QR to use synthetic Jet A1?
Thread Starter
Join Date: Oct 1999
Location: UK
Age: 70
Posts: 288
Likes: 0
Received 0 Likes
on
0 Posts
QR to use synthetic Jet A1?
Anyone point me to more meat on this story? Tks, P
IN A bid to reduce greenhouse gas emissions in the aviation industry, aircraft manufacturer Airbus and engine maker Rolls-Royce have joined forces with petroleum companies. They will explore likely benefits of using synthetic jet fuels.
Airlines operating in SA’s relatively uncrowned skies have not been under the same pressure as airlines in the UK and Europe over emission targets.
However, as global pressure mounts for all countries to contribute to cutbacks in emissions, carriers in SA will find themselves compelled to meet stricter environmental standards.
SA is Africa’s largest emitter of harmful greenhouse gases, according to the World Resources Institute’s last published estimate. It ranks as the 19th biggest emitter in absolute terms.
The two European companies have partnered with Shell, state-owned Qatar Petroleum, Qatar Fuel Company, Qatar Airways and Qatar Science and Technology Park to study the benefits of using gas-to-liquid synthetic jet fuels in aviation engines.
“The focus of the research will be on evaluating potential improvements in local air quality, fuel economy and overall reductions in carbon dioxide and other emissions,” the companies said in a joint statement. “Specific studies will also look at operational benefits for airlines, such as enhanced payload-range, reduced fuel burn and increased engine durability.”
The synthetic fuels would initially be mixed with standard paraffin to enable the group to model aircraft and engine performance to explore the potential of fully synthetic fuels.
If these efforts succeed, synthetic fuel could become commercially available by 2010.
Qatar Fuel Company’s director of operations, Nasser Ibrahim Fakhroo, said the company was excited about the project. “We believe we are witnessing the dawn of a new era for the world, led by Qatar, as the potential that gas-to-liquid has to improve fuel economy and reduce emissions is very significant.”
Shell and Qatar Petroleum are building a gas-to-liquid complex in Qatar.
The objective is to make Qatar “the gas-to-liquid” capital of the world, said Fakhroo. Aviation has come under sharp criticism lately from the European Union (EU) and environmentalists for greenhouse gas emissions. The airline industry accounts for more than 2% of emissions.
IN A bid to reduce greenhouse gas emissions in the aviation industry, aircraft manufacturer Airbus and engine maker Rolls-Royce have joined forces with petroleum companies. They will explore likely benefits of using synthetic jet fuels.
Airlines operating in SA’s relatively uncrowned skies have not been under the same pressure as airlines in the UK and Europe over emission targets.
However, as global pressure mounts for all countries to contribute to cutbacks in emissions, carriers in SA will find themselves compelled to meet stricter environmental standards.
SA is Africa’s largest emitter of harmful greenhouse gases, according to the World Resources Institute’s last published estimate. It ranks as the 19th biggest emitter in absolute terms.
The two European companies have partnered with Shell, state-owned Qatar Petroleum, Qatar Fuel Company, Qatar Airways and Qatar Science and Technology Park to study the benefits of using gas-to-liquid synthetic jet fuels in aviation engines.
“The focus of the research will be on evaluating potential improvements in local air quality, fuel economy and overall reductions in carbon dioxide and other emissions,” the companies said in a joint statement. “Specific studies will also look at operational benefits for airlines, such as enhanced payload-range, reduced fuel burn and increased engine durability.”
The synthetic fuels would initially be mixed with standard paraffin to enable the group to model aircraft and engine performance to explore the potential of fully synthetic fuels.
If these efforts succeed, synthetic fuel could become commercially available by 2010.
Qatar Fuel Company’s director of operations, Nasser Ibrahim Fakhroo, said the company was excited about the project. “We believe we are witnessing the dawn of a new era for the world, led by Qatar, as the potential that gas-to-liquid has to improve fuel economy and reduce emissions is very significant.”
Shell and Qatar Petroleum are building a gas-to-liquid complex in Qatar.
The objective is to make Qatar “the gas-to-liquid” capital of the world, said Fakhroo. Aviation has come under sharp criticism lately from the European Union (EU) and environmentalists for greenhouse gas emissions. The airline industry accounts for more than 2% of emissions.
Synjet
Some observations.
Not familiar with the gas to kero process they're talking about.
Sounds awfully emmissions unfriendly.
More detail needed.
I think all the talk around alternative fuels is really just PR spin.
Take fuel derived from the FT process... it's very carbon intensive over the whole life cycle. Great for engines... less coking, the engine seals love it, neglible soot in contrails. But want to build an FT plant to make the stuff? Then handover a couple of billion. Sasol in South africa know all about that. It's not greenshouse gas friendly at all... despite the spin. The US military trials on B52's and C17's are all about security of supply.
Biojet (derived from algae) is currently being researched by Boeing and both Virgin and Air NZ are bleating about trying it. What they're cleverly ommitting to mention is that it is not a straight drop in substitute. It has a low freezing point... take it up above FL25 and you've got solid ice in your tanks. At best it'll end up being a blended solution. Any airline talking about biofuels is playing a very cynical PR game... and they know it.
The simple, undeniable fact is that nothing other than good old Jet A1 currently has the calorific value and performance metrics to be used.
If we really want to get serious about reducing emmissions, really radical solutions are required... geared turbofans, open rotors, and ultimately redesigned planforms. I reckon Boeing are playing a clever long term game. Let the military pay for the R&D on the X-48b... get rid of all those nasty controllability issues and structural challenges, and then whaddya know... by around 2030-2040, when they've remade the entire product line in composites and exhausted every other efficiency they can wring out of tubes with wings... we move to BWB's. Hardly soon enough...
Not familiar with the gas to kero process they're talking about.
Sounds awfully emmissions unfriendly.
More detail needed.
I think all the talk around alternative fuels is really just PR spin.
Take fuel derived from the FT process... it's very carbon intensive over the whole life cycle. Great for engines... less coking, the engine seals love it, neglible soot in contrails. But want to build an FT plant to make the stuff? Then handover a couple of billion. Sasol in South africa know all about that. It's not greenshouse gas friendly at all... despite the spin. The US military trials on B52's and C17's are all about security of supply.
Biojet (derived from algae) is currently being researched by Boeing and both Virgin and Air NZ are bleating about trying it. What they're cleverly ommitting to mention is that it is not a straight drop in substitute. It has a low freezing point... take it up above FL25 and you've got solid ice in your tanks. At best it'll end up being a blended solution. Any airline talking about biofuels is playing a very cynical PR game... and they know it.
The simple, undeniable fact is that nothing other than good old Jet A1 currently has the calorific value and performance metrics to be used.
If we really want to get serious about reducing emmissions, really radical solutions are required... geared turbofans, open rotors, and ultimately redesigned planforms. I reckon Boeing are playing a clever long term game. Let the military pay for the R&D on the X-48b... get rid of all those nasty controllability issues and structural challenges, and then whaddya know... by around 2030-2040, when they've remade the entire product line in composites and exhausted every other efficiency they can wring out of tubes with wings... we move to BWB's. Hardly soon enough...
Last edited by tartare; 23rd Nov 2007 at 01:54. Reason: Additonal info
