ENG2500: Sustainable Aviation

Summer 2026 / Assignment 1

Assessed Learning Outcomes

Submission Requirements and Student Declaration

Mark Distribution

Submission Format

The submission should be in the form of an MS Word / PDF document with appropriate use of structure and referencing, as per the below:

• Preferred font is Arial and size 10. Heading size can be increased but make sure to keep the same format throughout this report.
• 1.5x spacing is required between sentences.
• Notes should be typed and drawings presented neatly. Images/Pictures may be copied & pasted but need to be referenced.
• Headings, Images/Pictures, Used equations must be numbered for traceability purpose.
• The last page should have your reference sources. Preferable style - Harvard style. Always make sure to write the source of the copied images/pictures.

Plagiarism

Plagiarism is defined as the presentation of another person’s work as your own. It is a particular form of cheating. Plagiarism must be avoided at all costs and students who break the rules, however innocently, may be penalised. It is your responsibility to ensure that you understand correct referencing practices. As a university level student, you are expected to use appropriate references throughout and keep carefully detailed notes of all your sources of materials for material you have used in your work, including any material downloaded from the Internet.

In this be the case, Emirates Aviation University considers plagiarism as theft and any student found to have plagiarised would be awarded an automatic fail for the piece of work submitted and may be excluded from further study at the University.

Assignment Tasks

*The assignment requires a comprehensive technical analysis and a formal report write-up.

Task 1 [15 marks]: Life-Cycle Assessment (LCA) of Next Generation Propulsion [LO1]

The aviation industry is transitioning from traditional kerosene-powered turbofans to alternative energy carriers like Liquid Hydrogen (LH2) or Advanced Solid-State Batteries.

Your Task: Select one of these emerging technologies (Hydrogen or Electric) and perform a comprehensive Life-Cycle Assessment. You must analyse the environmental and engineering challenges across the following four stages:

• Design & Material Sourcing: Discuss the “cradle” aspect - what rare materials or specialized structures (e.g., cryogenic tanks) are required?
• Manufacturing & Build: Analyse the energy intensity and waste production of these new manufacturing processes compared to traditional aluminium/titanium airframes.
• Operational Phase: Evaluate the trade-offs between zero-carbon emissions at the point of use versus the “well-to-wake” emissions of fuel production.
• End-of-Life Disposal: Critically assess the “grave” phase. How do we recycle carbon-fiber composite tanks or large-scale lithium-ion batteries?

Task 2 [20 marks]: The Socio-Economic Tension of Infrastructure Expansion [LO2]

A major international hub airport is proposing a third runway to meet the projected 2040 passenger demand. This expansion promises a 15% increase in regional GDP but will result in a 20% increase in local noise footprints and the demolition of a nearby village.

Your Task: Construct a multi-stakeholder analysis of this expansion. You must include the following:

• Economic vs. Social: Evaluate the economic benefits of increased connectivity against the societal “cost” of noise pollution and community displacement.
• Stakeholder Roles: Define the specific responsibilities of the following three groups in making this expansion “sustainable”:
  • Designers: What noise-reduction technologies or “quiet” flight path designs can they provide?
  • Operators (Airlines): How do they balance the cost of newer, quieter fleets with the economic risks of higher landing fees?
  • Law-Makers: How do they use zoning and noise quotas to protect the public?
• The Three Pillars: Conclude whether this expansion can be considered “Sustainable” by balancing the Social, Economic, and Ecological pillars.

Task 3 [15 marks]: Policy Alignment and Future Visions [LO3]

“GlobalSky Airlines” claims they will reach “Net Zero” by 2050. Their strategy relies on 40% Carbon Offsetting (planting trees), 30% Sustainable Aviation Fuel (SAF), and 30% operational efficiencies.

Your Task: Appraise this airline’s strategy against the following legislative and vision documents:

• Flightpath 2050: Does their 2050 goal align with the specific noise and CO2 reduction targets set by the EU’s Flightpath 2050? (Note: Compare their reliance on offsetting vs. the vision’s focus on technological innovation).
• The Paris Agreement & UK Climate Change Act: Evaluate if the airline’s roadmap is sufficient to meet the “well below 2°C” goal of the Paris Agreement. Discuss the legal implications if an airline fails to meet the carbon budgets set by national acts like the UK Climate Change Act.
• Operational Legislation: Analyse how the adoption of Continuous Descent Approaches (CDA) and Single-Engine Taxiing serves as a bridge to meeting these long-term legal requirements.

Submission and Referencing Guidelines

To ensure academic integrity and technical traceability, all students must adhere to the following referencing standards:

• Comprehensive Referencing: All information obtained for this assignment - including technical literature, industry data, and policy analysis - must be fully referenced.
• In-Text Citations: Any technical analysis or write-up drawing upon external frameworks (such as the ATAG targets or the Three Pillars of Sustainability) must include in-text citations to acknowledge the source material.
• Visual Material (Charts & Diagrams):
  • Any images, pictures, or data charts used in the report must be neatly presented and numbered for traceability.
  • You must provide a clear link or source immediately below each diagram or chart used to indicate its origin.
• Reference List: The final page of your report must contain a complete bibliography using the Harvard Style.
• Academic Integrity: Failure to provide appropriate references for any part of the work will be treated as plagiarism, which the University considers a serious act of malpractice.
• Submission: A pdf copy of the report must be uploaded to Moodle before the deadline.

Required Report Structure

The final report must not exceed 20 pages and should be between 3,000 and 5000 words (excluding cover page, tables, figures, and reference list). You must strictly follow the below structure:

1. Formal Cover Page

• Student Information: Name, Student ID Number, and Programme.
• Module Details: Module Title (Sustainable Aviation) and Module Code (ENG2500).
• Submission Details: Issue Date (10-Jun-26), Submission Date (24-Jun-26), and Assessor Name (Dr. Afaq Altaf).
• Signed Student Declaration: A signed statement certifying the work is original and acknowledging the University`s plagiarism policy.

2. Introduction

• Provide a brief context of the current state of sustainability in the aviation industry.
• State the objective of the report: To analyse the life cycle of emerging propulsion, evaluate the socio-economic impacts of infrastructure expansion, and appraise the alignment of aviation strategies with international legislation.

3. Task 1: Life-Cycle Assessment (LCA) of Next-Generation Propulsion

• 3.1 Selected Technology Overview: Briefly define the chosen propulsion system (Hydrogen or Electric).
• 3.2 Design and Material Sourcing: Analyse “cradle” impacts, including rare material extraction and specialized structural requirements.
• 3.3 Manufacturing and Build Phase: Evaluate energy intensity and waste production compared to traditional methods.
• 3.4 Operational Phase Analysis: A “Well-to-Wake” comparison of emissions and fuel production.
• 3.5 End-of-Life Disposal: Discussion on the “grave” phase, specifically the recyclability of new materials like composites or batteries.

4. Task 2: Socio-Economic Impact of Infrastructure Expansion

• 4.1 Economic Benefits vs. Social Costs: A critical evaluation of GDP growth versus noise pollution and community impact.
• 4.2 Stakeholder Role Analysis: Detailed subsections on the responsibilities of:
  • Designers: Noise reduction and technological innovation.
  • Operators: Fleet renewal and operational efficiency.
  • Lawmakers: Policy enforcement and community protection.
• 4.3 The Three Pillars Framework: A summary assessment using the Social, Economic, and Ecological pillars to determine overall sustainability.

5. Task 3: Policy Alignment and International Vision Appraisal

• 5.1 Flightpath 2050 Alignment: Evaluating if the strategy meets the specific targets for noise and CO2 reduction.
• 5.2 Global Legislation: Analysing the strategy against the Paris Agreement and the UK Climate Change Act.
• 5.3 Operational Legislation: Mapping the role of Continuous Descent Approaches (CDA) and taxiing procedures to the USA “National Vision” framework.

6. Conclusion

• Summarize the key findings from the technical and policy analyses.
• Final statement on the feasibility of the proposed sustainability roadmaps.

7. Reference List

• Style: Harvard Style is required.
• Content: A comprehensive list of all technical literature, vision documents, and data sources cited in the report.

Sample Answer (Preview)

The following is a partial sample answer showing the approach, structure and referencing expected for this brief. It covers approximately 25–30% of the full assignment (target length 3,000–5,000 words).

2. Introduction

Aviation is widely regarded as one of the most difficult sectors to decarbonise. Lee et al. (2021) estimate that aviation contributed around 3.5 per cent of net anthropogenic effective radiative forcing in 2011, with non-CO₂ effects such as contrail cirrus and nitrogen oxides (NO_x) responsible for approximately two-thirds of the sector’s net climate forcing. In response, the industry has committed to net-zero carbon emissions by 2050 through a combination of new aircraft technology, sustainable aviation fuels (SAF), operational and infrastructure improvements and market-based measures (ATAG, 2021). At European level, Flightpath 2050 set targets of a 75 per cent reduction in CO₂ per passenger-kilometre, a 90 per cent reduction in NO_x and a 65 per cent reduction in perceived noise, relative to a typical new aircraft in 2000 (European Commission, 2011). These ambitions place shared responsibility on aircraft designers, airline operators and lawmakers.

The objective of this report is to analyse the life cycle of an emerging propulsion technology, evaluate the socio-economic impacts of a major airport infrastructure expansion, and appraise the alignment of an airline’s net-zero strategy with international legislation and vision documents. Life-cycle thinking is used throughout, consistent with the principles and framework of ISO 14040, which requires environmental impacts to be assessed from raw material acquisition through production and use to end-of-life treatment (ISO, 2006).

3. Task 1: Life-Cycle Assessment (LCA) of Next-Generation Propulsion

3.1 Selected Technology Overview

Liquid hydrogen (LH₂) propulsion has been selected for this assessment because it offers a credible pathway to zero in-flight CO₂ for commuter, regional, short-range and potentially medium-range aircraft, whereas battery-electric propulsion remains limited to small aircraft over short distances (Clean Sky 2 JU and FCH 2 JU, 2020). Two architectures are under development. In hydrogen combustion, modified gas turbines burn hydrogen in place of kerosene; in hydrogen fuel-cell propulsion, proton exchange membrane (PEM) fuel cells convert hydrogen into electricity that drives electric motors and propellers or fans (Adler and Martins, 2023). The joint Clean Sky 2 and FCH 2 study estimated that hydrogen combustion could reduce in-flight climate impact by 50–75 per cent and fuel-cell propulsion by 75–90 per cent, with short-range hydrogen aircraft potentially entering service around 2035 (Clean Sky 2 JU and FCH 2 JU, 2020).

The defining engineering characteristic of LH₂ is its energy density. Per kilogram, hydrogen contains roughly three times the energy of kerosene, but per unit volume, liquid hydrogen holds only about one-quarter of the energy, so approximately four times the tank volume is required for the same energy (Verstraete, 2013; Adler and Martins, 2023). Hydrogen must also be stored at around −253 °C. These properties drive almost every subsequent life-cycle impact, from material selection to airframe layout and end-of-life treatment.

3.2 Design and Material Sourcing (the “Cradle”)

The most significant design requirement is the cryogenic fuel tank. Because low surface-area-to-volume shapes are needed to limit heat ingress and boil-off, LH₂ tanks are generally cylindrical or spherical and cannot be integrated into thin wing structures as kerosene is; instead, they are located in the fuselage or in external pods (Verstraete, 2013; Adler and Martins, 2023). This increases fuselage length and wetted area, partly offsetting hydrogen’s mass advantage and raising operating empty weight. The tank structure must combine a load-bearing wall with high-performance insulation, typically foam or multilayer vacuum insulation, to keep boil-off within acceptable limits.

Material choice involves difficult trade-offs. Aluminium alloys are well understood and resist hydrogen embrittlement comparatively well, whereas carbon-fibre-reinforced polymer (CFRP) tanks promise substantial weight savings but are vulnerable to micro-cracking under cryogenic thermal cycling and to hydrogen permeation through the laminate, which may require metallic or polymer liners (Adler and Martins, 2023). From a sourcing perspective, fuel-cell architectures introduce further “cradle” burdens. PEM fuel cells rely on platinum-based catalysts, and the platinum-group metals are classified as critical raw materials by the European Union, with supply heavily concentrated in South Africa and Russia (Grohol and Veeh, 2023). Electric drivetrains also require high-performance permanent magnets that typically contain rare-earth elements, which the same assessment identifies as critical. Consequently, while hydrogen aircraft may eliminate CO₂ at the point of use, their design shifts environmental and geopolitical risk upstream to mining, refining and supply-chain concentration, which must be captured in any credible LCA.

3.3 Manufacturing and Build Phase

The manufacturing phase of a hydrogen aircraft is likely to be more energy-intensive than that of a conventional aluminium–titanium airframe, principally because of greater reliance on composite structures and the complexity of cryogenic systems. Carbon-fibre production is highly energy-intensive: Das (2011) reports that producing carbon fibre requires around fourteen times more energy than conventional steel production, with fibre manufacture dominating the cradle-to-gate energy demand of CFRP components. Nevertheless, life-cycle evidence suggests that these manufacturing burdens can be repaid during operation. Timmis et al. (2015) found that the extensive use of composites in the Boeing 787 reduced CO₂ emissions over the aircraft’s life by about 20 per cent compared with an equivalent aluminium aircraft, despite higher production emissions.

Waste production also differs between the two approaches. Conventional airframes generate large volumes of machining swarf, particularly from titanium components with high buy-to-fly ratios, but these metallic scraps are readily recyclable within established supply chains. Composite manufacturing produces cured and uncured prepreg off-cuts and consumables such as vacuum bagging films, for which recycling routes are less mature. For hydrogen aircraft, additional manufacturing burdens arise from vacuum-insulated tank fabrication, cryogenic valves and fuel-cell stacks, the latter requiring precise deposition of scarce catalyst materials.

From a life-cycle perspective, the relative importance of the manufacturing phase increases as operational emissions fall. For a kerosene aircraft, fuel combustion dominates life-cycle emissions; for a hydrogen aircraft, emissions embedded in materials, manufacturing and fuel production become proportionally more significant. Comparative life-cycle studies of aviation fuels show that the overall environmental performance of hydrogen depends strongly on how it is produced and liquefied, which means that manufacturing and energy-supply decisions taken long before an aircraft enters service largely determine whether its zero-emission claim is justified (Bicer and Dincer, 2017). Manufacturers should therefore prioritise renewable electricity in composite and tank production, design for disassembly and establish closed-loop scrap recovery at the build stage…

[End of preview] The remaining sections, covering 3.4 the well-to-wake operational analysis, 3.5 end-of-life disposal, Task 2 (socio-economic impact and stakeholder analysis), Task 3 (Flightpath 2050, Paris Agreement, UK Climate Change Act and operational legislation) and the conclusion, are included in the full solution, which is available on order.

References

Adler, E.J. and Martins, J.R.R.A. (2023) ‘Hydrogen-powered aircraft: fundamental concepts, key technologies, and environmental impacts’, Progress in Aerospace Sciences, 141, 100922. https://doi.org/10.1016/j.paerosci.2023.100922

ATAG (Air Transport Action Group) (2021) Waypoint 2050. 2nd edn. Geneva: ATAG. Available at: https://aviationbenefits.org/media/167417/w2050_v2021_27sept_full.pdf (Accessed: 9 November 2026).

Bicer, Y. and Dincer, I. (2017) ‘Life cycle evaluation of hydrogen and other potential fuels for aircrafts’, International Journal of Hydrogen Energy, 42(16), pp. 10722–10738. https://doi.org/10.1016/j.ijhydene.2016.12.119

Clean Sky 2 JU and FCH 2 JU (2020) Hydrogen-powered aviation: a fact-based study of hydrogen technology, economics, and climate impact by 2050. Luxembourg: Publications Office of the European Union. https://doi.org/10.2843/471510

Das, S. (2011) ‘Life cycle assessment of carbon fiber-reinforced polymer composites’, The International Journal of Life Cycle Assessment, 16(3), pp. 268–282. https://doi.org/10.1007/s11367-011-0264-z

European Commission (2011) Flightpath 2050: Europe’s vision for aviation. Report of the High Level Group on Aviation Research. Luxembourg: Publications Office of the European Union. https://doi.org/10.2777/50266

Grohol, M. and Veeh, C. (2023) Study on the critical raw materials for the EU 2023: final report. Luxembourg: Publications Office of the European Union. https://doi.org/10.2873/725585

ISO (2006) ISO 14040:2006 Environmental management – Life cycle assessment – Principles and framework. Geneva: International Organization for Standardization.

Lee, D.S., Fahey, D.W., Skowron, A., Allen, M.R., Burkhardt, U., Chen, Q. et al. (2021) ‘The contribution of global aviation to anthropogenic climate forcing for 2000 to 2018’, Atmospheric Environment, 244, 117834. https://doi.org/10.1016/j.atmosenv.2020.117834

Timmis, A.J., Hodzic, A., Koh, L., Bonner, M., Soutis, C., Schäfer, A.W. and Dray, L. (2015) ‘Environmental impact assessment of aviation emission reduction through the implementation of composite materials’, The International Journal of Life Cycle Assessment, 20(2), pp. 233–243. https://doi.org/10.1007/s11367-014-0824-0

Verstraete, D. (2013) ‘Long range transport aircraft using hydrogen fuel’, International Journal of Hydrogen Energy, 38(34), pp. 14824–14831. https://doi.org/10.1016/j.ijhydene.2013.09.021