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Momentum is less important, because the mass of the fuel is on both sides of the equation: Heavy fuel in the rocket's tanks needs more energy for the same acceleration, and the chemical energy of the fuel … Since this mass must be accelerated, the total fuel mass needs to be as small as possible, not the number of fuel molecules (as your question implies). …

Therefore, flying those 41 km used more than twice as much fuel per km traveled than flying from Sweden to New York. … This adds up to several 100 kgs of fuel for a large airliner. …

The author claims: we have been deceived by a conspiracy of airlines and aircraft manufacturers about the amount of fuel that goes into an aircraft. the mass of the claimed fuel volume is too heavy to … The fuel needed for a given flight is only a fraction of the maximum fuel load. This maximum is only needed for extreme range and can reach up to 40% of the take-off weight. …

Better equipment: All parts of an aircraft are designed to be individually replaceable, and swapping old engines for newer, more fuel efficient ones will bring already two thirds of the efficiency benefits …

Modern car engines optimise fuel consumption with electronic engine control, so the fuel/air mixture and the timing of the spark plugs and the valves can be adjusted to the actual condition. … When you run your car engine at full throttle, it will use a richer mixture in order to use the evaporation energy from the fuel to cool the cylinder. …

Combustion which happens after the fuel-air mixture has exited the nozzle of the engine is not helping in propulsion. … The difference in speed makes clear that no other fuel comes close to hydrogen. …

The risk is that you overshoot the runway with an airplane full of fuel or that you overheat the brakes (which will result in their failure, and again an overshoot). … Now let's assume that taking off and returning to the airfield uses 5 tons of fuel, so the mass ratio is 1.379. …

Here friction drag will easily be the dominant source of drag, induced drag is small and some of the fuel is needed for acceleration. … Now induced drag is responsible for the majority of fuel used. …

Its density as a liquid is 1.14 kg/l, so it will use 2.65 times the volume of fuel. A cryogenic tank with sufficient insulation is required, though. … If a large commercial airliner needs 100 tons of fuel, it would need to add 359 tons of oxygen. …

The fuel system would risk to clog up with gelled diesel fuel in the low temperatures at cruise altitude. If you had omitted "safely" in your question, the answer might be different. … When you fuel a plane with Jet-A you can be confident that fuel won't freeze in the tanks at altitude (at least not unless you cold-soak it below -40 degrees). …

Here is a related question: Atlantic fuel burn estimations. It has links to tools for fuel burn calculations. … Excessive reserve fuel rules cause fuel burn to go up. Flight path. Usually the direct route is best, but sometimes gains can be made by avoiding a headwind en route. Proper piloting. …

, such that the fuel injection area has an essentially stoichiometric mixture for best flame stability. … Selecting the right fuel helps, too. If you would burn methanol or ethanol, a smokeless combustor is easier to achieve, but the energy density of the fuel suffers. …

The existing designs were simply good enough until fuel prices went through the roof. … Once you compare system mass (fuel plus engine), the diesel wins only at ranges which are now mostly flown by jets. …

Fuel became less significant. Now let's look at the fuel cost. … The Concorde typically needed 214 Gallons of fuel per passenger on the Paris - New York route (see my comment for evidence; using @mins much better source gives 236 Gallons), so that means fuel cost per …

from history.nasa.gov): "Although the liquid hydrogen-liquid oxygen system has by far the highest specific impulse performance of any system considered in this report, the low average density of the fuel …