Possible Plane Order
10-24-2019, 07:05 AM
#783
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Joined APC: Dec 2009
Posts: 1,464
Originally Posted by FLYBOYMATTHEW
No confirmation on powerplants as of yet. Any chance we dump Pratt and go with CFM, or are we too fully vested in this POS at this point?
10-24-2019, 07:20 AM
#784
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Joined APC: Nov 2012
Position: 1900D CA
Posts: 3,397
Frontier guy here. I was curious what the fuel burns on the Pratt Neos are like?
Our CFMs (on the 320s) burn about 2200-2300lbs per side at .78 at 350. If you push .79 to .80 they burn about 2400-2450 a side. A CFM CEO probably burns 2800 in a normal cruise
Our CFMs (on the 320s) burn about 2200-2300lbs per side at .78 at 350. If you push .79 to .80 they burn about 2400-2450 a side. A CFM CEO probably burns 2800 in a normal cruise
10-24-2019, 07:52 AM
#785
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Joined APC: Dec 2009
Posts: 1,464
Originally Posted by Aero1900
Frontier guy here. I was curious what the fuel burns on the Pratt Neos are like?
Our CFMs (on the 320s) burn about 2200-2300lbs per side at .78 at 350. If you push .79 to .80 they burn about 2400-2450 a side. A CFM CEO probably burns 2800 in a normal cruise
Our CFMs (on the 320s) burn about 2200-2300lbs per side at .78 at 350. If you push .79 to .80 they burn about 2400-2450 a side. A CFM CEO probably burns 2800 in a normal cruise
2300ish at .80
10-24-2019, 08:08 AM
#786
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Joined APC: Oct 2019
Posts: 442
Originally Posted by elmetal
I've seen 320 pw burning 2000-2100 lbs per side at .78/.79
2300ish at .80
2300ish at .80
No wonder there is such a thing called scope.
10-24-2019, 08:16 AM
#787
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Joined APC: Dec 2009
Posts: 1,464
Originally Posted by ASAPsafetyGUY
To compare this for other's whom may not have a frame of reference, that's 2000-2100 pph per side compared to the CRJ-900 that burns 1900 pph per side at 37,000 Mach 0.78. A-220 does 1900 pph per side at 40,000 but I can't recall what speed.
No wonder there is such a thing called scope.
No wonder there is such a thing called scope.
3800 an hour to fly 76 people or 4300 an hour to fly 182 people?
It easily makes up the crew cost difference
10-24-2019, 11:33 AM
#788
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Joined APC: Apr 2017
Posts: 465
Originally Posted by elmetal
I've seen 320 pw burning 2000-2100 lbs per side at .78/.79
2300ish at .80
2300ish at .80
I've also seen 2500 a side with the LEAP down at 330 doing .80 with a full load.
I'm sure the actual fuel burn differences between the leap and Pratt are negligible when you average over 1000s of flights.
10-24-2019, 12:45 PM
#789
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Joined APC: Mar 2011
Posts: 130
Originally Posted by Gary et al
I've seen sustained 2000lbs a side with .80 FL390 with the LEAP...only about 80 people onboard though.
I've also seen 2500 a side with the LEAP down at 330 doing .80 with a full load.
I'm sure the actual fuel burn differences between the leap and Pratt are negligible when you average over 1000s of flights.
I've also seen 2500 a side with the LEAP down at 330 doing .80 with a full load.
I'm sure the actual fuel burn differences between the leap and Pratt are negligible when you average over 1000s of flights.
Anecdotally by looking at the fuel flow gauges at various altitudes and Mach speeds the burn comparison between the LEAP and the P&W might seems negligible but let’s suppose for a moment that the new technology of the geared turbofan provides even a slight increase in efficiency. Perhaps .25 of 1 percent, although it may very well be greater than that. That increased efficiency over 1000’s of flights equates to a large and certainly not negligible savings.
10-24-2019, 03:53 PM
#790
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Joined APC: Oct 2005
Position: Office Chair
Posts: 631
There are many other economic factors besides burn to consider. It'd be interesting to see a dispatch reliability comparison thus far between the two. Fuel savings can be pretty quickly offset by delays, cancellations, and lost flight time. How much in associated losses did P&W cover with the introduction of this turd?
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