JamD
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MastanKhan, post: 7204317, member: 309"]Hi,
On a take off---a 747-400 would burn about 8000 gals to 16000 gals of fuel---and it can carry around 50000 to 57000 GALS of fuel---which is anywhere from 7% to 25% +++ of the total fuel. The lower figure is of ideal conditions at minimal weight---the higher figure is with a full load.
On the other hand---the fighter aircraft fully loaded would be taking off on AFTERBURNERS---that will suck the fuel out of the fuel tanks within minutes.
For that reason---us air force uses air refueling for its aircraft. An aircraft taking off a carrier---the first thing it does is to refuel and top off----.
If 5% was the fuel consumed at take off---there was no reason to have air to air refueling.
The commercial airliner DON'T USE ALL THEIR FUEL DURING THE FLIGHT---THE RESERVE would be like 15000 gals of fuel.
So if the taxi + take off fuel consumption is 8000 to 12000 gals and total fuel consumed is around 40000 - 45000 gals---we are in the 20% +++-- range.
I don't believe that you are AEROSPACE ENGINEER----
Son-----5% fuel consumption at take off----then you have solved all of NASA's problems-----. Show them how---and you are in for a major reward.
How does flight duration affect the hourly fuel consumption in heavy aircraft? - Aviation Stack Exchange
Copy from the web link
General Answer
The heavier the airplane, the more fuel it will burn in a given amount of time. Therefore, if you takeoff with enough fuel to fly further, you will be burning more fuel in each corresponding hour than if you took off at a lighter weight to fly a shorter distance.
Example
I don't have performance information for the 747, but I can give you an example for a G-IV corporate jet. Instead of comparing a short trip to a longer trip, I planned the same trip with different amounts of fuel in order to make the airplane heavier. I planned the flight for the following conditions:
Flight Conditions
Results
- Fly from Los Angeles to Detroit, using the same route and average Boeing winds for July
- Climb to and maintain the optimum altitude, with step climbs where appropriate
- Trip 1: Climb initially to FL450 and stay there for the entire flight (the optimum altitude for this weight)
- Trip 2: Climb initially to FL410 and then climb to FL450 2:32 into the flight (the optimum altitude the weight initially followed by a climb once the optimum altitude has changed)
- Fuel:
- Trip 1: Takeoff with enough to land with a 1:30 reserve - 59,000 lb. takeoff weight
- Trip 2: Takeoff with max fuel, landing with a 5:39 reserve - 73,000 lb. takeoff weight
- Taxi fuel is not included in the first hour burns, but climb fuel is.
Trip 1 Trip 2
Hour Fuel Burn Fuel Burn Diff
1. 4,212 4,844 +13.7 %
2. 2,536 3,088 +21.8 %
3. 2,411 3,123 +29.5 %
4. 2,163 2,103 -2.8 %
Total 11,722 13,558 +15.7 %
So here the pilot states about the hourly fuel consumption.
The first hour is the take off and the climb to the altitude and not considering startup and taxi time.
So---in the first hour he uses around 27% fuel
You dont have to believe that I'm an aerospace engineer or that Raymer is anaerospace eengineer. you are free to believe whatever you want "son".
You know nothing Jon Snow lol. I'm just about done trying to correct an error on the thread. Nahin manna jissay mat maanay