Liquid hydrogen (LH2) has been identified as a potential solution to the ever-growing climate impact of the aviation sector. One of the key problems for the industry remains the provision of the necessary storage volume, which results from the low density of hydrogen. The objective of this paper is to quantify the potential for structurally integrated conformal wing tanks for liquid hydrogen. The three wing tanks derived for the CHoSe project contain internal rib structures and are placed inside the center wingbox as well as from wing root to kink. The multidisciplinary aircraft design environment BLADE has been extended by the capabilities to complement liquid hydrogen fuselage tanks with wing tanks of varying area mass. Comparing short-to-medium range (SMR) aircraft with only fuselage tanks and with additional wing tanks resulted in key findings: for similar area mass assumptions for fuselage and wing tanks of 20 kg/m2, no fuel burn benefit could be achieved. The decrease in fuselage length could not compensate for the increased structural tank masses. No significant load alleviation effect on the wing structure can be expected due to the limited mass and lever arm of the tanks inside the wing. Small efficiency gains can only be expected when synergistic stiffening effects with the load-carrying structure of the wings reduce the effective added area mass to lower values than for the fuselage tanks. Adding tanks further outbound than the wing kink deteriorates the performance, even for the most optimistic tank assumptions.
Roth et al. (2026) studied this question.