ATR42/72 blockspeed/fuel
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ATR42/72 blockspeed/fuel
Hello,
For comparison purposes, I am looking for ATR42-300 and 42-500 Blockspeeds and fuelconsumptions on various distances (300, 400, 500 and 600 NM). This to find out cruise perfo differences between the -300 and -500 on longer sectors.
Greetings,
Korvo
another question off-topic: it seems that ATR42-300's and -500's have a so-called cross-crew qualification. Does this mean that pilots can fly both types (apart from differences training) when an airline has a mixed fleet?
For comparison purposes, I am looking for ATR42-300 and 42-500 Blockspeeds and fuelconsumptions on various distances (300, 400, 500 and 600 NM). This to find out cruise perfo differences between the -300 and -500 on longer sectors.
Greetings,
Korvo
another question off-topic: it seems that ATR42-300's and -500's have a so-called cross-crew qualification. Does this mean that pilots can fly both types (apart from differences training) when an airline has a mixed fleet?
Join Date: Apr 2003
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Not sure about the -500 series (which I don't get to fly), but working from memory: this week on an ATR42-300F on CDG-WAW, my PLOGs were showing about 1,600 kg trip fuel, 2,400 block fuel (round figures) for a 700nm trip planned at FL180/190 (although we negotiated FL200/210 with ATC). Flight times were about 3h35 westbound (strongish 45-50 kt headwinds all the way no matter which level) and 3h00 eastbound (for the same reason).
At FL200-210 in ISA conditions the fuel burn was around 240 kg/eng/hour. Taking into account the weather etc. we typically rounded up the standard fuel to 2,600-2,800 kg depending on expected payload.
Hope that helps!
Cheers
At FL200-210 in ISA conditions the fuel burn was around 240 kg/eng/hour. Taking into account the weather etc. we typically rounded up the standard fuel to 2,600-2,800 kg depending on expected payload.
Hope that helps!
Cheers
Join Date: Jan 2006
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Typical TAS for the 42-500 is about 300 kt and fuel burn btween 300 - 350 kg/h/eng, dependinf on level and ISA. Actually the 42-500 burns more than the 72-200 
N4790P
Korvo,
Mixed fleet operation is quite common. Difference Training can be as little as classroom only up to classroom plus 1 hour in the simulator. Sim training is typically for non PEC to PEC aircraft.
Mixed fleet operation is quite common. Difference Training can be as little as classroom only up to classroom plus 1 hour in the simulator. Sim training is typically for non PEC to PEC aircraft.
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In JAA-land, the requirements for differences training differ from one National Aviation Authority to another. In my experience, the ATR42-300 to 72-200 differences course consisted of 25 pages of theory (diagrams etc), a 3-hour ground school (done in half the time) and one 4-hr sim session (again, more than necessary). The whole idea behind the two marks (and two sizes) of aircraft is to keep differences to a minimum.
Fuel planning-wise, a ballpark fuel burn figure of about 550 kg/hr for cruise is about right for an ATR42-300 in ISA at FL180/190. My outfit uses 50 kg as standard taxi fuel (except at CDG where it's 170 kg). Typical TAS is 270-280 kts.
Cheers
Fuel planning-wise, a ballpark fuel burn figure of about 550 kg/hr for cruise is about right for an ATR42-300 in ISA at FL180/190. My outfit uses 50 kg as standard taxi fuel (except at CDG where it's 170 kg). Typical TAS is 270-280 kts.
Cheers
Last edited by FougaMagister; 13th Apr 2008 at 11:40.
