Abstract
Using hydrogen as a fuel for the propulsion of large commercial passenger aircraft has the advantage that it contains about three times the energy content per weight compared to kerosene hydrogen. On the other hand the volume of hydrogen, even at cryogenic liquid state, is about four times the volume of kerosene. Additional tank weight for the storage of the cryogenic hydrogen partially balances the weight advantage again. Other applications in conjunction with fuel cell technology as energy converters achieve higher efficiencies compared to the today’s conventional technologies. Such configurations are currently applied as components for the propulsion of smaller electrically powered aircraft and electrical onboard generators at experimental level. In the case of using this technology as an onboard power generator on large commercial aircraft, it is possible to also use byproducts such as heat of reaction, process water and the low-oxygen exhaust air.
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Abbreviations
- AC:
-
Alternating current
- ATA:
-
Air Transport Association
- APU:
-
Auxiliary power unit
- ATRU:
-
Auto transformer rectifier unit
- ATU:
-
Auto transformer unit
- CS:
-
Certification specification
- DARPA:
-
U.S. Defense Advanced Research Projects Agency
- DC:
-
Direct current
- ECS:
-
Environmental control system
- EDP:
-
Engine driven pump
- EHA:
-
Electro-hydraulic actuator
- EMA:
-
Electromechanical actuator
- EMP:
-
Engine-driven pump
- JAA:
-
Joint Aviation Authorities
- JAR:
-
Joint aviation requirements
- K.A.:
-
Not specified (in German: keine Angabe)
- MEA:
-
Membrane electrolyte assemble
- MEA:
-
More-electric-aircraft
- ODA:
-
Oxygen depleted air
- PEM:
-
Polymer electrolyte membrane or proton exchange membrane
- PTU:
-
Power transfer unit
- RAT:
-
Ram air turbine
- WAI:
-
Wing anti-ice
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Westenberger, A. (2016). Hydrogen and Fuel Cells: Mobile Application in Aviation. In: Töpler, J., Lehmann, J. (eds) Hydrogen and Fuel Cell. Springer, Berlin, Heidelberg. https://doi.org/10.1007/978-3-662-44972-1_5
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