Now that the new A320-Winglets have established themselves, I'm wondering if they have better fuel consumption than the B737-800?
I was told that Boeing used to be marginally better. Is that still the case?
The 737 MAX is more fuel efficient than the A320ceo. The A320neo, however, has marginally better range and fuel efficiency than the 737 MAX, but it is not in production yet.
Airbus’ next step is the large Sharklets™ wingtip devices, representing another element in the ongoing continuous improvement programme for its best-selling A320 Family. These devices improve aerodynamics, reducing fuel burn by up to 4 per cent – which amounts to annual savings of more than 900 tonnes of CO2 per aircraft.
Given that an A320's fuel burn rate is approximately 5.13 gallons per seat per hour, reducing this by 4% gives you 4.92 gallons/seat/hr.
Comparatively, a 737-800 burns about 4.88 gallons/seat/hr.
A 737-800 burns 4.88 gallons of fuel per seat per hour, compared with the comparable A320's burn of 5.13 gallons per seat per hour, according to The Airline Monitor, an industry publication.
So they're near enough the same.
Now that the new A320-Winglets have established themselves, I'm wondering if they have better fuel consumption than the B737-800? I was told that Boeing used to be marginally better. Is that still the case?
When I took delivery of a new Cessna 182T last year, I did a test flight for certification purposes. During the test flight we had to perform a power off stall but that didn't go as planned... this to happen? (My guess is it is CG related) And most importantly: If I would have continued this "mushing" flight, would it be possible to have entered a flat spin or a simple "drop out of the sky.... This "mushing" went on for what seemed ages before I eventually applied power and pushed the nose down to gain airspeed again. We tried it again after that and the same thing happened. I had an instructor
I've been taught to always sump the plane's fuel system before going flying to check for water / contamination / proper fuel grade. However, I've yet to go flying in rain. What's the proper procedure to drain fuel during rain? If I took the fuel cap off to dump the fuel back into the plane, I'd be worried about rainwater getting in the tanks.
Inspired by a discussion in chat. Most GA piston singles are powered by either Lycoming or Continental engines. The engine designs used by both manufacturers are broadly similar (4-cycle, horizontally-opposed, gasoline-powered, air-cooled), and they're both generally available with either carburetors or fuel injection, but I know they're not "identical products". What are some of the differences between the designs used by the two manufacturers, and what practical implications do those choices have for pilots?
Ok, so this may be more of an english lanugage question, and I can confirm from context that when the fuel shutoff valve is ON fuel does indeed flow to the engine, but wouldn't that just make more sense to call that valve the fuel valve? If the component that shuts fuel off is on, operational, in use, functioning, etc., shouln't fuel be shut off, as the name implies? I realize this could be seen as a quibble, but confusion causes accidents and IMO this is wildly confusing. EDIT Looking at the Cessna 152 checklist today I noticed this interesting quirk. On the regular checklist side (pre
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I know that the F-16 (F-16I and Block 50/52/60 models) have conformal fuel tanks standard now on top of the wing/fuselage area. The Silent Eagle model of the F-15E proposed by Boeing for South Korea, and other F-15E customers had them added. The F-18E (Superhornet) has demoed a set recently. But on older aircraft, how common were conformal fuel tanks? Or have they always been drop tanks before?
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