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Liquefied Natural Gas for Civil Aviation

Author

Listed:
  • Pavlos Rompokos

    (Propulsion Engineering Center, School of Aerospace, Transport and Manufacturing, Cranfield University, Building 52, College Rd, Cranfield, Wharley End, Bedford MK43 0AL, UK)

  • Sajal Kissoon

    (Propulsion Engineering Center, School of Aerospace, Transport and Manufacturing, Cranfield University, Building 52, College Rd, Cranfield, Wharley End, Bedford MK43 0AL, UK)

  • Ioannis Roumeliotis

    (Propulsion Engineering Center, School of Aerospace, Transport and Manufacturing, Cranfield University, Building 52, College Rd, Cranfield, Wharley End, Bedford MK43 0AL, UK)

  • Devaiah Nalianda

    (Propulsion Engineering Center, School of Aerospace, Transport and Manufacturing, Cranfield University, Building 52, College Rd, Cranfield, Wharley End, Bedford MK43 0AL, UK)

  • Theoklis Nikolaidis

    (Propulsion Engineering Center, School of Aerospace, Transport and Manufacturing, Cranfield University, Building 52, College Rd, Cranfield, Wharley End, Bedford MK43 0AL, UK)

  • Andrew Rolt

    (Propulsion Engineering Center, School of Aerospace, Transport and Manufacturing, Cranfield University, Building 52, College Rd, Cranfield, Wharley End, Bedford MK43 0AL, UK)

Abstract

The growth in air transport and the ambitious targets in emission reductions set by advisory agencies are some of the driving factors behind research towards new fuels for aviation. Liquefied Natural Gas (LNG) could be both environmentally and economically beneficial. However, its implementation in aviation has technical challenges that needs to be quantified. This paper assesses the application of LNG in civil aviation using an integrated simulation and design framework, including Cranfield University’s aircraft performance tool, Orion, and engine performance simulation tool Turbomatch, integrated with an LNG tank sizing module and an aircraft weight estimation module. Changes in tank design, natural gas composition, airframe changes, and propulsion system performance are assessed. The performance benefits are quantified against a Boeing 737–800 aircraft. Overall, LNG conversion leads to a slightly heavier aircraft in terms of the operating weight empty (OWE) and maximum take-off weight (MTOW). The converted aircraft has a slightly reduced range compared to the conventional aircraft when the maximum payload is considered. Compared to a conventional aircraft, the results indicate that although the energy consumption is increased in the case of LNG, the mission fuel mass is decreased and CO 2 emissions are reduced by more than 15%. These benefits come with a significant reduction in fuel cost per passenger, highlighting the potential benefits of adopting LNG for aviation.

Suggested Citation

  • Pavlos Rompokos & Sajal Kissoon & Ioannis Roumeliotis & Devaiah Nalianda & Theoklis Nikolaidis & Andrew Rolt, 2020. "Liquefied Natural Gas for Civil Aviation," Energies, MDPI, vol. 13(22), pages 1-20, November.
    • Handle: RePEc:gam:jeners:v:13:y:2020:i:22:p:5925-:d:444576
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    References listed on IDEAS

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    1. Nalianda, D.K. & Kyprianidis, K.G. & Sethi, V. & Singh, R., 2015. "Techno-economic viability assessments of greener propulsion technology under potential environmental regulatory policy scenarios," Applied Energy, Elsevier, vol. 157(C), pages 35-50.
    2. Christopher Winnefeld & Thomas Kadyk & Boris Bensmann & Ulrike Krewer & Richard Hanke-Rauschenbach, 2018. "Modelling and Designing Cryogenic Hydrogen Tanks for Future Aircraft Applications," Energies, MDPI, vol. 11(1), pages 1-23, January.
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    Cited by:

    1. Dimitrios Dimitriou & Panagiotis Zeimpekis, 2022. "Appraisal Modeling for FSRU Greenfield Energy Projects," Energies, MDPI, vol. 15(9), pages 1-21, April.

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