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Airbus' ZEROe Program: The Race to Hydrogen-Powered Flight by 2035
The aviation industry's impact on the environment is undeniable. While it connects people and cultures across the globe, its reliance on fossil fuels contributes significantly to greenhouse gas emissions. (aeroxplorer.com) Más...Sort type: [Top] [Newest]
Yes, do see your point. As The author I wrote based on the information I got from Airbus, and people I talked to.
My personal view is not included in the article as that would be foolish of me.
My personal view is not included in the article as that would be foolish of me.
It seems there are quite a few of those who put clean air ahead of any kind of functionality these days. Hence the push for automotive EVs over hybrids, when they're clearly not ready for mainstream usage. They also don't have the slightest clue about how our electrical infrastructure isn't even close to capable of charging the amount of EVs they dream of forcing consumers to buy. Crazy times we live in.
There speaks a voice of reason. If only the 'experts' that governments employ to advise on this madness actually understood anything about the street-level practicality of implementing it, then perhaps more effort would be put into improving the existing technology whilst retaining its undoubted functionality. There are over 30 million cars in the uk. Just work out how much infrastructure power would be required if even half of them during any given time needed to get some charge into their 40kW or more battery ...
What are they going to name the first plane using it, Hindenburg? Oh, the humanity...
First flight with liquid hydrogen fuel. Successful flight but collapsed S. S. S. R. REPUBLIC SOVIETICS.
Tu-156
TUPOLEV Tu-156
TYPE: Technology demonstrator.
PROGRAMME: Flight trials of Tu-155, a Tu-154B modified with the starboard Kuznetsov NK-88 turbofan operating on liquid hydrogen fuel, began on 15 April 1988; aircraft then modified to use liquefied natural gas (LNG), first flight in this form taking place 18 January 1989. Was world's first aircraft to fly using cryogenic fuels, most of which contained in 17.5 m3 (618 cu ft) tank in rear of passenger cabin.
On 23 April 1994, Russian government allocated funding for conversion of three Tu-154s to Tu-156 standard, delivery of 12 NK-89 turbofans and six cryogenic fuel systems; an installation to supply LNG will be established at Samara. Order reduced to one Tu-156; delivery originally scheduled for 1998, but had not taken place by mid-2003; federal funding of Rb7.5 million and Rb17 million was planned for allocation in 2001 and 2002 respectively to cover construction of a ground test rig for the cryogenic fuel system; total cost of development programme estimated at Rb200 million to 2005, to be funded by Rosaviakosmos (70 per cent), with balance shared equally between Tupolev and Kuznetsov. According to March 2003 report, half the required funds had been allocated to the Tu-156 programme by that time, but the completion date had been further extended.
CURRENT VERSIONS: Tu-156S: Initial kerosene/LNG-powered conversion of Tu-154B, carrying 13,000 kg (28,660 lb) of LNG at rear of cabin and 3,800 kg (8,378 lb) in two underfloor tanks, plus 10,200 kg (22,487 lb) of kerosene in wing tanks; payload 14,000 kg (30,865 lb) or 130 passengers; range 1,403 n miles (2,600 km; 1,615 miles).
Tu-156M: Developed version converted from Tu-154M, carrying 135 passengers; fuel load and performance as Tu-156S.
Tu-156M2: Proposal only; converted from Tu-154M2; 20,000 kg (44,092 lb) of LNG only, carried in two tanks above centre-fuselage allowing passenger load increase to 160; two NK-94 engines; range 2,159 n miles (4,000 km; 2,485 miles).
POWER PLANT: Experimental power plant is 103.0 kN (23,150 lb st) Samara NK-89; tanks for cryogenic fuel mounted in rear of cabin and in forward baggage hold of Tu-156S/M. Aircraft will operate on mixed LNG/kerosene, as Tu-155, kerosene being used for flights out of non-LNG aerodromes and for emergencies, when in-flight switch from LNG can be made in 5 seconds. Tu-156M2 would have only two NK-94 engines, wholly LNG powered.
Tu-156
TUPOLEV Tu-156
TYPE: Technology demonstrator.
PROGRAMME: Flight trials of Tu-155, a Tu-154B modified with the starboard Kuznetsov NK-88 turbofan operating on liquid hydrogen fuel, began on 15 April 1988; aircraft then modified to use liquefied natural gas (LNG), first flight in this form taking place 18 January 1989. Was world's first aircraft to fly using cryogenic fuels, most of which contained in 17.5 m3 (618 cu ft) tank in rear of passenger cabin.
On 23 April 1994, Russian government allocated funding for conversion of three Tu-154s to Tu-156 standard, delivery of 12 NK-89 turbofans and six cryogenic fuel systems; an installation to supply LNG will be established at Samara. Order reduced to one Tu-156; delivery originally scheduled for 1998, but had not taken place by mid-2003; federal funding of Rb7.5 million and Rb17 million was planned for allocation in 2001 and 2002 respectively to cover construction of a ground test rig for the cryogenic fuel system; total cost of development programme estimated at Rb200 million to 2005, to be funded by Rosaviakosmos (70 per cent), with balance shared equally between Tupolev and Kuznetsov. According to March 2003 report, half the required funds had been allocated to the Tu-156 programme by that time, but the completion date had been further extended.
CURRENT VERSIONS: Tu-156S: Initial kerosene/LNG-powered conversion of Tu-154B, carrying 13,000 kg (28,660 lb) of LNG at rear of cabin and 3,800 kg (8,378 lb) in two underfloor tanks, plus 10,200 kg (22,487 lb) of kerosene in wing tanks; payload 14,000 kg (30,865 lb) or 130 passengers; range 1,403 n miles (2,600 km; 1,615 miles).
Tu-156M: Developed version converted from Tu-154M, carrying 135 passengers; fuel load and performance as Tu-156S.
Tu-156M2: Proposal only; converted from Tu-154M2; 20,000 kg (44,092 lb) of LNG only, carried in two tanks above centre-fuselage allowing passenger load increase to 160; two NK-94 engines; range 2,159 n miles (4,000 km; 2,485 miles).
POWER PLANT: Experimental power plant is 103.0 kN (23,150 lb st) Samara NK-89; tanks for cryogenic fuel mounted in rear of cabin and in forward baggage hold of Tu-156S/M. Aircraft will operate on mixed LNG/kerosene, as Tu-155, kerosene being used for flights out of non-LNG aerodromes and for emergencies, when in-flight switch from LNG can be made in 5 seconds. Tu-156M2 would have only two NK-94 engines, wholly LNG powered.
Going to need a working fusion reactor or the flux capacitor first.
Quote from article -
"The heart of ZEROe lies in hydrogen, a clean-burning fuel that emits only water vapor when used in fuel cells"