Re: Hear, hear, CFM, Rolls Royce, Airbus, Siemens, Boeing... You're wasting your time.
The density of LH2 is 70.85 g/L or alternatively 70.85 Kg/kL so that unfortunately would mean a complete redesign of all airplanes and we saw what happened when Boeing tried to avoid doing that with the 737 Max because it would take too long and also be very expensive meaning they would lose a significant number of sales to Airbus during that period of time they would have to do all of that.
Otherwise you could possibly consider LH2 as a fuel but pressurized cryogenic tanks would probably be too heavy, if you go the unpressurized or lightly pressurized route you would have to contend with constant boil off and with an airplane that probably wouldn't be too bad because as soon as you start filling up the tanks you'd have to fire up the plane's APU for power and then start up the engines which would also cope with any boil off as well as consuming LH2 itself.
It would also mean that you'd have to keep the engines or APU running when you land and start disgorging passengers and continue doing so until you could reverse the fueling process and drain the tanks leaving behind some residual H2 gas. Also are these tanks when left empty going to warm up to normal atmospheric temperatures and how will constant cycling down to cryogenic temperatures and back up to normal atmospheric temperatures going to affect their lifespan?
Then there's the issue with cryogenic fuel tanks inside a wing or the airplane body even if surrounded by insulation causing problems with atmospheric moisture condensing and freezing inside the airplane itself so how would you cope with that exactly? How much ice would a trans Atlantic flight accumulate? Would it be just hundreds of Kg or Tonnes? There wouldn't be much accumulation at an altitude of 34,000 feet as it's cold up there and not much moisture in the air but transiting from sea level up to there and especially descending would be interesting to say the least given you wouldn't know the exact weight of the plane when it lands.
H2 could be converted to a more conventional fuel and both Methanol and Ammonia have been mentioned but Ammonia has been pretty much ruled out for both domestic and military uses because of its toxicity and because you need people to actually handle it which probably won't turn out all that well if there's any accidents occurring. The trouble with Methanol is that you need to get Carbon from somewhere as part of that molecule and the most likely source would be CO2 and since Carbon gives off a lot of energy when oxidized into CO2 then the reverse happens when you try to reduce CO2 to get back to Carbon and typically efficiencies of conversion of H2 to Methanol of only 50% are usually quoted for this reason.
Whatever is decided will in all likelihood mean synthetic fuel prices quoted in integer multiples of current jet and kerosene prices rather than simple percentage increases which will make flying very expensive in the future using any SAF.
I suspect LH2 is more hassle than what it's worth.