As rightly pointed out before I could give a geeky answer, mass for mass Jet A1 (kerosene) is far more efficient in the energy it releases against Hydrogen. Aircraft could not use hydrogen as a total fuel sytem because of the mass required to liberate the burn per mile or kilometre against kerosine. You would need several hydrogen tankers to top up the aircraft en route. And the tankers would need tankers...........
The option could be to have a relatively small amount of hydrogen to augment thrust if & when a mixed fuel high bypass engine is produced.
The reason I stated that hydrogen will become the main fuel source as against electric or hybrid vehicles in the near future is because:
Once again this all this depends on resistance to change from car manufacturers, the driving public & the oil & gas industry though these industries are well placed to take on hydrogen production as an alternative.
Don't let the perfect solution be an obstacle to making improvements.
Electical drive is practical in a lot of (most?) cases now, so let's implement it in a logical progressive fashion.
Let's also continue research into hydrogen as a fuel but I see the size of the molecule as a significant difficulty within any distribution system.
Democratic dissent is not disloyalty, it is a positive civic duty
The longest journey starts etc.
The Child labour article is behind a paywall.
So not nowing the contents all I can say is that any reasonably large global company should have a Corporate Social Responsibilty Policy that outlaws the use of child labour, blood diamonds and other dodgy sources of materials
Jet A1 (kerosene) is far more efficient in the energy it releases against Hydrogen.
Yes but kerosene is a finite resource, it can't be produced from solar/wind power/etc. and it produces greenhouse gases.
Aviation biofuel or fuel produced from direct CO2 extraction from air can be produced in a carbon and energy neutral manner when renewable energy is used in it's production (absorption of carbon in production, remitted during use), much like hydrogen can be used as an energy concentrator, too. Also has similar energy content as kerosene and requires little modification to current gas turbine technology.
Yes. There's some discussion of chemical options in the article linked from #369.
... and requires little modification to current gas turbine technology.
And, presumably, storage and distribution systems?
Any leading projects?
There have been commercial test flights with biofuel so far, such as this one from Virgin last year: https://interestingengineering.com/virgin-atlantic-flies-worlds-first-waste-based-biofuel-commercial-flight
There are some facilities being built to produce commercially viable biojet fuel: https://asia.nikkei.com/Business/Companies/Jet-biofuel-mass-production-to-begin-in-Japan
IATA has established standards for management of the fuel: https://www.iata.org/publications/Documents/guidance-biojet-management.pdf
Standard jet fuel handling equipment, procedures and infrastructure should be compatible with little modification, with changes on and off the aircraft mainly related to filtering, moisture control and optimization of engine management software.
Also, the first test flight of the all electric DHC-2 happened today: https://www.cbc.ca/news/canada/british-columbia/electric-seaplane-float-plane-test-flight-harbour-air-1.5390816
..and a video of the test flight: https://bc.ctvnews.ca/video?clipId=1851312&jwsource=cl
Can modified planes run on either fuel? If not, the swap over would be problematic.