The natural form for aviation fuel is liquified hydrogen, LH2, sidestepping worries about embrittlement. LH2 is so much more efficient as an avaition fuel, despite problems handling ultra-cold liquids, that kerosene-powered aircraft will be simply unable to compete anywhere LH2 craft are in use. The rate of collapse in value of kerosene aircraft will be limited only by the rate that we can build out new or retrofitted LH2 aircraft.
It is not clear whether existing aircraft or designs can be usefully retrofitted for LH2. Existing wing tanks are, in any case, useless for LH2. You need much more room for LH2 tankage, and you might not want a big LH2 tank inboard; there are safety reasons for the fuel in current aircraft being out in the wings. So, maybe the LH2 is carried in nacelles slung under the wing, next to the engines. We will need to build up a great deal of aerogel manufacturing capacity to insulate them.
It is possible that existing wing tankage can be used to carry NH3 to inject, in small proportion, to minimize NOx pollution. Given a bit of surplus N, the N prefers to make N2, and the O prefers to make H2O. E.g., existing natural-gas plants inject NH3 to reduce their NOx output.
For shipping, anhydrous ammonia is probably a better choice of fuel. Existing engines can burn it, so you need only new room-temperature ammonia tanks and new plumbing.
It is not clear whether existing aircraft or designs can be usefully retrofitted for LH2. Existing wing tanks are, in any case, useless for LH2. You need much more room for LH2 tankage, and you might not want a big LH2 tank inboard; there are safety reasons for the fuel in current aircraft being out in the wings. So, maybe the LH2 is carried in nacelles slung under the wing, next to the engines. We will need to build up a great deal of aerogel manufacturing capacity to insulate them.
It is possible that existing wing tankage can be used to carry NH3 to inject, in small proportion, to minimize NOx pollution. Given a bit of surplus N, the N prefers to make N2, and the O prefers to make H2O. E.g., existing natural-gas plants inject NH3 to reduce their NOx output.
For shipping, anhydrous ammonia is probably a better choice of fuel. Existing engines can burn it, so you need only new room-temperature ammonia tanks and new plumbing.