Train GraphicClick on the map to explore geographics
 
I need help
FAQ
Emergency
About .
Travel & transport from BBC stories as at 13:55 28 Mar 2024
- Man held over stabbing in front of train passengers
- How do I renew my UK passport and what is the 10-year rule?
* Jet2 launches first flight from Liverpool airport
- Easter travel warning as millions set to hit roads
Read about the forum [here].
Register [here] - it's free.
What do I gain from registering? [here]
 02/06/24 - Summer Timetable starts
17/08/24 - Bus to Imber
27/09/25 - 200 years of passenger trains

On this day
28th Mar (1992)
MOD Kineton tour, branch line society (*)

Train RunningCancelled
12:15 London Paddington to Cardiff Central
13:00 Bristol Temple Meads to London Paddington
13:15 Swindon to Westbury
13:26 Weston-Super-Mare to London Paddington
13:28 Weymouth to Gloucester
13:30 London Paddington to Bristol Temple Meads
14:13 Par to Newquay
14:19 Westbury to Swindon
15:10 Newquay to Par
15:14 Swindon to Westbury
Short Run
08:03 London Paddington to Penzance
10:55 Paignton to London Paddington
11:23 Portsmouth Harbour to Cardiff Central
11:29 Weymouth to Gloucester
11:48 London Paddington to Carmarthen
12:03 London Paddington to Penzance
12:30 London Paddington to Weston-Super-Mare
12:42 Bristol Temple Meads to Salisbury
12:46 Avonmouth to Weston-Super-Mare
13:03 London Paddington to Plymouth
13:07 Salisbury to Bristol Temple Meads
13:10 Gloucester to Weymouth
13:26 Okehampton to Exeter Central
14:05 Salisbury to Bristol Temple Meads
16:19 Carmarthen to London Paddington
Delayed
10:04 London Paddington to Penzance
10:23 Portsmouth Harbour to Cardiff Central
11:30 Cardiff Central to Portsmouth Harbour
12:30 Cardiff Central to Portsmouth Harbour
14:30 Cardiff Central to Portsmouth Harbour
PollsOpen and recent polls
Closed 2024-03-25 Easter Escape - to where?
Abbreviation pageAcronymns and abbreviations
Stn ComparatorStation Comparator
Rail newsNews Now - live rail news feed
Site Style 1 2 3 4
Next departures • Bristol Temple MeadsBath SpaChippenhamSwindonDidcot ParkwayReadingLondon PaddingtonMelksham
Exeter St DavidsTauntonWestburyTrowbridgeBristol ParkwayCardiff CentralOxfordCheltenham SpaBirmingham New Street
March 28, 2024, 14:09:12 *
Welcome, Guest. Please login or register.

Login with username, password and session length
Forgotten your username or password? - get a reminder
Most recently liked subjects
[142] West Wiltshire Bus Changes April 2024
[80] would you like your own LIVE train station departure board?
[56] Return of the BRUTE?
[46] If not HS2 to Manchester, how will traffic be carried?
[43] Infrastructure problems in Thames Valley causing disruption el...
[34] Reversing Beeching - bring heritage and freight lines into the...
 
News: A forum for passengers ... with input from rail professionals welcomed too
 
   Home   Help Search Calendar Login Register  
Pages: 1 [2] 3
  Print  
Author Topic: Zero emission aircraft  (Read 7456 times)
broadgage
Transport Scholar
Hero Member
******
Posts: 5398



View Profile
« Reply #15 on: September 24, 2020, 14:57:54 »

Not being a Scientist,could solar type panels not be used on the wings and the top of the plane?

It won't power the plane 100 per cent,but a small per centage would be better than nothing.

Added to existing designs, almost certainly not. The extra weight and drag would exceed the gain in energy terms.
For a purpose designed aircraft, possibly yes if the solar cells are designed in rather than being an afterthought.
Use of the electric power to help propel the aircraft might be too complicated, but use for heating, lighting, and electronics might be a possibility, thereby slightly reducing fuel used.
Solar powered drones, of considerable size but low speed have been demonstrated, IIRC (if I recall/remember/read correctly) one has circumnavigated the world.
Logged

A proper intercity train has a minimum of 8 coaches, gangwayed throughout, with first at one end, and a full sized buffet car between first and standard.
It has space for cycles, surfboards,luggage etc.
A 5 car DMU (Diesel Multiple Unit) is not a proper inter-city train. The 5+5 and 9 car DMUs are almost as bad.
TonyK
Global Moderator
Hero Member
*****
Posts: 6435


The artist formerly known as Four Track, Now!


View Profile
« Reply #16 on: September 24, 2020, 23:41:23 »

There is NASA's Pathfinder, which has made it well above Concorde altitude and into long endurance at slow speed. It's a very long way from flying 300 passengers across the Atlantic at night, but my grandma, whose name lives on in many hospitals across the country, was a schoolgirl on the day that Orville Wright made his first successful flight. She lived to see space shuttles, so a lot can change in a lifetime.
« Last Edit: September 25, 2020, 16:02:30 by Red Squirrel » Logged

Now, please!
Rhydgaled
Hero Member
*****
Posts: 1500


View Profile WWW
« Reply #17 on: September 25, 2020, 15:13:20 »

But! Hydrogen vehicles are NOT zero emission. Assuming you are burning it, there will be water vapour and unless the aircraft stores that water vapour on-board until it has landed said water vapour will be emitted into the atmosphere. If I recall correctly (and this seems to confirm https://www.skepticalscience.com/water-vapor-greenhouse-gas-basic.htm), water vapour is a more-potent greenhouse gas than CO2! Thus, a hydrogen-powered aircraft is potentially worse than existing ones.

I have been led to believe that the tailpipe emissions of a fuel cell powered car or train are not an issue, as the water vapour is emitted close to ground level and will probably condense and fall out of the air soon after, but this is not true of air travel. Am I right?
Logged

----------------------------
Don't DOO (Driver-Only Operation (that is, trains which operate without carrying a guard)) it, keep the guard (but it probably wouldn't be a bad idea if the driver unlocked the doors on arrival at calling points).
stuving
Transport Scholar
Hero Member
******
Posts: 7155


View Profile
« Reply #18 on: September 25, 2020, 17:56:29 »

You may have seen in the news about the HyFlyer project, being not at all modest about their 19-mile round trip in an HFC (Hydrogen-Fuelled Car)-powered plane. From prnewswire:
Quote
ZeroAvia Completes World First Hydrogen-Electric Passenger Plane Flight
25 Sep, 2020, 01:32 BST

- Leading innovator in the decarbonisation of aviation makes major breakthrough with first hydrogen fuel cell flight of a commercial-size aircraft

- ZeroAvia's retrofitted Piper M-class is now the largest hydrogen powered aircraft in the world

LONDON, Sept. 25, 2020 /PRNewswire/ -- ZeroAvia, the leading innovator in decarbonising commercial aviation, has completed the world first hydrogen fuel cell powered flight of a commercial-grade aircraft. The flight took place yesterday at the company's R&D facility in Cranfield, England, with the Piper M-class six-seat plane completing taxi, takeoff, a full pattern circuit, and landing.

It's hard to know exactly what ZeroAvia have done, given the kind of high-intensity hype their web site is made of. But it's probably the first time they've used only the fuel cell, without a booster battery for the steep hill at the start.

I suspect the critical component is the fuel cell - it needs high power and low weight, plus - eventually - long life and high reliability. This comes from Intelligent Energy, who make this bit, and their prose is a bit duller. For example:
Quote
The HyFlyer project aims to decarbonise medium range small passenger aircraft by demonstrating powertrain technology to replace conventional piston engines in propeller aircraft.

HyFlyer will demonstrate a phased approach from battery power to hydrogen power, integrating the new technology aboard a Piper M-class aircraft,  which will perform initial test flights out of Cranfield and culminate in a 250 ? 300 nautical mile (NM) demonstration flight out of an airfield in Orkney.
...
This major milestone on the road to commercial zero-emission flight is part of the HyFlyer project, a sequential R&D programme supported by the UK (United Kingdom) Government and follows the UK's first ever commercial-scale battery-electric flight, conducted in the same aircraft in June. ZeroAvia will now turn its attention to the next and final stage of its six-seat development program - a 250-mile zero emission flight out of an airfield in Orkney before the end of the year. The demonstration of this range is roughly equivalent to busy major routes such as Los Angeles to San Francisco or London to Edinburgh.

Leaving aside all the stuff about small planes and local airports being much cheaper (like taxis are cheaper than buses and trains?), the trouble with 10-20 seats and up to 800 km at (presumably) about 450 km/hr is that it competes primarily with high-speed trains except on routes without any.

As to emissions - they are pushing the line that jet engine exhaust is much worse (than what?) because it's at high altitude. That's not relevant for CO2: it's the accumulation in the atmosphere/hydrosphere that matters. Water doesn't accumulate - it all exists already - so that's a genuine advantage. And you can't really raise the water vapour at high (or even medium) altitude, as the capacity for it so low. Convection keeps pushing the stuff up there, and it keeps condensing into tiny drops that grow bigger and fall - and we spend half our time talking about when and where they land.
« Last Edit: September 26, 2020, 10:44:19 by stuving » Logged
Bmblbzzz
Transport Scholar
Hero Member
******
Posts: 4256


View Profile
« Reply #19 on: September 26, 2020, 10:41:32 »

With the exception of nuclear, all energy derives from the sun,
Not quite. There's also hell fire. At the moment it's all wasted.
Quote
"I've finally succeeded in storing up hell fire, the primal heat, that shameful waste of fuel, compressing it into tablets and making it available for beneficial use. Down with superstitions! Now, with the help of hell fire, dreams will become reality."
Stolen shamelessly from Gunter Grass's fictionalisation of the real Lord Rumford, Benjamin Thompson, physicist and stove inventor.
Logged

Waiting at Pilning for the midnight sleeper to Prague.
TonyK
Global Moderator
Hero Member
*****
Posts: 6435


The artist formerly known as Four Track, Now!


View Profile
« Reply #20 on: September 26, 2020, 14:38:30 »

You may have seen in the news about the HyFlyer project, being not at all modest about their 19-mile round trip in an HFC (Hydrogen-Fuelled Car)-powered plane.

I think it's quite an achievement, even if it looks like it did cost less than their website to run. don't think that I would have wanted to go too far from home on a first flight using a new application for a relatively new technology, especially given the model of aircraft used. Almost a tenth of all the PA46 family of aircraft built have been in accidents described in the jargon as "hull loss", and they are not known as being forgiving of mistakes. That said, I am sure the crew  were chosen because of their exceptional ability to fly in unusual situations.

From what I can gather , the aircraft is an adapted PA46R-350T, commonly known as a Piper Matrix, although one account I have read describes it as the subtly different Piper Malibu. It was built as a six seater aircraft with a 350 hp turbocharged engine (hence the T) and retractable undercarriage (and hence the R). It probably fitted the bill best because of the space available at the front end for the motors, and the already fitted constant velocity propeller. I would imagine that was easier to fit the new motors to that than to start ab initio development of a different way of turning the propellers. The electric motors would need only to turn the drive shaft at a constant speed, and react to differences in load from the variable pitch. Reading the blurb on the website, I think they are aiming for the smaller point-to-point flight rather than scaling up to A380 size.

Quote
As to emissions - they are pushing the line that jet engine exhaust is much worse (than what?) because it's at high altitude. That's not relevant for CO2: it's the accumulation in the atmosphere/hydrosphere that matters. Water doesn't accumulate - it all exists already - so that's a genuine advantage. And you can't really raise the water vapour at high (or even medium) altitude, as the capacity for it so low. Convection keeps pushing the stuff up there, and it keeps condensing into tiny drops that grow bigger and fall - and we spend half our time talking about when and where they land.

Nasty though the CO2 may be, it isn't all that comes out of the back of a jet engine. The hydrocarbons give up their energy by reacting, very efficiently in modern engines, with atmospheric oxygen to leave water and carbon dioxide. The trouble is that at the high pressures and temperatures in the combustion chamber, some of the normally inert atmospheric nitrogen reacts with the oxygen too, to make some very unpleasant compounds. The quantities may very well be a lot lower than claimed by the anti-aviation lobby, and the effects much less profound, but we could still do without them. This also happens at floor level in internal combustion engines, most markedly in diesel engines, but also in biogas engines, such as used by Bristol MetroBust. Win some, lose some.
Logged

Now, please!
stuving
Transport Scholar
Hero Member
******
Posts: 7155


View Profile
« Reply #21 on: December 08, 2021, 23:32:09 »

And here's another, bigger, one, though I don't think it's going to be flying for a wee while yet, given the funding. Announced by the DfT» (Department for Transport - about) and BEIS:
Quote
Government-backed liquid hydrogen plane paves way for zero emission flight

UK (United Kingdom) project unveils plans for a new liquid hydrogen plane.
    6 December 2021

  • passengers could one day fly anywhere in the world with no carbon emissions as £15 million UK project unveils designs for a new liquid hydrogen plane
  • this comes as 8 companies secure the go-ahead for their sustainable aviation fuel developments from the government’s separate £15 million Green Fuel, Green Skies competition
  • officials and industry leaders today discussed progress towards achieving zero carbon emission flight at the fourth meeting of the Jet Zero Council

Passengers could one day fly to the other side of the world with zero carbon emissions and just one refuelling stop, thanks to government-funded technology being unveiled today.

The concept aircraft was today (6 December 2021) unveiled by the Aerospace Technology Institute (ATI) ahead of the fourth meeting of the Jet Zero Council, which is chaired by the Transport Secretary.

The FlyZero project, led by the ATI and funded by the government, has developed a concept for a midsize aircraft powered by liquid hydrogen. It is capable of flying 279 passengers halfway around the world without a stop or anywhere in the world with just one stop to refuel...

But as a project, it's more of a funding arrangement itself than a group of leading-edge manufacturers. They are still doing their initial technology selection reports, done by academics and consultants, while inviting more bids for work packages. So they are going to demonstrate a regional jet by 2030 and the long-range narrow-body plane by ... perhaps it's wise not to promise a date for that one. Here's a few more technical details (from E&T):
Quote
The aircraft is being designed to carry 279 passengers at the same speed and comfort as today’s airliners. Its 54m wingspan carries two turbofan engines powered by hydrogen combustion. The liquid hydrogen fuel is stored in cryogenic fuel tanks at around -250°C in the aft fuselage and two small tanks along the forward fuselage. These smaller tanks also help keep the aircraft balanced as the fuel burns off, eliminating the need for additional aerodynamic structures.

The design has a range of 5250NM, meaning that it could fly from London to San Francisco, Delhi, Beijing, Vancouver, Mexico City, or Rio de Janeiro without stopping, or to Auckland, Sydney, or Honolulu with just one stop to refuel. This would allow a network of long-range journeys to be established without demanding new hydrogen refuelling infrastructure at so many international airports.
Logged
TonyK
Global Moderator
Hero Member
*****
Posts: 6435


The artist formerly known as Four Track, Now!


View Profile
« Reply #22 on: December 10, 2021, 14:40:18 »

And here's another, bigger, one, though I don't think it's going to be flying for a wee while yet, given the funding. Announced by the DfT» (Department for Transport - about) and BEIS:


I don't suppose tickets have gone on sale yet?

£15 million sounds quite a lot when you are, like me, a pensioner of limited means, but a lot less when compared to, for example, the £1 billion reported cost of developing an engine for a Formula 1 car. Hydrogen seems to be the subject of some very expensive publicity campaigns at the moment, probably driven by the fossil fuel industry and gas pipeline owners wanting to position themselves for the future. My inner cynic views this as a part of that strategy, but you never know. One certainty is that it will cost a lot more than that to develop a cryogenic system that can be certified for passenger aircraft use. Burning hydrogen isn't a particularly efficient way of using it for motive power of any kind. Both problems would be resolved by making commercially economic synthetic fuel, by mixing that hydrogen with carbon from CO2 recovered from the atmosphere. That might be a better answer to the problem, but hey - while none of the concept cars I have seen since childhood have ended up on the road, some engineering breakthroughs have come about as a result of the research. This could go the same way.
Logged

Now, please!
stuving
Transport Scholar
Hero Member
******
Posts: 7155


View Profile
« Reply #23 on: November 07, 2022, 00:38:51 »

This thread started with Airbus's plans for hydrogenivorous aircraft, which were to lead up to a choice of concept in 2025. Well, they have company - or competition - in Toulouse from a bunch of Americans in much more of a hurry.

This is Universal Hydrogen, who have taken a can-opener to an ATR 72 to make a big door for loading liquid hydrogen storage "capsules" into the back of the cabin space (losing 20% of the seats). They started with a Dash-8 in Washington state, which is scheduled to fly with one engine replaced by the electric motor and HFC (Hydrogen-Fuelled Car) (in the nacelle) by the end of this year. Then, with customer airlines lined up in Europe and the USA, into commercial operation with a range of 500 nm by 2025.

There's obviously a big dollop of good ol' American can-do in that. But in this case we won't have long to wait to see if they could-do. And there are some clearly iffy bits in their story. Their US partner is "prospective Massachusetts-based regional carrier Connect Airlines" ... so that's not a real airline yet, then. In Europe it's DAT (Danish), which is at least a concrete airline. And how far will 500 nm get you anyway?  Not even halfway to Catania, for one thing.

Here's a detailed article from AINonline
Quote
Universal Hydrogen chief commercial officer Rod Williams told AIN that the company developed its own flight control software for the iron bird testing and will install the same powertrain architecture in the Dash 8. He called the decision to house the entire 1-megawatt powertrain, including the fuel cell, in the nacelle “critical” for the airplane’s commercial viability.

Williams explained that the company chose that path for the test aircraft because putting the fuel cell in the fuselage would have compromised seat count and failed to produce “real learning” about how to meet its goal of containing the powertrain in a nacelle.

“We’re not doing this the easy way,” he quipped. “So we took the engine out of the aircraft some time ago; we’ve received all of the parts from the suppliers, and now we are literally just rebuilding the powertrain in the empty engine nacelle.” Major suppliers include MagniX, which provides the electric motors for the powertrain, and Plug Power, which supplies the hydrogen fuel cells.

Logged
TonyK
Global Moderator
Hero Member
*****
Posts: 6435


The artist formerly known as Four Track, Now!


View Profile
« Reply #24 on: November 07, 2022, 21:07:38 »

This thread started with Airbus's plans for hydrogenivorous aircraft, which were to lead up to a choice of concept in 2025. Well, they have company - or competition - in Toulouse from a bunch of Americans in much more of a hurry.

This is Universal Hydrogen, who have taken a can-opener to an ATR 72 to make a big door for loading liquid hydrogen storage "capsules" into the back of the cabin space (losing 20% of the seats). They started with a Dash-8 in Washington state, which is scheduled to fly with one engine replaced by the electric motor and HFC (Hydrogen-Fuelled Car) (in the nacelle) by the end of this year. Then, with customer airlines lined up in Europe and the USA, into commercial operation with a range of 500 nm by 2025.

There's obviously a big dollop of good ol' American can-do in that. But in this case we won't have long to wait to see if they could-do. And there are some clearly iffy bits in their story. Their US partner is "prospective Massachusetts-based regional carrier Connect Airlines" ... so that's not a real airline yet, then. In Europe it's DAT (Danish), which is at least a concrete airline. And how far will 500 nm get you anyway?  Not even halfway to Catania, for one thing.

Here's a detailed article from AINonline
Quote
Universal Hydrogen chief commercial officer Rod Williams told AIN that the company developed its own flight control software for the iron bird testing and will install the same powertrain architecture in the Dash 8. He called the decision to house the entire 1-megawatt powertrain, including the fuel cell, in the nacelle “critical” for the airplane’s commercial viability.

Williams explained that the company chose that path for the test aircraft because putting the fuel cell in the fuselage would have compromised seat count and failed to produce “real learning” about how to meet its goal of containing the powertrain in a nacelle.

“We’re not doing this the easy way,” he quipped. “So we took the engine out of the aircraft some time ago; we’ve received all of the parts from the suppliers, and now we are literally just rebuilding the powertrain in the empty engine nacelle.” Major suppliers include MagniX, which provides the electric motors for the powertrain, and Plug Power, which supplies the hydrogen fuel cells.



How far will 500 nm get you? Not 500 nm, unless you don't bother carrying the normally reserve to divert or for bad weather.

Hopefully, the latest attempt will fare better than poor old G-HYZA above, which suffered a bit of a prang while on test last year, and has since been de-registered with the CAA» (Civil Aviation Authority - about). The AAIB (Air Accident Investigation Branch) report must have been fun to write, with things going on the were hitherto unknown to the world of accident investigation, and it will interest experts of electronic sysytems everywhere.At the end of it all, though, the accident did involve a fair bit of standard aviation issues, cleverly adapted for the hydrogen era, and reminded us of the importance of flying the aircraft rather than getting bogged down with systems and dials and switches.
Logged

Now, please!
Bmblbzzz
Transport Scholar
Hero Member
******
Posts: 4256


View Profile
« Reply #25 on: November 08, 2022, 12:41:55 »


How far will 500 nm get you? Not 500 nm,
But that's only 0.0005 millimetres!
Logged

Waiting at Pilning for the midnight sleeper to Prague.
TonyK
Global Moderator
Hero Member
*****
Posts: 6435


The artist formerly known as Four Track, Now!


View Profile
« Reply #26 on: November 08, 2022, 21:22:54 »


How far will 500 nm get you? Not 500 nm,
But that's only 0.0005 millimetres!

Let's upgrade it to 500 NM, and I'll get my caps lock looked at.  Grin
Logged

Now, please!
stuving
Transport Scholar
Hero Member
******
Posts: 7155


View Profile
« Reply #27 on: January 04, 2023, 00:45:10 »

ZeroAvia have now been given their ticket to start flight trials:
Quote
Kemble UK (United Kingdom), December 23, 2022: The UK’s Civil Aviation Authority (CAA» (Civil Aviation Authority - about)) has granted a permit to fly for ZeroAvia’s Dornier 228 aircraft, which has been retrofitted with its prototype hydrogen-electric powertrain. ZeroAvia secured the permit to fly following an extensive ground testing campaign and a rigorous review of the full development program.

It means that ZeroAvia, the leader in zero-emission aviation, can now begin the first test flights of its 600kW hydrogen-electric powertrain. The 19-seat twin-engine aircraft has been retrofitted in an engineering testbed configuration to incorporate ZeroAvia’s hydrogen-electric engine powering the propellor on its left wing, operating alongside a single Honeywell TPE (Trans Pennine Express)-331 stock engine on the right for appropriate redundancy to allow the safe testing of the novel propulsion technology.

The test flights are set to be a landmark achievement for ZeroAvia and the HyFlyer II project, a major R&D program backed by the UK Government’s ATI Programme, which targets the development of a 600kW hydrogen-electric powertrain for 9-19 seat aircraft. 

For this testing program, ZeroAvia has worked with the CAA in meeting a far more stringent set of requirements when compared to the E-Conditions framework ZeroAvia had used for its 6-seat prototype in 2020. Part 21 is an industry-standard term used to describe the regulatory approval of aircraft design and production organizations, and the certification of products, parts, and appliances for aircraft. Securing this permit to fly is a significant milestone in ZeroAvia’s path towards commercialization.
Logged
stuving
Transport Scholar
Hero Member
******
Posts: 7155


View Profile
« Reply #28 on: January 21, 2023, 12:40:06 »

ZeroAvia are claiming another world first - though as usual it's hard to tell how first or how world it was. Since they flew a smaller one last year, this time:
Quote
ZeroAvia Makes Aviation History, Flying World’s Largest Aircraft Powered with a Hydrogen-Electric Engine
January 19, 2023
  • 19-seat Dornier 228 twin-engine aircraft takes to the sky in testbed configuration for first flight as part of the HyFlyer II project
  • Milestone moves ZeroAvia forward on the way to meeting target of commercial flights using only hydrogen fuel cell power by 2025, and scaling the engine technology to larger airframes
  • Marks a significant step in addressing aviation’s climate change impact and a major innovation success for the UK (United Kingdom) Government’s Jet Zero Strategy

Kemble, UK, January 19, 2023: Zero-emission flight took a giant step forward today with ZeroAvia flying the largest aircraft in the world to be powered by a hydrogen-electric engine. The leader in zero-emission aviation took to the skies for the maiden flight of its 19-seat Dornier 228 testbed aircraft, retrofitted with a full-size prototype hydrogen-electric powertrain on the left wing of the aircraft.

The flight took place from the company’s R&D facility at Cotswold Airport in Gloucestershire, UK, and lasted 10 minutes. At 13.35 pm GMT this afternoon the aircraft completed taxi, take-off, a full pattern circuit, and landing. The landmark flight forms part of the HyFlyer II project, a major R&D programme backed by the UK Government’s flagship ATI Programme, which targets development of a 600kW powertrain to support 9-19 seat aircraft worldwide with zero-emission flight.

The twin-engine aircraft was retrofitted to incorporate ZeroAvia’s hydrogen-electric engine on its left wing, which then operated alongside a single Honeywell TPE (Trans Pennine Express)-331 stock engine on the right. In this testing configuration, the hydrogen-electric powertrain comprises two fuel cell stacks, with lithium-ion battery packs providing peak power support during take-off and adding additional redundancy for safe testing. In this testbed configuration, hydrogen tanks and fuel cell power generation systems were housed inside the cabin. In a commercial configuration, external storage would be used and the seats restored... 

Rather pointedly, they also say:
Quote
Of note, this flight test campaign is being conducted under a full Part 21 flight permit with the UK CAA» (Civil Aviation Authority - about), which is a much more stringent set of requirements compared to the E-Conditions framework ZeroAvia used for its 6-seat prototype test flights in the prior years. This signifies the maturity of the company’s processes and design approaches and its readiness to proceed towards full commercial certification of its powerplants.​
Logged
GBM
Transport Scholar
Hero Member
******
Posts: 1468


View Profile Email
« Reply #29 on: January 21, 2023, 13:31:19 »

Follows on from their set-back last year
https://flyer.co.uk/ad-hoc-changes-to-flight-test-plan-contribute-to-zeroavia-electric-piper-crash/
Logged

Personal opinion only.  Writings not representative of any union, collective, management or employer. (Think that absolves me...........)
Do you have something you would like to add to this thread, or would you like to raise a new question at the Coffee Shop? Please [register] (it is free) if you have not done so before, or login (at the top of this page) if you already have an account - we would love to read what you have to say!

You can find out more about how this forum works [here] - that will link you to a copy of the forum agreement that you can read before you join, and tell you very much more about how we operate. We are an independent forum, provided and run by customers of Great Western Railway, for customers of Great Western Railway and we welcome railway professionals as members too, in either a personal or official capacity. Views expressed in posts are not necessarily the views of the operators of the forum.

As well as posting messages onto existing threads, and starting new subjects, members can communicate with each other through personal messages if they wish. And once members have made a certain number of posts, they will automatically be admitted to the "frequent posters club", where subjects not-for-public-domain are discussed; anything from the occasional rant to meetups we may be having ...

 
Pages: 1 [2] 3
  Print  
 
Jump to:  

Powered by MySQL Powered by PHP Powered by SMF 1.1.2 | SMF © 2006-2007, Simple Machines LLC Valid XHTML 1.0! Valid CSS!
This forum is provided by customers of Great Western Railway (formerly First Great Western), and the views expressed are those of the individual posters concerned. Visit www.gwr.com for the official Great Western Railway website. Please contact the administrators of this site if you feel that the content provided by one of our posters contravenes our posting rules (email link to report). Forum hosted by Well House Consultants

Jump to top of pageJump to Forum Home Page