Tailwind of 79kts at 53,253ft is petty rare. Shows it's a bit of a monster. Currently abeam Newfoundland 1h 02m after takeoff. EFB forecasting arrival in 1h 48m.

Landed on 27L 3h 13m after departing 31L at Kennedy. Maximum ground speed was 1,400mph or 1,218kts at 49 26N, 30W at FL563. Maximum altitude was FL579. Fuel used 68.8T for 89 pax.

Not as fast as I anticipated due perhaps to FSLabs computers requiring me to be subsonic 90nm off the Devon coast rather than the 55nm I was expecting.

Nevertheless a interesting exercise.

Interestingly enough in sim right now with MSFS I am getting very similar winds at FL350 to what you were seeing at FL530 with an average windspeed of 258/80kts...   

Yesterday's winds were much stronger.  I wonder if I will start to pick up stronger winds as I get closer to the EU 😉  

@psolk, it would be helpful to know where your aircraft is and your routing. Highest winds are around FL350.

The low is currently centred 500nm WSW of Ireland. Central pressure 968hPa.

More.. Notice the wind speed at FL350 on this side. Only 69kts so I’d flown over the storm.

Edited January 23, 20251 yr by Ray Proudfoot
Additional info

Ha, 20 minutes between 10 degree longitude waypoints over the Atlantic, incredible!

22 minutes ago, Ray Proudfoot said:

@psolk, it would be helpful to know where your aircraft is and your routing. Highest winds are around FL350.

The low is currently centred 500nm WSW of Ireland. Central pressure 968hPa.

More.. Notice the wind speed at FL350 on this side. Only 69kts so I’d flown over the storm.

Ray,

Hope this helps Is this what you were looking for? 

Sorry it's so long LOL   KEWR-LLBG via Track T at FL350 and then ducking just south of the Isles and landbound again at JSY which is quite ironic considering I departed from JSY 😉  

I'm currently approaching MALOT and winds are 246/119 so they have picked up towards the tail end of the NAT but were much stronger yesterday.

WINDS AND TEMP SUMMARY UAL844 PG 1/2 PRTD 23JAN25 1149.35UTC FORECAST WINDS AND TEMP SUMMARY UAL844 23JAN25 KEWR-LLBG OBSERVATION - 23/01/25 06.00Z DESCENT WINDS   FL390 292/078   FL340 295/077   FL300 294/059   FL240 295/053   ENROUTE WINDS     SECTOR W/V AND TEMP WAYPT 240 300 340 390 450 KEWR           MERIT 246/139M01 247/165P01 247/173P01 250/141P01 252/102P01 HFD 245/124M04 247/159M01 247/158P02 251/124P04 253/96P02 TOC 245/132M03 248/163M01 248/165P01 251/131P03 254/99P01 PUT 245/132M03 248/163P00 248/165P01 251/131P03 254/99P01 BOS 247/135M03 249/164P00 249/170P01 252/137P02 254/103P00 TUSKY 249/121M07 253/150M03 254/148P01 256/122P02 261/97P01 NICSO 273/87M14 272/96M08 272/102M01 272/101P03 273/93P01 48N050W 277/81M13 274/94M08 275/99M02 272/98P03 272/94P01 50N040W 270/78M14 269/89M09 268/89M04 268/84P03 267/87P03 52N030W 269/62M16 261/77M06 257/78P02 256/82P06 255/83P04 53N020W 231/33M11 245/58M02 245/70P04 241/74P07 240/81P03 MALOT 241/58P00 243/66P02 241/66P07 235/72P05 233/87P02 GISTI 233/66P01 240/68P02 237/71P07 232/78P05 240/88P02 BIBLA 242/110P03 242/122M01 245/130M01 245/110M06 245/75M02 ARKIL 245/104P03 244/112M01 247/118M01 248/109M06 249/71M04 LIZAD 251/66P04 259/84P00 262/87M02 264/105M09 260/60M05 JSY 266/57P04 273/66P01 271/74M02 277/91M09 267/58M06 TURDU 272/58P03 281/58P00 289/75M03 289/78M08 269/55M06 TADUP 276/60P03 282/58P00 294/76M02 292/78M08 271/56M06 TEPRI 280/57P02 291/64M01 296/68M03 301/77M08 274/53M05 POGZI 280/57P02 290/64M01 296/68M03 301/77M08 274/53M05 FUZKA 280/57P02 290/64M01 296/68M03 301/77M08 274/53M05 WERZU 286/55P02 294/65M01 297/73M04 300/70M08 278/54M04 GELTA 286/55P02 294/64M01 297/73M04 300/70M08 278/54M04 MELKO 286/54P01 305/64M01 309/73M04 309/63M07 280/55M04 LUVAL 286/54P01 305/64M01 309/73M04 309/63M07 280/55M04 BEGAR 303/63P00 320/65M02 320/87M04 316/63M05 288/48M02 TRA 303/62P00 320/65M02 319/87M04 317/64M05 288/48M02 WINDS AND TEMP SUMMARY UAL844 PG 2/2 PRTD 23JAN25 1149.35UTC     SECTOR W/V AND TEMP WAYPT 240 300 340 390 450 GAMSA 313/66M01 331/74M02 336/85M03 293/47M03 285/47M01 GEDSO 315/68M02 328/74M02 326/62M03 296/60M02 280/47P00 VEKEN 319/68M02 323/63M04 317/60M04 296/57P00 284/51P00 NEMEK 298/47M02 314/48M05 310/48M04 290/55M02 270/42P03 NAVSU 309/36M03 308/39M05 300/44M05 297/39P04 273/48P03 SOLGU 291/30M04 285/36M05 297/31M02 291/36P01 278/50P03 MEDUX 281/32M04 284/32M05 288/26M02 289/39P02 288/43P04 KOGAT 280/26M03 286/30M06 288/26M04 291/44P04 296/43P04 ERANA 289/34M02 290/35M06 296/31M04 293/48P04 299/46P03 TSL 295/33M02 288/38M06 298/37M03 290/51P05 298/49P03 MES 301/40M02 303/42M06 304/47M03 299/53P04 307/55P02 PIPEN 301/40M02 302/42M06 304/47M03 299/53P04 307/55P02 IKARO 301/40M02 302/42M06 304/47M03 299/52P04 307/55P02 URNIL 309/36M02 304/48M05 306/51M03 302/52P04 305/53P02 LARKI 305/43M02 306/46M05 300/54M02 299/58P04 305/59P02 RDS 306/47M02 307/52M05 301/61M02 298/65P03 304/63P02 ALKIS 309/51M01 307/56M05 304/64M02 297/68P05 303/66P02 MAROS 311/52M02 309/60M05 306/63M02 301/63P04 302/66P02 APLON 307/54M01 303/60M05 301/67M01 296/71P05 299/68P02 TOD 301/56M01 298/61M04 299/76M01 294/75P04 295/71P02 LEDRA 301/56M01 298/61M04 299/76M01 294/75P04 295/71P02 PIKOG 298/58M01 298/63M05 296/70M01 295/73P05 296/69P03 ZUKKO 298/58M01 298/63M05 296/70M01 295/73P05 296/69P03 KONFO 296/53P00 295/57M04 297/82P00 291/80P04 297/73P01 AMMOS 296/53P00 295/57M04 297/82P00 291/80P04 297/73P01 VETEK 295/53P00 294/59M04 295/78M01 292/78P04 292/75P02 BAGAG 295/53P00 294/59M04 295/78M01 292/78P04 292/74P02 PITAT 295/53P00 294/59M04 295/78M01 292/78P04 292/74P02 DIVLA 294/53P00 294/59M05 295/78M01 292/78P04 292/74P02 TADOV 294/53P00 294/59M05 295/78M01 292/78P04 292/74P02 LLBG 295/53P00 294/59M05 295/77P00 292/78P04 292/74P02

Edited January 23, 20251 yr by psolk

Thanks Paul. Strongest winds were west of Ireland in keeping with the storm’s position. Was it a much shorter flight?

@jon b, how long did it take your 747 to travel 10° of longitude?

8 minutes ago, Ray Proudfoot said:

Thanks Paul. Strongest winds were west of Ireland in keeping with the storm’s position. Was it a much shorter flight?

@jon b, how long did it take your 747 to travel 10° of longitude?

My pleasure Ray,

I did the same flight yesterday but had a different NAT exit point and stayed over Ireland and England passing right over you then south of Leeds and over Amsterdam.  So I stayed a bit further north before making the south easterly turn.  NAT winds yesterday were 149+ though.

Edit: As an aside this is one of my most popular routes as I can start the flight before work at 7am est and then usually land around 5:30 pm est right after work LOL...   I have to skip my last call today because I'm getting in over an hour early LOL 😉  

Edited January 23, 20251 yr by psolk

17 minutes ago, Ray Proudfoot said:

how long did it take your 747 to travel 10° of longitude?

Eastbound, somewhere in the region of 40 minutes +/- 5 minutes depending on winds

1 hour ago, psolk said:

As an aside this is one of my most popular routes as I can start the flight before work at 7am est and then usually land around 5:30 pm est right after work LOL...   I have to skip my last call today because I'm getting in over an hour early LOL 😉  

What aircraft Paul? 747 or maybe a 777 or 787 if it has the range.

Whilst you can leave your PC unattended I can’t leave Concorde alone for long. I had a quiche for lunch in front of the computer. And of course at this time of year daylight is at a premium especially when flying east.

Tomorrow I shall fly back to JFK and compare fuel usage and time as there isn’t a subsonic leg into JFK unlike Heathrow. Depart at 10:30 local; arrive at 09:30 local. 😁

36 minutes ago, Ray Proudfoot said:

What aircraft Paul? 747 or maybe a 777 or 787 if it has the range.

Whilst you can leave your PC unattended I can’t leave Concorde alone for long. I had a quiche for lunch in front of the computer. And of course at this time of year daylight is at a premium especially when flying east.

Tomorrow I shall fly back to JFK and compare fuel usage and time as there isn’t a subsonic leg into JFK unlike Heathrow. Depart at 10:30 local; arrive at 09:30 local. 😁

Hi Ray.  Using the PMDG 777 and total flight distance is 5015 miles which isn't even stretching her legs 🙂    My flightsim rig is in my office on the back side of my video conference device so I can strategically look like I am paying attention to my call while supervising my flight at the same time LOL

 

I'd be interested in Fuel consumption comparisons.  5015 miles Eastbound is ~185,000 lbs of fuel and on the return which is 12 hrs or even 12 1/2 with the current headwinds it would be about 215,000 lbs.  

What do you use in the Concorde for the trans-Atlantic hop?  

Nice rig Paul. Must have taken a while to accumulate all that hardware.

Fuel usage for Concorde will horrify / astound you. It’s not a steady burn unlike Boeing. Full power + reheat is used for all takeoffs. Reheat is cancelled around 50 secs after the take off roll starts.

It’s engaged again at FL280 / Mach 0.95 for the transonic climb. This is where it gets interesting. 13T per engine per hour. That’s 52T (114,640lbs).😳

Fortunately it’s only needed through the high drag area. FL280-430 which takes around 8-9 minutes. Thereafter reheats off at Mach 1.7 and full dry power ensures the climb continues up to FL550-580 depending on air temperature. Mach 2 is reached at FL500.

I used 151,651lbs for a flight lasting just over 3 hours. 50,000lbs per hour. 30,000lbs less than your 5,000nm flight compared to my 3184nm.

No wonder only the rich flew on her. 😁

 

I was hoping to surf the Jetstream across the Atlantic on my way back from the real world California tonight, but it looks like it may be too far south for my usual route home.

Sadly there’s even some westbound jetstreams up over Greenland that I might run into so rather than the super quick flight home I was hoping for, may even turn out to be longer than usual. At least the wind in England should have subsided for my landing.

And there’s some fancy new format sig weather charts just been released yesterday by WAFC London, they are in colour and everything, we really are living in the future 😂

20 hours ago, Ray Proudfoot said:

Nice rig Paul. Must have taken a while to accumulate all that hardware.

Fuel usage for Concorde will horrify / astound you. It’s not a steady burn unlike Boeing. Full power + reheat is used for all takeoffs. Reheat is cancelled around 50 secs after the take off roll starts.

It’s engaged again at FL280 / Mach 0.95 for the transonic climb. This is where it gets interesting. 13T per engine per hour. That’s 52T (114,640lbs).😳

Fortunately it’s only needed through the high drag area. FL280-430 which takes around 8-9 minutes. Thereafter reheats off at Mach 1.7 and full dry power ensures the climb continues up to FL550-580 depending on air temperature. Mach 2 is reached at FL500.

I used 151,651lbs for a flight lasting just over 3 hours. 50,000lbs per hour. 30,000lbs less than your 5,000nm flight compared to my 3184nm.

No wonder only the rich flew on her. 😁

 

Thank you Ray!  Yes, been accumulating it for years!  I would like to build a proper enclosure as some here have done but for now almost anything I can do on the screen I can do with HW or the CDU's on the tablets.  Maybe one day I'll build a proper mockpit. 🙂  

WOW!!!  Those are horrifying/astounding numbers!!!  So roughly 1/2 the time but twice the fuel of a sub sonic flight LOL.  Those climb numbers are astounding including the 8-9 minutes for 15,000 ft up to 430 from 280.  

Interesting enough, all this jetstream talk and experimentation led to another discovery with an ASFS or preset limitation in MSFS 😞  

 

 

 

@psolk, keep saving for the man cave! 😁

I flew LHR to JFK today and with Storm Eowyn over Ireland winds were over 100kts in Western England around FL260 and consistently 75kts even above FL500 over the Atlantic. Used 12,000Kg more than the outbound.

No problems with AS in P3D fortunately.