Commercial Airplanes

Fuel Cell APUOverview

Presented at:SECA Annual Meeting

(Seattle, WA)

15 April, 2003

Dave DaggettProduct Development

DLD03-15.ppt

Overview

• Boeing is looking for ways to cutemissions and fuel use

• Future fuel cells may fit well into ourfuture aircraft

• Apparent benefits look attractive

• There are hurdles, but no showstoppers

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Fu

el(U

SG

al.)

per

100

pas

sen

ger

mile

s

0

1

2

3

4

5

6

0 10 20 30 40 50 60 70 80 90 100

Load Factor (%)

= Typical Load Factors

DD

99-1

5.xl

s

High-speedTrain

1) US average is 1.6 people per vehicle2) US commuter car is 1.2 per vehicle3) 1,500 nmi mission

Good

EuropeanInter-city train

"Average" 1996Vehicle(2)

Large SUVin City(1)

Airplanes are already efficient, butfurther improvement is desired

AirplaneEnvelope (3)

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APU Engine

LargeAirplane NOxEmissions at

Airport

We are looking for ways to cut NOxemissions

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H2O

Cat

ho

de

O2O

O

H

O

C

HH2

An

od

e

CO

H HO

O OC

CO2 Ele

ctro

lyte

O-2

ion

4e-

4e-

4e-

(O2 from air)

load

SOFC technology

Jet fuel is required, so SOFC may be right

Jet Fuel Reformer

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0

2

4

6

8

10

12

14

16

1990 1995 2000 2005

Year

Fuel Cell System Weight (kg/kW)

Volume (Ltr/kW)

DLD

01-1

6.xl

s

Continued weight and size reductionprogress is needed

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2000 2001 2002 2003 2004 2005

Year

Cap

ital

Co

st(M

illio

ns

$)

Turbine APU Price Range

DLD

01-1

6.xl

s

Large APU Retail Cost

Mass Produced Commercial Fuel CellPrice Range

Fuel cells need to become cost competitive

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Present APU

Future 440 kW Fuel CellAPU Concept

SOFC APUs may replace turbine-poweredAPUs in commercial aircraft

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EnvironmentControlSystem

Motor

Battery

EnvironmentControlSystem

Motor

DC

AC

Engine

GearLift

Motor

GearLift

Motor

DC

AC

DC

AC Starter/Generator

Engine

Starter/Generator

Air

craf

tSy

stem

sA

ircr

aft

Syst

ems

Fuel CellAuxiliary

Power Unit

“More Electric” architecture is ideallysuited for fuel cell APU

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0

50

100

150

200

250

300

350

400

450

500

Gate Start Taxi Climb Cruise Descent Taxi

Mission Stage

AP

UL

oad

(kW

)

Environmental Control System Load

Total Electrical LoadMain Engine Start

Environmental Control System Load

A large “more-electric” airplane’s load islarge but relatively constant

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A hybrid SOFC APU concept is needed

HeatExchanger

HeatExchanger

AnodeDC

AC

ExhaustOverboard

JetFuel

Comp. Turbine

Air

Cathode

Pre-Reformer

Burner

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APU Tail StructureFirewall

Future 2015Solid OxideFuel Cell

Fuel cell supporthardware

Hybrid SOFC APU installation concept

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Boeing Commercial Airplanes creates sustainable profitablegrowth with environmentally preferred products, processes, andservices.

Animation of fuel cell APU

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40-45% Efficient(Jet-A to electrical

during cruise)

Jet-A

1 litre

=

Future 2015SOFC APU

≈75% Efficient(Overall system at cruise)

0.6 litre

=Jet-A

40% lessfuel used

In-flight fuel saving opportunity

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15% Efficient(over average operating cycle)

Typical Turbine-powered APU

Jet-A

1 litre

=

Fuel saving opportunity on the ground isvery attractive

Future 2015SOFC APU

60% Efficient(at std. sea-level conditions)

0.25 litre

=Jet-A

75% lessfuel used

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?

Cost Pollution(at altitude)

Power Output

DLD

02-3

1

2015 SOFC APU?

Startup time

0

100

200

300

400

500

Fu

elC

ellP

erfo

rman

ce(%

of

turb

ine) 4000

Weight

RangeOf

Uncertainty

Fuel efficiency

Cruise

Ground

Overall, FCAPU looks to be beneficial

Turbine APU Baseline

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0.00

0.10

0.20

0.30

0.40

0.50

0.60

0.70

0.80

0.90

1.00

1.10

1.20

1.30

1990 1995 2000 2005 2010 2015

Year

Sta

ckP

ow

erD

ensi

ty(k

W/k

g)

DLD

02-3

8.xl

sDemonstrated

Latest Designs

Fuel Cell APURequirement Estimate

Fuel cell stack power density needs to beat least 1kW/kg

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Summary

• Fuel cells may dramatically cut emissionsand fuel use for aircraft

• Future MEA airplanes will be ideally suitedfor fuel cells

• Technology still needs to mature

• Good business case can be made

• We need to “work together” to make ithappen