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Green liquid hydrogen (LH2) could play an essential role as a zero-carbon aircraft fuel to reach long-term sustainable aviation. Excluding challenges such as electrolysis, transportation and use of renewable energy in setting up hydrogen (H2) fuel infrastructure, this paper investigates the interface between refueling systems and aircraft, and the impacts on fuel distribution at the airport. Furthermore, it provides an overview of key technology design decisions for LH2 refueling procedures and their effects on the turnaround times as well as on aircraft design. Based on a comparison to Jet A-1 refueling, new LH2 refueling procedures are described and evaluated. Process steps under consideration are connecting/disconnecting, purging, chill-down, and refueling. The actual refueling flow of LH2 is limited to a simplified Reynolds term of v · d = 2.35 m2/s. A mass flow rate of 20 kg/s is reached with an inner hose diameter of 152.4 mm. The previous and subsequent processes (without refueling) require 9 min with purging and 6 min without purging. For the assessment of impacts on LH2 aircraft operation, process changes on the level of ground support equipment are compared to current procedures with Jet A-1. The technical challenges at the airport for refueling trucks as well as pipeline systems and dispensers are presented. In addition to the technological solutions, explosion protection as applicable safety regulations are analyzed, and the overall refueling process is validated. The thermodynamic properties of LH2 as a real, compressible fluid are considered to derive implications for airport-side infrastructure. The advantages and disadvantages of a subcooled liquid are evaluated, and cost impacts are elaborated. Behind the airport storage tank, LH2 must be cooled to at least 19K to prevent two-phase phenomena and a mass flow reduction during distribution. Implications on LH2 aircraft design are investigated by understanding the thermodynamic properties, including calculation methods for the aircraft tank volume, and problems such as cavitation and two-phase flows. In conclusion, the work presented shows that LH2 refueling procedure is feasible, compliant with the applicable explosion protection standards and hence does not impact the turnaround procedure. A turnaround time comparison shows that refueling with LH2 in most cases takes less time than with Jet A-1. The turnaround at the airport can be performed by a fuel truck or a pipeline dispenser system without generating direct losses, i.e., venting to the atmosphere.

New, highly integrated, disruptive aircraft concepts are being devised to reduce aviation’s environmental footprint, but their performance is oftentimes challenging for the aircraft designer to assess. Furthermore, these novel aircraft often introduce new risks, such as noise, that cannot be addressed quickly by available methods. Overall, in the pursuit of more environmental friendly aircraft configurations and the lack of methods to design such aircraft, aircraft-level trade-offs between noise and performance are challenging. The present study aims to close this gap by using a machine learning-based approach for one unconventional aircraft to investigate usability in the early stages of aircraft design. Based on overflight noise measurements, noise models for this aircraft are created with different approaches and base models. The single-output models show good performance, with mean absolute errors around 1 dB, good rank correlations and R2 scores above 0.9. Support vector regression provides reasonably good agreement from experiments requiring only a small effort to set up; Neural Networks achieve better performance, but increased effort is required to obtain the model.

Hybrid electric propulsion architectures offer a promising solution for reducing fuel consumption and emissions in aviation. However, the introduction of dual-energy carriers adds complexity to preliminary aircraft design, particularly in terms of power distribution, failure analysis, and compliance with operational regulations. Key challenges include defining failure cases, which requires refining conventional constraint analysis for hybrid electric aircraft and integrating failure scenarios into mission analysis to meet certification specifications and regulatory requirements. This study presents a unified methodology that combines an analytical constraint analysis with a higher-fidelity numerical design loop implemented in the SUAVE framework to address these challenges. Key innovations include the introduction of new parameters—such as the supplied shaft power ratio—and the ability to assess failure scenarios through the definition of the critical loss of thrust, thereby extending the analysis beyond conventional one-engine-inoperative cases. The methodology also integrates an energy management strategy that dynamically allocates power between the primary and secondary energy carriers, thereby capturing the interaction between energy (mission analysis) and power (constraint analysis) requirements. The results from both the constraint and mission analyses, including en-route alternate aerodrome scenarios, demonstrate that employing batteries as the secondary energy carrier can reduce the oversizing of primary power sources. However, their effective utilization is highly sensitive and may necessitate adjustments in energy sizing. These findings underscore the importance of incorporating dual-energy carrier considerations early in the design process and highlight the impact of critical loss of thrust conditions on hybrid electric aircraft configurations, ultimately benefiting researchers and engineers.

The CONCERTO project intends to enable innovation, while maintaining the safety performance of current configurations, by drafting suggestions for new means of compliance within the scope of the three Clean Aviation branches. This paper is drafted within the high-voltage distribution branch of the CONCERTO consortium. It provides an overview of existing considerations about the certifiability of (hybrid-)electric aircraft configurations and presents a structured and methodical approach that has been established while conducting CS-23 regulatory gap analysis for the CS-25-derived CS-23 CONCERTO HVD architecture. A limiting factor when incorporating existing insights into a new regulatory gap analysis is that most studies are based on a specific configuration, limiting their applicability. One key feature of the presented methodical approach is the property-based similarity approach that overcomes this limitation by enabling systematic incorporation of existing project-specific findings into the analysis to be conducted, taking into account the specific properties of different system design and sizing. The structured comparison, based on relevant technological properties, enhances the applicability of the identified critical areas and regulatory gaps of available gap analyses by enabling a systematic transfer of gap findings to other HVD system designs, even with different properties.

This paper proposes a new multifunctional flame retardant carbon nanofiber/glycidyl polyhedral oligomeric silsesquioxane (GPOSS) epoxy formulation specially designed for lightweight composite materials capable of fulfilling the ever-changing demands of the future aerospace industry. The multifunctional resin was designed to satisfy structural and functional requirements. In particular, this paper explores the advantages deriving from the combined use of GPOSS and CNFs (short carbon nanofibers) to obtain multifunctional resins. The multifunctional material was prepared by incorporating in the epoxy matrix heat-treated carbon nanofibers (CNFs) at the percentage of 0.5 wt% and GPOSS compound at 5 wt% in order to increase the mechanical performance, electrical conductivity, thermal stability and flame resistance property of the resulting nanocomposite. Dynamic mechanical analysis (DMA) shows that the values of the Storage Modulus (S.M.) of the resin alone and the resin containing solubilized GPOSS nanocages are almost similar in a wide range of temperatures (from 30 °C to 165 °C). The presence of CNFs, in the percentage of 0.5 wt%, determines an enhancement in the S.M. of 700 MPa from −30 °C to 180 °C with respect to the resin matrix and the resin/GPOSS systems. Hence, a value higher than 2700 MPa is detected from 30 °C to 110 °C. Furthermore, the electrical conductivity of the sample containing both GPOSS and CNFs reaches the value of 1.35 × 10−1 S/m, which is a very satisfying value to contrast the electrical insulating property of the epoxy systems. For the first time, TUNA tests have been performed on the formulation where the advantages of GPOSS and CNFs are combined. TUNA investigation highlights an electrically conductive network well distributed in the sample. The ignition time of the multifunctional nanocomposite is higher than that of the sample containing GPOSS alone of about 35%.

This study presents the application of an in-house developed safety assessment method on the scaled flight demonstrator e-Genius-Mod, which is equipped with distributed electric propulsion. Thereby, simplified aerodynamic and propulsive models are derived from existing flight test data. The safety assessment method is extended by modeling approaches for spanwise lift distribution and propeller slipstream effects on lift generation to incorporate an approximation of aero-propulsive effects. Selected failure case scenarios, namely single propulsor failures, are used to define suitable flight test scenarios as preparation for future validation of model predictions against flight test data. The application of the safety assessment method is shown to yield valuable predictions of failure effects on top-level aircraft performance and indicates that yaw moment-related failure effects are still dominant. Therefore, the effect of reducing vertical tail size on aircraft controllability and performance is examined. Model predictions indicate that propulsor failures at high thrust and low speed may exceed the yaw control authority of the aircraft, especially for the configurations with reduced vertical tail size. Furthermore, a simplified non-dimensionalised failure case depiction is presented to ease the transfer of insights to larger-scale aircraft designs and different powertrain architectures.

Over the past few years, the rapid growth of air traffic and the associated increase in emissions have created a need for sustainable aviation. Motivated by these challenges, this paper explores how a 50-passenger regional aircraft can be hybridized to fly with the lowest possible emissions in 2040. In particular, the use of liquid hydrogen in this aircraft is an innovative power source that promises to reduce CO2 and NOx emissions to zero. Combined with a fuel-cell system, the energy obtained from the liquid hydrogen can be used efficiently. To realize a feasible concept in the near future considering the aspects of performance and security, the system must be hybridized. In terms of maximized aircraft sustainability, this paper analyses the flight phases and ground phases, resulting in an aircraft design with a significant reduction in operating costs. Promising technologies, such as a wingtip propeller and electric green taxiing, are discussed in this paper, and their potential impacts on the future of aviation are highlighted. In essence, the hybridization of regional aircraft is promising and feasible by 2040; however, more research is needed in the areas of fuel-cell technology, thermal management and hydrogen production and storage.

To tackle climate change, aircraft designers envision new aircraft concepts which promise to reduce greenhouse gas emissions and enable greener flights. One option is hybrid-electric propulsion architectures. The University of Stuttgart has built and operates such an aircraft, called the e-Genius. This paper aims to demonstrate how far a digital twin is able to replicate a real-world flight using a simplified mission definition and to estimate the range limit for a high-performance hybrid-electric aircraft, lifting the operational constraints faced in the real-world environment. First a digital twin is built and compared to actual flight data to calibrate the model. Next, a comparison with a full flight is performed, using a long-range flight of 2000 km for this purpose. Due to the duration of this flight, weather conditions like wind need to be considered. Validation is performed by comparison to two additional missions, one 500 km mission flown at faster speed and a 1000 km mission flown at a similar speed. To estimate the maximum range based on this calibrated model, operational constraints like daylight and maximum flight time are lifted to see the further potential of the aircraft. This allows the aircraft to fly more slowly, at best cruise speed, and thus estimate the maximum range of the aircraft. Results show good agreement with flight tests for fuel burnt, highlighting however a need to measure additional parameters in future flights. Overall, the model allows us to plan future flights and assess the feasibility of new projects.

Recently, the new Green Deal policy initiative was presented by the European Union. The EU aims to achieve a sustainable future and be the first climate-neutral continent by 2050. It targets all of the continent’s industries, meaning aviation must contribute to these changes as well. By employing a systems engineering approach, this high-level task can be split into different levels to get from the vision to the relevant system or product itself. Part of this iterative process involves the aircraft requirements, which make the goals more achievable on the system level and allow validation of whether the designed systems fulfill these requirements. Within this work, the top-level aircraft requirements (TLARs) for a hybrid-electric regional aircraft for up to 50 passengers are presented. Apart from performance requirements, other requirements, like environmental ones, are also included. To check whether these requirements are fulfilled, different reference missions were defined which challenge various extremes within the requirements. Furthermore, figures of merit are established, providing a way of validating and comparing different aircraft designs. The modular structure of these aircraft designs ensures the possibility of evaluating different architectures and adapting these figures if necessary. Moreover, different criteria can be accounted for, or their calculation methods or weighting can be changed.

Aiming to reduce energy demand and carbon footprint, minimize noise impact, and enhance flight safety and efficiency during aerotow operations, this study integrates an electric propulsion system and an automatic flight control system (AFCS) into the electric research aircraft e-Genius. An advanced propulsion system is developed using high-performance batteries and available electric drive components, while the AFCS is designed following a systematic process of developing flight control algorithms. Flight tests are then conducted to evaluate the performance of individual components and the overall system. The test results demonstrate that the upgraded propulsion system provides sufficient power to launch sailplanes, even with the maximum takeoff mass, while significantly reducing energy demand when compared to contemporary fossil fueled towplanes. Additionally, the AFCS proves to be stable and robust, successfully following specified commanded states, executing path tracking, and performing aerotow operations.