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Contrail Formation For Aircraft With Fuel Cell Propulsion

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Contrail emission is the greatest non-CO2 contribution to global climate change from aviation. This study provides a consistent methodology for comparing the contrail propensity of alternative propulsion technologies, applicable to more-electric gas turbine systems, fuel cell systems with and without external cooling, and piston engines. The method accounts for Condensation trails (contrails) are aircraft induced cirrus clouds, which may persist and grow to large cirrus cover in ice-supersaturated air, and may cause a warming of the atmosphere. This paper describes the formation, occurrence, properties and climatic effects of contrails. The global cover by lined-shaped contrails and the radiative impact of line-shaped

Preparation of Papers for AIAA Journals

2. Theory 2.1. The Schmidt-Appleman Criterion for Fuel Cells The physical process behind the formation of contrails is the mixing of two airmasses, one warm and moist (the exhaust gases), the other cold and drier (ambient air). This mixing may lead to a supersaturated state and then droplets can form, which may freeze if they get sufficiently Contrail emission is the greatest non-CO2 contribution to global climate change from aviation. This study provides a consistent methodology for comparing the contrail propensity of alternative propulsion technologies, applicable to more-electric gas turbine systems, fuel cell systems with and without external cooling, and piston engines. The method accounts for

American Airlines demonstrated contrail-reducing technology

Contrail emission is the greatest non-CO2 contribution to global climate change from aviation. This study provides a consistent methodology for comparing the contrail propensity of alternative propulsion technologies, applicable to more-electric gas turbine systems, fuel cell systems with and without external cooling, and piston engines. The method accounts for Contrail emission is the greatest non-CO2 contribution to global climate change from aviation. This study provides a consistent methodology for comparing the contrail propensity of alternative propulsion technologies, applicable to more-electric gas turbine systems, fuel cell systems with and without external cooling, and piston engines.

This model has been used in recent studies for contrail formation simulations of a classical turbo-fan aircraft with kerosene or hydrogen combustion [1, 2]. During this work the LCM model has been adapted and extended to enable the simulation of contrail formation behind fuel cell powered aircraft. The model was applied and results are shown.

The theory of contrail formation for fuel cells is derived. It is a variant of the well-known Schmidt-Appleman theory. The contrail factor or G-factor for fuel cells is much larger than for jet engines, such that condensation of the exhaust water vapour can happen even at the Earth’s surface in sufficiently cold (a few degrees above zero) weather. Contrail formation from fuel cells will Abstract: The theory of contrail formation for fuel cells is derived. It is a variant of the well-known Schmidt-Appleman theory. The contrail factor or G-factor for fuel cells is much larger than

Hydrogen (H2) combustion and solid oxide fuel cells (SOFCs) can potentially reduce aviation-produced greenhouse gas emissions compared to kerosene propulsion. This paper outlines a methodology for evaluating performance and emission tradeoffs when retrofitting conventional kerosene-powered aircraft with lower-emissionH2 combustion and SOFC hybrid alternatives. Contrail formation for conventional kerosene combustion is well studied, and suitable parametrizations for the early ice crystal number have been used to estimate the climate impact of contrail cirrus with a general circulation model. However, a parametrization for the number of ice crystals formed is lacking for hydrogen combustion.

Impact of Hybrid-Electric Aircraft on Contrail Coverage

Any fuel that doesn’t produce contrails or CO2 emissions will be extremely valuable for aviation. Fuel cells are definitely one possibility, although H2 is very hard to contain, very explosive and would require enormous fuel tanks.

  • Contrail formation for aircraft with hydrogen combustion
  • PERFORMANCE ANALYSIS OF FUEL CELL RETROFIT AIRCRAFT
  • Contrail formation and persistence conditions for alternative fuels
  • Climate-Tech to Watch: Hydrogen-Powered Aviation

More Share Megill & Grewe (April 2025) Investigating the limiting aircraft-design-dependent and environmental factors of persistent contrail formation Cannon et. al. (November 2024) Thermodynamic evaluation of contrail formation from a conventional jet fuel and an ammonia-based aviation propulsion system Yu et. al. (September 2024)

Hydrogen combustion and solid oxide fuel cells (SOFCs) can potentially reduce aviation-produced greenhouse gas emissions compared to kerosene propulsion. This paper outlines a methodology for evaluating performance and emission tradeoffs when retrofitting conventional kerosene-powered aircraft with lower-emission combustion and SOFC hybrid

Download Citation | On Jun 8, 2023, Elias Waddington and others published Hybridization Impact on Emissions for Hydrogen Fuel-Cell/Turbo-Electric Aircraft | Find, read and cite all the research On the other hand, compared to the same reference, hydrogen combustion and fuel cell aircraft could increase globally averaged persistent contrail formation by 46.5 % and 54.7 % respectively.

The theory of contrail formation for fuel cells is derived. It is a variant of the well-known Schmidt-Appleman theory. The contrail factor or G-factor for fuel cells is much larger than for jet engines, such that condensation of the exhaust water vapour can happen even at the Earth’s surface in sufficiently cold (a few degrees above zero The future climate-neutral air transport system needs carbon-dioxide-free propulsion technologies. For regional aircraft, hydrogen-electric propulsion systems with hydrogen fuel cell technology offer a promising option. This is now receiving a strong boost from the ‚328H2-FC‘ project. Led by the German Aerospace Center (DLR) in cooperation with H2FLY, Deutsche Modeling and evaluation of the second study concept, Concept B, is described in this report. QGT Concept B is a blended-wing-body configuration with distributed, hydrogen fuel cell propulsion. Hydrogen fuel cells offer the potential to increase fuel efficiency and eliminate all

  • Hydrogen Powered Aircraft
  • Formation, properties and climatic effects of contrails
  • Theory of Contrail Formation for Fuel Cells
  • A review of liquid hydrogen aircraft and propulsion technologies
  • Preparation of Papers for AIAA Journals

796 Aircraft Fuel Trail Images, Stock Photos & Vectors | Shutterstock

EXECUTIVE SUMMARY The idea of powering aircraft with hydrogen fuel cells is gaining attention as a potential zero-emission solution for aviation. Retrofitting an existing aircraft with hydrogen fuel cell propulsion could mean zero-emission flying without having to develop a new aircraft from scratch. While fuel cells cannot yet produce enough power to propel narrowbody aircraft, they Abstract Condensation trail (contrail) formation in an airplane’s wake requires thermodynamics supersaturation and ice nucleation to form visible ice crystals. Here, using a thermodynamic analysis, we evaluate the potential for forming contrails in a carbon-free, ammonia-powered propulsion system compared to conventional planes powered by jet fuel. The analysis The present work demonstrates a comparative study of hydrogen fuel cells and combustion aircraft to investigate the potential of fuel cells as a visionary propulsion system for radically more sustainable medium- to long-range commercial aircraft. The study, which considered future airframe and propulsion technologies under the Se2A project, was

Hydrogen Powered Aircraft

Contrail Formation Criterion for Assessment of Alternative Propulsion Technologies Edward S. Richardson* Faculty of Engineering and Physical Sciences, University of Southampton, Southampton, SO17 1BJ, United Kingdom Contrail emission is the greatest non-CO2 contribution to global climate change from aviation. The theory of contrail formation for fuel cells is derived. It is a variant of the well-known Schmidt-Appleman theory. The contrail factor or G-factor for fuel cells is much larger than for jet

1 Introduction Aircraft, powered by fossil fuels, emit CO2 and other gases as well as soot and volatile particles into the at-mosphere and leave under certain conditions contrails in the sky, causing changes in radiative fluxes. These flux changes contribute to the climate impact of aviation (for a recent overview, see Lee et al., 2021).

HANNAH BOYLES | FEBRUARY 2023 Policymakers and the aviation industry see hydrogen as a promising low-carbon fuel for aviation. But to make hydrogen-powered flight a reality, they first need to bring down the cost of green hydrogen and overcome aircraft design challenges. According to the contrail formation theory for fuel cells (Gierens, 2021), the supersaturation over wa-ter in the exhaust plume of such systems could be signifi-cantly higher than for conventional combustion systems. fuel cell or hydrogen gas turbine propulsion systems. This paper presents a survey of the literature and industrial projects on hydrogen aircraft and associated enabling technologies.

In the long term, hydrogen aircraft appear to be the most compelling alternative to today’s kerosene-powered aircraft. Using hydrogen also enables novel technologies, such as fuel cells and superconducting electronics, which could

Formation, properties and climatic effects of contrails

Abstract. In this study, we investigate the properties of young contrails formed behind hydrogen-powered aircraft, particu-larly compared to contrails from conventional kerosene combustion. High-resolution simulations of individual contrails are performed using the EULAG-LCM model, a large-eddy simulation model with fully coupled particle-based ice microphysics. Previous

Contrail formation from fuel cells will occur frequently in the lower troposphere and is unavoidable below moderate temperature limits, in the upper troposphere and in the stratosphere. Despite the high frequency of contrail formation from fuel cells, their climate impact is lower than that of contrails from jet engines. A practical approach to address this challenge involves employing fuel cells (FC) for on-site power generation on the aircraft, eliminating the need for battery storage and charging infrastructure.

Various propulsion systems leveraging superconducting motors, boundary layer ingestion, distributed electric propulsion, proton exchange membrane fuel cells, and liquid hydrogen fuel were examined

When comparing contrail formation from hydrogen fuel cells and Jet-A fuel, several complex and interrelated factors come into play, like temperature, pressure, and humidity. We compared the HEA to conventional (reference) aircraft with the same characteristics, except for the propulsion system. The analysis showed that the temperature threshold of contrail formation for HEA is lower; therefore, conventional reference aircraft can form contrails at lower flight altitudes, whereas the HEA does not.