HyperMorpH is designed to produce tangible, measurable advances for the next generation of sustainable aviation technology. By the end of the project, the consortium will have developed and validated a set of breakthrough technologies, digital tools and evidence-based assessments that move the state of the art decisively forward.
01
A lab-scale electric motor cooled by liquid hydrogen and enabled by FRP composite components – achieving ultra-high efficiency and power density beyond the reach of conventional motor designs (targeting 98.5% efficiency and 20 kW/kg power density). Led by the University of Nottingham.
02
A set of morphing intake and rotor-tip-casing components manufactured from thermoplastic composites and metastructures, validated in a real fan test bed environment. Tested in DLR’s fan test bed, targeting 5-10% elastic strain capability and measurable reductions in aerodynamic losses. Led by DLR.
03
A fully integrated, half-scale aircraft tail mock-up demonstrating the combined performance of the hyperconducting motor and morphing aerostructures in a full BLI configuration at TRL 4, targeting 8-10% mission-level energy savings. Led by INEGI.
04
An AI-supported cyber-physical simulation platform integrating surrogate models, Machine Learning agents and uncertainty quantification tools for multidisciplinary design and real-time validation support.
05
A forward-looking sustainability and scalability assessment, including an environmental and economic impact analysis and a technology roadmap for future TRL upscaling and industrial deployment.
Beyond its technical outputs, HyperMorpH aims to contribute to Europe’s leadership in sustainable aviation. The project’s outputs will support all three Clean Aviation strategic thrusts through:
The project will generate peer-reviewed scientific publications, white papers for the CAJU Technical Committee, and open-access data and results where applicable, ensuring that its knowledge reaches the wider research and innovation community.
Funded by the European Union. Views and opinions expressed are however those of the author(s) only and do not necessarily reflect those of the European Union or the European Climate, Infrastructure and Environment Executive Agency (CINEA). Neither the European Union nor the granting authority can be held responsible for them. This project has received funding from the European Union’s Horizon Europe research and innovation programme under Grant Agreement No. 101192711.