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Cryogenic Aircraft
Cryogenic Aircraft
Unfortunately mentioned above energy strategy turned to be not very correct. Atomic
energy has not become dominating. It was natural gas that turned to be of
paramount importance in the Energetic Program of our country. The content of
natural gas exceeds 50% of energy balance. That’s why our flying laboratory having
status of experimental TU-155 a/c was modified to use not only liquid hydrogen but
also to use Liquefied Natural Gas (LNG). This is how the first in the world Cryogenic
Aircraft was built.
Remarkable properties of liquid hydrogen as aviation fuel and first of all its high
ecological cleanliness, high heat of combustion and high cooling capacity attracted
attention of aviation specialists to this type of fuel. Liquid hydrogen allows to improve
aircraft performance significantly, to build aircraft operating at speeds of M>6.
Therefore our activities on liquid hydrogen served as a scientific and technological
work done which will be used in near-term outlook. However extremely high price of
liquid hydrogen makes its commercial use impossible for a long time.
If to speak about near future tomorrow task is to introduce LNG as aviation fuel which
was reflected in “Program on development of Russian civil aviation for the period
from 2002 to 2010 and for the period till 2015”.Oil shortage is growing. During
previous 25 years specific weight of oil in worlds energy balance decreased by more
than 10%.
Currently price of kerosene is 8000 rubles per tone, LNG price is 3000 rubles per
tone. Benefit makes 5000 rubles per each tone of replaced kerosene. The benefit is
likely to grow constantly according to opinion of many specialists.
Recently some special scientific “explosion” happened in the world and especially in
Russia that provoked a vision that traditional and non-traditional resources of natural
gas can be increased by an order magnitude greater and exceed total amount of
traditional fossil fuel on earth.
Natural gas is supplied to substantially each airfield via pipelines i.e. transportation
issues have been practically solved now. Its high energy capacity, huge cooling
capacity make it possible to build aircraft with significantly high performance in
comparison with aircraft using kerosene. Fuel efficiency of flight using LNG can make
10 g/pass, km.
When using LNG potential emission of toxic agents will be decreased as follows:
carbon monoxide – 1 – 10 times, hydrocarbons – 2.5 – 3 times, nitrogen oxides – 1.5 –
2 times, polycyclic aromatic hydrocarbons including benzapyrene – 10 times.
TU-155 a/c was built on the basis of serial TU-154B a/c. To use cryogenic fuel airframe
and some standard systems were modified, cryogenic fuel charging, storage and
feeding systems were installed that ensured fire/explosion safety, and data
acquisition and recording system as well.In safety purpose experimental cryogenic
fuel complex was disposed within special compartment isolated from adjacent
fuselage compartments by buffer areas provided with ventilation system.
Experimental LNG- or Hydrogen – powered NK-88 engine is located in the rightside
nacelle. Cryogenic fuel resource is kept in fuel tank of 17.5 m3 capacity installed in
special compartment in rear portion of passenger cabin.
To charge the aircraft with cryogenic fuels special charging complex was made which
in view of safety was located on separated site that was also used for a/c parking and
maintenance. Cryogenic fuel is delivered to the site by filling truck. Some issues
concerning components and systems of experimental cryogenic TU-155 a/c were
studied on ground rigs.
Creation of the aircraft was accompanied by serious scientific and research works and
elaboration of large amount of regulatory documentation. 15 April, 1988 the aircraft
performed its maiden flight using liquid hydrogen. Upon flight testing and
development 18 January, 1989 TU-155 a/c performed its first flight on liquefied
natural gas. Large flight testing Program was fulfilled, several international flight
demonstrations were made including those to Bratislava (Czhekoslovakia), Nice
(France), Berlin and Ganover (Germany).
In the course of the aircraft building several pioneering technical approaches were
developed that were embodied on the aircraft and on rigs.
The same is about power plant of the aircraft which main technical approaches are
quite new. Engine scheme and cryogenic components, fuel pumps, pressure
maintenance system and cryogenic fuel tanks - all od these could be utilized in future
developments.
Cargo-passenger TU-156 a/c was designed for optimization of airborne cryogenic fuel
system during long-term operation and its certification and also for optimization of
ground infra-structure. Cryogenic components of the aircraft will be installed on
consequent serial Tupolev’s cryogenic aircraft.
The aircraft uses two fuels: aviation kerosene and liquefied natural gas which makes
it possible to operate the aircraft from usual airfields and from airfields provided with
LNG fueling systems. Use of two fuels improves flight safety level significantly.
TU-156 a/c is capable to carry 14 t of payload for distance 2600 km using LNG and for
distance of 3300 km using LNG and kerosene. In rear portion of passenger cabin
there is a ventilated compartment to receive a main cryogenic tank of 13 t capacity.
Nose baggage compartment is provided with ventilated bay wherein trim cryogenic
fuel tank is installed composed of two horizontal communicating vessels capable to
receive 3.8 tones of LNG.
Substantially all technical publication and records have been issued for TU-156 a/c.
NK-89 prototype engine and a number of other cryogenic components have been
manufactured and are being tested on benches.
To support activities on TU-156 a/c manufacturing a ground cryogenic power plant rig
is now being prepared. On the basis of certified mid-range passenger TU-204 a/c
powered by PS-90A engines a mid-range TU-204K a/c powered by PS-92 engines is
currently under development. Kerosene is located in wing fuel tanks, LNG tanks are
disposed on fuselage within fairing which shape is of minimum aerodynamic drag.
TU-204K a/c fuel efficiency makes 19.6 g/pass, km. This aircraft is capable to carry
210 passengers for distance of 5200 km. The aircraft tanks can receive 22.5 t of LNG
and 5.5 t of kerosene as fuel reserve. Being developed to the level of technical
proposals TU-204K uses main elements of cryogenic system installed on TU-156 a/c.
TU-330 transport a/c powered by LNG NK-94 engine is now under development. The
aircraft is designed to carry military and civil cargo of 35 t weight. Aviation kerosene
is located in wing fuel tanks, tanks with LNG are disposed on upper fuselage within
fairing which shape is of minimal aerodynamic drag and receive 22.6 t of LNG. Engine
NK-94 for this aircraft is developed by “SNTK named after N.Kuznetsov” PSC. It
represents a cryogenic version of NK-93. Landing on unpaved airfield is provided.
Currently the aircraft has been developed to the level of technical proposals. The
aircraft includes all main elements of cryogenic system installed on TU-156 a/c and
can use both LNG and kerosene. Design works have started to build on the basis of
TU-334 a/c a short-range passenger TU-334K a/c powered by BR-710C engines. It will
carry 102 passengers for the distance up to 2000 km at the altitude up to 10.6 km.
The aircraft is fuelled with 7 t of LNG and 2 t of kerosene as fuel reserve. Main
elements of cryogenic system can be taken from TU-156 a/c.