Relevant bibliographies by topics / Hydrogen Aircraft

Academic literature on the topic 'Hydrogen Aircraft'

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Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Hydrogen Aircraft"

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Shalimov, Yu N., A. V. Astakhov, N. V. Brysenkova, and A. V. Russu. "HYDROGEN POWER PLANTS FOR AIRCRAFT." Alternative Energy and Ecology (ISJAEE), no. 19-21 (October 18, 2018): 62–71. http://dx.doi.org/10.15518/isjaee.2018.19-21.062-071.

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Schmidtchen, U., E. Behrend, H. W. Pohl, and N. Rostek. "Hydrogen aircraft and airport safety." Renewable and Sustainable Energy Reviews 1, no. 4 (December 1997): 239–69. http://dx.doi.org/10.1016/s1364-0321(97)00007-5.

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Choi, Younseok, and Jinkwang Lee. "Estimation of Liquid Hydrogen Fuels in Aviation." Aerospace 9, no. 10 (September 28, 2022): 564. http://dx.doi.org/10.3390/aerospace9100564.

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As the demand for alternative fuels to solve environmental problems increases worldwide due to the greenhouse gas problem, this study predicted the demand for liquid hydrogen fuel in aviation to achieve ‘zero-emission flight’. The liquid hydrogen fuel models of an aircraft and all aviation sectors were produced based on the prediction of aviation fleet growth through the classification of currently operated aircraft. Using these models, the required amount of liquid hydrogen fuel and the total cost of liquid hydrogen were also calculated when various environmental regulations were satisfied. As a result, it was found to be necessary to convert approximately 66% to 100% of all aircraft from existing aircraft to liquid hydrogen aircraft in 2050, according to regulations. The annual liquid hydrogen cost was 4.7–5.2 times higher in the beginning due to the high production cost, but after 2030, it will be maintained at almost the same price, and it was found that the cost was rather low compared to jet fuel.
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Petrescu, Relly Victoria V., Abniel Machín, Kenneth Fontánez, Juan C. Arango, Francisco M. Márquez, and Florian Ion T. Petrescu. "Hydrogen for aircraft power and propulsion." International Journal of Hydrogen Energy 45, no. 41 (August 2020): 20740–64. http://dx.doi.org/10.1016/j.ijhydene.2020.05.253.

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Haglind, F., A. Hasselrot, and R. Singh. "Potential of reducing the environmental impact of aviation by using hydrogen Part I: Background, prospects and challenges." Aeronautical Journal 110, no. 1110 (August 2006): 533–40. http://dx.doi.org/10.1017/s000192400000141x.

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Abstract The main objective of the paper is to evaluate the potential of reducing the environmental impact of civil subsonic aviation by using hydrogen fuel. The paper is divided into three parts of which this is Part I, where the background, prospects and Challenges of introducing an alternative fuel in aviation are outlined. In Part II the aero engine design when using hydrogen is covered, and in Part III the subjects of optimum cruising altitude and airport implications of introducing liquid hydrogen-fuelled aircraft are raised. Looking at the prospect of alternative fuels, synthetic kerosene produced from biomass turns out to be feasible and offers environmental benefits in the short run, whereas hydrogen seems to be the more attractive alternative in the long run. Powering aero engines and aircraft with hydrogen has been done successfully on a number of occasions in the past. Realising this technology change for a fleet of aircraft poses formidable challenges regarding technical development, energy requirement for producing hydrogen, handling, aircraft design and making liquid hydrogen economically compatible with kerosene.
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Sanchez, Victor M., Romeli Barbosa, J. C. Cruz, F. Chan, and J. Hernandez. "Optimal Sizing of a Photovoltaic-Hydrogen Power System for HALE Aircraft by means of Particle Swarm Optimization." Mathematical Problems in Engineering 2015 (2015): 1–8. http://dx.doi.org/10.1155/2015/183701.

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Over the last decade there has been a growing interest in the research of feasibility to use high altitude long endurance (HALE) aircrafts in order to provide mobile communications. The use of HALEs for telecommunication networks has the potential to deliver a wide range of communication services (from high-quality voice to high-definition videos, as well as high-data-rate wireless channels) cost effectively. One of the main challenges of this technology is to design its power supply system, which must provide the enough energy for long time flights in a reliable way. In this paper a photovoltaic/hydrogen system is proposed as power system for a HALE aircraft due its high power density characteristic. In order to obtain the optimal sizing for photovoltaic/hydrogen system a particle swarm optimizer (PSO) is used. As a case study, theoretical design of the photovoltaic/hydrogen power system for three different HALE aircrafts located at 18° latitude is presented. At this latitude, the range of solar radiation intensity was from 310 to 450 Wh/sq·m/day. The results obtained show that the photovoltaic/hydrogen systems calculated by PSO can operate during one year with efficacies ranging between 45.82% and 47.81%. The obtained sizing result ensures that the photovoltaic/hydrogen system supplies adequate energy for HALE aircrafts.
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Moreno-Andrade, Iván, Gloria Moreno, Gopalakrishnan Kumar, and Germán Buitrón. "Biohydrogen production from industrial wastewaters." Water Science and Technology 71, no. 1 (November 22, 2014): 105–10. http://dx.doi.org/10.2166/wst.2014.471.

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The feasibility of producing hydrogen from various industrial wastes, such as vinasses (sugar and tequila industries), and raw and physicochemical-treated wastewater from the plastic industry and toilet aircraft wastewater, was evaluated. The results showed that the tequila vinasses presented the maximum hydrogen generation potential, followed by the raw plastic industry wastewater, aircraft wastewater, and physicochemical-treated wastewater from the plastic industry and sugar vinasses, respectively. The hydrogen production from the aircraft wastewater was increased by the adaptation of the microorganisms in the anaerobic sequencing batch reactor.
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Klug, Heinz G., and Reinhard Faass. "CRYOPLANE: hydrogen fuelled aircraft — status and challenges." Air & Space Europe 3, no. 3-4 (May 2001): 252–54. http://dx.doi.org/10.1016/s1290-0958(01)90110-8.

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Victor, D. "Liquid hydrogen aircraft and the greenhouse effect." International Journal of Hydrogen Energy 15, no. 5 (1990): 357–67. http://dx.doi.org/10.1016/0360-3199(90)90186-3.

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Verstraete, Dries. "Long range transport aircraft using hydrogen fuel." International Journal of Hydrogen Energy 38, no. 34 (November 2013): 14824–31. http://dx.doi.org/10.1016/j.ijhydene.2013.09.021.

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Dissertations / Theses on the topic "Hydrogen Aircraft"

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Sefain, Michael J. "Hydrogen aircraft concepts and ground support." Thesis, Cranfield University, 2005. http://hdl.handle.net/1826/2998.

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As worldwide petroleum supplies diminish and prices escalate, the aviation industry will be forced to consider relying on energy resources other than kerosene for its aviation fuel needs. Additionally, there is growing environmental concern regarding greenhouse emissions particularly as aircraft cause pollution in sensitive layers of the atmosphere. These are serious implications necessitating prudence in seeking alternative fuels sooner rather than later. Liquid Hydrogen (LH2) combustion produces zero CO2 emissions, very little NOx, and water providing a solution to sustain air traffic growth whilst preventing further atmospheric pollution. Hydrogen itself is abundant and can be produced from renewable sources meaning worldwide availability and sustainability permitting sustainable growth of aviation at high rates (typically 4-5% per year). Despite these major advantages, there are compromises to be made. The low density fuel means ingenuity must be exercised to design an aircraft configuration which will accommodate a fuel volume more than four times that which would normally be required. Practical unconventional aircraft conceptual designs providing solutions to this problem are presented including estimates of performance, mass, and relative cost- and energy-effectiveness. To provide a means to produce, store and transport the fuel safely and efficiently, ground support operations have been systematically checked and the required airport infrastructure defined. Technical issues such as safety, airworthiness certification, environmental issues and system synergies are also discussed, and an outline plan is presented providing the R&D necessary to introduce LH2-fuelled civil aircraft into service. This Thesis proves that LH2 has sufficient long term promise to justify more substantial R&D offering possible improvement in performance and engine reliability. The overall cost for a LH2 aircraft are within reasonable values, and the requirement for new equipment to maintain and support LH2-fuelled aircraft is not extensive. Importantly LH2 is at least as safe.
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Ciaravino, John S. "Study of hydrogen as an aircraft fuel." Thesis, Monterey, Calif. : Springfield, Va. : Naval Postgraduate School ; Available from National Technical Information Service, 2003. http://library.nps.navy.mil/uhtbin/hyperion-image/03Jun%5FCiaravino.pdf.

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Thesis (M.S. in Aeronautical Engineering)--Naval Postgraduate School, June 2003.
Thesis advisor(s): Oscar Biblarz, Garth Hobson. Includes bibliographical references (p. 45-47). Also available online.
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Seeckt, Kolja. "Conceptual design and investigation of hydrogen-fueled regional freighter aircraft." Licentiate thesis, KTH, Farkost och flyg, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-26348.

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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 % of that of kerosene-fueled aircraft. Given the circumstance that sustainably produced hydrogen can be purchased at a price that is equivalent to kerosene with respect to energy content, hydrogen-fueled regional freighter aircraft are also economically competitive to current kerosene-fueled freighters. In consequence, regional freighters appear especially favorable as first demonstrators of hydrogen as aviation fuel, and cargo airlines and logistics companies may act as technology drivers for more sustainable air traffic. The potential of regional freighter aircraft alone to mitigate climate change is marginal. The share of national and regional air cargo traffic in global manmade climate impact lies in the region of 0.016 % to 0.064 %, which also represents the maximum reduction potential. The presented work was to a large extend performed during the joint research project "The Green Freighter" under the lead of Hamburg University of Applied Sciences (HAW Hamburg).
QC 20101123
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Verstraete, Dries. "The Potential of Liquid Hydrogen for long range aircraft propulsion." Thesis, Cranfield University, 2009. http://hdl.handle.net/1826/4089.

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The growth of aviation needed to cater for the needs of society might be undermined by restrictions resulting from the environmental implications of air traffic. Hydrogen could provide an excellent alternative to ensure a sustainable future for aviation. Several challenges remain to be addressed though before its adoption can become reality. The liquid hydrogen tanks are one of the areas where considerable research is needed. Further insight into unusual restrictions on aircraft classes that would be thought of as ideal candidates for hydrogen is also required. Hydrogen fueled very large long range transport aircraft for instance suffer from the 80 m airport box constraint which leads to a strong decrease in performance compared to other aircraft classes. In this work 3 main tools are developed to look into some of these issues. An aircraft conceptual design tool has been set up to allow a comparison between kerosene and hydrogen on a common and hence fair basis. An engine performance assessment routine is also developed to allow the coupling of the design of engine and aircraft as one integrated system. As the link between both subsystems is the liquid hydrogen tank, a detailed design method for the tanks has also been created. With these tools it has been shown that the gravimetric efficiency for large transport aircraft varies by only a few percent for a wide range of fuel masses and aircraft diameters with values in the order of 76to 80%. The performance of the long range transport aircraft itself however varies strongly from one class to another. For aircraft with a passenger load around 400 passengers, takeoff weight reductions around 25% can be obtained for similar operating empty weights and fuel weights of about 30% of the equivalent kerosene fuel weight. For 550 passenger aircraft however, the takeoff weight reduction reduces strongly due to the need for a triple deck fuselage and the resulting increase in fuselage mass. Whereas for the first category of aircraft, a 3 to 6 times higher fuel price per energy content can be afforded for similar direct operating costs, this cost advantage is reduced by about a third for the 550 passenger aircraft. A twin fuselage configuration alleviates the geometrical restrictions and restores the potential for an aircraft family but does not yield strong weight reductions. In a subsequent study, the implications of unconventional engine cycles as well as drag reduction resulting from natural laminar flow through surface cooling should be assessed using the developed set of tools as this will reveal the full potential of hydrogen as an aviation fuel.
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Franzén, Kenzo, and Fredrik Jangelind. "States and Prospects of Hydrogen Storage Technologies in Aircraft Applications." Thesis, KTH, Energiteknik, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-298996.

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In recent years, more than 100 000 commercial flights have departed daily, and the number of passengers worldwide are expected to double within the next two decades, assuming there are no long-term impacts of the Covid-19 pandemic. Meanwhile, the aviation industry will need to undergo a shift to more sustainable fuels, due to the growing issue of climate change and implementation of policies that regulate the use of fossil-based fuels such as kerosene. Hydrogen has been established as one proposed fuel for aviation, due to its properties of high energy contents and the main emissions being water vapor. For hydrogen to be used as an aviation fuel, there is a need for efficient, safe and low-cost storage systems. Based on a set of quantifiable parameters the report aims to, based on technical, economical and safety perspectives as well as conclusions from previous studies, identify and quantify the current states and prospects of some of the most promising methods and technologies for hydrogen storage in commercial aircrafts. Furthermore, other important parameters are being identified and discussed after analyzing the viability of several physical and material storage technologies. The results show that although none of the technologies are sufficiently developed and ready for aircraft applications, cryogenic liquid hydrogen storage offers the best opportunities for the near future. Other forms of physical storage show some promise, whereas some material storage methods have large theoretical potential but require rapid development. While the other studied systems can’t be dismissed, a lot of research and development would have to be successful in order to reach technological and commercial viability. Further research is necessary for quantifying storage costs as well as prospects and targets for costs and gravimetric energy densities. All things considered, it is concluded that for hydrogen to be viable as an aviation fuel, hydrogen storage systems need to perform on a level much higher than today.
Under de senaste åren har över 100 000 kommersiella flygningar avgått dagligen, och antalet passagerare världen över förväntas fördubblas inom de närmaste två decennierna, förutsatt att Covid-19-pandemin inte har några långvariga effekter på flygindustrin. Samtidigt behöver branschen genomföra en omställning till mer hållbara bränslen, till följd av det växande problemet med klimatförändringar och implementering av policy som reglerar användningen av fossilbaserade bränslen som Jet A1 (flygfotogen). Vätgas har etablerats som ett föreslaget flygbränsle tack vare sitt höga energiinnehåll och att dess utsläpp mestadels består av vattenånga. För att vätgas ska kunna användas som flygbränsle finns ett behov av effektiva, säkra och billiga lagringssystem. Baserat på en uppsättning av kvantifierbara parametrar syftar rapporten till, baserat på tekniska, ekonomiska och säkerhetsmässiga perspektiv, att identifiera och kvantifiera nuvarande tillstånd och framtidsutsikter hos flera av de mest lovande metoderna och teknologierna för vätgaslagring i kommersiella flygplan. Vidare identifieras och diskuteras andra viktiga parametrar efter att förutsättningarna för teknologier för fysisk lagring och materiallagring har analyserats. Resultaten visar att även om ingen av teknologierna är tillräckligt utvecklade eller redo att appliceras på flygplan, så erbjuder kryogen, flytande vätgaslagring de bästa möjligheterna för en nära framtid. Även andra former av fysisk lagring visar sig vara ganska lovande, medan vissa metoder för materiallagring har hög teoretisk potential men kräver en snabb utveckling i mognadsgrad. Även om de andra studerade systemen inte helt kan avfärdas så behöver mycket forskning och utveckling lyckas för att nå en teknologisk och kommersiell gångbarhet. Ytterligare forskning är nödvändig för att kvantifiera flyganpassade lagringskostnader samt utsikter och mål för kostnader och gravimetrisk lagringstäthet. Sammantaget dras slutsatsen att vätgaslagringssystem behöver prestera på en nivå långt över idag för att vätgas ska kunna bli lämpligt som flygbränsle.
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Dannet, Grégoire. "Integration of cryogenic tanks and fuel cells for future hydrogen-powered aircraft." Thesis, Linköpings universitet, Fluida och mekatroniska system, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-176929.

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Hydrogen is seen as the green fuel of the future for the aeronautical sector allowing to reduce the carbon footprint of commercial aviation. It is well established that the release of carbon emissions triggers global warming. Aviation, like many other industries, must reduce them. This study aims to integrate cryogenic hydrogen storage onboard an existing aircraft and study two different propulsion systems, namely hydrogen combustion and fuel cells. A cryogenic tank was modelled and then designed to fit in the fuselage of an A321. Two configurations were studied, one consisting of one tank at the rear and the other with two tanks, one at the front and one at the aft. The result showed a significant variation of the centre of gravity for the rear tank configuration, whether the airplane is empty or with payload. Among the two propulsion systems investigated, hydrogen combustion requires less of a technological leap than hydrogen fuel cell aircraft. The limitation would be the range due to the lack of volume onboard the aircraft to store the hydrogen fuel. But this new type of propulsion could lay the groundwork for future fuel cell aircraft. The fuel cells technology still needs to improve its power density to compete with current engines but would o er more efficient aircraft and therefore greater range.
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Sharifzadeh, Shayan. "Design Optimization and Analysis of Long-Range Hydrogen-Fuelled Hypersonic Cruise Vehicles." Doctoral thesis, Universite Libre de Bruxelles, 2017. http://hdl.handle.net/2013/ULB-DIPOT:oai:dipot.ulb.ac.be:2013/255764.

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Aviation industry is continuously growing especially for very long distance flights due to the globalisation of local economies around the world and the explosive economic growth in Asia. Reducing the time of intercontinental flights from 16-20 hours to 4 hours or less would therefore make the, already booming, ultra-long distance aviation sector even more attractive. To accomplish this drastic travel time reduction for civil transport, hypersonic cruise aircraft are considered as a potential cost-effective solution. Such vehicles should also be fuelled by liquid hydrogen, which is identified as the only viable propellant to achieve antipodal hypersonic flight with low environmental impact. Despite considerable research on hypersonic aircraft and hydrogen fuel, several major challenges should still be addressed before such airliner becomes reality. The current thesis is therefore motivated by the potential benefit of hydrogen-fuelled hypersonic cruise vehicles associated with their limited state-of-the-art.Hypersonic cruise aircraft require innovative structural configurations and thermal management solutions due to the extremely harsh flight environment, while the uncommon physical properties of liquid hydrogen, combined with high and long-term heat fluxes, introduce complex design and technological storage issues. Achieving hypersonic cruise vehicles is also complicated by the multidisciplinary nature of their design. In the scope of the present research, appropriate methodologies are developed to assess, design and optimize the thermo-structural model and the cryogenic fuel tanks of long-range hydrogen-fuelled hypersonic civil aircraft. Two notional vehicles, cruising at Mach 5 and Mach 8, are then investigated with the implemented methodologies. The design analysis of light yet highly insulated liquid hydrogen tanks for hypersonic cruise vehicles indicates an optimal gravimetric efficiency of 70-75% depending on insulation system, tank wall material, tank diameter, and flight profile. A combination of foam and load-bearing aerogel blanket leads to the lightest cryogenic tank for both the Mach 5 and the Mach 8 aircraft. If the aerogel blanket cannot be strengthened sufficiently so that it can bear the full load, then a combination of foam and fibrous insulation materials gives the best solution for both vehicles. The aero-thermal and structural design analysis of the Mach 5 cruiser shows that the lightest hot-structure is a titanium alloy construction made of honeycomb sandwich panels. This concept leads to a wing-body weight of 143.9 t, of which 36% accounts for the wing, 32% for the fuselage, and 32% for the cryogenic tanks. As expected, hypersonic thermal loads lead to important weight penalties (of more than 35%). The design of the insulated cold structure, however, demonstrates that the long-term high-speed flight of the airliner requires a substantial thermal protection system, such that the best configuration (obtained by load-bearing aerogel blanket) leads to a titanium cold design of only 4% lighter than the hot structure. Using aluminium 7075 rather than titanium offers a further weight saving of about 2%, resulting in a 135.4 t wing-body weight (with a contribution of 23%, 25%, 18% and 34% from the TPS, the wing, the fuselage, and the cryogenic tanks respectively). Given the design hypotheses, the difference in weight is not significant enough to make a decisive choice between hot and cold concepts. This requires the current methodologies to be further elaborated by relaxing the simplifications. Investigation of the thermal protection must be extended from one single point to different regions of the vehicle, and the TPS thickness and weight should be considered in the structural sizing of the cold design. More generally, the design process should be matured by including additional (static, dynamic and transient) loads, special structural concepts, multi-material configurations and other parameters such as cost and safety aspects.
Doctorat en Sciences de l'ingénieur et technologie
This thesis was conducted in co-tutelle between University of Sydney and Université Libre de Bruxelles.Professor Dries Verstraete was my supervisor at the University of Sydney (so as a member of SydneyUni), but is automatically registered here as a member of ULB because he worked at ULB almost ten years ago.Ben Thornber is also a member of the University of Sydney but the application does not save it for an unknown reason.
info:eu-repo/semantics/nonPublished
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Chaney, Christopher Scott. "An investigation of the accuracy of empirical aircraft design for the development of an unmanned aerial vehicle intended for liquid hydrogen fuel." Thesis, Washington State University, 2015. http://pqdtopen.proquest.com/#viewpdf?dispub=3684755.

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A study was conducted to assess the accuracy of empirical techniques used for the calculation of flight performance for unmanned aerial vehicles. This was achieved by quantifying the error between a mathematical model developed with these techniques and experimental test data taken using an unmanned aircraft. The vehicle utilized for this study was developed at Washington State University for the purpose of flying using power derived from hydrogen stored as a cryogenic liquid. The vehicle has a mass of 32.8 kg loaded and performed a total of 14 flights under battery power for 3.58 total flight hours. Over these flights, the design proved it is capable of sustaining level flight from the power available from a PEM fuel cell propulsion system. The empirical techniques used by the model are explicitly outlined within. These yield several performance metrics that are compared to measurements taken during flight testing. Calculations of required thrust for steady flight over all airspeeds and rates of climb modeled are found to have a mean percent error of 3.2%?7.0% and a mean absolute percent error of 34.6%?5.1%. Comparison of the calculated and measured takeoff distance are made and the calculated thrust required to perform a level turn at a given rate is compared to flight test data. A section of a test flight is analyzed, over which the vehicle proves it can sustain level flight under 875 watts of electrical power. The aircraft's design is presented including the wing and tail, propulsion system, and build technique. The software and equipment used for the collection and analysis of flight data are given. Documentation and validation is provided of a unique test rig for the characterization of propeller performance using a car. The aircraft remains operational to assist with research of alternative energy propulsion systems and novel fuel storage techniques. The results from the comparison of the mathematical model and flight test data can be utilized to assist in the development of similar Unmanned Aerial Vehicles, express the uncertainty in calculated vehicle performance numbers, and assist in identifying error in control system design.

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Le, Breton Michael Robert. "Airborne measurements of trace gases using a Chemical Ionisation Mass Spectrometer (CIMS) onboard the FAAM BAe-146 research aircraft." Thesis, University of Manchester, 2013. https://www.research.manchester.ac.uk/portal/en/theses/airborne-measurements-of-trace-gases-using-a-chemical-ionisation-mass-spectrometer-cims-onboard-the-faam-bae146-research-aircraft(84308915-6dae-46d8-acb6-f189683e3e6d).html.

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A chemical ionisation mass spectrometer (CIMS) was developed and utilised for measurements onboard the Facility for Atmospheric Airborne Measurements (FAAM) BAe-146 aircraft. The I- ionisation scheme was implemented to detect nitric acid (HNO3), formic acid (HC(O)OH), hydrogen cyanide (HCN) and dinitrogen pentoxide (N2O5) simultaneously at a sampling frequency of 1 Hz. Sensitivities ranged from 35±6 ion counts pptv-1 s-1 for HC(O)OH to 4±0.9 ion counts pptv-1 s-1 for HCN and limits of detection from 37 ppt for HNO3 and 5 ppt for HCN. Trace gas concentrations of species such as HC(O)OH are currently under predicted in global models. In order to understand their role in controlling air quality, it is crucial that their production pathways and abundance are accurately measured and constrained. To date, airborne measurements of these trace gases have been difficult as a result of instrumental limitations on an aircraft such as limit of detection and sampling frequency. The first UK airborne measurements of HC(O)OH and HNO3 confirmed that HC(O)OH is under predicted by up to a factor of 2 in a trajectory model that implements the full Master Chemical Mechanism (MCM) and Common Representative Intermediate Scheme (CRI). The inclusion of a primary vehicle source enabled the model to reproduce the concentrations observed; verifying that direct sources are under represented. Secondary formation of HC(O)OH was observed through its correlation with HNO3 and ozone (O3), indicating a strong photochemical production source. Hydroxyl (OH) concentrations were estimated for the first time in a flight around the UK using the HC(O)OH and HNO3 measurements. A biomass burning (BB) plume identification technique is applied to data obtained from Canadian biomass fires using HCN as a marker. A 6 sigma above background approach to defining a plume resulted in a higher R2 correlating value for the normalised excess mixing ratio (NEMR) to carbon monoxide (CO) when compared to current methods in the literature. The NEMR obtained from this work; 3.76±0.02 pptv ppbv-1, lies within the range found in the literature. This NEMR is then used to calculate a global emission total for HCN of 0.92 Tg (N) yr-1 when incorporated into the global tropospheric model STOCHEM CRI. The first direct N2O5 airborne measurements on an aircraft at night are compared to indirect measurements taken by a broadband cavity enhancement absorption spectrometer. An average R2 correlation coefficient of 0.87 observed over 8 flights for 1 Hz measurements indicates the selectiveness of the I- ionisation scheme to detect N2O5 directly, without nitrate (NO3) interference.
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Koštial, Rostislav. "Návrh zástavby vodíkové tlakové nádrže na křídlo letounu VUT 001 Marabu." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2010. http://www.nusl.cz/ntk/nusl-229318.

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The content of this Master thesis to design installation of hydrogen pressure tanks for airplane VUT RAY 051. Survey was conducted of the available fuel cell on the market. Position of the tank was chosen over the wing using components for mounting a jet engine TJ100 M for aircraft VUT 001 MARABU. For fuel tanks were designed fairings. Further was calculated mass and centre of gravity analysis of aircraft, basic flight performance of aircraft and the drag variation in the location of the tanks above the wing. Further the strain and strength of hinges was calculated.
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Books on the topic "Hydrogen Aircraft"

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Brewer, G. Daniel. Hydrogen aircraft technology. Boca Raton: CRC Press, 1991.

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Colozza, Anthony J. Hydrogen storage for aircraft applications overview. Cleveland, Ohio: National Aeronautics and Space Administration, Glenn Research Center, 2002.

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Franz, Jennifer D., Heather Taylor Holbert, Laurie A. Garrow, Geoffrey D. Gosling, Mark Vande Kamp, Lisa Harmon, and Stephanie Ward. Preparing Your Airport for Electric Aircraft and Hydrogen Technologies. Washington, D.C.: Transportation Research Board, 2022. http://dx.doi.org/10.17226/26444.

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Bris, Gaël Le, Loup-Giang Nguyen, Beathia Tagoe, Philip Jonat, Cedric Y. Justin, Eugene Reindel, Katherine B. Preston, and Phillip J. Ansell. Preparing Your Airport for Electric Aircraft and Hydrogen Technologies. Washington, D.C.: Transportation Research Board, 2022. http://dx.doi.org/10.17226/26512.

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Maydew, R. C. America's lost H-bomb!: Palomares, Spain, 1966. Manhattan, Kan: Sunflower University Press, 1997.

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Lorente, Rafael. Las bombas de Palomares ayer y hoy. Madrid: Ediciones Libertarias, 1985.

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Palomares: Memoria. Madrid: Universidad Nacional de Educación a Distancia, 2001.

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Moran, Barbara. The Day We Lost the H-Bomb. New York: Random House Publishing Group, 2009.

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The day we lost the H-bomb: Cold war, hot nukes, and the worst nuclear weapons disaster in history. New York: Ballantine Books, 2009.

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Pollock, W. J. Slow strain rate testing of high strength low-alloy steels: A technique for assessing the degree of hydrogen embrittlement produced by plating processes, paint strippers and other aircraft maintenance chemicals. Melbourne, Victoria: Dept. of Defence, Aeronautical Research Laboratories, 1985.

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Book chapters on the topic "Hydrogen Aircraft"

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Winter, Carl-Jochen. "Hydrogen Technologies for Future Aircraft." In Lecture Notes in Engineering, 23–42. Berlin, Heidelberg: Springer Berlin Heidelberg, 1990. http://dx.doi.org/10.1007/978-3-642-51686-3_3.

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Junkermann, W., and F. Slemr. "Aircraft Measurements of Hydrogen Peroxide Over the Northeastern United States." In Physico-Chemical Behaviour of Atmospheric Pollutants, 522–25. Dordrecht: Springer Netherlands, 1990. http://dx.doi.org/10.1007/978-94-009-0567-2_78.

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Brewer, G. Daniel. "Hypersonic Aircraft." In Hydrogen Aircraft Technology, 247–300. Routledge, 2017. http://dx.doi.org/10.1201/9780203751480-5.

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Brewer, G. Daniel. "Military Aircraft." In Hydrogen Aircraft Technology, 301–20. Routledge, 2017. http://dx.doi.org/10.1201/9780203751480-6.

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Brewer, G. D. "Hydrogen-Fueled Aircraft." In Hydrogen: Its Technology and Implications, 79–148. CRC Press, 2018. http://dx.doi.org/10.1201/9781351073295-2.

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Brewer, G. Daniel. "Subsonic Transport Aircraft." In Hydrogen Aircraft Technology, 63–246. Routledge, 2017. http://dx.doi.org/10.1201/9780203751480-4.

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Brewer, G. Daniel. "Hydrogen in Aeronautics." In Hydrogen Aircraft Technology, 1–12. Routledge, 2017. http://dx.doi.org/10.1201/9780203751480-1.

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Brewer, G. Daniel. "Implementing Use of Hydrogen as Fuel for Aircraft." In Hydrogen Aircraft Technology, 371–98. Routledge, 2017. http://dx.doi.org/10.1201/9780203751480-10.

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Brewer, G. Daniel. "The Outlook for Hydrogen: a Summary." In Hydrogen Aircraft Technology, 399–409. Routledge, 2017. http://dx.doi.org/10.1201/9780203751480-11.

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Brewer, G. Daniel. "The Potential of Hydrogen as Fuel for Aircraft." In Hydrogen Aircraft Technology, 13–17. Routledge, 2017. http://dx.doi.org/10.1201/9780203751480-2.

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Conference papers on the topic "Hydrogen Aircraft"

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Westenberger, Andreas. "Hydrogen Fueled Aircraft." In AIAA International Air and Space Symposium and Exposition: The Next 100 Years. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2003. http://dx.doi.org/10.2514/6.2003-2880.

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Palies, Paul P. "Hydrogen Thermal-Powered Aircraft Combustion and Propulsion System." In ASME Turbo Expo 2022: Turbomachinery Technical Conference and Exposition. American Society of Mechanical Engineers, 2022. http://dx.doi.org/10.1115/gt2022-78214.

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Abstract This article presents an assessment study of the propulsion system, the fuel distribution system, and the injector/combustor technologies enabling to eliminate CO2 emissions in aviation. In addition, the discussion is on NOx reduction methods and mitigation technologies, and a concept to fully eliminate NOx is proposed. To design and deploy an advanced thermal-powered aircraft based on liquid hydrogen fuel in future, it is important to provide key estimates that support feasibility of the methods and technologies developed and explored in this paper. This is conducted here for a typical narrow-body aircraft that will be retrofitted and considered. Once the design space and performance requirements are introduced, a compact low emission combustor including all components is discussed to operate with hydrogen swirled combustion to equip the turbofan engines of this conceptualized aircraft. The fuel tank is not only discussed with respect to the difference in power per unit volume and per unit mass between Sustainable Aviation Fuel (SAF) and H2 but also taking into account the Breguet range. This demonstrates that the volume of the tanks does not need to be four times more voluminous between H2 and SAF. The paper also presents a thermodynamics performance analysis for SAF fuel that is used to retrofit the engine with hydrogen fuel keeping inlet and outlet combustor stagnation temperatures equivalent. A method to derive the required flow split for future premixed combustor is described and conserve identical thermal power between SAF and H2 fuels. Flame stabilization critical challenges are also introduced.
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Baker, Jessica, Ramees Khaleel Rahman, Erik M. Ninnemann, and Subith Vasu. "Ammonia Hydrogen Ignition Measurements for Clean Aircraft Propulsion." In AIAA SCITECH 2022 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2022. http://dx.doi.org/10.2514/6.2022-0817.

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Troeltsch, Florian M., Marc Engelmann, Anna E. Scholz, Fabian Peter, Jochen Kaiser, and Mirko Hornung. "Hydrogen Powered Long Haul Aircraft with Minimized Climate Impact." In AIAA AVIATION 2020 FORUM. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2020. http://dx.doi.org/10.2514/6.2020-2660.

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Brelje, Benjamin J., and Joaquim R. R. A. Martins. "Aerostructural Wing Optimization for a Hydrogen Fuel Cell Aircraft." In AIAA Scitech 2021 Forum. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2021. http://dx.doi.org/10.2514/6.2021-1132.

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Borm, Oliver. "Evaluation of Gaseous Emissions From Hydrogen Combustion Aircraft Engines." In ASME Turbo Expo 2014: Turbine Technical Conference and Exposition. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/gt2014-25470.

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From an engineering point of view, hydrogen is an interesting aircraft fuel. Compared to hydrocarbon fuels, the number of emission species that may occur is reduced, if pure hydrogen is considered as fuel. All emissions containing carbon atoms might be neglected. Thus, the well known relationships for emission indices, combustion efficiency as well as the dry air–fuel–ratio, especially the presented analytic equations, are no longer applicable. Hence, a new set of equations for hydrogen air combustion is derived in this paper, which has not yet been done according to the author’s knowledge. This derivation is based on the basic definitions and assumptions from ARP1533B. Thus, the analysis strategy is very similar. As modern computational power is large enough to invert a small matrix in real time, the matrix method already described was chosen. This also has the advantage of incorporating interference effects easily. The emission analysis algorithm is validated by means of a generic test case. Furthermore, a statistically non–linear sensitivity analysis of the input parameters was carried out in order to quantify their measurement uncertainty as a propagated error on the output parameters. Additionally, some small mistakes and improvements, which attracted attention in ARP1533B, will also be mentioned within this paper.
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Suchomel, Charles, John Cole, and Isaac Silvera. "High Speed Aircraft Range Potential of Metallic Hydrogen Fuel." In 4th Flow Control Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2008. http://dx.doi.org/10.2514/6.2008-4003.

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Hartwig, Jason W., Bryan Fraser, Gerald Brown, David Koci, Keith R. Hunker, Cheryl Bowman, Lee Kohlman, Phillip Schrum, and David Matten. "A New Liquid Hydrogen Based Superconducting Test Rig to Measure AC Losses." In 2018 AIAA/IEEE Electric Aircraft Technologies Symposium. Reston, Virginia: American Institute of Aeronautics and Astronautics, 2018. http://dx.doi.org/10.2514/6.2018-5028.

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Coelho, Vasco, Pedro Silva, Paulo Sa, Joao Caetano, Luis Felix, Frederico Afonso, and Andre Marta. "Design of a tactical eVTOL UAV with a Hydrogen Fuel Cell." In 2022 International Conference on Unmanned Aircraft Systems (ICUAS). IEEE, 2022. http://dx.doi.org/10.1109/icuas54217.2022.9836046.

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Alves, Bernardo, Andre Marta, and Luis Felix. "Multidisciplinary Optimisation of an eVTOL UAV With a Hydrogen Fuel Cell." In 2022 International Conference on Unmanned Aircraft Systems (ICUAS). IEEE, 2022. http://dx.doi.org/10.1109/icuas54217.2022.9836228.

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Reports on the topic "Hydrogen Aircraft"

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Health hazard evaluation report: evaluation of exposures and a potential hydrogen sulfide release event at an aircraft engine services facility, West Virginia. U.S. Department of Health and Human Services, Public Health Service, Centers for Disease Control and Prevention, National Institute for Occupational Safety and Health, July 2014. http://dx.doi.org/10.26616/nioshheta201400423216.

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