And half truths. He's a master of half truths

@@coreyfro Absolutely, without a doubt. It's not the only channel on YT blowing the smoke of false expectations with unrealistic highly biased explanations. Like Elon says "Fool Cells" as they exist today and not some 50/100 years from now "maybe".

It’s far more advanced than we realize, our own technology. Disruptive for some but a step everyone must take to truly become progressive

@@rickdees251 I mean, he's pretty clear in this video that fuel cells are not showing good results and there's a big gap between fuel cell efficiency and pure battery efficiency. I don't see any smoke being blown. He's just showing where the current prototype technology is right now.

Hope so!

​@@ElectricAviation - Hi, I wish you could cover the very lightest manned aviation system -- the paramotor. Traditional paramotors have been powered by 2-stroke engines, which have maintenance and reliability issues. But now battery-powered electric paramotors are starting to appear on the market, with the potential to revolutionize this recreational sport. kzfaq.info/get/bejne/mMx4krJptuCVZGw.html kzfaq.info/get/bejne/rd6no5ydxNnLk4U.html

I believe that fuel cell costs will drop dramatically once they are used more, fuel cells I believe will benefit humanity with home power, automobile, and aviation.

Gabriel, let me point out the failure in your bullshit statistic.... "1-2k hrs of use" at 60 miles per hour, that means a EV would need a new battery at 120k miles... and well, you pulled that out of your ass, didnt you?

A tank designed for what standards? Welding? A car?

There are plenty of videos of hydrogen storage, they are called Delta IV heavy launches. Check one out and imagine that rocket was your electric airplane.

And what are the regular/major maintenance costs of Hydrogen storage, transport & fuelling systems. We all know the corrosive & leak prone nature of hydrogen & it's storage & transfer problems, thus higher costs.

Not anymore! Check out Hypoints newest hydrogen tank. It could even enable airplanes to fly longer on hydrogen than kerosene!

@@jimj2683 Whoa - that tank is impressive! Thanks for sharing that

You bet!

Wow, thanks! So nice of you

adoption is not guaranteed. There are many more considerations than just the availability of hydrogen. Don't be feelgood myopic.

Nah. As an aircraft mechanic my vote is on the simpler/easier to maintain battery system all the way. Time will improve the range/payload of such vehicles while hydrogen will age far too quickly to be a useful interim. As with the electric car world it's the cost of the hydrogen infrastructure that will make it impractical for common use. My opinion is that aviation companies investing in hydrogen will have to pivot toward batteries late game once they become the obvious choice. Just as Legacy automakers are already facing the reality of the failure of lidar tech; pro hydrogen aviation companies will have to play catch-up to the more advanced battery solutions. My 2 cents.

@@Zalex612 For aircraft with batteries when you take off you weigh X amount.....when you land you still carry the same weight......with any aircraft that is powered by a liquid fuel, you take off with a full load and land much lighter having used up the fuel......one reason they dump fuel after take off if you have an emergency and have to land immediately. An aircraft with a fuel cell would probably fare better than with batteries I think as the fuel for the cell would be used up by the time the journey ends........that is a daft situation as the current ICE aircraft power is quite well advanced and it would take a miracle to consider changing to electric drive just to please the environmentalists. BTW.....I have a model of a 172 Cessna running on Lithium batteries.....it's very light , made of polystyrene foam etc......beats running it on a small glow plug engine.

Hydrogen is made from oil or methane, it is a fossil fuel.

@@alechorn1109 You can't have it both ways........sometimes you have to compromise a bit.

@@alechorn1109 No. Not necessarily. Only unimaginative oil companies, with lots of oil and gas to sell, make Hydrogen out of fossil fuels. Water molecules are made of Hydrogen and Oxygen ie H2O. If you place an electrical voltage across 2 electrodes, immersed in water, the Hydrogen and Oxygen atoms split, the Hydrogen atoms migrate to one electrode and the Oxygen atoms migrate to the other electrode. If you create the electrical potential from a renewable source, such as solar panels, wind turbines or water current turbines, then no fossil fuels are burnt and, in fact, you can use surplus power, for example, generated at night that otherwise would have been wasted. So, surplus electrical power from renewable sources, that otherwise would be wasted, can be used to produce almost unlimited amounts of Hydrogen very cheaply and cleanly.

Glad you liked it!

I was thinking along those lines, going further if the battery requirement is mainly for cold starting could it not be when the aircraft is in storage it is "plugged in" to the grid or a starting generator is used thereby removing the need for battery packs altogether (a small battery on the plane maybe just to keep systems "online").

I live in holland allready built cars and airplanes.technologi etc .we have here rld the dutch faa.anyway when you fly between sea level and 25 meters you are a boat ther are no rules yustregulations good luck ronadam

Supercapacitors are still at 80 to 100 Wh/kg. Li -ion cells are 3 times that amount i.e 300 Wh/kg. So there is no chance of using super capacitors at least for the near future

Thanks for pointing that out

@Richard Wood or we could get our hydrogen from non carbon sources. That'd really be a boon.

Using ethanol with reformer for hydrogen source would mean we can use existing fuel infrastructure. Though pollution free ethanol can be used in jet turbines as well. GE has sold some in Brazil already for electricity generation. Ethanol gets higher fuel efficiency above 10,000 feet than currently used jet fuel.

Taken to it's ultimate efficiency, you just can't beat wind power for a driving force and you don't have to use flapping sails to harness that power, you can have a VAWT and it either direct dives a propeller that drives the boat, same as having sails etc.....as long as the wind blows ...... or drives a generator that provides electricity for storage..........wanting to have your cake and eat it means you need a bigger boat to live in and have the infrastructure to house the mechanics and batteries that power the boat, freezer, pumps and a heater too for Winter and don't forget an airconditioner.....small is not beautiful with mechanics.

@@gangleweed Haha yeah there is a thread on boat-design about a hypothetical boat with a vertical wind turbine. Fun concept. I've recently looked into kite-power and they seem very interesting for that too, both direct propulsion and power generating by pulling out the cable on a winch to generate power. High up in the air the power density is even higher and you need less material to generate power than with wind turbines. There is the delft spinoff (thekitepower.com) with a preorder. But still, solar panels with a hydrogen fuel cell might be ideal if you don't travel constantly but have week long pauses at your destinations where you could regenerate hydrogen.

That advantage is probably pretty small though, at least with pressurized H2. As someone pointed out elsewhere, the weight is around 95% tank, 5% H2. Cryogenic liquid hydrogen has more of this advantage, but is costlier and more difficult to handle, and probably only works for big planes.

This needs to be tested for weight efficiency

This has also crossed my mind. I assume this is why the Velis Electro is being marketed to flight schools rather than general use, but I regret to have to say, the sub 1hr flight time makes it a novelty only (a novelty that I'm keen to try for myself regardless). The Velis appears to have a "normal" car charger socket, but everything I've seen suggests you need their dedicated charging station to recharge them. If not, our electric car comes with a standard wall outlet to car charger, however our 30kW/hr battery takes close to 24hrs for a full charge from that source, so that isn't really an option you are going to want to use regularly.

Ammonia is the only other zero carbon fuel

@@glike2 you can source the rest from atmospheric co2, say right next to a nuclear powerplant, which would make them zero net carbon as well- not to mention they are much easier to work with than nh3

I see using the hydrogen and electricity together to produce plasma, then gas turbine/electric. Also the tidal power has just begun to be harnessed more recently. Once efficiency is mastered, i see that being even bigger than wind power. Areas around Vancouver island are perfect places for this.

Wind Generation..to Electrolysis.. Yes...High Pressure Tanks...Life Limited Lines ( they get Brittle ). and Many Sensors...

How did you walk away from this video with the conclusion that fuel cells in cars are the answer?!

@@blade-OT Im referring to hydrogen storage specifically the density capacity of H1. When did i mention the fuel cell of a car? All i mentioned was the density capacity of hydrogen stored as H1, which is the fuel when mixed with an oxidizing agent produces electricity ... Sorry i triggered your blessed little mind

@@manicsurfing leading in with Toyota perhaps having been right about hydrogen implies nothing else. They're only active in road vehicle fuel cell applications. And they're flailing miserably.

@@blade-OT i own two toyota's and i am quite pleased with their products. please get vaccinated

@@manicsurfing as I thought, what you implied with Toyota is exactly what you meant. You're just another hydrogen fanboy. 😉

There is an issue of NO2 production when burning H2.

You can't store hydrogen in jet fuel tanks.

@@jimfarmer7811 If the extremely cold temperature of LH2 becomes a limiting factor in the field, H2 can be stored in solids: www.renewableenergymagazine.com/hydrogen/new-powerpaste-for-hydrogen-storage-20210204 Fraunhofer Institute for Manufacturing Technology and Advanced Materials IFAM in Dresden have now come up with a hydrogen-based fuel that is ideal for small vehicles: Powerpaste, which is based on solid magnesium hydride. newatlas.com/energy/powerpaste-hydrogen-fuel-paste/ Fraunhofer researchers have presented a magnesium-based "Powerpaste" that stores hydrogen energy at 10 times the density of a lithium battery, offering hydrogen fuel cell vehicles the ability to travel further than gasoline-powered ones, and refuel in minutes. www.nrel.gov/hydrogen/storage.html U.S. Department of Energy (DOE), NREL develops comprehensive storage solutions, with a focus on hydrogen storage material properties, storage system configurations, interface requirements, and well-to-wheel analyses. Finally, here are videos demonstrating H2 fuel cell powered aircraft: kzfaq.info/get/bejne/i8V2haRnmNvNmKs.html Hydrogen Fuel cell Powered Drone kzfaq.info/get/bejne/q590lKt6ysmtk2g.html Hydrogen Fuel Cells Go Flying

The advantage, even if the niche is temporary, is an acceleration of electric aircraft propulsion technology. If batteries turn up later that can fill the niche, these aircraft can be relatively easily converted, since the motors and power electronics are already in place.

@@galfisk Good point, although there are some aircraft designs designed to burn hydrogen in traditional gas turbines, where this wouldn't be the case. I think there will be quite big differences in how aircrafts are designed to optimize for batteries or hydrogen fuel cells too. It's possible that the wings themselves will become batteries, through structural battery technologies. It's also important to remember the issue of power density. Batteries are pretty good when it comes to delivering power, when you use only batteries. Look at BEV sports/racing cars vs hydrogen for instance. With hydrogen, if you need a lot of power, you need to add a lot of fuel cells, or extra batteries if it's only for peak power.

you're absolutely right. the question now is also, how fast is this niche developing or is the battery tech developing faster? so far, ceramic separators for high density battery packs with high cycle counts are already on the door steps. the car industry is throwing a crazy amount of money at this development and the result will be 300-400Wh/kg soon. this is enough for 400km flights. from then on, the aviation industry will throw money into the pot too, to get even more energy density. electric power plant stations and consumers then throw more money into the development of long lasting batteries with high cycle counts for longevity. i am not sure if hydrogen can find it's niche here because the development from the very short flights based on batteries is so fast.

@@stefanweilhartner4415 Great comment, and it reminded me of something else: as you say, 400km flights may be feasible. But it's also possible that it'll be cheaper to do two 400km flights than one 800km flight, if operating costs for pure battery electric planes are much lower. So that's another factor that could push into the hydrogen niche. Electric planes (battery or hydrogen) are quiet, and may take off from smaller local airports. So I imagine if me, from Northern Europe, want to go to a vacation spot in Southern Europe, I might take off from a small local airport (rather than a 1hour train ride to the large international one), fly to some hub in Central Europe, and transfer to another plane taking me to a local airport near my destination. It wouldn't be much slower than taking one huge plane all the way through the big international airports. Transcontinental flights will probably always be hydrocarbons, since it has such insanely high requirements for both volumetric and gravimetric energy density. Yet another unknown factor for battery electric planes is that once you get a decent range on a large plane, these planes could fly higher than traditional planes, since they don't depend on air density (oxygen density) for efficiency. If they can fly higher, that could unlock extra range that haven't yet been considered.

Its just a speculative design by Hypoint

@@ElectricAviation I assumed, but thanks for the name so I can try to find info on it.

They can be taken out, but it adds another layer of processing which increases the cost

Wouldn't you need oxygen to burn out the CO? The oxygen would react with the hydrogen before making it to the fuel cell.

@@ddegn Not sure but I believe the CO it being a partially combusted molecule would burn on it's own with help of the hydrogen resulting in molecules while still present would have less negative effects. don't want to add O2 though.

Liquid Hydrogen generation eats up more energy in the process, but is easier to transport. On the other hand compressed hydrogen is more energy economical to produce but difficult to transport unless there are pipelines between point of generation and consumption. Best case scenario is to generate hydrogen at the point of usage through renewables

@@ElectricAviation LH2 is not only easier to transport, but its energy density is ~30X gasoline. Liquefying H2 does not require high pressure, and does not consume too much energy. Here are some videos that illustrate how easy and inexpensive it is to liquefy air and N2: kzfaq.info/get/bejne/bbaHeLaI1s6oaKc.html Liquid Nitrogen Generator kzfaq.info/get/bejne/mqmInsSCxpuXgYU.html liquid air kzfaq.info/get/bejne/q9alq9NktNXbko0.html LIQUID NITROGEN out of AIR I realize that H2 liquefaction requires a lower temperature, around 21 K IIRC, the techniques demonstrated in those videos would have to be modified accordingly. Here are some cheap used cryocoolers to provide some idea of what's available: www.ebay.com/itm/255039878032 AIRESEARCH F4 Phantom super conductor Nitrogen CRYOGENIC COMPRESSOR www.ebay.com/itm/191506050025 NESLAB FTC-350A FlowThru Cooler CRYOCOOL COOLER www.ebay.com/itm/114297652946 Advanced Research Systems DE-204NF Cryocooler Cold Head www.ebay.com/itm/362591825340 APD MODEL125S CRYOGENIC PUMP www.ebay.com/itm/283635450637 BRUKER Cryo Platform CryoCooling Unit 2M with Stabiline SVRS 88204CU If the extremely cold temperature of LH2 becomes a limiting factor in the field, H2 can be stored in solids: www.renewableenergymagazine.com/hydrogen/new-powerpaste-for-hydrogen-storage-20210204 Fraunhofer Institute for Manufacturing Technology and Advanced Materials IFAM in Dresden have now come up with a hydrogen-based fuel that is ideal for small vehicles: Powerpaste, which is based on solid magnesium hydride. Photo electrolysis of water can be employed to directly generate H2 (and O2). Have a look here news.harvard.edu/gazette/story/2018/01/harvards-bionic-leaf-could-help-feed-the-world/ .

The funny thing in the video is that only battery planes are used as examples (the Lilium plane and the Eviation Alice plane). However still the video was very interesting. More power dense fuelcells which can use lower grade hydogen is a good thing.

Supercapacitors can hold much less charge compared to a battery. The best super capacitors out there are only 80Wh/kg. Compare it to a battery which is 260 to 300 Wh/kg. This means if we were to powerup the aircraft by super capacitors alone, the system would be 3 to 4 times heavier

I have seen this and will cover this and was planning to go this alongside BMW's electric wingsuit. Personally I think a hover bike with 3 rotors is a lot more practical

@@ElectricAviation Cool, thank you!

If you watch the whole video it shows E-Plane 3 using liquid hydrogen.

@@nev5238 Thanks

Hydrogen because it can be generated from renewables

@@ElectricAviation Alcohol can easily be generated from plants. In fact, that is exactly why Rockefeller sponsored the Prohibition act against ethyl alcohol, because he wanted to take over the market with his petroleum fuel. (Henry Ford designed the Model T so it could run on different fuels including ethyl alcohol, but that displeased Rockefeller.) Now these billionaires are pushing for "renewable" energy but it was those same families 100 years ago who pushed petroleum.

@@nev5238 I assure you that ethyl alcohol is easier to manufacture, transport, and store than liquid hydrogen. (It is safer too; it can even be drunk by humans in small quantities.)

Because hydrogen is supposed only to come from renewable energy like wind and solar (via electrolysis)!

After using 5 kg of hydrogen the tank remains with its 82 kg (Toyota Mirai). If using liquid hydrogen total weight (tank and hydrogen) is reduced with about 20% when tanks are empty. For aircraft with jetfuel weight is reduced with 100% (tanks are integral parts of airplane's structure).

@@ketilljacobsen1851 last I checked, a plane is not a car. They are more expensive, frequently made of lighter materials, and aren't subjected to as rigorous collision standards.