DC10 consumption
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DC10 consumption
I would like the fuel consumptionfor a CD10-10F and DC10-30F with 55 tons payload, compare to the L-1011-200F (524B).
What is the consumption for a DC10-30F (CF6) with full payload.
Flight distance 2500NM.
Do you have the running cost?
Thanks
What is the consumption for a DC10-30F (CF6) with full payload.
Flight distance 2500NM.
Do you have the running cost?
Thanks
Well then; it has been a few years but a DC-10-30 will always be able to make London to Los Angeles with a full payload.
With CF6-50C2B engines and (speaking as a completely ballpark figure) if you allowed 18,000 lbs (9 tonnes) per hour fuel burn for the the total flight, then that figure would cover everything including contingency and diversion fuel.
So, the immediate burn after take off might be 10 tonnes per hour but 10 hours later ( 4.5 hours after an L1011 would have had to land for fuel) the fuel burn would be down to around 7 - 7.5 tonnes per hour.
Therefore, for a 10 hour flight, the fuel loaded would be somewhere around 90tonnes and that would include all of the above contingencies.
First find a decent DC-10-30F!
With CF6-50C2B engines and (speaking as a completely ballpark figure) if you allowed 18,000 lbs (9 tonnes) per hour fuel burn for the the total flight, then that figure would cover everything including contingency and diversion fuel.
So, the immediate burn after take off might be 10 tonnes per hour but 10 hours later ( 4.5 hours after an L1011 would have had to land for fuel) the fuel burn would be down to around 7 - 7.5 tonnes per hour.
Therefore, for a 10 hour flight, the fuel loaded would be somewhere around 90tonnes and that would include all of the above contingencies.
First find a decent DC-10-30F!
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An L-1011 -200 freighter will only carry 125,000 lbs of cargo. A DC-10 -30/40 will carry 180,000 lbs. A DC-10-30 will gross out 100,000 more than a L-1011-200. 474,000 vs. 570,000.
Equal weight ,equal engines the fuel burns will be fairly close. but the DC-10 is a better plane for the specs, but the Tri-star is a much better plane technically.
Equal weight ,equal engines the fuel burns will be fairly close. but the DC-10 is a better plane for the specs, but the Tri-star is a much better plane technically.
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Ohh boy, you just opened the way for 411A to give a complete lecture on the L1011 capabilities
The 'ole TriStar is truly one fine aeroplane, IF operated and maintained properly, by those who know how.
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For -30 suggest running cost at $9000/hour if you own it for an ACMI lease will be about > $5500/hour.
Forget C2B not around today(if so are used as per C2 performance) and were only every used for the 267T version. For the C2 ball park figure would be 7.5T/hour on a trip greater than 5 hours. If you are switched on and use decision point fuel planning this is a good way of keeping the fuel cost down. If the crew is good they will maximise the use of optimum levels and trade altitude for wind graphs. Should all ways make fuel on the CFP
For a 259T aircraft you can haul 69T out of an airfield with 3200m R/Way at 25C 1000' PA and a 5knot tailwind
Fuel cost today is about 58 cents a litre
Should imagine that will beat a tristar which I would think is comparable to a -10
Forget C2B not around today(if so are used as per C2 performance) and were only every used for the 267T version. For the C2 ball park figure would be 7.5T/hour on a trip greater than 5 hours. If you are switched on and use decision point fuel planning this is a good way of keeping the fuel cost down. If the crew is good they will maximise the use of optimum levels and trade altitude for wind graphs. Should all ways make fuel on the CFP
For a 259T aircraft you can haul 69T out of an airfield with 3200m R/Way at 25C 1000' PA and a 5knot tailwind
Fuel cost today is about 58 cents a litre
Should imagine that will beat a tristar which I would think is comparable to a -10
