Fuel effects on range versus payload for modern jet aircraft

Abstract

g Gravitational constant (m/s 2 ) IFR Instrument Flight Rules LCV Lower calorific value (specific energy) (MJ/kg) L/D Lift/Drag ratio R Range (km) SPK synthetic paraffinic kerosene sfc Specific fuel consumption (mg/Ns) V flight speed (ms -1 ) W Weight (N) ρ Density (kg/m 3 ) Subscripts 0 Initial condition at start of flight cycle e empty f fuel i Section of flight cycle p payload ABSTRACTWith changes in the availability and quality of existing aviation fuels anticipated in the next 30 years it is timely to assess how changes in fuel properties would affect the range payload performance of aircraft. The effects on range and payload of a wide range of candidate fuels for aviation are investigated, including changes to the blends of conventional hydrocarbon fuels. Lighter fuels tend to be more desirable for commercial flights, where the flight is as close to the maximum payload as possible. Flights favouring range over payload are better suited by a more dense fuel. The hydrocarbon blends suggest for each aircraft, an optimum fuel may exist for the maximum payload and allowing the maximum range. Specific flight plans below the maximum range of the aircraft may be met with a lower specific energy fuel. NOMENCLATUREFAME fatty acid methyl ester FT Fischer Tropsch

Development of Bio-Jet Fuel Production Using Palm Kernel Oil and Ethanol

“…Where weight capacity is the limiting factor, as is the case with most civil aviation flights, it is desirable to have a fuel that produces high energy per unit mass whereas in applications in which range is to be maximized. The volumetric energy content of the fuel is the most important parameter, and a higher volumetric energy content is desirable [33]. The PKO bio-jet in this study was found to have an energy content of 38.3 MJ.kg -1 , lower when compared to the conventional jet fuel 42 MJ.kg -1 .…”

Review on the Relationship Between Liquid Aerospace Fuel Composition and Their Physicochemical Properties

“…For most civil aircrafts with a restricted payload weight, the effective payload must be promoted by increasing the gravimetric NHOC. On the contrary, for volume-limited aircraft vehicles, such as rockets and missiles, in which the fuel tank must be designed to be small enough to save sufficient space for the electronic components and electrical equipment, the priority is to increase the volumetric NHOC for maximum flight range [32,64,65].…”

The compatibility of potential bioderived fuels with Jet A-1 aviation kerosene

“…The energy density of a potential fuel impacts on the range vs. payload and a high energy density is vital in trying to maximise the passenger and cargo capacity while retaining range. Where weight capacity is the limiting factor, as is the case with most civil aviation flights, it is desirable to have a fuel that produces the most energy per unit mass whereas in applications where range is to be maximised, the volumetric energy content of the fuel is the most important parameter, and a higher volumetric energy content is desirable [27]. The Jet A-1 used in this study was found to have an energy content of 43.521 MJ kg -1 .…”

“…was used for the fuels investigated in this study (Eq. 2) where sfc = specific fuel consumption and LCV = lower calorific value of kerosene (LCVkero) and alternative fuel (LCValt) [27]. The payload range was calculated up to the maximum volumetric capacity of the fuel tanks (Fig.…”