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Simulation of the refuelling process for an LH2-Powered commercial Aircraft: Part 2 - Refuelling time of the Airbus ZEROe turboprop concept.

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Title: Simulation of the refuelling process for an LH2-Powered commercial Aircraft: Part 2 - Refuelling time of the Airbus ZEROe turboprop concept.
Authors: ten Damme, L.1 (AUTHOR), van Put, M.2 (AUTHOR), Gangoli Rao, A.1 (AUTHOR)
Source: International Journal of Hydrogen Energy. Mar2026, Vol. 216, pN.PAG-N.PAG. 1p.
Subjects: Fueling, Turboprop airplanes, Airplanes, Liquid hydrogen, Low temperature engineering, Aircraft fuels, Airbus SAS
Abstract: Liquid hydrogen (LH 2) is gaining momentum as a sustainable aviation fuel, but its cryogenic nature poses significant challenges for ground operations, particularly aircraft refuelling. This process is increasingly recognised as a potential bottleneck for operational efficiency, as it can significantly extend turnaround times. Although some recent studies have proposed assumptions about LH 2 refuelling rates, their conclusions vary widely, and detailed modelling efforts remain limited. This paper presents the second part of a two-part study that aims to improve understanding of the LH 2 refuelling by delivering a validated numerical modelling framework and practical insights to support the design of future LH 2 -powered aircraft and their airport refuelling operations. Part 1 focused on developing and validating a thermodynamic model that captures key physical phenomena such as heat transfer and droplet dynamics. The model was validated against experimental data from the LH 2 no-vent filling tests to demonstrate its accuracy in predicting relevant physical processes. In Part 2, the validated model is applied to a representative case study based on the Airbus ZEROe Turboprop concept. The objective is to quantify the refuelling time and hydrogen venting under realistic conditions. The simulation results indicate a refuelling time of approximately 19 , min and ventilation losses of 36.7 , kg, corresponding to approximately 2. 2 % of the total transferred LH 2 mass. Although the duration of refuelling exceeds that of current kerosene-powered aircraft such as the Bombardier Q400, the overall turnaround time remains feasible if the LH 2 refuelling process is carried out in parallel with other ground operations, subject to safety protocols. These findings challenge simplified assumptions in the previous literature and provide physics-based insight to support the design of safe and efficient LH 2 fuelling procedures and infrastructure for future zero-emission aviation. [Display omitted] • A validated mathematical model is used to simulate the cryogenic refuelling process. • Refuelling time for Zero-E turboprop aircraft is around 19min, significantly longer than an equivalent kerosene aircraft. • The increased refuelling time might penalize aircraft turnaround time, however not significantly. • The venting loss of hydrogen during refuelling is estimated around 2.2 % of the total fuel. [ABSTRACT FROM AUTHOR]
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Database: Engineering Source
Description
Abstract:Liquid hydrogen (LH 2) is gaining momentum as a sustainable aviation fuel, but its cryogenic nature poses significant challenges for ground operations, particularly aircraft refuelling. This process is increasingly recognised as a potential bottleneck for operational efficiency, as it can significantly extend turnaround times. Although some recent studies have proposed assumptions about LH 2 refuelling rates, their conclusions vary widely, and detailed modelling efforts remain limited. This paper presents the second part of a two-part study that aims to improve understanding of the LH 2 refuelling by delivering a validated numerical modelling framework and practical insights to support the design of future LH 2 -powered aircraft and their airport refuelling operations. Part 1 focused on developing and validating a thermodynamic model that captures key physical phenomena such as heat transfer and droplet dynamics. The model was validated against experimental data from the LH 2 no-vent filling tests to demonstrate its accuracy in predicting relevant physical processes. In Part 2, the validated model is applied to a representative case study based on the Airbus ZEROe Turboprop concept. The objective is to quantify the refuelling time and hydrogen venting under realistic conditions. The simulation results indicate a refuelling time of approximately 19 , min and ventilation losses of 36.7 , kg, corresponding to approximately 2. 2 % of the total transferred LH 2 mass. Although the duration of refuelling exceeds that of current kerosene-powered aircraft such as the Bombardier Q400, the overall turnaround time remains feasible if the LH 2 refuelling process is carried out in parallel with other ground operations, subject to safety protocols. These findings challenge simplified assumptions in the previous literature and provide physics-based insight to support the design of safe and efficient LH 2 fuelling procedures and infrastructure for future zero-emission aviation. [Display omitted] • A validated mathematical model is used to simulate the cryogenic refuelling process. • Refuelling time for Zero-E turboprop aircraft is around 19min, significantly longer than an equivalent kerosene aircraft. • The increased refuelling time might penalize aircraft turnaround time, however not significantly. • The venting loss of hydrogen during refuelling is estimated around 2.2 % of the total fuel. [ABSTRACT FROM AUTHOR]
ISSN:03603199
DOI:10.1016/j.ijhydene.2026.153582