Resource requirements for the implementation of a global H2-powered aviation

In this paper, the resource requirements for the implementation of global H2-powered aviation are investigated to answer one of the main questions asked by many stakeholders in the aviation industry: Are there any resource limitations for the implementation of H2-powered aviation on a global scale? For this, the raw material, renewable energy and water demands for the deployment and operational phase are investigated on a global and regional perspective. It is found that the iridium demand for a global hydrogen economy could be critical as it would exceed not only the current annual production by a factor of 11 but also the current reserves about 1.7 times. The H2-powered aviation alone is not the main driver of iridium demand but could increase the limitations. With reduced specific raw material demands of further optimized electrolysis technologies and increased annual raw material production, the limitations especially for the iridium demand could be overcome. Renewable energy capacities and water availability are sufficient for demands from H2-powered aircraft on a global perspective. Nevertheless, the limited availability of renewable energy sources in some regions and regional water constraints may necessitate hydrogen import for certain airports. While water desalination is likely to overcome water constraints in regions close to the sea, for airports located in regions with detrimental availability of renewable energy sources the import of hydrogen is the only way to ensure a hydrogen supply for H2-powered aviation

H2-powered aviation – Design and economics of green LH2 supply for airports

The economic competitiveness of hydrogen-powered aviation highly depends on the supply costs of green liquid hydrogen to enable true-zero CO2 flying. This study uses non-linear energy system optimization to analyze three main liquid hydrogen (LH2) supply pathways for five locations. Final liquid hydrogen costs at the dispenser supply costs could reach 2.04 USD/kgLH2 in a 2050 base case scenario for locations with strong renewable energy source conditions. This could lead to cost-competitive flying with hydrogen. Reflecting techno-economic uncertainties in two additional scenarios, the liquid hydrogen cost span at all five airport locations ranges between 1.37–3.48 USD/kgLH2, if hydrogen import options from larger hydrogen markets are also available. Import setups are of special importance for airports with a weaker renewable energy source situation, e.g., selected Central European airports. There, on-site supply might not only be too expensive, but space requirements for renewable energy sources could be too large for feasible implementation in densely populated regions. Furthermore, main costs for liquid hydrogen are caused by renewable energy sources, electrolysis systems, and liquefaction plants. Seven detailed design rules are derived for optimized energy systems for these and the storage components. This and the cost results should help infrastructure planners and general industry and policy players prioritize research and development needs

Design Considerations for the Electrical Power Supply of Future Civil Aircraft with Active High-Lift Systems

Active high-lift systems of future civil aircraft allow noise reduction and the use of shorter runways. Powering high-lift systems electrically have a strong impact on the design requirements for the electrical power supply of the aircraft. The active high-lift system of the reference aircraft design considered in this paper consists of a flexible leading-edge device together with a combination of boundary-layer suction and Coanda-jet blowing. Electrically driven compressors distributed along the aircraft wings provide the required mass flow of pressurized air. Their additional loads significantly increase the electric power demand during take-off and landing, which is commonly provided by electric generators attached to the aircraft engines. The focus of the present study is a feasibility assessment of alternative electric power supply concepts to unburden or eliminate the generator coupled to the aircraft engine. For this purpose, two different concepts using either fuel cells or batteries are outlined and evaluated in terms of weight, efficiency, and technology availability. The most promising, but least developed alternative to the engine-powered electric generator is the usage of fuel cells. The advantages are high power density and short refueling time, compared to the battery storage concept