Present work investigates the potential of a long-range commercial blended wing body configuration powered by hydrogen combustion engines with future airframe and propulsion technologies. Future technologies include advanced materials, load alleviation techniques, boundary layer ingestion, and ultra-high bypass ratio engines. The hydrogen combustion configuration was compared to the configuration powered by kerosene with respect to geometric properties, performance characteristics, energy demand, equivalent CO₂ emissions, and Direct Operating Costs. In addition, technology sensitivity studies were performed to assess the potential influence of each technology on the configuration. A multi-fidelity sizing methodology using low- and mid-fidelity methods for rapid configuration sizing was created to assess the configuration and perform robust analyses and multi-disciplinary optimizations. To assess potential uncertainties of the fidelity of aerodynamic analysis tools, high-fidelity aerodynamic analysis and optimization framework MACH-Aero was used for additional verification. Comparison of hydrogen and kerosene blended wing body aircraft showed a potential reduction of equivalent CO₂ emission by 15% and 81% for blue and green hydrogen compared to the kerosene blended wing body and by 44% and 88% with respect to a conventional B777-300ER aircraft. Advancements in future technologies also significantly affect the geometric layout of aircraft. Boundary layer ingestion and ultra-high bypass ratio engines demonstrated the highest potential for fuel reduction, although both technologies conflict with each other. However, operating costs of hydrogen aircraft could establish a significant problem if pessimistic and base hydrogen price scenarios are achieved for blue and green hydrogen respectively. Finally, configurational problems featured by classical blended wing body aircraft are magnified for the hydrogen case due to the significant volume requirements to store hydrogen fuel.

Stringent sustainability goals are set for the next generation of aircraft. A promising novel airframe concept is the ultra-high aspect ratio Strut-Braced Wing (SBW) aircraft. Hydrogen-based concepts are active contenders for sustainable propulsion. The study compares a medium-range Liquid Hydrogen (LH2) to a kerosene-based SBW aircraft designed with the same top-level requirements. For both concepts, overall design, operating costs, and emissions are evaluated using the tool SUAVE. Furthermore, aerostructural optimizations are performed for the wing mass of SBW aircraft with and without wing-based fuel tanks. Results show that the main difference in the design point definition results from a higher zero-lift drag due to an extended fuselage housing the LH2 tanks, with a small reduction in the required wing loading. Structural mass increases of the LH2 aircraft due to additional tanks and fuselage structure are mostly offset by fuel mass savings. While the fuel mass accounts for nearly 25% of the kerosene design’s Maximum Take-Off Mass (MTOM), this reduces to 10% for the LH2 design. The LH2 aircraft has 16% higher operating costs with emission levels reduced to 57–82% of the kerosene aircraft, depending on the LH2 production method. For static loads, the absence of fuel acting as bending moment relief in the wing results in an increase in wing structural mass. However, the inclusion of roll rate requirements causes large wing mass increases for both concepts, significantly outweighing dry wing penalties.