Réduction des impacts liés à l utilisation du carburant aéronautique Francis Couillard, Directeur des affaires environnementales de Snecma 1
Engine fuel consumption reduction Fuel burn Index 100% 90% 80% 70% 60% 50% 40% 30% 20% 1955 1965 1975 1985 1995 2005 2015 Fuel burn (l/100 km/pax) 9 8 7 6 5 4 3 2 Between 1960 and 2000, technological progress led to 70% reduction of aircraft fuel consumption Modern aircraft fuel consumption is between 3 and 4.5 l/100 km/pax 2
ACARE (*) Objectives for 2020 /2000 (*): Advisory Council for Aeronautics Research in Europe -50% fuel burn - 50% CO 2-80% NOx with reduction of other pollutants SUSTAINABLE ENVIRONMENTAL PROTECTION AIRCRAFT EMISSIONS Local Impact Reduction (Air Quality) AIRCRAFT EMISSIONS Global Impact Reduction (Green House Effect) Soot CO, UHC... NOx (-80%) Soot CO 2 (-50%) NOx (-80%) CO 2 Reduction : 20/25% A/C, 15/20 % engine, 10% ATM 3
Fuel burn / CO2 emissions reduction Cycle Optimisation OPR / BPR/ AFR Higher Components Efficiency New architectures Biofuels Better Integration within nacelle 4
Alternative Fuels Alternative fuels could present complementary solutions to reduce greenhouse gases emissions further Alternative fuels should answer simultaneously the concerns raised by: CO 2 emissions reduction to meet Kyoto requirements Reduce fuel supply dependency A sustainable production Fuel price increase Characteristics Must be compatible with existing Jet A1 kerosene Fuel must satisfy very complex specifications : heating value (-10% leads to 10% more fuel consumption on a short range airplane), temperature stability and limits (cokefaction, freezing ), Adaptation to fuel system, chemical compatibility with materials (lubricating capacity) 5
CFM / Snecma Alternative Fuels Initiatives CFM/ Snecma Program initiated in 2007 on a CFM56-7 engine: First test run in June 2007 at Snecma using a 1st generation fuel Working with labs, fuel producers and aircraft manufacturer for further demonstration Objectives: Find alternate, cleaner and sustainable energy sources Evaluate engine capability to be run with several alternate fuels Assessment of engine operation, performance and emissions Be capable of refueling everywhere in the world a key parameter No engine hardware modification, no change in controls and software 6
2 nd Generation Alternative Fuels Candidates Synthetic kerosenes (from fossil coal or methane or renewable origin (biomass)) Can be obtained from gasification and synthesis (Fischer Tropsch process by converting CO and H2 to liquid hydrocarbons) Can meet the JET A1 specifications May be necessary to bring some additives to restore required lubricating level, but no or low sulphur contents, and no HAP (Hydrocarbon Aromatic Polycyclic) Fuel from biomass could be promising if production is sustainable Full well-to-wing analysis must be completed 7
Other Alternative Fuels Other possible candidates: Cryogenic hydrogen H 2 (L H 2 ) (from fossil CH 4 reforming or renewable origin electrolysis or Fischer-Tropsch / biomass) Cryogenic methane LCH 4 (from fossil or renewable origin (Fischer- Tropsch / biomass)) Liquid Hydrogen Volume x 4 to get the same heating value Liquid methane More Weight, more Drag 8
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Alternative Fuels: Conclusions Synthetic fuels could be attractive substitutes for aviation Less CO 2 produced if from biomass and from a sustainable production Potential fuel quality improvement Biofuels included into European 7th research framework to reduce environmental impact and suppliers dependency Requirement is that they must meet Jet A1 specifications with no impact on current fleet Due to safety concerns, substantiation of a new fuel is a long and costly process, requires a combined effort from fuel industry, aircraft and engine manufacturers, research labs, and Authorities to validate the whole production process 10
1 st Generation Alternative Fuels Candidates Fuels developed for cars Bio-ethanol ETBE (Ethyl-tertio-butyl-ether) FAME or bio-diesel (Fatty Acid Methyl Esther) 1 0,8 0,6 0,4 0,2 0 Heating values ratio between biofuel and kerosene Ethanol ETBE FAME Kérosène Solutions Only FAME has an heating value close to the one of kerosene and could reduce CO 2 production by 70% But due to low thermal stability it could not be used as substitute to kerosene. Blend with kerosene could be considered but would require complete validation of the fuel system. 11