Suchergebnisse

Im Jahr 2010 wurde der Flugzeugbau an der HAW Hamburg 75 Jahre alt. 1935 wurde der Flugzeugbau als neue Abteilung an den Technischen Staatslehranstalten zu Hamburg, eine der Vorläufer der HAW Hamburg, gegründet. Am 4. Juni 2010 wurde das Jubiläum gefeiert mit Fachkolloquium, Senatsempfang und Jubiläumsparty. Eine Festschrift war erstellt worden. Die Beiträge des Kolloquiums beschrieben die Wurzeln des Flugzeugbaustudiums in einer schwierigen Zeit, den Neubeginn und seine Erfolgsgeschichte. Sie strichen die Schwerpunkte des Flugzeugbaus an der HAW Hamburg heraus und machten die Vernetzung mit Partnern aus Wissenschaft, Industrie und Politik deutlich. Nicht zuletzt beleuchtete das Kolloquium die Herausforderungen, denen wir uns in der Zukunft stellen müssen. Die Freie und Hansestadt Hamburg hatte zu einem Senatsempfang in das A380 Delivery Center Jürgen Thomas auf dem Airbus-Gelände in Hamburg-Finkenwerder eingeladen. Mitglieder des Departments und ihre Begleitperson waren dann zusammen mit vielen Gästen zur anschließenden Jubiläumsparty eingeladen. Das Jubiläum war eine Mischung aus fachlicher Substanz, Repräsentation und ausgelassener Feier.

Zweck – Das Projekt zum Flugzeugtyp Airbus A380 ist mit der letzten Auslieferung Ende 2021 zu einem gewissen Abschluss gekommen. Zeit für einen kritischen Rückblick und ein Resümee auch jenseits der üblichen Berichterstattung. --- Methodik – Neben technischen Betrachtungen (Startstrecke, Wirbelschleppe u. a.) werden die Interessensgruppen (stakeholders) betrachtet. Dies entspricht dem Ansatz einer Social Life-Cycle-Assessment (S-LCA) nach dem Umweltprogramm der Vereinten Nationen (UNEP). Eine übliche Recherche wird ergänzt durch die Befragung von Zeitzeugen. --- Ergebnisse – Einzelne Interessensgruppen hatten massiv unter dem A380-Programm zu leiden. Dies waren Teile der lokalen Bevölkerung und die Gesellschaft (Steuerzahler), aber auch die Airlines, Flughäfen, Zulieferer und Anleger. Zufrieden oder sogar begeistert waren hingegen Arbeiter und Angestellte sowie die Passagiere. --- Grenzen der Anwendbarkeit – Die Aussagen zur Technik des Flugzeugs werden durch Daten und Rechnungen belegt. Die gesellschaftlichen Auswirkungen des A380-Projektes werden hingegen nur qualitativ betrachtet. --- Bedeutung in der Praxis – Um aus der Geschichte zu lernen muss diese recherchiert und analysiert werden. Ein ehrlicher Dialog sollte rechtzeitig mit allen Interessensgruppe geführt werden. --- Soziale Bedeutung – Eine fundierte Argumentation kann von der Gegenseite ignoriert werden, ist aber Bedingung für einen gesellschaftlichen Verhandlungserfolg. --- Wert – Für eine ähnliche Situation, in der ein Flugzeugprojekt massiv Ressourcen von der Gesellschaft einfordert, kann dieser Bericht eine Argumentationshilfe bieten.

Purpose– Reach awareness that the aviation industry (manufacturers, airlines, organizations) is lying about cabin ventilation on board of passenger aircraft. Approach – Industry information published during the corona pandemic is collected from the Internet and set against scientific evidence. --- Findings – HEPA filters in aircraft do not produce cabin air "as clean as [in] a hospital operating theatre". Viruses and other substances like CO2 are generated in the cabin and need to be washed out. Their concentration follows from their source strength and the ventilation air flow rate. Aircraft cabin air is not "fully renewed in 2 to 3 minutes". It takes several such air changes to reach 1% of the initial concentration. The air change rate is not even relevant for the concentration of e.g. viruses or CO2 in the cabin. The "air flow in the cabin" is not "only flow from top to bottom". The air is mixed within several rows and beyond. --- Research limitations – Neither the industry campaign nor the literature on (aircraft cabin) ventilation is fully explored. Only examples are given to illustrate how the aviation industry deceived politics and the public for their economic advantage. --- Practical implications – Learning from the past to be prepared for similar manipulation in the future. Importance to question any given information – also this one. --- Social implications – The discussion opens up the topic beyond aviation expert circles. --- Originality – Not much comparable information is given by other authors. ; Hamburg Aerospace Lecture Series --- Collection of Presentations --- http://www.AeroLectures.de

Purpose – Reach awareness about the strategy of the aviation industry (manufacturers, airlines, organizations) when faced with restrictions from government. Internal emissions (corona virus) and external emissions (CO2, NOX, AIC) are the threats today. --- Approach – Industry published information during the corona pandemic as well as related to aviation and climate change is collected from the Internet and set against scientific evidence. --- Findings – Internal emissions: HEPA filters in aircraft do not produce cabin air "as clean as in a hospital operating theater". External emissions: The goal "zero emission" is proclaimed, but it becomes evident already now that measures are not sufficient and dates will not be met to come even close to set goals. Sustainable aviation fuel (SAF) is very energy intensive. Non-CO2 effects from aircraft burning hydrogen in jet engines must not be ignored. SAF will only make aircraft climate neutral when about 3 times more CO2 is captured with Direct Air Capture (DAC) then emitted. This is necessary to account for the non-CO2 effects. --- Research limitations – The presentation is based on examples. --- Practical implications – The public gets ill informed. Therefore, it is important so set the record straight. In addition, the strategy used by the aviation industry is exposed. --- Social implications – The discussion opens up the topic beyond aviation expert circles. --- Originality – Not much comparable information is given by other authors.

Purpose – Reach awareness that the aviation industry (manufacturers, airlines, organizations) is lying about cabin ventilation on board of passenger aircraft. --- Approach – Industry information published during the corona pandemic is collected from the Internet and set against scientific evidence. --- Findings – HEPA filters in aircraft do not produce cabin air "as clean as [in] a hospital operating theatre". Viruses and other substances like CO2 are generated in the cabin and need to be washed out. Their concentration follows from their source strength and the ventilation air flow rate. Aircraft cabin air is not "fully renewed in 2 to 3 minutes". It takes several such air changes to reach 1% of the initial concentration. The air change rate is not even relevant for the concentration of e.g. viruses or CO2 in the cabin. The "air flow in the cabin" is not "only flow from top to bottom". The air is mixed within several rows and beyond. --- Research limitations – Neither the industry campaign nor the literature on (aircraft cabin) ventilation is fully explored. Only examples are given to illustrate how the aviation industry deceived politics and the public for their economic advantage. --- Practical implications – Learning from the past to be prepared for similar manipulation in the future. Importance to question any given information – also this one. --- Social implications – The discussion opens up the topic beyond aviation expert circles. --- Originality – Not much comparable information is given by other authors.

Purpose – Reach awareness about the strategy of the aviation industry (manufacturers, airlines, organizations) when faced with restrictions from government. Internal emissions (corona virus) and external emissions (CO2, NOX, AIC) are the threats today. Approach – Industry published information during the corona pandemic as well as related to aviation and climate change is collected from the Internet and set against scientific evidence. Findings – Internal emissions: HEPA filters in aircraft do not produce cabin air "as clean as in a hospital operating theater". External emissions: The goal "zero emission" is proclaimed, but it becomes evident already now that measures are not sufficient and dates will not be met to come even close to set goals. Sustainable aviation fuel (SAF) is very energy intensive. Non-CO2 effects from aircraft burning hydrogen in jet engines must not be ignored. SAF will only make aircraft climate neutral when about 3 times more CO2 is captured with Direct Air Capture (DAC) then emitted. This is necessary to account for the non-CO2 effects. Research limitations – The presentation is based on examples. Practical implications – The public gets ill informed. Therefore, it is important so set the record straight. In addition, the strategy used by the aviation industry is exposed. Social implications – The discussion opens up the topic beyond aviation expert circles. Originality – Not much comparable information is given by other authors. ; German Aerospace Congress 2021 (DLRK 2021), Online, 01 September 2021--- https://publikationen.dglr.de/?tx_dglrpublications_pi1[document_id]=550292

Purpose - 1.) Presentation and evaluation of selected past and present design projects for passenger aircraft with liquid hydrogen (LH2) propulsion. LH2 aircraft are also referred to as cryoplanes. 2.) Research question: Can cryoplanes be "zero emission"? 3.) Information for everyone interested. --- Methodology - Revisiting of HAW Hamburg past research projects. Literature review. Combination of given knowledge to new insight. --- Findings - An A319 cabin fits almost into a LH2 cryoplane based on an A321 fuselage. Such a design limits investment into new aircraft. It needs 40% more energy, 20% more DOC and shows about 27% less environmental burden (considering emissions and energy based on a LCA) if(!) hydrogen is from electrolysis and electricity from renewable sources. However, since electricity has to be taken from the grid with given energy mix, a cryoplane is as polluting as a kerosene plane, but has the advantage that it burdens future generations less due to its predominantly short term non-CO2 emission effects. Renewable energy will by far not be sufficient to maintain flying at the level we know today (2019). It is therefore paramount to reduce flying as it happened already during the Corona pandemic. Nevertheless, the aviation industry maintains the physically implausible "zero emission" goal based on advanced technology, because otherwise the credo "aviation needs growth" will not convince politics and society and could result in restrictions. This is why industry cannot enter a technical debate about: "How much 'zero emission' is possible?". Maintaining the extreme position of "zero emission" by means of a hydrogen powered aircraft contributed further to truth decays in the aviation industry. Notwithstanding these problems, we need to find a sincere way to communicate while we abide in ethical standards like "do not lie". --- Practical implications - Results are presented in a pragmatic way. --- Social implications - A discussion based on facts is facilitated beyond scientific circles and can build ...

Purpose - 1.) Presentation and evaluation of selected past and present design projects for passenger aircraft with liquid hydrogen (LH2) propulsion. LH2 aircraft are also referred to as cryoplanes. 2.) Research question: Can cryoplanes be "zero emission"? 3.) Information for everyone interested. --- Methodology - Revisiting of HAW Hamburg past research projects. Literature review. Combination of given knowledge to new insight. --- Findings - An A319 cabin fits almost into a LH2 cryoplane based on an A321 fuselage. Such a design limits investment into new aircraft. It needs 40% more energy, 20% more DOC and shows about 27% less environmental burden (considering emissions and energy based on a LCA) if(!) hydrogen is from electrolysis and electricity from renewable sources. However, since electricity has to be taken from the grid with given energy mix, a cryoplane is as polluting as a kerosene plane, but has the advantage that it burdens future generations less due to its predominantly short term non-CO2 emission effects. Renewable energy will by far not be sufficient to maintain flying at the level we know today (2019). It is therefore paramount to reduce flying as it happened already during the Corona pandemic. Nevertheless, the aviation industry maintains the physically implausible "zero emission" goal based on advanced technology, because otherwise the credo "aviation needs growth" will not convince politics and society and could result in restrictions. This is why industry cannot enter a technical debate about: "How much 'zero emission' is possible?". Maintaining the extreme position of "zero emission" by means of a hydrogen powered aircraft contributed further to truth decays in the aviation industry. Notwithstanding these problems, we need to find a sincere way to communicate while we abide in ethical standards like "do not lie". --- Practical implications - Results are presented in a pragmatic way. --- Social implications - A discussion based on facts is facilitated beyond scientific circles and can build ...

Purpose - 1.) Presentation and evaluation of selected past and present design projects for passenger aircraft with liquid hydrogen (LH2) propulsion. LH2 aircraft are also referred to as cryoplanes. 2.) Research question: Can cryoplanes be "zero emission"? 3.) Information for everyone interested. --- Methodology - Revisiting of HAW Hamburg past research projects. Literature review. Combination of given knowledge to new insight. --- Findings - An A319 cabin fits almost into a LH2 cryoplane based on an A321 fuselage. Such a design limits investment into new aircraft. It needs 40% more energy, 20% more DOC and shows about 27% less environmental burden (considering emissions and energy based on a LCA) if(!) hydrogen is from electrolysis and electricity from renewable sources. However, since electricity has to be taken from the grid with given energy mix, a cryoplane is as polluting as a kerosene plane, but has the advantage that it burdens future generations less due to its predominantly short term non-CO2 emission effects. Renewable energy will by far not be sufficient to maintain flying at the level we know today (2019). It is therefore paramount to reduce flying as it happened already during the Corona pandemic. Nevertheless, the aviation industry maintains the physically implausible "zero emission" goal based on advanced technology, because otherwise the credo "aviation needs growth" will not convince politics and society and could result in restrictions. This is why industry cannot enter a technical debate about: "How much 'zero emission' is possible?". Maintaining the extreme position of "zero emission" by means of a hydrogen powered aircraft contributed further to truth decays in the aviation industry. Notwithstanding these problems, we need to find a sincere way to communicate while we abide in ethical standards like "do not lie". --- Practical implications - Results are presented in a pragmatic way. --- Social implications - A discussion based on facts is facilitated beyond scientific circles and can build ...

Purpose - 1.) Presentation and evaluation of selected past and present design projects for passenger aircraft with liquid hydrogen (LH2) propulsion. LH2 aircraft are also referred to as cryoplanes. 2.) Research question: Can cryoplanes be "zero emission"? 3.) Information for everyone interested. --- Methodology - Revisiting of HAW Hamburg past research projects. Literature review. Combination of given knowledge to new insight. --- Findings - An A319 cabin fits almost into a LH2 cryoplane based on an A321 fuselage. Such a design limits investment into new aircraft. It needs 40% more energy, 20% more DOC and shows about 27% less environmental burden (considering emissions and energy based on a LCA) if(!) hydrogen is from electrolysis and electricity from renewable sources. However, since electricity has to be taken from the grid with given energy mix, a cryoplane is as polluting as a kerosene plane, but has the advantage that it burdens future generations less due to its predominantly short term non-CO2 emission effects. Renewable energy will by far not be sufficient to maintain flying at the level we know today (2019). It is therefore paramount to reduce flying as it happened already during the Corona pandemic. Nevertheless, the aviation industry maintains the physically implausible "zero emission" goal based on advanced technology, because otherwise the credo "aviation needs growth" will not convince politics and society and could result in restrictions. This is why industry cannot enter a technical debate about: "How much 'zero emission' is possible?". Maintaining the extreme position of "zero emission" by means of a hydrogen powered aircraft contributed further to truth decays in the aviation industry. Notwithstanding these problems, we need to find a sincere way to communicate while we abide in ethical standards like "do not lie". --- Practical implications - Results are presented in a pragmatic way. --- Social implications - A discussion based on facts is facilitated beyond scientific circles and can build up political pressure to initiate change in aviation into a direction which is really ecological. --- Originality/value - A presentation spanning from in depth aircraft design to social implications is otherwise missing, but most probably needed if we want to avoid a knowledge monopoly with the aviation industry that dictates the rest of society what has to be done.