HYDROGEN OPTIMIZED AIRCRAFT ARCHITECTURE AND OPERATIONS

The invention relates to a transport aircraft with a dual fuel propulsion system. The aircraft 20 is capable of performing a flight mission comprising sections of at least takeoff, climb, cruise, decent, approach and landing during which the first or the second fuel is selectively useable. The aircraft 20 comprises : - at least one internal combustion engine 31, 32 capable of generating propulsive thrust using selectively a first kerosene based jet fuel and a second liquid hydrogen fuel, - two independent sets of fuel systems 50, 55, including a first fuel system 55 feeding the first fuel from a first set of fuel storage tanks 41 to the internal combustion engine 31, 32 and a second fuel system 50 feeding the second fuel from a second set of fuel storage tanks 51 to the internal combustion engine, - at least two separate sets of fuel storage tanks 41, 51 with a first set of fuel storage tanks 41 storing the first fuel and a second set of fuel storage tanks 51 storing the second fuel, wherein both sets of fuel storage tanks 41, 51 host the required fuel for the flight mission plus reserve fuel, - a fuselage 22 with a forward cabin section 23 to host passengers and / or freight and a cabin section in the tail section of the fuselage 22 hosting the second set of fuel storage tanks 51, - wings (26) attached to the fuselage 22 to generate lift and to host an internal set of fuel storage tanks 4, Advantages: Based on a turboprop aircraft 20 with about 40 to 90 passengers, about 40% of the energy during a 1-hour mission can be represented emission-free via hydrogen. This means no CO2 emissions during the cruise flight and also no climate-damaging exhaust gas and condensation trail effects at cruising altitude (FL 250), which represent a significant proportion of aviation emissions. L'invention concerne un avion de transport doté d'un système de propulsion bi-carburant. L'avion 20 est capable d'effectuer une mission de vol comportant au moins des sections de décollage, d'ascension, de croisière, de descente, d'approche et d'atterrissage pendant lesquelles le premier ou le second carburant est sélectivement utilisable. L'avion 20 comporte : - au moins un moteur 31, 32 à combustion interne capable de générer une poussée propulsive en utilisant sélectivement un premier carburéacteur à base de kérosène et un second carburant constitué d'hydrogène liquide, - deux ensembles indépendants de systèmes 50, 55 de carburant, comprenant un premier système 55 de carburant qui a