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Twenty years ago, long before ‘biofuel’ became a marketing hook, the Soviet Union quietly flew for the first time a modified version of the Tupolev Tu-154B to demonstrate how aircraft could be powered with an alternative energy source.
Designated the Tu-155 the aircraft took to the air on 15 April 1988, its thrust partly generated using liquid hydrogen.
Originally posted by intelgurl
Doesn't it actually take more energy to "make" hydrogen from sea water than the hydrogen the process produces can generate?
Cost efficiency is still not where it need to be to have wide usuage of hydrogen fuel cells.
That said, good for the Russians - as Allred said, I would think that was a major acheivement for that day and age.
[edit on 4-27-2008 by intelgurl]
Originally posted by Vipassana
Is there any reason to believe this type of fuel is more dangerous?
Originally posted by intelgurl
Doesn't it actually take more energy to "make" hydrogen from sea water than the hydrogen the process produces can generate?
Cost efficiency is still not where it need to be to have wide usuage of hydrogen fuel cells.
Originally posted by kilcoo316
most of the fatalities were from jumpers.
Originally posted by HowlrunnerIV
Originally posted by kilcoo316
most of the fatalities were from jumpers.
It's a vicous world out there in teenage fashion...
Originally posted by kilcoo316
Hydrogen is much safer than standard avgas.
When a hydrogren tank would rupture and burn, evaporation would quickly mean the fuel burns ABOVE the plane - most of it wouldn't actually burn in the airframe at all.
Whereas conventional fuel is a liquid, restrained by gravity, and will burn in the airframe.
Originally posted by RichardPrice
You point would be valid if we were talking about hydrogen in its gaseous form - but we are not. Liquid hydrogen actually has a boil off rate of around 1%, meaning even if you pour some into a bucket, it would remain in a liquid state for quite a while. That means its going to remain around your crashed aircraft for some time.
Secondly, theres a lot more liquid hydrogen than aviation fuel in the equation - while LH has a better energy density per unit of weight than JetA, it has a poorer energy density per unit of volume - its about 3 to 4 times less dense when talking about energy in volume, meaning you have to have 3 to 4 times as much onboard the aircraft for the same mission.
Lastly, you are assuming all the fuel tanks are equally and instantly breached, to allow the fuel to escape. This does not happen.
Originally posted by kilcoo316
Your last point answers the first
The middle paragraph is somewhat irrelevant. You carry less weight in hydrogen but more volume for the same energy. With the added aircraft weight, you will need more energy, so would carry additional energy in comparison to a conventional design. But that is like comparing a 737 to a 777 in a crash.
Originally posted by RichardPrice
No it doesn't - liquids and gasses have different reactions in the situation.
Originally posted by RichardPrice
However, assuming the fuel tanks are ruptured, the liquid hydrogen will be all over the place and it will be boiling off while on the ground.This means there will be a fairly decent gas mixture near the crash site with an ongoing replenishment. It won't simply evaporate as you suggested in your original post.
A higher volume means the aircraft either has to be bigger or carry less because of physical space limitations - convert a 777 to liquid hydrogen (LH) and you either have to cut the range by 75% if you rely on the normal fuel tanks capacity, or you cut the payload capacity by 75% because you are carrying a significantly greater volume of fuel which has to be stored somewhere - like the cargo hold.
The weight difference is pointless because you also carry more weight due to the extra weight of the increased strength fuel tanks, increased thermal protection and higher capacity fuel pumps (due to lower energy density, you need to pump fuel at a faster rate) you would also have to carry due to the nature of LH - you can't just throw it in the same holding tanks and expect everything to be hunky dory, its a cryogenic substance with all the problems of handling that come with that.
Put into context of the discussion, the human body doesn't care if hydrogen has a lower energy density, if its on fire its going to kill. After the crash, it doesn't take a lot to cause a fire, and if you are carrying three to four times the volume of fuel, theres a greater chance of that fuel catching light.
Hydrogen may not be as dangerous, but its certainly no silver bullet.
Originally posted by kilcoo316
All current concepts use LH in the tanks, there are a number of benefits.
Within 60 seconds of being exposed to 300 deg K surface temps, you can expect between 2 and 4 inches of liquid hydrogen to regress (dependant on surface texture).
It will not take long to boil with the attendant heat from a fire.
I maintain, the majority of the LH will be H2 before ignition and will burn safely above the aircraft.
You reading my stuff? I said:
"With the added aircraft weight, you will need more energy"
If it is on fire above the plane, it is not going to burn, asphyxiation may be an issue.
Hence: "Hydrogen is much safer than standard avgas."