A carbon-fibre fuel tank must survive a crash landing at -253°C, and no one knows whether it will shatter or hold. Aviation produces over 2% of global carbon emissions, and demand is set to triple by 2050. The UK plans to power long-haul flights with liquid hydrogen (LH2), which burns without carbon dioxide and packs three times the energy per kilogram of kerosene. But LH2 must be stored at its boiling point of -253°C, and current cryogenic tanks are made of metal—too heavy for aircraft. Carbon-fibre composites, already used in airframes, could save weight, but their behaviour under sudden impacts at such extreme cold is completely unknown. DYNAH2 will generate the first experimental data on modern composites subjected to dynamic loading at LH2 temperatures, using a specialised cryo-cooled apparatus. This data will feed computer models that predict how a tank would behave during a hard landing or debris strike. If the research succeeds, certification authorities will have the evidence needed to approve composite LH2 tanks. That would remove a critical barrier to hydrogen-powered aviation, helping the UK aerospace industry stay competitive while enabling genuinely zero-carbon long-haul flight.
View original technical description
The aerospace sector is on the cusp of great change. Aviation accounts for over 2% of global energy-related carbon emissions and with global demand for passenger aviation predicted to grow by more than threefold by 2050, revolutionary designs are needed to tackle the climate crisis and meet Net Zero targets. The UK government has placed liquid hydrogen (LH2) fuel at the core of its long-haul Net Zero aviation strategy. LH2 delivers approximately three times the energy per unit mass of kerosene and 100 times that of lithium-ion batteries, and most significant of all, emits no carbon dioxide when burned. However, LH2 fuel requires larger storage volume compared with kerosene and tanks must withstand extremely low temperatures of -253?, the boiling point of hydrogen. This represents a number of new research challenges. While cryogenic storage tanks for non-aerospace applications are typically metallic, the cost, weight, performance and safety considerations differ greatly compared to a commercial aircraft. Carbon fibre reinforced polymer (CFRP) composites are already used widely in commercial aerospace structures for their high strength-to-weight properties. The potential weight reduction and performance benefit offered by a composite LH2 fuel tank makes it a priority area for development. However, there is limited understanding of composite behaviour at -253?, and in particular, the response to safety-critical extreme dynamic loading events such as impact, hard landing and crash remains unknown at these temperatures. DYNAH2 will deliver the first data on modern composite materials under dynamic loading at LH2 temperatures. Material characterisation experiments will be performed using the unique cryo-cooled split-Hopkinson pressure bar apparatus at the University of Bath. This new data will be used to inform numerical models, capable of capturing the measured temperature and rate dependence of CFRP. In collaboration with Project Partners, GKN Aerospace and the National Composites Centre, DYNAH2 will deliver new understanding of tank design for this safety-critical application. The future of sustainable aviation relies on the safe storage of LH2. Certification of composite LH2 storage tanks cannot occur until the low temperature, dynamic properties are fully understood. These insights represent strategic importance to the UK economy whose aerospace industry aims to maintain its prominent position during the sustainable aviation revolution. DYNAH2 will contribute to the strive towards safe, clean, affordable and secure energy and transport which will directly benefit the wider public and the environment.
Plain English summaries and category classifications on this site are generated by AI and may not perfectly reflect the original research.
Is something wrong? Let us know