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Business Aircraft B Fuel Burn Data Rev.2 As of October 23, 2009 – Data submitted to EUROCONTROL for EU ETS Requirements Certified MTOW BUSINESS AIRCRAFT ICAO Designator Civil/Military (lbs) Measurements 1 2 3 4 5 6 Light Business Jets Nautical Miles 125 250 500 750 1000 1400 Bombardier Learjet 23 Data Unavailable Civil 12,500 Fuel Burn (lbs) Bombardier Learjet 24 M24E Civil 13,500 Fuel Burn (lbs) 930 1350 2090 2800 Bombardier Learjet 25C M25C Civil 15,000 Fuel Burn (lbs) 980 1400 2150 2840 3630 5000 Bombardier Learjet 25D M25D Civil 15,000 Fuel Burn (lbs) 970 1410 2210 3020 3910 Bombardier Learjet 31 M31 Civil 15,500 Fuel Burn (lbs) 570 840 1330 1860 2380 3120 Bombardier Learjet 31A M31A Civil 17,000 Fuel Burn (lbs) 580 860 1390 1930 2480 3280 Nautical Miles 125 500 1000 1500 1700 Bombardier Learjet 40 / 40 XR LJ40 Civil 21,000 Fuel Burn (lbs) 640 1480 2590 3760 4240 Certified Super-Light Business MTOW Jets ICAO Designator Civil/Military (lbs) Nautical Miles 125 500 1000 1500 2000 2400 M35A (Same as Bombardier Learjet 35A M36A) Civil 18,300 Fuel Burn (lbs) 550 1410 2530 3760 5090 Bombardier Learjet 36A M36A Civil 18,300 Fuel Burn (lbs) 550 1410 2530 3760 5090 6170 Nautical Miles 125 500 1000 1500 1900 Bombardier Learjet 45 / 45 XR LJ45 Civil 21500 Fuel Burn (lbs) 650 1490 2630 3820 4810 Nautical Miles 125 500 1000 1500 2000 2400 Bombardier Learjet 55 M55 Civil 21,000 Fuel Burn (lbs) 640 1580 2760 4040 5390 M55B (same as Bombardier Learjet 55B M55) Civil 21,000 Fuel Burn (lbs) 640 1580 2760 4040 5390 Bombardier Learjet 55C M55C Civil 21,500 Fuel Burn (lbs) 650 1610 2800 4110 5500 Certified MTOW Midsize Business Jets ICAO Designator Civil/Military (lbs) Nautical Miles 125 500 1000 1500 2000 2400 Bombardier Learjet 60 / 60 XR LJ60 Civil 23,500 Fuel Burn (lbs) 630 1550 2820 4160 5580 6800 Certified Super-Midsize MTOW Business Jets ICAO Designator Civil/Military (lbs) Nautical Miles 125 500 1000 2000 3000 3300 Bombardier Challenger 300 CL30 Civil 38,850 Fuel Burn (lbs) 960 2210 3880 7350 11130 12320 Disclaimer: Bombardier Aerospace's findings are that the fuel burn quantity and indication system on all current production aircraft are accurate to within plus or 1 minus two (2) percentage points. These findings are provided for informational purposes only as they are based on certain aircraft specific operational assumptions which may not reflect an operator's use of the aircraft. B Fuel Burn Data Rev.2 As of October 23, 2009 – Data submitted to EUROCONTROL for EU ETS Requirements Certified MTOW Large Business Jets ICAO Designator Civil/Military (lbs) Nautical Miles 125 500 1000 2000 3000 3500 Bombardier Challenger 600 CL60 Civil 41,250 Fuel Burn (lbs) 1010 2440 4370 8470 13070 Bombardier Challenger 601-1A CL60 Civil 43,100 Fuel Burn (lbs) 940 2310 4170 8140 12530 14950 Bombardier Challenger 601-3A CL60 Civil 44,600 Fuel Burn (lbs) 940 2330 4230 8290 12820 Bombardier Challenger 601-3R CL60 Civil 45,100 Fuel Burn (lbs) 940 2340 4250 8330 12890 15380 Nautical Miles 125 500 1000 2000 3000 4000 Bombardier Challenger 605 CL60 Civil 48,200 Fuel Burn (lbs) 920 2330 4260 8360 12880 17850 Nautical Miles 125 500 1000 2000 2900 Bombardier Challenger 850 CRJ2 Civil 53,000 Fuel Burn (lbs) 1220 2910 5250 10230 15150 Certified Super-Large Business MTOW Jets ICAO Designator Civil/Military (lbs) Nautical Miles 125 1000 2500 3500 5000 Bombardier Global 5000 GL5T Civil 87,700 Fuel Burn (lbs) 1930 6920 16120 22720 33570 Certified Ultra-Long-Range MTOW Business Jets ICAO Designator Civil/Military (lbs) Nautical Miles 125 1000 2500 5000 6000 Bombardier Global Express / XRS GLEX Civil 98,000 Fuel Burn (lbs) 1930 6950 16190 33720 41650 To calculate CO2 -- Fuel consumption x emission factor (3.15) For example, the metric tonnes of CO2 emitted by a Challenger 300 over a 500 nautical mile (nm) distance would be calculated as follows: 2210 x 3.15 = 6961.5 lbs ÷ 2204 = 3.16 metric tonnes of CO2 per 500 nm trip Calculations and Recommendation The fuel burn calculations performed by Bombardier and the data submitted to EUROCONTROL may differ with fuel burn and emissions calculations performed using 3rd party applications (i.e. - Conklin & de Decker). This variance is likely the result of different user inputs, assumptions and formulas. As a result, for ETS purposes, we recommend operators use Bombardier fuel burn information for emissions calculations and for ETS MRV requirements. Disclaimer: Bombardier Aerospace's findings are that the fuel burn quantity and indication system on all current production aircraft are accurate to within plus or 2 minus two (2) percentage points. These findings are provided for informational purposes only as they are based on certain aircraft specific operational assumptions which may not reflect an operator's use of the aircraft. B Fuel Burn Data Rev.2 As of October 23, 2009 – Data submitted to EUROCONTROL for EU ETS Requirements Chart Explanation Eurocontrol requested the manufacturer to provide fuel burn amounts for at least five distance ranges for each aircraft model for which data are provided / required. Note - for the highest range, the distance was rounded down to the nearest thousand nm below the maximum payload-range for the mission defined – i.e. if 5200 nm then revert to 5000 nm. Common Assumptions Type Specification (Standard) configuration Standard Type Spec mission assumptions for aircraft type, including fuel reserves, flight profiles, etc. No wind, ISA, SL airport and no performance limits Commercial aircraft: 70% load factor, type spec pax weight Business aircraft: 4 pax, type spec pax weight TOW appropriate for mission "Book" performance standard Highest MTOW available for max range mission STEP CLIMB 2000 FT RVSM Model Specific Assumptions Learjet Results based on 2009 Schedule A BOW 4 Pax @ 200 lbs ea LRC 100 nm NBAA IFR Reserves Block Fuel Includes WUTO Allowance (130 lbs for LJ40XR/45XR and 150 lbs for LJ60XR) Challenger 300 Results based on following SPEC information: BOW 23500 lbs, Payload of 1600 lbs / Cruise @ M 0.80 / Climb & Descent @ 250 / 280 / M 0.80 Range of 3100 nm specified in the SPEC WEIGHT condition was matched at 'Normal climb & descent speed' of 250 / 280 / M 0.80 At long range climb & descent speed of 250 / M 0.75, a longer range of 3150 nm can be obtained (including approach & landing). The long range climb & descent speed of 250 / M 0.75 was used for this task. Approach & landing flight phase was removed (The approach & landing fuel is already included in the NBAA/IFR reserve profile). For the SPEC weight, Long range climb & descent speed, cruise at M 0.80, 4 PAX of payload, the maximum range is 3300 nm. For 4 PAX payload, a maximum fuel load of 14150 lbs can be obtained, however, not at an MTOW of 38850 lbs. Disclaimer: Bombardier Aerospace's findings are that the fuel burn quantity and indication system on all current production aircraft are accurate to within plus or 3 minus two (2) percentage points. These findings are provided for informational purposes only as they are based on certain aircraft specific operational assumptions which may not reflect an operator's use of the aircraft. B Fuel Burn Data Rev.2 As of October 23, 2009 – Data submitted to EUROCONTROL for EU ETS Requirements Challenger 605 Results based on an OWE of 26700 lbs, 1000 lbs of payload, long range climb & descent speed of 250 / M0.72, LRC of M 0.74, a better match of 4057 nm can be obtained Using a SPEC BOW of 26985 lbs, 1000 lbs of payload and take-off fuel from the database, a range of 4030 nm was obtained Challenger 850 Results based on a BOW of 34790 lbs, payload of 1600 lbs / C.G. @ 25% MAC / Cruise @ M 0.74 / Climb & Descent @ 250 / M 0.70 The range of 2770 nm specified in the SPEC condition was matched Global 5000 OWE: 50,840 LB NBAA/IFR Reserves 1000 lb Payload (4 PAX) Global Express XRS OWE: 51,200 LB NBAA/IFR Reserves 1000 lb Payload (4 PAX) Disclaimer: Bombardier Aerospace's findings are that the fuel burn quantity and indication system on all current production aircraft are accurate to within plus or 4 minus two (2) percentage points. These findings are provided for informational purposes only as they are based on certain aircraft specific operational assumptions which may not reflect an operator's use of the aircraft. .
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