP on FL370: consumption - 2,023 kg, time - 66 minutes, distance - 906 km.
Descent + landing: consumption - 211 kg, time - 18 minutes, distance - 192 km
TOTAL:
TRIP FUEL - 3,465 kg, TRIP TIME - 1 h 45 min, FF/HR = 1,980 kg/h, BF/HR = 1,850 kg/h.
The final flight and block consumption is somewhat far from your calculation - 2,226 kg / h.For the sake of interest, the UNNT-UEEE flight has been recalculated with the current headwind M06 (11 km/h). Under the new weather conditions, JetPlane chose to fly at M = 0.785 (835 km/h) and calculated the following numbers:
TRIP FUEL - 6 804 kg, TRIP TIME - 3 h 32 min, FF/HR = 1,925 kg/h, BF/HR = 1,859 kg/h.
Here, approximately so.Hourly (one-time) fuel consumption in real operation - photo fact
the photos were taken during the flight, the flight takes place at an altitude of 36000 ft, the rest of the parameters are on the photos.
Engineer_2010 writes: According to the pilot, in these frames the plane scored FL360 and for some time goes in level flight:
FUEL AT START = 8 160 KG, current TOTAL FUEL = 7 040 KG, i.e. in total, 1,120 kg was spent on takeoff + set + GP. Since F. USED = 1,300 KG (640 + 650 + 10), the difference (180 kg) was spent on taxiing. It even coincides with the calculations - our JetPlane for a similar TOW counted the take-off and climb of the FL360 in 18 minutes and the consumption of 1,160 kg. Accordingly, in the conditions of winter TNV, they would spend less.I understand you, but the document is not intended for open access, of course there is no link, ethics and the promise "not to spread" do not allow to post it. And critics will speculate anyway.
You can not look at the hourly fuel consumption abstractly. Putting this figure in the first place.
Paradoxically, this is not a determining indicator for a regional aircraft (within reasonable limits).
Initially, the cost of a seat/kilometer for regional aircraft is several times (!!!) higher than for mainline ones. So the criteria are different.
So much is said about fuel consumption, because. it is clear to everyone. The lower the consumption, the better the plane. And here no one argues. But only experts know about other characteristics that make up the main difference between the models. But they are silent."Hourly consumption or kilometer?"
I don’t know why it was necessary to raise this issue, when everything has long been decided since the TU-16 began to be operated.
“Most critics of the Superjet are talking about hourly fuel consumption.
Engineer_2010: But you need to separate the minimum hourly and minimum kilometer fuel consumption - these are different costs and they correspond to different speeds! For a passenger aircraft, it is the kilometer rather than the hourly consumption that is important, since its main task is to deliver its cargo to the maximum distance, using as little fuel as possible. Many stubbornly offer to replace this task with a completely different one - to stay in the air with this load for as long as possible!Right when you read, you can immediately see that the "porridge" in the head and all from ignorance! The fact that they operate with hourly consumption and no other - and they do it right!
The fact that the main task is "to deliver your cargo to the maximum distance, using as little fuel as possible" is difficult to disagree with this because it is called cruise mode (LRC), but then the conclusion (not to the village not to the city) for this need to operate minimal(no matter what kilometer or hourly consumption).So, in order For the aircraft, 3 (charts, nomograms of fuel consumption) flight modes of the maximum speed, maximum range and maximum duration in terms of the number of M or V are prescribed in the RLE.
All these modes are applied in life.
Maximum duration generally in waiting areas
The maximum range is the main mode of operation, and it is he who is also included in commercial calculations.
The maximum speed is a special mode used as needed, etc.
It goes without saying that you can keep M and V between them (but there are no graphs - interpolation, etc.)
In addition, there is a relative speed controller, the so-called. Cost Index which sets the deviation from the Maximum range mode within the range from Maximum duration to Maximum speed.
