The Anonymous Widower

HyPoint And GTL Ultra-Light Liquid Hydrogen Tanks Could Be A Jet Fuel Game Changer

The title of this post, is the same as that of this article on Hydrogen Fuel News.

This is a sentence from the article.

HyPoint and GTL have been developing a groundbreaking liquid hydrogen cryotank design that could turn the entire aircraft industry on its head.

It is claimed that these ultra-light tanks could give a four times increase in range for jet-fuelled aircraft.

The article also claims that HyPoint has developed a new ctype of fuel-cell that could make conventional jet fuel obsolete.

Occasionally, ideas come along, that are literally too good to be true! Usually, they are!

But this one could be the one in a hundred, that isn’t!

Visit the HyPoint web site and see what you think!

I also think, that the technology may have other applications, in addition to aviation.

April 27, 2022 Posted by | Hydrogen, Transport/Travel | , , | 3 Comments

The ZEROe Demonstrator Has Arrived

The title of this post, is the same as that of this press release from Airbus.

This is the introductory paragraph.

2022 marks a new and exciting phase for ZEROe – Airbus’ ambition to develop the world’s first zero-emission commercial aircraft by 2035. The multi-year demonstrator programme has officially been launched with the objective to test a variety of hydrogen technologies both on the ground and in the air.

The ZEROe demonstrator will be the first Airbus A 380 aircraft and it is shown in this Airbus visualisation.

Note.

  1. The four hydrogen tanks in the fuselage.
  2. The fifth engine mounted in a pod on the fuselage.
  3. There’s certainly lots of space inside the fuselage for more hydrogen tanks and test and monitoring equipment.

I have a few thoughts.

This Aircraft Will Be A Superb Demonstrator

The press release says this about the use of an A 380 as a demonstrator.

The A380 is the world’s largest and most spacious passenger jet ever built – a size that makes it ideally suited to the role of test platform.

Today, the A380 MSN1 test aircraft is earmarked for a new role: to take the lead on testing the technologies that will be vital to bringing the world’s first zero-emission aircraft to market by 2035.

“The A380 MSN1 is an excellent flight laboratory platform for new hydrogen technologies,” says Mathias Andriamisaina, Airbus ZEROe Demonstrator Leader. “It’s a safe and reliable platform that is highly versatile to test a wide range of zero-emission technologies. In addition, the platform can comfortably accommodate the large flight test instrumentation that will be needed to analyse the performance of the hydrogen in the hydrogen-propulsion system.”

Initially, I suspect the aircraft will fly as a four-engined turbofan aircraft running on standard or sustainable aviation fuel.

The performance of the hydrogen engine will be tested in all phases of operation and at different altitudes.

What Size Is The Fifth Engine?

This layout is clever.

If Airbus want to test a smaller hydrogen engine for say an Airbus A 320-sized hydrogen aircraft like the ZEROe Turbofan shown in this Airbus visualisation, they fit it to the fifth pylon.

Note.

  1. The fifth pylon on the ZEROe Demonstrator could be the proposed pylon for the ZEROe Turbofan.
  2. The ZEROe Demonstrator could probably carry a lot of hydrogen to test out the hydrogen engine over a long duration.
  3. The hydrogen engine could be tested out over the full flight envelop of an Airbus A 380.

I would suspect that the tests on the hydrogen engine would be some of the most comprehensive ever carried out on a new engine.

If Airbus want to test a larger hydrogen engine for say an Airbus A 350-sized hydrogen aircraft, they would probably replace one of the four main engines with the hydrogen engine.

It looks like Airbus will be able to test hydrogen engines for all sizes of plane in their current range.

What Will Happen To Current A 380s?

Consider.

  • The production of the A 380 has been stopped.
  • There are 251 aircraft in service.
  • They appear to be a reliable and safe aircraft.
  • The aircraft can run on sustainable aviation fuel.
  • The oldest aircraft are only thirteen years old.
  • They are still reasonably modern aircraft, that if they needed to be updated to the latest standards could probably be easily done so.
  • The aircraft have a lot of volume, which can hold over 500 passengers in a typical configuration.
  • The flying characteristics and structure of the aircraft is well known.

I suspect there are a lot of aircraft leasing companies, who feel these aircraft are too good to scrap, just because they are not zero-carbon.

Could Hydrogen Be Stored In The Wing Of An A 380?

Hydrogen storage will get more capable in the next few years and we will see hydrogen stored in strange places in vehicles and aircraft using the gas as a fuel.

The A 380 may well have an advantage in that its wing is relatively thick compared to that of other airliners.

  • The A 380 has a wing aspect ratio of 7.53.
  • The Boeing 787 has a wing aspect ratio of 11.
  • Gliders have wing aspect ratios as upwards of 30.

High aspect ratios are generally more economical on fuel.

But this relatively thick wing, may make it possible to store hydrogen in the wing of an A 380.

Could There Be A Hydrogen-Powered A 380?

I suspect part of the Airbus ZEROe progam will be to investigate the possibility of converting existing A 380 aircraft into a capable hydrogen-powered aircraft.

In Could An A320 neo Be Rebuilt As A ZEROe Turbofan?, I looked at the possibility of turning an existing Airbus A 320 neo into a ZEROe Turbofan running on hydrogen.

This was my conclusion.

I very much feel that there will be a route to convert some or all of the A 320 neo aircraft to hydrogen power.

So what will a ZEROe A 380 look like if it follows the same design route as an A 320 neo to a ZEROe Turbofan?

  • There would be a large hydrogen tank in the rear fuselage.
  • As I explained earlier, there may be a possibility for some hydrogen to be stored in the wing.
  • Both passenger decks would be shortened and perhaps be able to hold the 350-410 passengers of the Airbus A350-1000.
  • The cockpit, front part of the fuselage, wings, tailplane and landing gear would be unchanged.
  • The aircraft would fit existing jetways at any airport, that can handle an existing A 380.

 

I believe that converting an existing Airbus A380 to a hydrogen-powered aircraft is possible and the conversion falls within Barnes Wallis‘s rule of problem solving.

There is no greater thrill in life, that proving something is impossible and then showing how it can be done.

The quote comes from a BBC program, where he was interviewed by Chris Brasher, who was another for whom impossible was just a minor hurdle in the way of meeting objectives.

Could There Be A Hydrogen-Powered A 380 Freighter?

Consider.

  • I think it is likely, that companies like Amazon will come under pressure over their carbon footprint, as they transport increasing numbers of packages around the world.
  • In DHL Express Shapes Future For Sustainable Aviation With First Order Of All-Electric Cargo Planes From Eviation, I talk about how DHL Express have ordered twelve Eviation Alice aircraft to create a zero-carbon service. DHL must feel this would be good for their image. So would they like an intercontinental zero-carbon freighter?
  • Some people worry about the air-miles on their food!

There could be a worthwhile niche market for a high capacity intercontinental zero-carbon freighter.

Because it has such a large internal volume, an Airbus A 380 might make an ideal aircraft to convert.

Conclusion

Airbus will learn a lot from the ZEROe Demonstrator.

They may even learn how to develop, a long-range hydrogen-powered zero-carbon A 380 variant that could carry four hundred passengers between Europe and Australia.

 

 

April 10, 2022 Posted by | Hydrogen | , , , , , , , , , , , , | 2 Comments

Fortescue Future Industries And Airbus Join Forces To Help Decarbonise Aviation

The title of this post, is the same as that of this press release from Fortescue Future Industries.

These are the first two paragraphs.

Global green hydrogen company Fortescue Future Industries (FFI) and Airbus, a world leader in aeronautics, have joined forces to create a working alliance to help enable the aviation industry to decarbonise through zero-emissions green hydrogen.

Today’s announcement reflects FFI’s and Airbus’ shared ambition to leverage their respective expertise to support the entry-into-service of a green hydrogen-based aircraft by 2035. Green hydrogen, unlike other forms of hydrogen, is made from water using 100 per cent renewable electricity.

I think this is a smart move by Airbus.

It could be argued that hydrogen trucks, buses, cars, vans and other road vehicles have not taken off at a great rate due to the lack of hydrogen filling stations.

Hydrogen airliners travelling on typical routes will probably need refuelling at both ends of the route and possibly several times per day, so hydrogen refuelling would be an important part of any deal Airbus signs with an airline.

Fortescue Future Industries seem to be in prime position to be the first global hydrogen company, so they must be the ideal hydrogen fuelling partner.

I don’t think anybody predicted, when Airbus published the possible designs of their concepts for hydrogen-powered aircraft in September 2020, that I wrote about in ZEROe – Towards The World’s First Zero-Emission Commercial Aircraft, that an Australian company would be likely to provide the hydrogen fuel for these aircraft.

March 8, 2022 Posted by | Hydrogen, Transport/Travel | , , , , | Leave a comment

Rolls-Royce And Hydrogen

This page on the Rolls-Royce web site given their view on hydrogen.

This is the first paragraph.

We see an important role for hydrogen in helping to lower emissions; fuelling buses and lorries as well as for energy storage and home heating. Interest in its use in aviation is growing too, especially to power smaller aircraft using fuel cells. Hydrogen has the potential to power larger aircraft as a direct gas turbine engine fuel, and is being investigated with significant technical and operational challenges needing to be overcome.

Good to see the company confirm later in the page, that hydrogen can be used as fuel in a gas-turbine.

February 15, 2022 Posted by | Hydrogen | , , | 2 Comments

ZeroAvia Raises $35 Million From United And Alaska Air Group to Provide Hydrogen-Electric Engines For Large Aircraft

The title of this post, is the same as that of this article on Aviation Today.

This is the first paragraph.

United Airlines announced an investment this week in ZeroAvia’s hydrogen-electric engines. ZeroAvia has secured $35 million in this latest round of investments from both United and Alaska Air Group. The total amount of investments in ZeroAvia is now $115 million and includes previous investors AP Ventures, Horizons Ventures, Shell Ventures, Breakthrough Energy Ventures, Summa Equity, and Amazon’s Climate Pledge Fund.

ZeroAvia certainly seem to be bringing in the investment.

After, yesterday’s trip in a dual-fuel train, lower- and zero-carbon fuels seem to be on the way.

December 17, 2021 Posted by | Hydrogen, Transport/Travel | , , | 1 Comment

Zero-Carbon Emission Flights To Anywhere In The World Possible With Just One Stop

The title of this post, is the same as that of this press release from the Aerospace Technology Institute.

This is the first sentence of the press release.

Passengers could one day fly anywhere in the world with no carbon emissions and just one stop on board a concept aircraft unveiled by the Aerospace Technology Institute (ATI) today.

These three paragraphs describe the concept.

Up to 279 passengers could fly between London and San Francisco, USA direct or Auckland, New Zealand with just one stop with the same speed and comfort as today’s aircraft, revolutionising the future of air travel.

Developed by a team of aerospace and aviation experts from across the UK collaborating on the government backed FlyZero project, the concept demonstrates the huge potential of green liquid hydrogen for air travel not just regionally or in short haul flight but for global connectivity. Liquid hydrogen is a lightweight fuel, which has three times the energy of kerosene and sixty times the energy of batteries per kilogramme  and emits no CO2 when burned.

Realising a larger, longer range aircraft also allows the concentration of new infrastructure to fewer international airports accelerating the rollout of a global network of zero-carbon emission flights and tackling emissions from long haul flights.

These are my thoughts.

The Airframe

This picture downloaded from the Aerospace Technology Institute web site is a visualisation of their Fly Anywhere Aircraft.

Some features stand out.

The wings are long, narrow and thin, almost like those of a sailplane. High aspect ratio wings like these offer more lift and stability at high altitude, so will the plane fly higher than the 41,000-43,000 feet of an Airbus A350?

I wouldn’t be surprised if it does, as the higher you go, the thinner the air and the less fuel you will burn to maintain speed and altitude.

The horizontal stabiliser is also small as this will reduce drag and better balance with the wing.

The tailfin also appears small for drag reduction.

The body is bloated compared to say an Airbus A 350 or a Boeing 777. Could this be to provide space for the liquid hydrogen, which can’t be stored in the thin wings?

The fuselage also appears to be a lifting body, with the wings blended into the fat body. I suspect that the hydrogen is carried in this part of the fuselage, which would be about the centre of lift of the aeroplane.

The design of the airframe appears to be all about the following.

  • Low drag.
  • high lift and stability.
  • Large internal capacity to hold the liquid hydrogen.

It may just look fat, but it could be as radical as the first Boeing 747 was in 1969.

The Engines

I suspect the engines will be developments of current engines like the Rolls-Royce Trent XWB, which will be modified to run on hydrogen.

If they are modified Trent engines, it will be astonishing to think, that these engines can be traced in an unbroken line to the RB211, which was first run in 1969.

The Flight Controls

Most airliners these days and certainly all those built by Airbus have sophisticated computer control systems and this plane will take them to another level.

The Flight Profile

If you want to fly any aircraft a long distance, you generally climb to a high level fairly quickly and then fly straight and level, before timing the descent so you land at the destination with as small amount of fuel as is safe, to allow a diversion to another airport.

I once flew from Southend to Naples in a Cessna 340.

  • I made sure that the tanks were filled to the brim with fuel.
  • I climbed to a high altitude as I left Southend Airport.
  • For the journey across France I asked for and was given a transit at Flight Level 195 (19,500 feet), which was all legal in France under visual flight rules.
  • When the French handed me over to the Italians, legally I should have descended, but the Italians thought I’d been happy across France at FL195, so they didn’t bother to ask me to descend.
  • I flew down the West Coast of Italy at the same height, with an airspeed of 185 knots (213 mph)
  • I was then vectored into Naples Airport by radar.

I remember the flight of 981 miles took around six hours. That is an average of 163.5 mph.

I would expect the proposed aircraft would fly a similar profile, but the high level cruise would be somewhere above the 41,000-43,000 feet of an Airbus A 350. We must have a lot of data about flying higher as Concorde flew at 60,000 feet and some military aircraft fly at over 80,000 feet.

The press release talks about London to San Francisco, which is a distance of 5368 miles.

This aircraft wouldn’t sell unless it was able to beat current flight time of eleven hours and five minutes on that route.

Ground Handling

When the Boeing 747 started flying in the 1970s, size was a big problem and this aircraft with its long wing may need modifications to runways, taxiways and terminals.

Passenger Capacity

The press release states that the capacity of the aircraft will be 279 passengers, as against the 315 and 369 passengers of the two versions of the A 350.

So will there be more flights carrying less passengers?

Liquid Hydrogen Refuelling

NASA were doing this successfully in the 1960s for Saturn rockets and the Space Shuttle.

Conclusion

This aircraft is feasible.

 

 

 

December 7, 2021 Posted by | Hydrogen | , , , , , , , , , | 2 Comments

Universal Hydrogen CEO Sees Jetmakers Backing New Fuel

The title of this post is the same as that of this article on Reuters.

It is mainly predictions by Paul Eremenko, who is Chief Executive of Universal Hydrogen, about the future of the single-aisle jet airliner market.

I wrote in detail about their technology in Could Universal Hydrogen’s Concept Create A Hydrogen-Powered Single-Aisle Airliner?.

I firmly believe they have a concept that will work and look forward to flying in a hydrogen-powered aircraft using Universal Hydrogen’s technology before the end of the decade.

December 3, 2021 Posted by | Hydrogen, Transport/Travel | , , , , , , | Leave a comment

Could Universal Hydrogen’s Concept Create A Hydrogen-Powered Single-Aisle Airliner?

Universal Hydrogen are making some of what I would consider the right moves.

Hydrogen Supply

Universal Hydrogen have signed a supply contract with Fortescue Future Industries for the supply of green hydrogen.

The deal is described in this press release on the FFI web site, which is entitled FFI And Universal Hydrogen Join Forces To Decarbonise Aviation.

Collaboration With Airbus

There is an article on BusinessWire, which is entitled Universal Hydrogen Announces New Engineering Development Center Located In Toulouse, France, The Heart of European Aviation.

Toulouse is the home of Airbus.

The Capsule Concept

The capsule concept could be universal.

These are widths of various planes and trains.

  • De Havilland Canada Dash 8-400 – 2.52 metres – Internal
  • Airbus ATR 72 – 2.57 metres- Internal
  • Airbus A320neo – 3.7 metres – Internal
  • Boeing 737 – 3.53 metres – Internal
  • Class 800 train – 2.7 metres – External
  • Class 66 locomotive – 2.65 metres – External

I suspect that if the design is correct, then one size of capsule can be made to fit a variety of applications.

Application To Regional Aviation

I discussed this in Flybe Appears To Be On The Way Back.

I believe that De Havilland Canada Dash 8s and Airbus ATR 72s could be converted to hydrogen.

Road Transport

Surely, the capsules would be too big for road transport in the UK and many other countries.

But they would probably be ideal to deliver hydrogen to bus and truck depots and filling stations for hydrogen vehicles. They would just be plugged in and then could start dispensing the fuel.

Decarbonation Of Diesel Locomotives

Consider.

  • The cross-section of a diesel locomotive even in the UK, is larger than that of a regional airliner.
  • Most of the space in the body of a diesel locomotive is taken up by a large diesel engine.
  • Fuel ells or a small gas turbine could be small compared to the diesel engine.
  • Most existing diesel locomotives have electric transmissions.

I believe that many diesel-electric locomotives could be converted to hydrogen power and some could use Universal Hydrogen’s capsules.

Zero-Carbon Backup Generators

Many pieces of important infrastructure, like data centres, hospitals and large railway stations have backup generators.

Universal Hydrogen’s capsules could provide hydrogen for zero-carbon backup generators.

Universal Hydrogen’s Ideas For Single-Aisle Airliners

In the Product page on the Universal Hydrogen web site, there is a section, which is entitled Single Aisle / Narrowbody, where this is the first two sentences.

The majority of aviation emissions are produced by the single aisle (also known as narrowbody) fleet, dominated by the Boeing 737 and Airbus A320 families of aircraft. Both Boeing and Airbus are likely to develop a replacement for these venerable models for entry into service in the mid 2030s.

Alongside the text is this graphic, which compares various airliners.

Universal Hydrogen are proposing that Airbus stretch the A321, so that hydrogen capsules can be fitted in the rear of the fuselage, so that the aircraft has similar proportions to the Boeing 757.

Read the full text on the Product page of the Universal Hydrogen web site.

I can see that if they could prove the concept with the Regional Airliner, they could develop the two concepts shown in the graphic.

Conclusion

This is a simple, but very exciting project.

 

 

December 2, 2021 Posted by | Design, Transport/Travel | , , , , , , , , , , , , , | 1 Comment

Flybe Appears To Be On The Way Back

I was alerted to the relaunch of the Flybe airline being a serious proposition by this article on the Birmingham Mail, which is entitled Watch As First Of 32 New Flybe Planes Lands At Birmingham Airport.

These are the first two paragraphs.

The first of Flybe’s more eco-friendly planes has landed in Birmingham ready for the launch of the airline’s new city HQ.

Part of a planned 32-aircraft fleet, the De Havilland Canada Dash 8-400 turboprop touched down on the runway at Birmingham Airport on Friday.

The new Flybe will be based at Birmingham Airport and will have a fleet consisting of thirty-two De Havilland Canada Dash 8-400 aircraft.

The De Havilland Canada Dash 8-400

Note these facts about the aircraft.

  1. According to Wikipedia, 645 aircraft have been ordered, with 587 having been delivered.
  2. Different variants can handle between 40 and 80 passengers.
  3. All aircraft delivered since 1996 are dubbed Q-Series and have active noise and vibration suppression, which is designed to improve the cabin ambience.
  4. A Dash 8-400 is also called a Q400.

But the most interesting development of the Dash 8 aircraft, is that developments are underway, so that the aircraft will be able to be powered by hydrogen.

Universal Hydrogen And A Hydrogen-Powered Q400

This article on Future Flight is entitled Universal Assembles Hydrogen Aircraft Conversion Team In Washington State.

This is the first two paragraphs.

Universal Hydrogen and its hydrogen fuel cell partner Plug Power are joining forces with electric motor specialists MagniX and AeroTec to set up a Hydrogen Aviation Test and Service Center at Grant County International Airport in Moses Lake, Washington. The partners will use the new facility to convert a Dash 8 regional airliner to hydrogen propulsion in time to start commercial operations in 2025. Flight testing is due to begin in 2022.

The new hydrogen powertrain will consist of an electric propulsion unit (EPU) developed by MagniX and fuel cells provided by Plug Power, which has extensive experience converting trucks to hydrogen. Seattle-based AeroTec will take the lead on converting the Dash 8s to hydrogen propulsion, conducting flight tests, and arranging for certification under FAA supplemental type certificates. The system installation work will be conducted at the Moses Lake facility.

This paragraph gives details of the design.

The hydrogen-powered Dash 8 aircraft, which carry between 41 and 60 passengers, will be able to operate on routes of up to around 625 miles. Universal Hydrogen’s plan calls for the fuel to be delivered directly to aircraft in capsules that are installed in a compartment at the rear of the fuselage.

These are my thoughts on the design.

Power Required

Wikipedia says this about the engines of the Dash 8-400 (Q400).

The Series 400 uses Pratt & Whitney Canada PW150A engines rated at 4,850 shp (3,620 kW).

This means that the aircraft will need fuel cells capable of delivering over 7 MW.

This data sheet on the Plug Power web site, says that the company has fuel cells  up to 125 KW, which weigh 350 Kg and need a cooling module, that weighs a further 103 Kg. Scaling up shows the power unit could weigh around 25.4 tonnes.

As the maximum take-off weight of a Q400 is around 30.5 tonnes, this wouldn’t leave much weight for the airframe, the two electric motors and propellers, the hydrogen and the passengers and their luggage.

It would appear that Plug Power must be using some form of lighter-weight fuel cell.

Or could they be using an appropriately-sized gas turbine generator from Pratt & Whitney Canada?

It should be noted that a Pratt & Whitney Canada PW150A engine, weighs under a tonne and generates over 3.5 MW.

Obviously, they wouldn’t be developing the plane, if they hadn’t figured out how to generate enough electricity to get it off the ground.

The Hydrogen Capsules

The Product page on the Universal Hydrogen web site is revealing.

This paragraph from the Product page describes how they would convert Regional Aircraft to Hydrogen.

Our first product is a conversion kit for existing regional aircraft, starting with the ATR72 and the De Havilland Canada Dash-8, to fly on hydrogen. This consists of a fuel cell electric powertrain that replaces the existing turboprop engines. It also accommodates, in the rear of the fuselage, our proprietary, lightweight, modular hydrogen capsules that are transported from green hydrogen production sites to the airport and loaded directly into the aircraft using the existing intermodal freight network and cargo handling equipment. By providing both an aircraft conversion solution for the existing fleet and a fuel services offering directly to regional airlines, we will be in passenger service with zero emissions by 2025 and in cargo service shortly thereafter.

Note.

  1. The cutaway on the Product page of a De Havilland Canada Dash-8, which has three capsules in the rear fuselage.
  2. The cutaway shows forty seats in the aircraft.
  3. If you scroll the pictures, you’ll see the design of the capsule.
  4. The product can be used to convert two regional airliners both of which are in production.
  5. Airports will need no new infrastructure to handle the hydrogen.

Universal Hydrogen has also signed a deal with Fortescue Future Industries to supply green hydrogen to fill the capsules.

 Are A First Flight In 2022 And An in-Service Date Of 2025 Over Ambitious?

The article in Future Flight says this.

AeroTec will take the lead on converting the Dash 8s to hydrogen propulsion, conducting flight tests, and arranging for certification under FAA supplemental type certificates.

FAA Supplemental Type Certificates are outlined on this page on the FAA web site, where this introductory paragraph is given.

A supplemental type certificate (STC) is a type certificate (TC) issued when an applicant has received FAA approval to modify an aeronautical product from its original design. The STC, which incorporates by reference the related TC, approves not only the modification but also how that modification affects the original design.

They are a much-used and well-proven method to update aircraft for new purposes and new power units.

I suspect that going this route will enable Q400 and ATR 72 aircraft will be flying on hydrogen by 2025.

How Far Will A Range Of 625 Miles Take The Plane From Birmingham?

I have used the Air Miles Calculator to calculate distances in miles from Birmingham.

  • Amsterdam Schiphol – 276
  • Barcelona – 791
  • Belfast City 225
  • Berlin Schönefeld – 644
  • Biarritz – 621
  • Bilbao – 635
  • Bordeaux – 529
  • Cologne – 397
  • Copenhagen – 624
  • Cork – 290
  • Dublin – 200
  • Dusseldorf – 373
  • Edinburgh – 251
  • Frankfurt – 452
  • Geneva – 556
  • Glasgow – 260
  • Hamburg – 495
  • Inverness – 364
  • Jersey – 225
  • Kirkwall – 474
  • Lerwick – 536
  • Lyon – 558
  • Munich – 660
  • Newcastle – 179
  • Newquay – 198
  • Nice – 735
  • Oslo – 726
  • Paris-Charles de Gaulle – 303
  • Paris-Orly – 315
  • Rotterdam – 265
  • Strasbourg – 494

Note.

  1. It might be possible to serve some routes without refuelling at the other end.
  2. Some routes could be paired for efficiency and still be well below 600 miles.
  3. The large intercontinental airports of Amsterdam Schiphol, Frankfurt and Paris-Charles de Gaulle should be reached easily.
  4. Amsterdam Schiphol Airport has a well-connected railway station.
  5. Paris-Charles de Gaulle Airport has a TGV station.
  6. Frankfurt Airport has a long distance railway station on the Cologne-Frankfurt high speed line.
  7. If you’re flying to the South of France or Switzerland, it looks like flying from London City Airport is about a hundred miles shorter.

It would appear that the range of 625 miles could be very useful, especially if you use a long distance train at both ends of the flight.

I can certainly understand why Flybe has chosen Birmingham as its main base.

 

Will Flybe Convert Their Aircraft To Hydrogen?

This is obviously up to the company, but if they don’t, someone else will and Flybe will lose their regional market in the UK.

Conclusion

I think those behind the new Flybe could be looking to create the UK’s first zero-carbon airline.

December 2, 2021 Posted by | Hydrogen, Transport/Travel | , , , , , , , , , , , , | 2 Comments

Hydrogen-Powered Aircraft Offer Fresh Perspective For Sustainable Travel

The title of this post, is the same as that of this article on The Engineer.

The article puts forward the view of Jenny Kavanagh, Chief Strategy Officer, Cranfield Aerospace Solutions.

They are developing Project Fresson, which appears to have switched from electric to hydrogen propulsion. In the article Jenny Kavanagh says it is showing more promise and in the Wikipedia entry for Project Fresson, there is a section on hydrogen power, which details the switch.

As the article in The Engineer and the Wikipedia entry for Project Fresson seem to agree, I would assume that that the Wikipedia entry is being updated.

November 9, 2021 Posted by | Hydrogen, Transport/Travel | , , | Leave a comment