hydrogen a technically feasible and sustainable fuel ...€¦ · hydrogen –a technically feasible...

This project has received funding from the EU Horizon 2020 research

and innovation programme under GA n° 769241

Hydrogen – A Technically Feasible and Sustainable Fuel: Technology Evaluation of LH2-Fuelled Aircraft

9th EASN Conference on Innovation in Aviation and Space3rd – 6th September 2019, Athens, Greece

Dr Askin T. Isikveren – WP1 Lead, Technology EvaluatorSenior Group Expert, Integrated Aircraft Systems and Operation

Energy and Propulsion Department, SAFRAN Tech

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GA no. 769241

Technology Evaluator Tasks

• Top-level aircraft requirements

• Formal down-selection, WP2&4 link

• Scenarios for Y2050 economics analysis

• Investigate production and distribution potential of LH2

• Declare reference aircraft reflectingutilisation of JET-A1, drop-in bio-fuel and LNG only

• Provide life-cycle CO2-emissions and operating economics

05.09.20199th EASN Conference on Innovation in Aviation and Space

3rd – 6th September 2019, Athens, Greece2

• LH2 fuel tank design and sizing

• Thermal regulation and control systems

• Integrated propulsion and power systemsarchitecture; annexed technologies

• Aircraft sizing and integrated performance

• Block fuel burn/energy, contrails, NOX-emissions, WP2&3 calibrated models

• Cash/direct operating costs

• Sensitivity studies, e.g. fuel price, emission taxation/fees

• Life-cycle CO2-emissions and costs

Requirements and Down-selection Year 2050 Reference Aircraft

LH2 Aircraft System Modelling Technology and Scenario Evaluation

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GA no. 7692419th EASN Conference on Innovation in Aviation and Space


SMR Top-level Requirements

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Short – Medium Range

GeneralRange 3000 nm

PAX 200 (single class)

Operational Stage length 900 nm

Economic Load Factor 85%

Typical Passenger Weight (economic mission) 105 kg

Passenger Weight for Max Payload 125 kg

Operational Stage length Payload Assumption 85%

Technology Freeze-EIS 2050

TO and LandingTOFL( MTOW, SL,ISA) 2438 m (8000 ft)

Hot and High Max PAX DEN ISA+20

TTC(from 1500 ft, ISA) 25 min

App Speed (MLW, SL, ISA) < 135 KCAS

LFL (MLW, ISA) if different from MTOW 1737 m (5700ft)

Cabin Altitude 6000ft

CruiseInitial Cruise Altitude (ISA+10) at least FL350

Design Cruise Mach Number at least M0.75

Max Cruise Altitude FL410

Airports Compatibility Limits Code C

Short – Medium Range

OperationsCOC reduction target vs best SoA 15%

Turn-around Target Time 30 min

Design Number of Cycles 60000

Emissions and noiseExternal Noise Target (vs 2000) -35dB vs chapter 14

LTO NOx Emission Reduction Target (vs 2000) -75%

Cruise NOx Target Reduction Target (vs 2000) -90%

ETOPS/LROPS Capability 180 min

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LR Top-level Requirements

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Long-Range

GeneralRange 7500 nm

PAX 414 (two-class)

Operational Stage length 3000 nm

Economic Load Factor 85%

Typical Passenger Weight (economic mission) 115 kg

Passenger Weight for Max Payload 166 kg

Operational Stage length Payload Assumption 85%

Technology Freeze-EIS 2050

TO and LandingTOFL( MTOW, SL,ISA) 3048 m (10000 ft)

Hot and High Max Pax DEN ISA+20

TTC(from 1500 ft, ISA) 25 min

App Speed (MLW, SL, ISA) < 140 KCAS

LFL (MLW, ISA) if different from MTOW 1768 m (5800 ft)

Cabin Altitude 6000 ft

CruiseInitial Cruise Altitude (ISA+10) at least FL330

Design Cruise Mach Number at least M0.82

Max Cruise Altitude FL410

Airports Compatibility Limits Code E (folding wingtip)

Long-Range

OperationsCOC reduction target vs best SoA 15%

Turn-around Target Time 180 min

Design Number of Cycles 20000

Emissions and noiseExternal Noise Target (vs 2000) -35dB vs chapter 14

LTO NOx Emission Reduction Target (vs 2000) -75%

cruise NOx Target Reduction Target (vs 2000) -90%

ETOPS/LROPS Capability unlimited

Misc. Fuel dump system

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GA no. 769241

Although it may not deliver the potential peak attributes of performance by target service entry year, it still can provide a solid business case at any point in time

Possess attributes where scope for performance improvement exists over an intermediate-to-long-term period after initial service-entry, i.e. allows for evolutionary development• Maximise the overall efficiency, gravimetric specific power (kW/kg) of the complete

integrated Propulsion and Power System (storage tank, distribution, to propulsor devices)

Is scalable whilst still retaining performance such that in-house knowledge can be migrated between product development programmes with relative ease

Maximises synergy, as many aircraft systems as possible are improved• Premium placed upon maximising synergy between the PPS and non propulsive systems,

e.g . TReCS (reduce parasitic power or increase efficiency of localised features), or, maximise the performance of customers like A/I, ECS, FCS and the Landing Gear

9th EASN Conference on Innovation in Aviation and Space


Tenets for New Technologies

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Integration Strategy

• Universe of morphologies: trades between airframe structures and aerodynamics

• Best approach: integrate as many technologies as possible mindful of programme risk and cost



source: Isikveren, 2007

modified DASA source: Isikveren, 2019

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Concept Cloud Formulation

• Tank Integration • PPS and Annexed Technologies



Laminar Flow Control

source:

Cunnington and

Parmley, 1980

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Example: LR WeightingsTo

p le

ve

lL

eve

l 2

Le

ve

l 3

Le

ve

l 4

Le

ve

l 5

CASK 50% (±8%) Revenue 30% (±11%) Noise 20% (±4%)

Non Fuel Related 27% (±5%)

L/D 67% (±5%) OWE 33% (±5%)

1. Aspect Ratio and

winglets 37% (±5%)

2. Surface Area 30%

(±8%)

3. Fuselage Fineness

Ratio 14% (±4%)

4. Trim Drag to

maintain pitch,

stability 19% (±8%)

1. Propulsive efficiency 22%

(±2%)

2. Core thermal efficiency

27% (±5%)

3. Transfer efficiency 27%

(±5%)

4. Nacelle Drag 12% (±4%)

5. Benefit from BLI systems

11% (±6%)

1. Shrink and Stretch

Capability 42%

(±16%)

2. Complexity 38%

(±20%)

3. Maintainability 21%

(±4%)

1. Comfort 35% (±7%)

2. Aesthetics 17%

(±2%)

3. Safety Perception

23% (±8%)

4. Cargo capacity 25%

(±4%)

1. Ducted Fans or

Open Rotors 35%

(±0%)

2. Noise Shielding

30% (±11%)

3. Inlet distortion

related noise 17%

(0%)

4. Airframe noise 22%

(±11%)

1. Airframe structural

efficiency 32% (±6%)

2. Total propulsion system

weight 25%(±7%)

3. Wing Bending Moment

relief 13% (±2%)

4. C of G Location 10%

(±4%)

5. Fuel Tanks Capacity and

Efficiency 12% (±2%)

6. Undercarriage length 7%

(±3%)

Overall Drag or Thrust 42%

(±2%) TSFC 58% (±2%)

Fuel Related 73% (±5%)

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Down-selection Results

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Original N3-X

overall dimensions

Wingspan increased

from 65 m to 69 m

and length increased

from 41 m to 48 m

Canards similar to

Sonic Cruiser

Main engines

now turbofans

that also drive

superconducting

generators

Smaller ducted

fans for BLI

Wingtips fold-up

(or down) next to

tail fins that also

act like winglets

414 passengers in

2-class arrangement

Forward hold Rear ramp door

for aft hold

Hydrogen tanks

Nose-wheel bay Main landing gear

Upper deck Lower deck

SMR

Max

Synergy

SMR Lower Risk

LR

Max

Synergy

LR Lower Risk

source: James Tidd and Riccardo Mazzeo

source: James Tidd and Riccardo Mazzeo

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GA no. 769241

Other Important Aspects

• Produce and Distribute LH2 • TERA Assessment



Crew

Airframe & Operations

Fuel

Engine

Acquisition

Engine Maintenance

EngineA320 modelled

operating cost

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GA no. 769241

• Requirements for SMR and LR market segments have been ratified

• Down-selection of aircraft concepts resulted in 2 distinct scenarios: one that maximises synergy, and the other with lower risk (sanctioned by Airbus and other IABs) • Much effort was expended in generating a sufficiently diverse and expansive concept cloud• Close attention paid to tank integration as well as maximising synergy amongst the constituents that

comprises the PPS architecture• Although LH2 affords zero CO2-emission, vehicular efficiency is of paramount in order to reduce NOx-

emissions, noise and operating economics

• Preliminary investigation also involves examining various potential pathways regardingLH2 production and distribution

• Work to be covered during 2H19-3Q20• Y2050 JET-A1 / Drop-in Bio-fuel / LNG reference aircraft definitions, and, corresponding life-cycle

CO2-emissions and operating economics• Sizing and constrained optimisation of LH2-fuelled SMR and LR concepts

9th EASN Conference on Innovation in Aviation and Space


Closing Remarks and Outlook

05.09.2019

This project has received funding from the EU Horizon 2020 research

and innovation programme under GA n° 769241

Thank [email protected]

05.09.2019

The ENABLEH2 project is receiving funding from the

European Union’s Horizon 2020 research and

innovation programme under grant agreement No

769241

hydrogen a technically feasible and sustainable fuel ...€¦ · hydrogen –a technically feasible...

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