Journal articles: 'Hydrogen Aircraft'

1

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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9

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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10

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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Verstraete, D., P. Hendrick, P. Pilidis, and K. Ramsden. "Hydrogen fuel tanks for subsonic transport aircraft." International Journal of Hydrogen Energy 35, no. 20 (October 2010): 11085–98. http://dx.doi.org/10.1016/j.ijhydene.2010.06.060.

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12

Marksel, Maršenka, and Anita Prapotnik Brdnik. "Maximum Take-Off Mass Estimation of a 19-Seat Fuel Cell Aircraft Consuming Liquid Hydrogen." Sustainability 14, no. 14 (July 8, 2022): 8392. http://dx.doi.org/10.3390/su14148392.

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In this paper, the maximum take-off mass (MTOM) of a 19-seat fuel cell aircraft with similar characteristics to a conventional 19-seat aircraft is estimated using the combination of a rapid method and semi-empirical equations. The study shows that the MTOM of a 19-seat fuel cell aircraft with current technology would be 25% greater than that of a conventional aircraft. However, with the expected technological improvements, the MTOM of a 19-seat fuel cell aircraft could reach lower values than that of a conventional aircraft. The most important parameter affecting the MTOM of fuel cell aircraft is the power-to-weight ratio of the fuel cells. If this ratio of fuel cell aircraft does not improve significantly in the future, fuel cell aircraft with lower power loading will become the preferred choice; thus, certain trade-offs in flight performance, such as a longer takeoff distance, will be accepted. The study provides the basis for further economic analysis of fuel cell aircraft, which has yet to be conducted.

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Бурцев, S. Burtsev, Дун Гэ, and Dong Ge. "Feasibility Analysis of Hydrogen Fuel Using for Short and Medium Range Aircrafts’ Engines." Safety in Technosphere 5, no. 2 (April 25, 2016): 11–17. http://dx.doi.org/10.12737/20791.

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An analysis of circuit design for a perspective propulsion system for short and medium range aircrafts has been carried out. It has been shown that use of traditional schemes engines working at aviation kerosene TC-1 will not allow match the ICAO ecological requirements for an aircraft of 2025-2035. Transition to hydrogen or liquefied natural gas allows match ICAO requirements for CO2 emissions. However it will lead to an essential transportation value addition (due to hydrogen and liquefied natural gas production and storage infrastructure). Application of the combined propulsion systems using both kerosene and cryogenic fuel will allow increase fuel efficiency and reduce CO2 emission by 16% for hydrogen and by 2.5–4.5% for methane. In such a case partial transition to hydrogen fuel will allow match ICAO requirements at the current freight charge.

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14

Papantoni, Veatriki, Florian Linke, Katrin Dahlmann, Markus Kühlen, Daniel Silberhorn, Urte Brand, and Thomas Vogt. "Life Cycle Assessment of Power-to-Liquid for Aviation: A Case Study of a Passenger Aircraft." E3S Web of Conferences 349 (2022): 02003. http://dx.doi.org/10.1051/e3sconf/202234902003.

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The aviation sector is estimated to require a widespread deployment of sustainable fuels next to developments in aircraft technology and improvements in operations and infrastructure to efficiently reduce its climate impact. A possible pathway for more sustainable aviation fuels could be fuel production using hydrogen via water electrolysis with renewable energy followed by Fischer-Tropsch synthesis, also known as Power-to-Liquid (PtL). In order to investigate whether this fuel pathway contributes to the reduction in environmental impacts, we conduct an environmental Life Cycle Assessment (LCA) compared to fossil fuel for the use in a narrow-body shortto medium-haul aircraft fleet. Within the LCA, the focus lies on the phases of fuel production and operation of the aircraft’s life cycle. Unlike most LCA studies in aviation, the impacts of the flight emissions are computed based on the aircraft characteristics and considering the geographic position and altitude of the aircraft for a global route network. Since the aircraft design is not affected by the fuel types under investigation, the aircraft production and end-of-life phases are not considered in the LCA. This contribution shows the potential of PtL for aviation in a well-to-wake environmental sustainability analysis considering climate change and nine additional impact categories.

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15

Kramer, David. "Hydrogen-powered aircraft may be getting a lift." Physics Today 73, no. 12 (December 1, 2020): 27–29. http://dx.doi.org/10.1063/pt.3.4632.

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16

Khandelwal, Bhupendra, Adam Karakurt, Paulas R. Sekaran, Vishal Sethi, and Riti Singh. "Hydrogen powered aircraft : The future of air transport." Progress in Aerospace Sciences 60 (July 2013): 45–59. http://dx.doi.org/10.1016/j.paerosci.2012.12.002.

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17

Huete, J., D. Nalianda, and P. Pilidis. "Propulsion system integration for a first-generation hydrogen civil airliner?" Aeronautical Journal 125, no. 1291 (May 28, 2021): 1654–65. http://dx.doi.org/10.1017/aer.2021.36.

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ABSTRACTAn unusual philosophical approach is proposed here to decarbonise larger civil aircraft that fly long ranges and consume a large fraction of civil aviation fuel. These inject an important amount of carbon emissions into the atmosphere, and holistic decarbonising solutions must consider this sector. A philosophical–analytical investigation is reported here on the feasibility of an airliner family to fly over long ranges and assist in the elimination of carbon dioxide emissions from civil aviation.Backed by state-of-the-art correlations and engine performance integration analytical tools, a family of large airliners is proposed based on the development and integration of the body of a very large two-deck four-engine airliner with the engines, wings and flight control surfaces of a very long-range twin widebody jet. The proposal is for a derivative design and not a retrofit. This derivative design may enable a swifter entry to service.The main contribution of this study is a philosophical one: a carefully evaluated aircraft family that appears to have very good potential for first-generation hydrogen-fuelled airliners using gas turbine engines for propulsion. This family offers three variants: a 380-passenger aircraft with a range of 3,300nm, a 330-passenger aircraft with a range of 4,800nm and a 230-passenger aircraft with a range of 5,500nm. The latter range is crucially important because it permits travel from anywhere in the globe to anywhere else with only one stop. The jet engine of choice is a 450kN high-bypass turbofan.

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18

Khan, M. Anwar H., Joel Brierley, Kieran N. Tait, Steve Bullock, Dudley E. Shallcross, and Mark H. Lowenberg. "The Emissions of Water Vapour and NOx from Modelled Hydrogen-Fuelled Aircraft and the Impact of NOx Reduction on Climate Compared with Kerosene-Fuelled Aircraft." Atmosphere 13, no. 10 (October 12, 2022): 1660. http://dx.doi.org/10.3390/atmos13101660.

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A kerosene fuelled aircraft was modelled within a performance tool and fuel burn and the emissions of nitrogen oxides (NOx) and water vapour at different stages of flight throughout the mission were estimated. Adaptions were made to engine and aircraft parameters within the performance tool to accommodate a liquid hydrogen fuel over the same given mission. Once an iterative design process had been completed to ensure the aircraft could perform the given mission, the performance tool was again used to calculate total fuel burn. Fuel burn results alongside predicted emission indices were used to estimate the emissions of NOx, water vapour from hydrogen-fuelled aircraft. The use of hydrogen fuel over kerosene fuel in the modelled aircraft resulted in the removal of carbon-based emission species alongside 86% reduction in NOx and 4.3 times increase in water vapour emission. The climate impact of this switch with the reduction in NOx emission was assessed by a 3D global atmospheric chemistry and transport model, STOCHEM-CRI, which found a significant reduction in the concentration of a potent greenhouse gas, ozone, and an oxidizing agent, OH, by up to 6% and 25%, respectively. The reduction of OH levels could induce a positive radiative forcing effect as the lifetime of another important greenhouse gas, methane, is increased. However, the magnitude of this increase is very small (~0.3%), thus the overall impact of the reduction in NOx emissions is likely to have a net negative radiative forcing effect, improving aviation’s impact on the environment. However, further work is warranted on effects of other emission species, specifically water vapour, particulate matter and unburned hydrogen.

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Suewatanakul, Siwat, Alessandro Porcarelli, Adam Olsson, Henrik Grimler, Ariel Chiche, Raffaello Mariani, and Göran Lindbergh. "Conceptual Design of a Hybrid Hydrogen Fuel Cell/Battery Blended-Wing-Body Unmanned Aerial Vehicle—An Overview." Aerospace 9, no. 5 (May 19, 2022): 275. http://dx.doi.org/10.3390/aerospace9050275.

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The manuscript presents the conceptual design phase of an unmanned aerial vehicle, with the objective of a systems approach towards the integration of a hydrogen fuel-cell system and Li-ion batteries into an aerodynamically efficient platform representative of future aircraft configurations. Using a classical approach to aircraft design and a combination of low- and high-resolution computational simulations, a final blended wing body UAV was designed with a maximum take-off weight of 25 kg and 4 m wingspan. Preliminary aerodynamic and propulsion sizing demonstrated that the aircraft is capable of completing a 2 h long mission powered by a 650 W fuel cell, hybridized with a 100 Wh battery pack, and with a fuel quantity of 80 g of compressed hydrogen.

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20

Zhang, Tian Gang, and Xiao Yun Hou. "Potential of Reducing the Environmental Impact of Aviation by Using Hydrogen." Applied Mechanics and Materials 66-68 (July 2011): 315–18. http://dx.doi.org/10.4028/www.scientific.net/amm.66-68.315.

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Large investments have already been made in Europe and the US through R&T programmes and collaborations to reduce the negative environmental effects of aircraft use. Research is therefore providing the technologies to improve the performance of existing engine components. The main objective of the paper is to evaluate the potential of reducing the environmental impact of civil subsonic aviation by using hydrogen fuel. 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.

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21

Kaptsov, Maxim, and Luis Rodrigues. "Flight management system for hydrogen-powered aircraft in cruise." Aerospace Systems 4, no. 3 (June 14, 2021): 201–8. http://dx.doi.org/10.1007/s42401-021-00097-8.

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22

Verstraete, D. "On the energy efficiency of hydrogen-fuelled transport aircraft." International Journal of Hydrogen Energy 40, no. 23 (June 2015): 7388–94. http://dx.doi.org/10.1016/j.ijhydene.2015.04.055.

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23

Kuźniar, Michał. "Energy comparative analysis of power units for use in light aircraft." AUTOBUSY – Technika, Eksploatacja, Systemy Transportowe 20, no. 1-2 (February 28, 2019): 88–92. http://dx.doi.org/10.24136/atest.2019.013.

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In reference to the research conducted on environmentally friendly sources of propulsion for aircrafts, there was carried out an energetic comparative analysis for power units using various power sources. For this analysis, the AOS-71 glider airframe was used. The calculations were done for different variants: a combustion engine, an electrical engine, a hybrid combustion engine and a hybrid engine with a hydrogen cell. The research was based on the assumption of the same aircraft take-off weight of 660 kg. The energy accumulated on board was determined, and then the duration and range for each type of propulsion for two flight trajectories. The results were present-ed in diagrams and discussed in the conclusions.

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L, Ponyaev. "Development of the Low Toxic Cross Polar Air Transport using Innovative Hydrogen Projection for Large Aircraft and Airships." Environmental Sciences and Ecology: Current Research (ESECR 2, no. 6 (November 16, 2021): 1–4. http://dx.doi.org/10.54026/esecr/1037.

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The new shortly and low cost Regular Airlines Cargo & PAX directions via Arctic Cross Polar Air Transportation Routes of the future High Ecology Efficiency and Safety ICAO Strategy will be base on the more perspective for Trans Continental Airlines Operations by IATA International Law Regulations and World Climate Protect Law. Using the more shortly directions of Trans Polar Flight for Long-Haul Aircrafts (LHA) Routes by leader Airlines Sky Teams with Aeroflot are request to find new Geometrical Layout of Aircraft Design Industrial Projections & Products Lines. The increase in the dimension of LHA came into conflict with modern Airport Infrastructure and led to the search for alternative Arctic Planes & Dirigibles Options for constructively layout circuit solutions with protection of minimum weight and drag issues in order to deal with this contradiction. Computer Digital Aircraft Structural-Parametric Analysis of the influence of Aviation Infrastructure Constraints in the basing of LHA on the choice of alternative Design Options for Lift Fuselage Body or Flying-V layout was carried out.

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Mangold, Jonas, Daniel Silberhorn, Nicolas Moebs, Niclas Dzikus, Julian Hoelzen, Thomas Zill, and Andreas Strohmayer. "Refueling of LH2 Aircraft—Assessment of Turnaround Procedures and Aircraft Design Implication." Energies 15, no. 7 (March 28, 2022): 2475. http://dx.doi.org/10.3390/en15072475.

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Green liquid hydrogen (LH2) could play an essential role as a zero-carbon aircraft fuel to reach long-term sustainable aviation. Excluding challenges such as electrolysis, transportation and use of renewable energy in setting up hydrogen (H2) fuel infrastructure, this paper investigates the interface between refueling systems and aircraft, and the impacts on fuel distribution at the airport. Furthermore, it provides an overview of key technology design decisions for LH2 refueling procedures and their effects on the turnaround times as well as on aircraft design. Based on a comparison to Jet A-1 refueling, new LH2 refueling procedures are described and evaluated. Process steps under consideration are connecting/disconnecting, purging, chill-down, and refueling. The actual refueling flow of LH2 is limited to a simplified Reynolds term of v · d = 2.35 m2/s. A mass flow rate of 20 kg/s is reached with an inner hose diameter of 152.4 mm. The previous and subsequent processes (without refueling) require 9 min with purging and 6 min without purging. For the assessment of impacts on LH2 aircraft operation, process changes on the level of ground support equipment are compared to current procedures with Jet A-1. The technical challenges at the airport for refueling trucks as well as pipeline systems and dispensers are presented. In addition to the technological solutions, explosion protection as applicable safety regulations are analyzed, and the overall refueling process is validated. The thermodynamic properties of LH2 as a real, compressible fluid are considered to derive implications for airport-side infrastructure. The advantages and disadvantages of a subcooled liquid are evaluated, and cost impacts are elaborated. Behind the airport storage tank, LH2 must be cooled to at least 19K to prevent two-phase phenomena and a mass flow reduction during distribution. Implications on LH2 aircraft design are investigated by understanding the thermodynamic properties, including calculation methods for the aircraft tank volume, and problems such as cavitation and two-phase flows. In conclusion, the work presented shows that LH2 refueling procedure is feasible, compliant with the applicable explosion protection standards and hence does not impact the turnaround procedure. A turnaround time comparison shows that refueling with LH2 in most cases takes less time than with Jet A-1. The turnaround at the airport can be performed by a fuel truck or a pipeline dispenser system without generating direct losses, i.e., venting to the atmosphere.

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26

Klochkov, V. V., S. V. Ratner, and S. M. Rozhdestvenskaya. "Scenario forecasting for the choice of energy source type in civil aviation." Economic Analysis: Theory and Practice 19, no. 12 (December 25, 2020): 2276–300. http://dx.doi.org/10.24891/ea.19.12.2276.

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Subject. Aviation is one of promising transport sectors for the use of hydrogen. However, the level of readiness of aircraft technologies for electric traction and fuel cells as on-board energy sources is too low to accurately predict their economic parameters. Objectives. The aim is to forecast scenarios for technological development of the ‘aircraft and civil aviation’ system, based on its endogenous properties; to build a set of threshold values for external development parameters of the system under study, separating the areas of preference for alternative fuel and energy technologies. Methods. We employ general scientific methods of research. Results. The paper shows the boundaries of prices for aviation kerosene and methane, for aviation kerosene and hydrogen, and for methane and hydrogen, enabling to determine conditions, under which the transition to a particular fuel and energy technology will be economically justified, considering the necessary cost of changing the design of the aircraft. Conclusions. The presented maps of technological forks demonstrate that the transition to hydrogen in aviation will occur only after the price for methane passes its minimum (which is determined by the future level of perfection of its extraction and production technologies), and then exceeds the price for hydrogen, due to the limited easily accessible resources of natural gas. However, this conclusion rests on the assumption that there are no strict measures to discourage hydrocarbon energy in the aviation sector, and that there is no economy of scale.

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Łapka, Piotr, Mirosław Seredyński, and Andrzej Ćwik. "Preliminary study on supercritical hydrogen and bleed air heat exchanger for aircraft application." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 232, no. 12 (June 13, 2017): 2231–43. http://dx.doi.org/10.1177/0954410017711723.

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In this paper, the new idea of the supercritical hydrogen–bleed air heat exchanger for future aircraft propulsion technology is investigated. The proposed heat exchanger will be located in the nacelle of commercial aircraft, and therefore is subjected to several geometrical constrains. At first, the initial geometry was proposed and then based on constrains and assumed operation conditions the main geometrical parameters and dimensions of the heat exchanger were calculated and optimized. The analyses were carried out by developing simple thermo-fluid 1D mathematical and numerical models of the heat exchanger, which were based on its geometrical features, directions of streams of hydrogen, and bleed air as well as on semi-empirical correlations for local Nusselt numbers and pressure drops for supercritical hydrogen and bleed air flows. The 1D model was partially validated using data from the experimental measurements. Then based on the obtained results, the final geometry of the supercritical hydrogen–bleed air heat exchanger was proposed.

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Ivanov, A. I., and V. A. Borisov. "Oxygen-hidrogen liquid rocket engine using turbo-pump developed for aviation hidrogen liquid two-spool turbo-jet." VESTNIK of Samara University. Aerospace and Mechanical Engineering, no. 3-2(34) (April 18, 2014): 302–6. http://dx.doi.org/10.18287/2541-7533-2012-0-3-2(34)-302-306.

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Sofyan, Nofrijon I. "Determination of Copper Dissolution Activation Energy in Concentrated Hydrogen Peroxide." Advanced Materials Research 277 (July 2011): 120–28. http://dx.doi.org/10.4028/www.scientific.net/amr.277.120.

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Determination of copper dissolution activation energy in concentrated hydrogen peroxide used as a decontaminant agent on aircraft has been carried out. This work was performed in conjunction with the determination of the effect of hydrogen peroxide used as a decontaminant agent on selected aircraft metallic materials. The main idea of this work was to simulate the worst possible condition, i.e. spillage of the liquid concentrate due to operator abuse or conditions where large-scale condensation of the peroxide takes place due to the failure of decontamination process control. Due to inherent properties of the chemical used as a decontaminant agent, it possibly could affect the airliner metallic materials during or after the decontamination process, particularly copper. Since copper is one of the important alloying elements in the aluminum alloys, this work was performed to get the idea how fast the process takes place and so to help understanding the subsequent corrosion process, if any, on the aircraft’s flightworthiness at least qualitatively and ideally quantitatively. The results showed that the rate of copper dissolution increased for the first 15 minutes of the reaction time with an activation energy of 19 kJ/mol, and then the fraction of copper dissolved became constant. This constant dissolution was expected to be due to the formation of copper hydroxide, which was observed to precipitate after the solution settled for some time. However, because the final consumption of hydrogen peroxide was not controlled, the exact reason for this constant dissolution cannot be determined at this time. The value of activation energy is within the range of activation energy found in the literature for other dissolution process. The low activation energy for dissolution of pure copper correlates with the observation of dissolution of copper from intermetallic particles in the aluminum alloys.

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Hamryszczak, Zaneta T., Andrea Pozzer, Florian Obersteiner, Birger Bohn, Benedikt Steil, Jos Lelieveld, and Horst Fischer. "Distribution of hydrogen peroxide over Europe during the BLUESKY aircraft campaign." Atmospheric Chemistry and Physics 22, no. 14 (July 22, 2022): 9483–97. http://dx.doi.org/10.5194/acp-22-9483-2022.

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Abstract. In this work we present airborne in situ trace gas observations of hydrogen peroxide (H2O2) and the sum of organic hydroperoxides over Europe during the Chemistry of the Atmosphere – Field Experiments in Europe (CAFE-EU, also known as BLUESKY) aircraft campaign using a wet chemical monitoring system, the HYdrogen Peroxide and Higher Organic Peroxide (HYPHOP) monitor. The campaign took place in May–June 2020 over central and southern Europe with two additional flights dedicated to the North Atlantic flight corridor. Airborne measurements were performed on the High Altitude and LOng-range (HALO) research operating out of Oberpfaffenhofen (southern Germany). We report average mixing ratios for H2O2 of 0.32 ± 0.25, 0.39 ± 0.23 and 0.38 ± 0.21 ppbv in the upper and middle troposphere and the boundary layer over Europe, respectively. Vertical profiles of measured H2O2 reveal a significant decrease, in particular above the boundary layer, contrary to previous observations, most likely due to cloud scavenging and subsequent rainout of soluble species. In general, the expected inverted C-shaped vertical trend with maximum hydrogen peroxide mixing ratios at 3–7 km was not found during BLUESKY. This deviates from observations during previous airborne studies over Europe, i.e., 1.64 ± 0.83 ppbv during the HOOVER campaign and 1.67 ± 0.97 ppbv during UTOPIHAN-ACT II/III. Simulations with the global chemistry–transport model EMAC partly reproduce the strong effect of rainout loss on the vertical profile of H2O2. A sensitivity study without H2O2 scavenging performed using EMAC confirms the strong influence of clouds and precipitation scavenging on hydrogen peroxide concentrations. Differences between model simulations and observations are most likely due to difficulties in the simulation of wet scavenging processes due to the limited model resolution.

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Dong, Qinpeng, and Chao Ma. "Synthesis analysis of electric propulsion implement in large civil aircraft." Journal of Physics: Conference Series 2252, no. 1 (April 1, 2022): 012021. http://dx.doi.org/10.1088/1742-6596/2252/1/012021.

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Abstract With more and more concerns of carbon emission reduction in civil aviation, this article aims to illustrate the current development and product of electric propulsion in civil aviation, also to investigate the feasibility and benefit of electric propulsion implement on large civil aircraft. In order to achieve this objective, a single aisle passenger airliner concept with electric propulsion was designed and trade-studied. There are both advantages and disadvantages of different energy architecture such as Turbine generator, APU generator, Lithium battery and Hydrogen fuel cell system. As the practical energy density of lithium battery is much lower than needed, considering the current situation and development potential, fuel cell with liquid hydrogen are most possibly used as the main power source in future large civil aircraft.

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Dong, Qinpeng, and Chao Ma. "Synthesis analysis of electric propulsion implement in large civil aircraft." Journal of Physics: Conference Series 2252, no. 1 (April 1, 2022): 012021. http://dx.doi.org/10.1088/1742-6596/2252/1/012021.

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Abstract With more and more concerns of carbon emission reduction in civil aviation, this article aims to illustrate the current development and product of electric propulsion in civil aviation, also to investigate the feasibility and benefit of electric propulsion implement on large civil aircraft. In order to achieve this objective, a single aisle passenger airliner concept with electric propulsion was designed and trade-studied. There are both advantages and disadvantages of different energy architecture such as Turbine generator, APU generator, Lithium battery and Hydrogen fuel cell system. As the practical energy density of lithium battery is much lower than needed, considering the current situation and development potential, fuel cell with liquid hydrogen are most possibly used as the main power source in future large civil aircraft.

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. El-Bably, Mohammad, Mohammad El-Samanoudy, and Abdel Rady AL-Nady. "THE EFFECT OF LIQUID HYDROGEN AIRCRAFT IN THE GREENHOUSE PHENOMENON." Journal of Environmental Science 49, no. 6 (June 20, 2020): 11–30. http://dx.doi.org/10.21608/jes.2020.163869.

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Park, Dae-Il, Sung-Uk Kim, Dong-Min Kim, and Tae-Gyu Kim. "Performance Evaluation of Hydrogen Generator for Fuel Cell Unmanned Aircraft." Journal of the Korean Society for Aeronautical & Space Sciences 39, no. 7 (July 1, 2011): 627–33. http://dx.doi.org/10.5139/jksas.2011.39.7.627.

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Pantelakis,, Sp G., P. V. Petroyiannis,, and Al Th Kermanidis,. "CORROSION AND HYDROGEN EMBRITTLEMENT OF THE 2024 AIRCRAFT ALUMINIUM ALLOY." Corrosion Reviews 25, no. 3-4 (August 2007): 363–76. http://dx.doi.org/10.1515/corrrev.2007.25.3-4.363.

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Elitzur, Shani, Valery Rosenband, and Alon Gany. "On-board hydrogen production for auxiliary power in passenger aircraft." International Journal of Hydrogen Energy 42, no. 19 (May 2017): 14003–9. http://dx.doi.org/10.1016/j.ijhydene.2017.02.037.

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Winnefeld, Christopher, Thomas Kadyk, Boris Bensmann, Ulrike Krewer, and Richard Hanke-Rauschenbach. "Modelling and Designing Cryogenic Hydrogen Tanks for Future Aircraft Applications." Energies 11, no. 1 (January 3, 2018): 105. http://dx.doi.org/10.3390/en11010105.

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Juste, Gregorio L., and Efren M. Benavides. "Feasibility Analysis of Hydrogen as Additional Fuel in Aircraft Propulsion." International Journal of Green Energy 5, no. 1-2 (February 15, 2008): 69–86. http://dx.doi.org/10.1080/15435070701839421.

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Panchenko, S. L., and T. V. Gras’ko. "Methodology for thermal calculation of the heat exchanger for cooling the air at the intake of the aerospace plane engine compressor." VESTNIK of Samara University. Aerospace and Mechanical Engineering 21, no. 4 (January 18, 2023): 33–43. http://dx.doi.org/10.18287/2541-7533-2022-21-4-33-43.

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The tasks performed by modern military aircraft are currently expanding, as they are solved both in the air and in the aerospace, at high altitudes and at high flight speeds. However, in this case, the use of turbojet engines operation on aviation kerosene is not possible because of the high temperatures of aircraft structural elements due to aerodynamic heating that leads to the destruction of kerosene and the impossibility of using it as fuel. It is necessary to search for alternative fuel options, one of which is cryogenic fuel. This article substantiates the possibility of using cryogenic fuel, in particular hydrogen, for aerospace plane engines. Hydrogen has higher energetic qualities compared to aviation kerosene. The necessity of cooling the air before it enters the engine at high flight speeds of the aircraft has been proved. A design of the heat exchanger for cooling the air entering the compressor is proposed, and a method for its thermal calculation is developed, which is necessary when designing the structural layout of aerospace plane propulsion system.

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Marinaro, Gianluca, Giuseppe Di Lorenzo, and Antonio Pagano. "From a Battery-Based to a PEM Fuel Cell-Based Propulsion Architecture on a Lightweight Full Electric Aircraft: A Comparative Numerical Study." Aerospace 9, no. 8 (July 29, 2022): 408. http://dx.doi.org/10.3390/aerospace9080408.

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The aviation sector is firmly committed to reducing harmful emissions and electric propulsion promises to tackle both pollution and noise at the same time. More Electric Aircrafts are progressively giving way to full electric aircraft that are expected to represent the next revolution in aviation. As is known, electric propulsion can be based on different electrochemical sources; nowadays, the widely used systems are developed on lithium battery packs, especially in automotive, where requirements in terms of gravimetric and volumetric energy densities are not so stringent compared to the aeronautical sector. Systems based on hydrogen fuel cells exhibit better performance in terms of range and endurance. In this article, a numerical study is presented on a lightweight electric aircraft, whose battery-based architecture is converted to a fuel cell-based architecture with the contribution of a battery pack that essentially intervenes in the take-off phase and, in addition, of a pack of ultracapacitors to prevent high discharge rate of the battery. The final intent is to explore the range extension without an increase in maximum take-off weight. The lumped parameter numerical models of the two propulsion systems have been developed in Simcenter Amesim where a set of simulations has been launched. It is shown that even under the constraint on the maximum take-off weight a significant extension of the range is obtained when adopting an electric propulsion system based on hydrogen fuel cells.

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Salehpour, Mohammad Javad, Hamid Radmanesh, Seyyed Mohammad Hosseini Rostami, Jin Wang, and Hye-Jin Kim. "Effect of Load Priority Modeling on the Size of Fuel Cell as an Emergency Power Unit in a More-Electric Aircraft." Applied Sciences 9, no. 16 (August 8, 2019): 3241. http://dx.doi.org/10.3390/app9163241.

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The proton exchange membrane fuel cell as a green power source is a suitable replacement of the engine mounted generators in the emergency power unit of a more-electric aircraft. Most existing energy management methods for operation of fuel cells in the more-electric aircraft refer to the hydrogen consumption minimization. But due to the increasing number of electrical components and hence electrical demand in the aircraft, demand-side management should be considered in these methods. In order to determine the effect of demand-side management on the fuel cell operation and size, an efficient load priority model is presented and integrated into an optimization framework. The proposed optimization framework is formulated as mixed-integer quadratic programming using Karush–Kuhn–Tucker optimality condition and is solved by CPLEX optimization tool. The Boeing 787 electrical distribution system is considered as a single-bus case study to evaluate the performance of the proposed optimization framework. Numerical results show that the size of fuel cell as an emergency power unit resource depends on the type and importance of the system’s loads in different emergency conditions. Also, with an efficient priority model, both hydrogen consumption and load shedding can be decreased.

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Ponyaev, L., M. Kuprikov, N. Kuprikov, and R. Domjan. "Graphene Technology for Design Efficiency of the Solar Hybrid Electrical Cryoplane and Airships." IOP Conference Series: Materials Science and Engineering 1226, no. 1 (February 1, 2022): 012063. http://dx.doi.org/10.1088/1757-899x/1226/1/012063.

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Abstract The problems of introducing graphene technologies into the design studies of complex aviation solutions of minimal weight are relevant for the development of high-strength and lightweight composite structures with surface solar nano film energy storage for hybrid electric cryogenic aircraft (hydrogen cryoplanes LH2) and airships (disk-shaped Thermoplane MAI). The optimal design is directly related to the higher specific characteristics of liquid hydrogen fuel systems together with cryocooling systems, taking into account the use of new graphene-based materials and thin flexible solar cells, which is considered for SOLARSTRATOS and MAI projects or for any projects of hybrid electric aircraft/airships and their engines. A design analysis has been carried out to improve the design capabilities when introducing graphene technologies with their unique strength, electrical superconductivity, gas tightness and low mass in the component modification of a hybrid electric propulsion (HEP) and aero elastic energy-recoverable aircraft structures. The choice of rational design solutions using combined graphene composites, quartz dampers-vibration accumulators of structures and film solar energy cells allows you to reduce the weight of larger fuel tanks with liquefied hydrogen at high and low internal pressures and at the same time include electric motors in the cryocooling system – generators, power cables and batteries with additional solar energy charging, which increases the efficiency of on-board electrical systems and reduces the initial energy level and allows to increase energy efficiency and reduce weight costs during design studies.

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Corchero, G., and J. L. Montañés. "An approach to the use of hydrogen for commercial aircraft engines." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 219, no. 1 (January 2005): 35–44. http://dx.doi.org/10.1243/095441005x9139.

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U. Haque, Anwar, Waqar Asrar, Ashraf A. Omar, Erwin Sulaeman, and J. S. Mohamed Ali. "Assessment of engine׳s power budget for hydrogen powered hybrid buoyant aircraft." Propulsion and Power Research 5, no. 1 (March 2016): 34–44. http://dx.doi.org/10.1016/j.jppr.2016.01.008.

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NOJOUMI, H., I. DINCER, and G. NATERER. "Greenhouse gas emissions assessment of hydrogen and kerosene-fueled aircraft propulsion." International Journal of Hydrogen Energy 34, no. 3 (February 2009): 1363–69. http://dx.doi.org/10.1016/j.ijhydene.2008.11.017.

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Rinaldi, Gino, Trisha Huber, Heather McIntosh, Les Lebrun, Heping Ding, and John Weber. "Corrosion Sensor Development for Condition-Based Maintenance of Aircraft." International Journal of Aerospace Engineering 2012 (2012): 1–11. http://dx.doi.org/10.1155/2012/684024.

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Aircraft routinely operate in atmospheric environments that, over time, will impact their structural integrity. Material protection and selection schemes notwithstanding, recurrent exposure to chlorides, pollution, temperature gradients, and moisture provide the necessary electrochemical conditions for the development and profusion of corrosion in aircraft structures. For aircraft operators, this becomes an important safety matter as corrosion found in a given aircraft must be assumed to be present in all of that type of aircraft. This safety protocol and its associated unscheduled maintenance requirement drive up the operational costs of the fleet and limit the availability of the aircraft. Hence, there is an opportunity at present for developing novel sensing technologies and schemes to aid in shifting time-based maintenance schedules towards condition-based maintenance procedures. In this work, part of the ongoing development of a multiparameter integrated corrosion sensor is presented. It consists of carbon nanotube/polyaniline polymer sensors and commercial-off-the-shelf sensors. It is being developed primarily for monitoring environmental and material factors for the purpose of providing a means to more accurately assess the structural integrity of aerospace aluminium alloys through fusion of multiparameter sensor data. Preliminary experimental test results are presented for chloride ion concentration, hydrogen gas evolution, humidity variations, and material degradation.

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Aryal, Utsav Raj, Majid Aziz, and Ajay Krishna Prasad. "(Invited) Electrochemical Gas Separation." ECS Meeting Abstracts MA2022-02, no. 27 (October 9, 2022): 1031. http://dx.doi.org/10.1149/ma2022-02271031mtgabs.

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Electrochemical gas separators are electrically powered systems that selectively remove a targeted gas species from a mixture of gases by virtue of electrochemical reactions. Electrochemical separation is an attractive option owing to its higher efficiency and lower cost compared to incumbent technologies like pressure swing adsorption, cryogenic processes, and selective permeation. This work focuses on two specific electrochemical separation processes – (1) separation of hydrogen from a mixture of gases to help develop the hydrogen distribution infrastructure, and (2) nitrogen separation from air for aircraft fuel tank inerting. Reductions in CO2 emission since the beginning of this century by the US electric power sector are mainly attributed to the replacement of coal by natural gas in power plants. Nevertheless, the combustion of natural gas still contributes heavily to global warming and climate change. It is imperative to find alternatives to combustion-based energy technologies and nurture the growth of renewable energy systems. In this scenario, hydrogen is a leading candidate as a carbon-free fuel with high energy density and is expected to play a key role in future energy systems. However, hydrogen faces serious obstacles in its distribution due to the lack of a nationwide hydrogen pipeline network. Developing a dedicated hydrogen pipeline network will be quite expensive, therefore, it is worthwhile to examine whether existing natural gas pipelines could be effectively deployed for hydrogen distribution. This would be accomplished by directly injecting a prescribed amount of hydrogen at the point of production into a natural gas pipeline. Such a mixture of hydrogen and methane is labeled as hythane. While this enables the convenient transport of hydrogen across large distances, the process can only be completed by separating hydrogen from methane at the destination point. Electrochemical hydrogen separation (ECHS) systems built around proton-selective polymer electrolyte membranes (PEMs) represent an effective platform to separate and simultaneously compress hydrogen in a continuous operation. Furthermore, ECHS ensures that the resulting gas is not contaminated by lubrication oil as observed in conventional systems. In ECHS, the hythane mixture enters the anode compartment wherein the hydrogen is selectively dissociated to protons and electrons. The protons are then driven across the PEM by an externally applied voltage to recover hydrogen at the cathode. The first part of this study demonstrates hydrogen purification using low-temperature PEM-based ECHS from various gas mixtures including methane/hydrogen, carbon dioxide/hydrogen, water gas shift effluent, and hythane. ECHS performance is first investigated for pure hydrogen as a function of membrane thickness, cell temperature, and relative humidity of the anode stream. In the second set of experiments, various ratios of methane/hydrogen and carbon dioxide/hydrogen are introduced to examine the effect of hydrogen concentration in the feed gas mixture on ECHS performance. Finally, experiments are performed for hydrogen purification from a water gas shift (WGS) effluent mixture as well as a practical hythane gas feed. ECHS performance for all gas mixtures was benchmarked against the pure hydrogen case. The purity of the separated hydrogen gas was measured to confirm the effectiveness of the method. The results show that ECHS represents a good solution to separate hydrogen from the hythane mixture at the downstream end of the pipeline. Pertinent to the second electrochemical separation process examined here, after the TWA flight 800 disaster due to a fuel tank explosion in 1996, inerting of aircraft fuel tanks became a priority. During fuel tank inerting, an inert gas like nitrogen is supplied to the tank to reduce its flammability. An electrochemical gas separation and inerting system (EGSIS) is a device that generates nitrogen enriched air (NEA) from ambient air by the application of electrical power. EGSIS combines a PEM electrolyzer anode wherein water is dissociated to release oxygen, and a PEM fuel cell cathode where atmospheric air is converted to NEA. Aircraft tank inerting requires varying NEA flowrates (low during takeoff and ascent, and high during descent). In conventional hollow fiber membrane air separation modules typically used in current aircraft, the total membrane surface area is determined by the maximum required NEA flow rate which results in large and expensive modules. On the other hand, the NEA flow rate can be easily controlled in EGSIS by simply adjusting the applied voltage. This portion of the study focuses on results for a single EGSIS cell and its optimization. Various EGSIS stack configurations are also described in order to develop a practical system. Finally, a techno-economic analysis of EGSIS is presented to show that EGSIS can compete favorably with incumbent technologies in terms of fuel usage and cost.

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Pletzer, Johannes, Didier Hauglustaine, Yann Cohen, Patrick Jöckel, and Volker Grewe. "The climate impact of hydrogen-powered hypersonic transport." Atmospheric Chemistry and Physics 22, no. 21 (November 8, 2022): 14323–54. http://dx.doi.org/10.5194/acp-22-14323-2022.

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Abstract. Hypersonic aircraft flying at Mach 5 to 8 are a means for traveling very long distances in extremely short times and are even significantly faster than supersonic transport (Mach 1.5 to 2.5). Fueled with liquid hydrogen (LH2), their emissions consist of water vapor (H2O), nitrogen oxides (NOx), and unburned hydrogen. If LH2 is produced in a climate- and carbon-neutral manner, carbon dioxide does not have to be included when calculating the climate footprint. H2O that is emitted near the surface has a very short residence time (hours) and thereby no considerable climate impact. Super- and hypersonic aviation emit at very high altitudes (15 to 35 km), and H2O residence times increase with altitude from months to several years, with large latitudinal variations. Therefore, emitted H2O has a substantial impact on climate via high altitude H2O changes. Since the (photo-)chemical lifetime of H2O largely decreases at altitudes above 30 km via the reaction with O(1D) and via photolysis, the question is whether the H2O climate impact from hypersonics flying above 30 km becomes smaller with higher cruise altitude. Here, we use two state-of-the-art chemistry–climate models and a climate response model to investigate atmospheric changes and respective climate impacts as a result of two potential hypersonic fleets flying at 26 and 35 km, respectively. We show, for the first time, that the (photo-)chemical H2O depletion of H2O emissions at these altitudes is overcompensated by a recombination of hydroxyl radicals to H2O and an enhanced methane and nitric acid depletion. These processes lead to an increase in H2O concentrations compared to a case with no emissions from hypersonic aircraft. This results in a steady increase with altitude of the H2O perturbation lifetime of up to 4.4±0.2 years at 35 km. We find a 18.2±2.8 and 36.9±3.4 mW m−2 increase in stratosphere-adjusted radiative forcing due to the two hypersonic fleets flying at 26 and 35 km, respectively. On average, ozone changes contribute 8 %–22 %, and water vapor changes contribute 78 %–92 % to the warming. Our calculations show that the climate impact, i.e., mean surface temperature change derived from the stratosphere-adjusted radiative forcing, of hypersonic transport is estimated to be roughly 8–20 times larger than a subsonic reference aircraft with the same transport volume (revenue passenger kilometers) and that the main contribution stems from H2O.

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Khan, YM, A. Rolando, F. Salucci, CED Riboldi, and L. Trainelli. "Hybrid-electric and hydrogen powertrain modelling for airplane performance analysis and sizing." IOP Conference Series: Materials Science and Engineering 1226, no. 1 (February 1, 2022): 012071. http://dx.doi.org/10.1088/1757-899x/1226/1/012071.

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Abstract This paper describes a framework for parametric modelling of hybrid-electric powertrain components for innovative airplane configurations. These models are used in scalability studies and performance analysis of novel propulsion architecture. The methodology involves culmination of these models in a set of tools specifically developed to study the initial and conceptual sizing of hybrid-electric aircraft. This allows quick parametric evaluation of various configurations based on components at different technology readiness levels, such as batteries and fuel cells. Characteristics and performance of the power-train components are evaluated using computational analysis as well as laboratory tests. This information is used to develop numerical models described in the paper and to validate the sizing of fundamental propulsion components. Applications to two variants of a commuter aircraft are given, one using a serial hybrid-electric architecture based on a thermal engine, and the other using a fuel-cell system fed by a gaseous hydrogen tank.

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Tamburrano, P., L. Romagnuolo, E. Frosina, G. Caramia, E. Distaso, F. Sciatti, A. Senatore, P. De Palma, and R. Amirante. "Fuels systems and components for future airliners fuelled with liquid hydrogen." Journal of Physics: Conference Series 2385, no. 1 (December 1, 2022): 012041. http://dx.doi.org/10.1088/1742-6596/2385/1/012041.

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Abstract The prospect of using liquid hydrogen as fuel in airliners in place of kerosene-based fuels is regarded as one of the most effective solutions to achieve low-carbon air transport in the near future, which is a target defined by the EU to reduce global warming caused by CO2 emissions. The development of hydrogen-fuelled airliners must face issues related to the production and supply chain of green hydrogen, to the fuel systems for hydrogen handling aboard aircraft, and to the combustion of hydrogen. This paper is concerned with the literature study of fuel systems for hydrogen, keeping in mind that the other two aspects are currently being studied extensively in industries and universities. This paper analyses difficulties, proposals and advances related to the four main parts composing future fuel systems for hydrogen-fuelled airliners: fuel storage, fuel delivery, thermal management and fuel metering.

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Journal articles on the topic 'Hydrogen Aircraft'

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