Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 16.

April 3, 2020, ©. Leeham News: In this week’s Corner, we go deeper into bio-based carbon-neutral fuels. We described the two variants of bio-based and synthetic alternative fuels last week and gave an overview of the pros and cons of synthetic fuel.

Now we dig deeper into bio-based airliner jet fuels, an already existing carbon-neutral fuel type.

Figure 1. United is using biofuel for its operations from LAX. Source: United Airlines.

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Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 15.

March 27, 2020, ©. Leeham News: In this week’s Corner, we analyze the use of carbon-neutral fuels for airliner use.

Almost all variants of carbon-neutral fuels have the “drop-in” advantage, they can replace our regular jet fuel in a mixed capacity or entirely with none or minimal changes to our present aircraft and their engines.

It’s a big subject, and I will use the next Corners to explain the key alternatives, their production process, and what benefits and problems they bring.

Figure 1. airbp is distributing bio-jet fuel produced by Neste. Source: BP

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Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 14.

March 20, 2020, ©. Leeham News: In this week’s Corner, we continue our analysis of what it means for a regional airliner to go from Turbofan propulsion to Hybrid Electric propulsion. Last week, we looked at a Serial Hybrid. Now we analyze a Hybrid where the electric power applies in parallel with the gas turbine power.

Figure 1. Embraer’s E175-E2, a very efficient  88 seater jet. Source: Embraer.

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Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 13.

March 13, 2020, ©. Leeham News: In this week’s Corner, we address an often forgotten aspect of Electric and Electric-Hybrid aircraft design.

The battery as an energy source, as the only or assisting source, has the same weight during the whole flight. A fuel (alternate, fossil, or hydrogen) consumes during the flight. You gradually fly a lighter aircraft. Let’s see how this affects the aircraft’s efficiency.

Figure 1. Embraer’s E175-E2, a latest-generation 88 seater jet used for our example. Source: Embraer.

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Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 11.

February 28, 2020, ©. Leeham News: We now look at technology developments that make sense, and can deliver real improvements in the near future.

We start in this Corner with what more electric aircraft and engines can bring.

Figure 1. Boeing’s 787, the first more electric airliner. Source: Boeing.

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Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 9.

February 14, 2020, ©. Leeham News: Last week we started looking at hydrogen as an alternative energy source for our air transport system. We discussed the use of hydrogen as a direct fuel replacement to jet fuel, burning the hydrogen in the combustor of the aircraft’s turbofans.

Hydrogen works fine as a fuel for the turbofan but it has challenges in its onboard storage, it’s handling and production. Good reader discussions followed around those problems. Now we look at hydrogen as a fuel in a fuel cell/electrical motor propulsion system.

Figure 1. Components of a fuel cell-based aircraft propulsion system. Source: NASA.

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Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 8.

February 7, 2020, ©. Leeham News: After discussing established ways of improving the environmental footprint of our air transport system and highlighting the challenges involved with an electric/hybrid route we now look at hydrogen as an alternative energy source.

We will quote from a study series made by Airbus at the turn of the century. It’s today 20 years old but its ideas and conclusions are more relevant than ever.

Figure 1. Hydrogen powered airliner from Airbus study. Source: Airbus study presentation.

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Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 5.

January 17, 2020, ©. Leeham News: We continue our series why e in ePlane shall stand for environment and not electric, where we now examine the gains with electric/hybrid distributed propulsion systems.

We started last week with the type of boundary layer ingesting aft fans shown in Figure 1. Now we continue with wing mounted distributed propulsors.

Figure 1. Boundary-Layer Ingestion aft fans, driven by electric motors. Source: JADC.

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Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 3.

January 3, 2020, ©. Leeham News: We continue our series why e in ePlane shall stand for environment and not electric.

Our target is to lower air transport’s environmental footprint and we can achieve this more efficiently by using established technologies. As an example, I will describe a very promising concept that has fallen out of focus due to the hype around everything hybrid and electric.

Figure 1. The Clean Sky IRON project aircraft with an Unducted Single Fan (USF) propulsion. Source: Clean Sky.

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Bjorn’s Corner: Why e in ePlane shall stand for environment, Part 2.

December 20, 2019, ©. Leeham News: We continue our series why e in ePlane shall stand for environment and not electric.

If our target is to lower the environmental footprint from air transport we must have a target that focuses just that, lowering the CO2 load from our airliners. Electric or Hybrid-electric aircraft are not the most efficient way to achieve this. There are better ways to this target.

Figure 1. A FlightRadar24 picture of our daily airline routes. Source: FR24.

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