LIGHTWEIGHTING
AE 2100-A hydrogen test at Boscombe Down
The UltraFan aeroengine demonstrator
partners is the Aerospace Technology Institute (ATI), who we are working with on its hydrogen capability network and its objectives around developing UK testing infrastructure. We are working with the UK aerospace sector to build a case around liquid hydrogen to say that it needs to be pulled forward as fast as possible.”
need to learn, and the fact that there’s an openness to doing so is positive. From a regulatory point of view, I’m interested to see what develops in terms of ensuring the right level of safety, and I think there is going to be a big shift in terms of regulation which will require certain expertise.” The High Value Manufacturing
(HVM) Catapult is undertaking a lot of work in this space through its seven centres of innovation to grow the UK’s hydrogen supply chain. The catapult’s awareness modules on hydrogen off er insights into hydrogen production, storage and distribution, as well as the opportunities for industry in these areas. Katie Milne, Project Director for
Hydrogen at the HVM Catapult, added to the conversation, saying: “One of our
TEST AND DEVELOPMENT Rolls-Royce has committed itself to being at the forefront of the development of hydrogen combustion engine technology capable of powering a range of aircraft, including those in the narrow-body market segment, from mid-2030. Most recently, the company successfully proved that a full annular combustor of a Pearl 700 engine running on 100% hydrogen could be combusted at conditions that represent maximum take-off . The company’s UltraFan
demonstrator aero engine is also enabling the exploration of hydrogen power solutions, Young said: “We’re looking at composite materials, additive manufacturing, metal injection moulding (MIM) – there’s a whole raft of diff erent technologies to improve component eff iciency and eff ectiveness.” This early on in the liquid hydrogen
development process, it’s important to look at the evolution of technology in other industries, he added, “In the car industry, we’ve reached the point where we have electric and hybrid electric – electrifi cation is the main route for
improving eff iciency there. Everything needs an associated business case, and while we are developing some of these new technologies in aerospace, it is currently a challenge to see how we can achieve a high enough eff iciency to prove that this technology is viable at scale.”
ENSURING SUITABLE INFRASTRUCTURE In addition to developing, testing and regulating technologies for the use of liquid hydrogen on aircrafts, another vital piece of the puzzle is infrastructure. “We’re beginning to work with
airports, as that is a big issue,” explained Milne. “Liquid nitrogen has four times the volume of kerosene for the same type of mission, so you’re going to need monitoring structures and decisions need to be made about whether that liquid nitrogen is produced by electrolysis in airports or shipped in, and where it is liquefi ed. These are huge infrastructure challenges.” Hydrogen production will also be a
key consideration going forwards, she added, “Hydrogen production and SAF has to be derived from somewhere. How the provision and prioritisation for production will play out will be interesting, as you will have aerospace applications, automotive vehicles, infrastructure requirements and so on. I think from an aerospace perspective, there is a lot of uncertainty of the ‘roots’ which need to be explored.”
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