The Experts below are selected from a list of 318 Experts worldwide ranked by ideXlab platform
Stephen Ison - One of the best experts on this subject based on the ideXlab platform.
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The role of dedicated Freighter aircraft in the provision of global airfreight services
Journal of Air Transport Management, 2017Co-Authors: Lucy C.s. Budd, Stephen IsonAbstract:Abstract In 2014, over 51 million tonnes of cargo, valued at over US$6.8 trillion, was flown around the world. Approximately 56% of this total (by global revenue tonne kilometres (RTKs)) was flown on dedicated Freighter aircraft which were either manufactured specifically for this purpose or converted from passenger use. The remaining 44% (by total global RTK) travelled as belly-freight in the holds of passenger flights or on combi (combination) or QC (quick change) aircraft that can accommodate both passengers and freight. Although both sources of capacity offer the same basic service – the aerial carriage of time sensitive and/or high value-to-weight goods – they exhibit different cost structures, operating characteristics and spatial patterns of demand and supply. Using empirical data on the contemporary scale and scope of global Freighter operations, this paper examines the role of dedicated Freighter aircraft in the provision of global airfreight services and identifies a range of exogenous and internal factors which may affect the demand and supply side characteristics of all-cargo air services in the future.
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The role of dedicated Freighter aircraft in the provision of global airfreight services
2016Co-Authors: Lucy Budd, Stephen IsonAbstract:In 2014, over 51 million tonnes of cargo, valued at over US$6.8 trillion, was flown around the world. Approximately 56% of this total (by global revenue tonne kilometres (RTKs)) was flown on dedicated Freighter aircraft which were either manufactured specifically for this purpose or converted from passenger use. The remaining 44% (by total global RTK) travelled as belly-freight in the holds of passenger flights or on combi (combination) or QC (quick change) aircraft that can accommodate both passengers and freight. Although both sources of capacity offer the same basic service e the aerial carriage of time sensitive and/or high value-to-weight goods e they exhibit different cost structures, operating characteristics and spatial patterns of demand and supply. Using empirical data on the contemporary scale and scope of global Freighter operations, this paper examines the role of dedicated Freighter aircraft in the provision of global airfreight services and identifies a range of exogenous and internal factors which may affect the demand and supply side characteristics of all-cargo air services in the future
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Freighter operators' choice of airport: a three‐stage process
Transport Reviews, 2005Co-Authors: John Gardiner, Ian Humphreys, Stephen IsonAbstract:With increasing levels of congestion at the major cargo hubs and further restrictions on noise and night‐time flying, Freighter operators' airport choice is a complex and important issue. The aim is to identify the factors that affect the airport choice of Freighter operators through a review of the published literature. The literature reviewed includes work relating to passenger hub location, airport quality and airline network configuration, and other works relating to airport choice to paint a full picture of the current research in this area. The literature shows that Freighter operators initially choose a shortlist of possible airports based on geography and then investigate any restrictions in place, such as capacity caps or noise limits that might block operations from that airport. Only when these hurdles have been cleared do Freighter operators consider attributes of airport quality such as charges and terminal facilities, as well as other influences such as freight forwarder presence and airport...
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Freighter operators choice of airport a three stage process
Transport Reviews, 2005Co-Authors: John Gardiner, Ian Humphreys, Stephen IsonAbstract:With increasing levels of congestion at the major cargo hubs and further restrictions on noise and night‐time flying, Freighter operators' airport choice is a complex and important issue. The aim is to identify the factors that affect the airport choice of Freighter operators through a review of the published literature. The literature reviewed includes work relating to passenger hub location, airport quality and airline network configuration, and other works relating to airport choice to paint a full picture of the current research in this area. The literature shows that Freighter operators initially choose a shortlist of possible airports based on geography and then investigate any restrictions in place, such as capacity caps or noise limits that might block operations from that airport. Only when these hurdles have been cleared do Freighter operators consider attributes of airport quality such as charges and terminal facilities, as well as other influences such as freight forwarder presence and airport...
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Factors influencing cargo airlines’ choice of airport: An international survey
Journal of Air Transport Management, 2005Co-Authors: John Gardiner, Stephen Ison, Ian HumphreysAbstract:This paper identifies and evaluates the myriad of factors that influence the choice of airport by Freighter-operating airlines. The findings are presented from an international postal survey of airlines operating Freighter aircraft on a scheduled non-integrated basis. A number of factors such as night curfews, freight forwarders and airport charges are found to be influential and these are examined against a number of dependent variables such as the airline's home region and operational patterns in order to identify key variations.
Kolja Seeckt - One of the best experts on this subject based on the ideXlab platform.
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RATK = Revenue per Available Tonne-Kilometer
2016Co-Authors: Ronald Slingerl, Dieter Scholz, Kolja Seeckt, Sijmen Z, Kw P Power, T K TemperatureAbstract:This paper presents the systems architecture of the Green Freighter, a new pilotless Freighter aircraft. As no passengers or pilots will fly aboard this Freighter aircraft, it is expected that many systems, particularly the environmental control system, could be modified or removed completely. Thus, the options for the new systems architecture will be elaborated on, followed by a description of the environmental control system model. Then the design of the new environmental, temperature and pressure control system variants, under consideration for operation in the cabin or in special containers only, will be explained. This is followed by a trade-off based on economic performance, which shows that the removal of various passenger and pilot-related cabin systems and the newly designed freight-dedicated environmental control system will allow operators of the Green Freighter to reduce direct operating costs by roughly 3.5%, while reducing environmental impact. Economically speaking, this means that operators of the Green Freighter can save up to $5.3 million per aircraft per year, depending on operator strategy
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Conceptual Design and Investigation of Hydrogen-Fueled Regional Freighter Aircraft
2015Co-Authors: Kolja Seeckt, Tryck UniversitetsserviceAbstract:iii This thesis presents the conceptual design and comparison of five versions of regional Freighter aircraft based on the ATR 72. The versions comprise four baseline designs differing in their propulsion systems (jet/turboprop) and the fuel they use (kerosene/hydrogen). The fifth version is an improved further development of the hydrogen-fueled turboprop aircraft. For aircraft modeling the aircraft design software PrADO is applied. The criteria for the overall assessment of the individual aircraft versions are energy use, climate impact in terms of global warming potential (GWP) and direct operating costs (DOC). The results indicate that, from an aircraft design perspective, hydrogen is feasible as fuel for regional Freighter aircraft and environmentally promising: The hydrogen versions consume less energy to perform a reference mission of 926 km (500 NM) with a payload of 8.1 t of cargo. The climate impact caused by the emissions of hydrogen-fueled regional Freighter aircraft is less than 1
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Conceptual design and investigation of hydrogen-fueled regional Freighter aircraft
2010Co-Authors: Kolja SeecktAbstract:This thesis presents the conceptual design and comparison of five versions of regional Freighter aircraft based on the ATR 72. The versions comprise four baseline designs differing in their propuls ...
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APPLICATION OF THE AIRCRAFT PRELIMINARY SIZING TOOL PRESTO TO KEROSENE AND LIQUID HYDROGEN FUELED REGIONAL Freighter AIRCRAFT
2010Co-Authors: Kolja Seeckt, Dieter ScholzAbstract:This paper introduces the structure and application of the Aircraft Preliminary Sizing Tool PreSTo. PreSTo has been developed by the Hamburg University of Applied Sciences and is based on the aircraft design lecture of Prof. Dr. Dieter Scholz. PreSTo supports the user in designing an aircraft based on user-defined requirements. It is especially used for educational purposes, and many students have been involved in the development of the tool. The design steps currently incorporated into PreSTo are preliminary sizing, fuselage, wing, tailplane and landing gear design. Jets as well as propeller driven aircraft can be investigated. It is shown how to use the tool for the quick initial design of kerosene- and liquid hydrogenfueled regional Freighter aircraft. The reference aircraft for this study was chosen to be the ATR 72 full Freighter version. The obtained results are of good accuracy. 1. INTROCUTION
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jet versus prop hydrogen versus kerosene for a regional Freighter aircraft
2009Co-Authors: Kolja Seeckt, Dieter ScholzAbstract:This paper describes the design and analysis of four different variants of a regional Freighter aircraft on the basis of the ATR72 full Freighter version. The variants differ in their type of propulsion system (jet/turboprop) as well as in the fuel they use (kerosene/hydrogen). The presented work has been performed within the scope of the joint aircraft design project "Green Freighter" (GF). The setup of the aircraft models inside the Preliminary Aircraft Design and Optimization program PrADO is shown with special respect to the propulsion systems and the integration of the hydrogen tanks. Afterwards, the resulting aircraft parameters, such as the aircraft masses and the payload-range diagrams, are presented, and the aircraft variants are compared according to their Direct Operating Costs (DOC) and their emissions. In order to integrate two large hydrogen tanks inside the aircraft fuselage it is necessary to stretch the original fuselage. This stretch plus the masses of the hydrogen tanks increase the empty masses of the hydrogen-powered aircraft compared to the kerosene variants by about 8 %. From a purely economic point of view, the use of hydrogen as fuel is not favorable at today’s kerosene and an energy equivalent hydrogen price. However, its combustion produces only water vapor and about 10 % of the amounts of nitrogen oxides of the kerosene variants as emission. This makes hydrogen favorable from an ecologic point of view, and in the future, these low emissions are expected to become economic benefits as well.
Reinhold Carle - One of the best experts on this subject based on the ideXlab platform.
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Assignment of distinctive volatiles, descriptive sensory analysis and consumer preference of differently ripened and post-harvest handled pineapple (Ananas comosus [L.] Merr.) fruits
European Food Research and Technology, 2016Co-Authors: Christof B. Steingass, Carolin Dell, Veronika Lieb, Bastian Mayer-ullmann, Michael Czerny, Reinhold CarleAbstract:Volatiles of differently ripened fresh pineapples were investigated by a non-targeted profiling analysis comparing fruits harvested at full maturity exported by rapid air freight to pineapples harvested at an earlier green-ripe stage. The latter fruits were exported by sea freight and analysed upon arrival at their destination and after post-harvest flavour genesis. Volatiles were analysed by headspace solid-phase microextraction, gas chromatography–mass spectrometry and multivariate statistical data analysis. Clear-cut differences in the volatile profiles were found. Fully ripe air-freighted pineapples were characterised by elevated concentrations of two 1,3,5,8-undecatetraene isomers, methyl 3-methylbutanoate and 4-methoxy-2,5-dimethyl-3(2 H )-furanone, which have been reported as potent contributors to the pineapple flavour. Compared to fully ripened fruits, development of volatiles of sea-freighted pineapples upon arrival in Europe was rudimentary. Post-harvest storage of sea-freighted pineapples resulted in a different volatile profile due to the genesis of hydroxylated and acetoxylated methyl esters and hexanal. Subsequent descriptive sensory analysis was performed by trained panellists comparing retronasal odour and taste profiles. Fully ripe fruits were characterised by a pineapple-like note, fruity flavours and a sweet taste. In contrast, most of these attributes were rated at lower intensities when premature green-ripe fruits were tested. At the end of the post-harvest period, sea-freighted pineapples were characterised by fruity notes accompanied by a musty/corky- and cardboard-like off-flavour. Odour, taste and overall preference were significantly higher rated for air-freighted pineapples as revealed by an untrained consumer panel.
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Ripening-dependent metabolic changes in the volatiles of pineapple (Ananas comosus (L.) Merr.) fruit: II. Multivariate statistical profiling of pineapple aroma compounds based on comprehensive two-dimensional gas chromatography-mass spectrometry
Analytical and Bioanalytical Chemistry, 2015Co-Authors: Christof Björn Steingass, Reinhold Carle, Manfred Jutzi, Jenny Müller, Hansgeorg SchmarrAbstract:Ripening-dependent changes of pineapple volatiles were studied in a nontargeted profiling analysis. Volatiles were isolated via headspace solid phase microextraction and analyzed by comprehensive 2D gas chromatography and mass spectrometry (HS-SPME-GC×GC-qMS). Profile patterns presented in the contour plots were evaluated applying image processing techniques and subsequent multivariate statistical data analysis. Statistical methods comprised unsupervised hierarchical cluster analysis (HCA) and principal component analysis (PCA) to classify the samples. Supervised partial least squares discriminant analysis (PLS-DA) and partial least squares (PLS) regression were applied to discriminate different ripening stages and describe the development of volatiles during postharvest storage, respectively. Hereby, substantial chemical markers allowing for class separation were revealed. The workflow permitted the rapid distinction between premature green-ripe pineapples and postharvest-ripened sea-freighted fruits. Volatile profiles of fully ripe air-freighted pineapples were similar to those of green-ripe fruits postharvest ripened for 6 days after simulated sea freight export, after PCA with only two principal components. However, PCA considering also the third principal component allowed differentiation between air-freighted fruits and the four progressing postharvest maturity stages of sea-freighted pineapples.
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authentication of pineapple ananas comosus l merr fruit maturity stages by quantitative analysis of γ and δ lactones using headspace solid phase microextraction and chirospecific gas chromatography selected ion monitoring mass spectrometry hs spme gc
Food Chemistry, 2015Co-Authors: Christof B. Steingass, Reinhold Carle, Johannes Langen, Hansgeorg SchmarrAbstract:Abstract Headspace solid phase microextraction and chirospecific gas chromatography–mass spectrometry in selected ion monitoring mode (HS-SPME–GC–SIM-MS) allowed quantitative determination of δ-lactones (δ-C8, δ-C10) and γ-lactones (γ-C6, γ-C8, γ-C10). A stable isotope dilution assay (SIDA) with d7-γ-decalactone as internal standard was used for quantitative analysis of pineapple lactones that was performed at three progressing post-harvest stages of fully ripe air-freighted and green-ripe sea-freighted fruits, covering the relevant shelf-life of the fruits. Fresh pineapples harvested at full maturity were characterised by γ-C6 of high enantiomeric purity remaining stable during the whole post-harvest period. In contrast, the enantiomeric purity of γ-C6 significantly decreased during post-harvest storage of sea-freighted pineapples. The biogenetical background and the potential of chirospecific analysis of lactones for authentication and quality evaluation of fresh pineapple fruits are discussed.
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authentication of pineapple ananas comosus l merr fruit maturity stages by quantitative analysis of γ and δ lactones using headspace solid phase microextraction and chirospecific gas chromatography selected ion monitoring mass spectrometry hs spme gc
Food Chemistry, 2015Co-Authors: Christof B. Steingass, Reinhold Carle, Johannes Langen, Hansgeorg SchmarrAbstract:Abstract Headspace solid phase microextraction and chirospecific gas chromatography–mass spectrometry in selected ion monitoring mode (HS-SPME–GC–SIM-MS) allowed quantitative determination of δ-lactones (δ-C8, δ-C10) and γ-lactones (γ-C6, γ-C8, γ-C10). A stable isotope dilution assay (SIDA) with d7-γ-decalactone as internal standard was used for quantitative analysis of pineapple lactones that was performed at three progressing post-harvest stages of fully ripe air-freighted and green-ripe sea-freighted fruits, covering the relevant shelf-life of the fruits. Fresh pineapples harvested at full maturity were characterised by γ-C6 of high enantiomeric purity remaining stable during the whole post-harvest period. In contrast, the enantiomeric purity of γ-C6 significantly decreased during post-harvest storage of sea-freighted pineapples. The biogenetical background and the potential of chirospecific analysis of lactones for authentication and quality evaluation of fresh pineapple fruits are discussed.
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influence of harvest maturity and fruit logistics on pineapple ananas comosus l merr volatiles assessed by headspace solid phase microextraction and gas chromatography mass spectrometry hs spme gc ms
Food Chemistry, 2014Co-Authors: Christof B. Steingass, Tara Grauwet, Reinhold CarleAbstract:Profiling of volatiles from pineapple fruits was performed at four ripening stages using headspace solid-phase microextraction and gas chromatography–mass spectrometry (HS-SPME-GC/MS). In total, 142 volatiles were detected, of which 132 were identified. Multivariate data analysis was carried out to assess the effect of post-harvest storage on volatiles composition of green-ripe sea-freighted pineapple in comparison to air-freighted fruits harvested at full maturity. The latter fruits were characterised by volatiles described as potent odorants in pineapples, such as δ-octalactone, γ-lactones, 1-(E,Z)-3,5-undecatriene and 1,3,5,8-undecatetraene, as well as various methyl esters. In contrast, post-harvest storage of green-ripe sea-freighted fruits resulted in an increased formation of ethyl esters, acetates, acetoxy esters and alcohols, thus allowing the authentication of sea- and air-freighted pineapples, respectively. Particularly, compounds presumably derived from methyl-branched amino acid catabolism were identified in the fruits at later post-harvest stages. In addition, physicochemical traits were determined to characterise the fruit maturity stages.
Hansgeorg Schmarr - One of the best experts on this subject based on the ideXlab platform.
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Ripening-dependent metabolic changes in the volatiles of pineapple (Ananas comosus (L.) Merr.) fruit: II. Multivariate statistical profiling of pineapple aroma compounds based on comprehensive two-dimensional gas chromatography-mass spectrometry
Analytical and Bioanalytical Chemistry, 2015Co-Authors: Christof Björn Steingass, Reinhold Carle, Manfred Jutzi, Jenny Müller, Hansgeorg SchmarrAbstract:Ripening-dependent changes of pineapple volatiles were studied in a nontargeted profiling analysis. Volatiles were isolated via headspace solid phase microextraction and analyzed by comprehensive 2D gas chromatography and mass spectrometry (HS-SPME-GC×GC-qMS). Profile patterns presented in the contour plots were evaluated applying image processing techniques and subsequent multivariate statistical data analysis. Statistical methods comprised unsupervised hierarchical cluster analysis (HCA) and principal component analysis (PCA) to classify the samples. Supervised partial least squares discriminant analysis (PLS-DA) and partial least squares (PLS) regression were applied to discriminate different ripening stages and describe the development of volatiles during postharvest storage, respectively. Hereby, substantial chemical markers allowing for class separation were revealed. The workflow permitted the rapid distinction between premature green-ripe pineapples and postharvest-ripened sea-freighted fruits. Volatile profiles of fully ripe air-freighted pineapples were similar to those of green-ripe fruits postharvest ripened for 6 days after simulated sea freight export, after PCA with only two principal components. However, PCA considering also the third principal component allowed differentiation between air-freighted fruits and the four progressing postharvest maturity stages of sea-freighted pineapples.
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authentication of pineapple ananas comosus l merr fruit maturity stages by quantitative analysis of γ and δ lactones using headspace solid phase microextraction and chirospecific gas chromatography selected ion monitoring mass spectrometry hs spme gc
Food Chemistry, 2015Co-Authors: Christof B. Steingass, Reinhold Carle, Johannes Langen, Hansgeorg SchmarrAbstract:Abstract Headspace solid phase microextraction and chirospecific gas chromatography–mass spectrometry in selected ion monitoring mode (HS-SPME–GC–SIM-MS) allowed quantitative determination of δ-lactones (δ-C8, δ-C10) and γ-lactones (γ-C6, γ-C8, γ-C10). A stable isotope dilution assay (SIDA) with d7-γ-decalactone as internal standard was used for quantitative analysis of pineapple lactones that was performed at three progressing post-harvest stages of fully ripe air-freighted and green-ripe sea-freighted fruits, covering the relevant shelf-life of the fruits. Fresh pineapples harvested at full maturity were characterised by γ-C6 of high enantiomeric purity remaining stable during the whole post-harvest period. In contrast, the enantiomeric purity of γ-C6 significantly decreased during post-harvest storage of sea-freighted pineapples. The biogenetical background and the potential of chirospecific analysis of lactones for authentication and quality evaluation of fresh pineapple fruits are discussed.
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authentication of pineapple ananas comosus l merr fruit maturity stages by quantitative analysis of γ and δ lactones using headspace solid phase microextraction and chirospecific gas chromatography selected ion monitoring mass spectrometry hs spme gc
Food Chemistry, 2015Co-Authors: Christof B. Steingass, Reinhold Carle, Johannes Langen, Hansgeorg SchmarrAbstract:Abstract Headspace solid phase microextraction and chirospecific gas chromatography–mass spectrometry in selected ion monitoring mode (HS-SPME–GC–SIM-MS) allowed quantitative determination of δ-lactones (δ-C8, δ-C10) and γ-lactones (γ-C6, γ-C8, γ-C10). A stable isotope dilution assay (SIDA) with d7-γ-decalactone as internal standard was used for quantitative analysis of pineapple lactones that was performed at three progressing post-harvest stages of fully ripe air-freighted and green-ripe sea-freighted fruits, covering the relevant shelf-life of the fruits. Fresh pineapples harvested at full maturity were characterised by γ-C6 of high enantiomeric purity remaining stable during the whole post-harvest period. In contrast, the enantiomeric purity of γ-C6 significantly decreased during post-harvest storage of sea-freighted pineapples. The biogenetical background and the potential of chirospecific analysis of lactones for authentication and quality evaluation of fresh pineapple fruits are discussed.
Dieter Scholz - One of the best experts on this subject based on the ideXlab platform.
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RATK = Revenue per Available Tonne-Kilometer
2016Co-Authors: Ronald Slingerl, Dieter Scholz, Kolja Seeckt, Sijmen Z, Kw P Power, T K TemperatureAbstract:This paper presents the systems architecture of the Green Freighter, a new pilotless Freighter aircraft. As no passengers or pilots will fly aboard this Freighter aircraft, it is expected that many systems, particularly the environmental control system, could be modified or removed completely. Thus, the options for the new systems architecture will be elaborated on, followed by a description of the environmental control system model. Then the design of the new environmental, temperature and pressure control system variants, under consideration for operation in the cabin or in special containers only, will be explained. This is followed by a trade-off based on economic performance, which shows that the removal of various passenger and pilot-related cabin systems and the newly designed freight-dedicated environmental control system will allow operators of the Green Freighter to reduce direct operating costs by roughly 3.5%, while reducing environmental impact. Economically speaking, this means that operators of the Green Freighter can save up to $5.3 million per aircraft per year, depending on operator strategy
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Business opportunities in aircraft cabin conversion and refurbishing
Journal of Aerospace Operations, 2011Co-Authors: Mihaela F. Niţă, Dieter ScholzAbstract:This paper identifies several meaningful business opportunity cases in the area of aircraft cabin conversion and refurbishing and predicts the market volume and the world distribution for each of them: 1.) international cabins, 2.) domestic cabins, 3.) aircraft on operating lease, 4.) Freighter conversions and 5.) VIP completions. This implies the determination of cabin modification/conversion scenarios, along with their duration and frequency. Factors driving the cabin conversion and refurbishing are identified. Several aircraft databases, containing the current world feet as well as the forecasted fleet for the next years, are analyzed. The results are obtained by creating a program able to read and analyze the gathered data. It is shown that about 38000 cabin redesigns will be undertaken within the next 20 years. About 2500 conversions from jetliners into Freighters and 25000 cabin modifications at VIP standards will emerge on the market. The North American and European markets will keep providing good business opportunities in this area. The Asian market, however, is growing fast, and its very strong influence on demand puts it in the front rank for the next 20 years.
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APPLICATION OF THE AIRCRAFT PRELIMINARY SIZING TOOL PRESTO TO KEROSENE AND LIQUID HYDROGEN FUELED REGIONAL Freighter AIRCRAFT
2010Co-Authors: Kolja Seeckt, Dieter ScholzAbstract:This paper introduces the structure and application of the Aircraft Preliminary Sizing Tool PreSTo. PreSTo has been developed by the Hamburg University of Applied Sciences and is based on the aircraft design lecture of Prof. Dr. Dieter Scholz. PreSTo supports the user in designing an aircraft based on user-defined requirements. It is especially used for educational purposes, and many students have been involved in the development of the tool. The design steps currently incorporated into PreSTo are preliminary sizing, fuselage, wing, tailplane and landing gear design. Jets as well as propeller driven aircraft can be investigated. It is shown how to use the tool for the quick initial design of kerosene- and liquid hydrogenfueled regional Freighter aircraft. The reference aircraft for this study was chosen to be the ATR 72 full Freighter version. The obtained results are of good accuracy. 1. INTROCUTION
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jet versus prop hydrogen versus kerosene for a regional Freighter aircraft
2009Co-Authors: Kolja Seeckt, Dieter ScholzAbstract:This paper describes the design and analysis of four different variants of a regional Freighter aircraft on the basis of the ATR72 full Freighter version. The variants differ in their type of propulsion system (jet/turboprop) as well as in the fuel they use (kerosene/hydrogen). The presented work has been performed within the scope of the joint aircraft design project "Green Freighter" (GF). The setup of the aircraft models inside the Preliminary Aircraft Design and Optimization program PrADO is shown with special respect to the propulsion systems and the integration of the hydrogen tanks. Afterwards, the resulting aircraft parameters, such as the aircraft masses and the payload-range diagrams, are presented, and the aircraft variants are compared according to their Direct Operating Costs (DOC) and their emissions. In order to integrate two large hydrogen tanks inside the aircraft fuselage it is necessary to stretch the original fuselage. This stretch plus the masses of the hydrogen tanks increase the empty masses of the hydrogen-powered aircraft compared to the kerosene variants by about 8 %. From a purely economic point of view, the use of hydrogen as fuel is not favorable at today’s kerosene and an energy equivalent hydrogen price. However, its combustion produces only water vapor and about 10 % of the amounts of nitrogen oxides of the kerosene variants as emission. This makes hydrogen favorable from an ecologic point of view, and in the future, these low emissions are expected to become economic benefits as well.
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Green Freighter Systems
46th AIAA Aerospace Sciences Meeting and Exhibit, 2008Co-Authors: Ronald Slingerland, Dieter Scholz, Sijmen Zandstra, Kolja SeecktAbstract:This paper presents the systems architecture of the Green Freighter, a new pilotless Freighter aircraft. As no passengers or pilots will fly aboard this Freighter aircraft, it is expected that many systems, particularly the environmental control system, could be modified or removed completely. Thus, the options for the new systems architecture will be elaborated on, followed by a description of the environmental control system model. Then the design of the new environmental, temperature and pressure control system variants, under consideration for operation in the cabin or in special containers only, will be explained. This is followed by a trade-off based on economic performance, which shows that the removal of various passenger and pilot-related cabin systems and the newly designed freight-dedicated environmental control system will allow operators of the Green Freighter to reduce direct operating costs by roughly 3.5%, while reducing environmental impact. Economically speaking, this means that operators of the Green Freighter can save up to $5.3 million per aircraft per year, depending on operator strategy.
