Aeronautics and Air

Transport Research
7th Framework
Programme 2007-2013
Project Synopses - Volume 3
Calls 2012 & 2013

EUROPEAN COMMISSION
Directorate-General for Research and Innovation
Directorate H Transport
Unit H3 Aeronautics
Contact: Rmy Dnos, Stanley Tang
Unit H3 Aeronautics
European Commission
B-1049 Brussels
E-mail:
[email protected], [email protected]
[email protected]

EUROPEAN COMMISSION

Aeronautics and Air

Transport Research
7th Framework
Programme 2007-2013
Project Synopses Volume 3
Calls 2012 & 2013

2013

Directorate-General for Research and Innovation

Cooperation/Transport (including Aeronautics)

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Foreword

Foreword

With many EU-funded projects remaining active for

more years to come, the fruits of the Seventh Framework Programme for Research (FP7) will continue far
beyond 2013.
So what has been achieved with FP7's investment of
1 billion Euro in research in the aeronautics and air
transport sectors?
With more than 180 collaborative research projects,
there are many areas where citizens will benet
from new technologies, and where the breakthrough
research of today is shaping the future of European
aviation.
Thanks to these projects, covering a wide range of
technologies that have been specially developed to
signicantly reduce noise, greenhouse gas emissions,
pollutants and fuel consumption, the next generation
of aircra will be much quieter, cleaner and more fuel
ecient, allowing European industry to deliver greener
and more competitive aircra to the global market.
A range of innovative design and manufacturing
methods will also be implemented in next generation
production processes, helping to create and preserve
jobs in Europe. Furthermore, research on safety and
human factors will allow Europe to further improve its
already very high safety standards.
As well as looking beyond these technological
advances, it is also appropriate to look behind them,
where we should not forget the wider benets that
this body of research has brought to the European
Research Area, by creating strong and lasting links
between researchers in dierent countries.

In particular, the projects have fostered collaboration

between academia, research centres and industry
in a way that has never happened in the past. They
have helped increase our body of knowledge, improve
researchers' careers and have provided the basis for
hundreds of PhD theses and thousands of publications.
They have also helped develop win-win cooperation
partnerships with international partners such as
Russia, China and Japan, for whom aeronautics and air
transport are also important sectors.
Finally, through a set of Coordination Actions, this
research programme has provided an environment
in which a more coordinated research policy can be
brought to maturity, preparing the ground for a more
strategic approach to research.
The European Commission has also worked with aviation stakeholders to prepare new actions as part of the
EU's new research and innovation programme, Horizon
2020.
With the vision document Fligthpath 2050 [1] and the
Strategic Research and Innovation Agenda published in
2012 [2], the European aviation community has highlighted a number of key challenges to be addressed
as a matter of priority: seamless mobility for European
citizens using air transport; a strong competitive position for the European aviation industry in a globalised
world; a signicant reduction in the environmental footprint; and further improvements in safety and security.
As Flightpath 2050 underlines, it is also important for
the sector to continue developing a strong research
and innovation policy, and to better integrate research,
testing and education.

Foreword

At a time when the European Union has reduced its

overall budget, I have fought to preserve investment
in research and innovation under Horizon 2020, where
the budget will increase signicantly, to over 70 billion
Euro between 2014 and 2020.
Transport research and innovation will benet from a
signicant share of this amount. There will be many
opportunities for the aviation sector, which will be
expected to deliver on the investment. More than ever
before, the emphasis will be on innovation. We cannot
miss any opportunity to transform the results of excellent research into products and services that we can
sell worldwide.
As well as providing economic benets, the research
and innovation projects funded by Horizon 2020
must also help us nd answers to some of our
biggest societal challenges. Aviation denitely has an
important role to play in meeting smart, green and
integrated transport challenges that will help protect
the environment, improve our quality of life and keep
Europe moving.

Horizon 2020 will help ensure that the aviation sector remains a world-beating European success story,
building on the projects described in this book. I wish to
thank everyone involved - researchers, businesses and
other stakeholders - for their hard work, their commitment, and for their ights of inspiration.

Mire Geoghegan-Quinn

[1] Flightpath 2050, Europe's Vision for Aviation, Report by the High-Level Group on Aviation Research.
[2] Strategic Research and Innovation Agenda, Advisory Council for Aviation Research and Innovation in Europe
(ACARE), Volume 1, 2012.

Since 1990, the European Union (EU) has been funding

research in the eld of Aeronautics and Air Transport
(AAT). This third volume of the AAT Research synopses
book describes research projects which received funding
in the 2012 and 2013 Calls for Proposals launched
under the EUs Seventh Framework Programme (FP7).
The rst and second volumes covered the years 20072008 and 2010-2011 (there was no call in 2009) and
can be downloaded from the CORDIS website (http://
cordis.europa.eu).
For each project, there is a short description of the
state of the art, the objectives, the work planned during
the project, and the expected results. The contact
details of the coordinator and the partnership are also
provided. We hope that this information will be helpful
to research policy-makers, project proposers who are
looking to perform an exhaustive survey of the state
of the art, and to research community stakeholders
who want to identify either ongoing research projects
of interest to them or potential partners for future
collaboration.
The research projects are grouped according to the
Activities that structure the AAT Work Programme:
1) The Greening of Air Transport;
2) Increasing Time Eciency;
3) Ensuring Customer Satisfaction and Safety;
4) Improving Cost Eciency;
5) Protection of Aircra and Passengers;
6) Pioneering the Air Transport of the Future.
Cross Cutting Activities supporting research policy
issues are described in the last section.

To contribute to these broad policy-based Activities,

research projects are targeting the following technical Topics:
1) Flight Physics;
2) Aero-structures;
3) Propulsion;
4) Systems and Equipment;
5) Avionics;
6) Design Systems and Tools;
7) Production;
8) Maintenance;
9) Flight Management;
10) Airports;
11) Human Factors.
12) Noise and Vibration

Contents of this volume

Contents of this volume

Indexes by Activities, technical Topics, acronyms,

Instruments and partners are given to facilitate your
search. Note that the acronyms index lists all the projects funded under the EUs Seventh Framework Programme with references to the rst two volumes of
this synopsis.
Contact details of the National Contact Points, whose
role is to relay information about FP7 across the EU
Member States, and of the project ocers and assistants involved in project follow-up in the European
Commission are provided at the end of this volume.
The following pages provide a brief overview of the
results of the Aeronautics and Air transport calls under
FP7 as well as the participation of SMEs.
As the editors of the volume, and on behalf of all
our colleagues in the Aeronautics Unit, we hope that
these synopses will provide a good basis on which to
establish links for the innovative projects of tomorrow.

R. Dnos and S. Tang

Aeronautics and air transport under the Seventh Framework Programme

(FP7): what has been achieved?

Participation of SMEs

16

Index by Activities

17

Index by Technical Fields

21

Description of Projects Classied by Activities

25

ansport
The Greening of Air Tra

27

Increasing Time Eciency

61

Ensuring Customer Satisfaction and Safety

65

Improving Cost Eciency

109

Protection of Aircra and Passengers

175

Pioneering the Air Transport of the Future

179

Cross Cutting Activities

241

Index by Acronyms

285

Index by Instruments

296

Index by Partners

300

Nominated National Contact Points for Horizon 2020 as of November 2013

314

European Commission Sta Contact List

321

Table of contents

Table of contents

Table of contents

With more than EUR 1 billion of EU funding invested

in research and technology development in the period
2007-2013, the achievements of the Aeronautics and
Air Transport (AAT) programme are both numerous and
signicant.
Of course, the primary output concerns the maturation
of a wide range of technologies for aeronautics and air
transport which are enabling progress towards a number of policy goals. However, there are also a number
of outcomes on cross-cutting issues, such as international co-operation, support for SMEs, dissemination of
knowledge, etc.
In the following overview, it is assumed that the reader
is familiar with Vision 2020, the ACARE Strategic
Research Agenda, the European Aeronautics and Air
Transport System, the Seventh Framework Programme
and its Instruments, and the structure and activities of
the AAT work programme. A short summary of all these
aspects can be found in the Introduction to Volume 1
of this synopsis booklet, which can be downloaded
from the CORDIS website (http://cordis.europa.eu).
Table 1 provides an indicative overview of the distribution of funds across the dierent Activities, Instruments and Topics for the calls listed at the end of this
text under List of FP7 calls in AAT. Although no distinction is made in the table, the Collaborative Projects
(CP) fall into three categories: Level 0 (L0) projects
cover typically the Technology Readiness Level (TRL)
range 1-2, Level 1 (L1) projects in the TRL range 2-4,
oen with a focus on specic technologies (CP-FP), and
Level 2 (L2) projects in the TRL range 4-6, typically
integrating and performing partial demonstration of a
group of technologies (CP-IP).
Research and technology developments under AAT are
complemented by the Clean Sky Joint Undertaking,
which typically performs a larger-scale demonstration
of aeronautics technologies in the TRL range 5-6, and
the SESAR Joint Undertaking, which encompasses
research on air-trac management within the
perspective of developing technological solutions for
the Single European Sky, covering the TRL range from
2 to 6.

Overview

Aeronautics and air transport under the Seventh Framework

Programme (FP7): what has been achieved?
Progress on technologies to support
aviation policy goals
The following sections present the main advances
achieved in the dierent work programme Activities
and refers to project examples, although these references do not pretend to be exhaustive.

Improving cost eciency

In a fast-evolving globalising world, it is very important
that the European aeronautics industry remains highly
competitive and delivers innovative and cost-ecient
products and services. Therefore, it is natural that the
largest share of funding (almost 40 %) goes to projects pursuing the Improving cost eciency Activity.
Modern design tools and systems increasingly reliant
on numerical and virtual approaches are key to lower
development costs, to enable more complex and innovative products, and to reduce design time (FFAST,
GlFEM, IDIHOM, GO4HYBRID, UMRIDA). They also
present an opportunity to perform multi-disciplinary
optimisation and have the potential to be used in a
collaborative environment through the extended virtual enterprise (CRESCENDO, TOICA).
New measurement and testing techniques have been
developed, acquiring larger quantities of data, evolving
from point-by-point measurements to measurements
over a complete surface, thanks to the use of imaging
techniques, including those for in-ight measurements
(AIM2). New sensors and techniques have also been
developed which can provide not only time-averaged
values, but also time-resolved values, including
under very high levels of pressure and temperature
(HEATTOP, STARGATE).
Innovation and enhanced competitiveness have also
been pursued in the eld of avionics. Here, the trend
is to move towards commercial o-the-shelf components, modern displays and an increased use of digital
technologies. This allows upgrades to be performed
more oen, at lower costs and new functionalities to
be added. The conception of scalable designs also
saves development costs because the avionics suite
can be used for several types and sizes of aircra. In
view of the modernisation of ATM, new methods of
communication have been explored alongside new
opportunities oered by connections to services outside the aircra (SANDRA, SCARLETT, ASHLEY).

Overview

One important factor regarding competitiveness is

the capability to produce aircra faster, at lower
costs, and to design them for lower maintenance
costs (LOCOMACHS). Flexible production lines have
been developed and new manufacturing, assembly,

health-monitoring and repair processes for composite

materials or metals have been investigated for both
the aircra and its engines (FLEXA, PUL-AERO, IMACPRO, INFUCOMP, EVITA, IAPETUS, ACCENT, ADMAPGAS, CORSAIR).

Carbon-bre prole manufacturing; Composite fuselage modelling; Adaptive

manufacturing; Manufacturing of complex titanium sheets
The greening of air transport

10

Projects targeting the greening of air transport

attracted almost one-third of the EU funding, mainly
contributing to the goals to reduce CO2 by 50 %, NOx
by 80 % (both per passenger and per km) and to halve
the perceived noise between 2000 and 2020 (with
reference to a state-of-the-art aircra in 2000, TRL 6
reached by 2020), as set out by the Advisory Council
for Aeronautics Research in Europe (ACARE).
Understanding the ow eld around the wings and
fuselage and its control is key to reducing drag and
making fuel savings (RECEPT, TFAST, AFLONEXT). The
reduction of weight achieved mainly thanks to the
increased use of composite materials makes an
important contribution but brings new challenges in
terms of modelling, manufacturing, inspection and
repair (MAAXIMUS, ADVITAC, CERFAC, WASIS). In the
longer term, fuel savings are also anticipated from
novel aircra conguration, such as the blended wing
body (ACFA 2020).
More ecient engines with higher overall pressure ratio
and bypass ow or radical new architectures, such as
open rotor engine, will bring benets in the years to
come in terms of lowering the fuel burn and associated
CO2 emissions (LEMCOTEC, ENOVAL, DREAM).
One additional avenue is the use of more sustainable
alternative fuels producing less CO2 over the entire fuel
life cycle (ALFA-BIRD, SOLARJET, ITAKA, CORE-JetFuel).
Drop-in fuel is acknowledged as the most reasonable
alternative for aviation in the short to medium term
due to the long life of an aircra, which can be up to 30
years, and the large costs which would be associated
with signicant changes in either the infrastructures or
the vehicles.

As regards NOx reduction, intensive eorts have been

made to move progressively towards lean combustion
(excess air compared to stoichiometry) through better
understanding of the combustion phenomena under
lean conditions which creates unsteadiness. Improved
analyses techniques, design methods and partial demonstration have been achieved to pave the way to safe
operation of the combustor during all ight phases
(TECC-AE, KIAI, FIRST, LEMCOTEC).
With reference to noise, much has been done to
improve the understanding of noise generation and
propagation and its modelling. A number of both passive and active noise technologies have been matured
and demonstrated for airplanes and rotorcra (FLOCON, TEENI, VALIANT, JERONIMO, RECORD, OPENAIR,
COBRA, IDEALVENT, ORINOCCO). The populations perception of aircra noise can also vary depending on its
frequency content or other characteristics, thus it may
be interesting to minimise the noise impact not only
from the point of view of sound-pressure levels but
also as regards annoyance (COSMA).
It should also be noted that an environmentally performing aircra oers a competitive advantage, too.
This is obvious in the case of fuel burn but also concerns noise more ights might be allowed if silent
aircra were used instead of noisier aircra from an
earlier generation.

Overview
Reducing drag; Reducing NOx; Reducing CO2 ; Reducing noise; Towards 2050?
Customer satisfaction and safety
In the eld of passenger safety, a wide range of
aspects has been investigated, such as new on-board
instrumentation to measure aircra altitude and speed
and to detect weather hazards like turbulence and icing
(including high-altitude ice crystals). Solutions have
been developed for de-icing, and new means of compliance with new regulations investigated (HISVESTA,
DANIELA, DELICAT, On-Wings, WEZARD, JEDI-ACE,
EXTICE, HAIC, STORM). Progress has also been made
on re detection and aircra evacuation (AIRCRAFTFIRE). Finally, in order to enhance operational safety,
advanced ight-data monitoring techniques have been
investigated (SVETLANA).
Another category of projects has been looking into
human factors and how to recover an aircra from unusual situations (HUMAN, SUPRA, Man4Gen, A-PIMOD).
Of course, safety is naturally embedded in many of
the research projects dealing with design, manufacturing, new products and services. Enhancements in the
certication process or new approaches to certication
required by these new products and services have also
been investigated (ASCOS).
Research into enhanced passenger comfort has
focused mainly on improving and individualising
passengers local environment for lighting, climate
or noise, including through the use of virtual reality
(I-SPACE, IN-LIGHT, VISION, IDEALVENT).

Time eciency
As regards time eciency, in addition to this being
a permanent concern in design and manufacturing,
research has concentrated on wake-vortex issues, on
the development of cockpit technologies enabling
all-conditions operations, and on optimisation of the
modelling of the turnaround process in airports (ALICIA,
WAKENET3, TITAN, ASSET, INTERACTION). The amount
of funding dedicated to this priority may seem modest
but it should be remembered that time eciency in airtrac management is at the heart of the SESAR Joint
Undertaking activities to which FP7 and the Trans-

European Network Transport (TEN-T) each contribute

EUR 350 million.

Protection of aircra and passengers

Activities on the protection of aircra and passengers
have focused on the detection and tracking of dangerous materials in airports and the development of
protection measures against the potential presence
of explosive materials in luggage (ATOM, FLY-BAG
I and II), as well as behavioural modelling in airports
(BEMOSA). There have not been many such projects
in the AAT programme because a number of projects
have been funded by the FP7 Security programme.

Pioneering the air transport of the future

FP7 has also been pioneering the aviation sector for
the second half of this century by exploring a number
of breakthrough concepts. Basically, all parts of the
aircra have been revisited with, for example, hybrid or
pulsed-detonation engines, ow control with plasma or
special types of skins for drag reduction, novel types of
personal vehicles operated autonomously, right up to
aircra controlled directly by the brain and aircra navigation relying on pulsars (AHEAD, TIDE, PLASMAERO,
PELSKIN, MYCOPTER, PPLANE, PULSARPLANE).
A family of projects has been investigating hydrogenfuelled vehicles (i.e. no CO2 emission), and high-speed
aircra with ight Mach numbers ranging between
three and eight, using modern design tools while developing solutions to reduce NOx emissions and sonic
boom (LAPCAT I and II, ATTLAS I and II, HEXAFLY). Given
the very challenging nature of the research and the
need to have critical mass and means, this has become
a subject for international co-operation (HIKARI). The
neighbouring domain of suborbital ights has also
been explored (FAST20XX) and common underpinning technologies for both sub-orbital and high-speed
ight investigated, e.g. tank storage (CHATT) and cabin
safety (HYPMOCES).

11

Overview
Personal helicopter; Pulsar-guided aircra; Plasma-controlled ow; Brussels-Tokyo in
three hours
What we have achieved

100%

TRL-6 to be covered
by new projects

15

90%

TRL-6 foreseen by
ongoing projects

25

29
80%

46
70%

TRL-6 achieved

35

60%

22

41

50%
20
40%
30%
50

49

44

20%

34
10%

to

rc

ra

W
in

ise
No

Fix
e
ise
No

Ro

du
Re
x

NO

Re

du

ct

ct

io

io

0%

CO

12

Assessing quantitatively how much progress has

been made which was the subject of two Support
Actions: AGAPE and OPTI has not been easy. The
ACARE goals for 2020 were used alongside, as a
reference, the state-of-the-art aircra/situation
existing in year 2000. The methodology involved
assessing, for a given technology, whether TRL-6 was
reached at the evaluation date (2011 in the case of
OPTI, i.e. including the projects selected in FP7 2007
and 2008 calls); then the associated contributions to
the selected objectives were estimated. The potential
of ongoing projects to reach TRL-6 before 2020 has
been assessed and the corresponding contributions to
the objectives have been estimated. Expert judgment

is required to know whether or not the benets of the

dierent technologies are cumulative (in particular
in the case of noise). The graph below gives an
indication of the environmental goals, as evaluated
in 2011. Providing the eort is sustained, we are
on track to reach most of the ACARE environmental
objectives. The issue of rotorcra noise should be
considered with caution since the noise objective
originated mainly from the large aircra community
and the rotorcra community indicated at a very
early stage that this objective was too ambitious
for rotorcra. Another point to consider is whether or
not the industrial sector will in eect take up these
technologies. This will depend on the cost of the
technologies versus the improvements they can bring
and on company strategy.

Evaluation of the progress towards some of the ACARE goals according to OPTI.

Cross-cutting issues are usually tackled by Support

Actions and Coordination Actions. Even if they only
represent a small part of the overall EU funding, they can
potentially make a signicant impact.
A rst important domain where an important contribution
has been made is the dissemination of knowledge
through support to conferences (EUROTURBO, ICOA, ATOS
2012) and, of course, through Aerodays, which gathered
together more than 1000 participants at the last event
in 2010. The community has also been encouraged to
develop a landscape of conferences and events that is
better scheduled, more coherent, and is able to make
more impact on the international scene (E-CAERO).
In the eld of education, several actions have been
launched to look at the relevance of engineering curricula
as regards the needs of the aviation sector, and to promote aeronautical sciences to students at engineering
school and to young people (EDUCAIR, RESTARTS, FLYHIGHER, PROMOAIR).
Support for SME participation in FP7 has also been provided (AEROPORTAL and SME_AEROPOWER), as well as
support for the emergence of breakthrough innovative
ideas (CREATE, INNOVATION-PLATFORM).
To help maintain an up-to-date picture of the state of
the art, to identify gaps and make recommendations for

research policy in the elds of environment, competitiveness, mobility and safety, and alternative fuels, a set of
Coordination Actions has also been funded (CAPPADOCIA,
FORUM-AE, CATER, OPTICS, CORE-JetFuel).
Finally, in the context of current globalisation, important
eorts have been dedicated to international co-operation
with countries that have a strong background and/or show
a strong interest in the aviation sector, such as Russia,
China (AEROCHINA, GRAIN) and Japan (SUNJET). Coordinated calls have been held with these three countries and
discussions to identify and boost win-win collaboration
have been initiated with Canada (CANNAPE), the United
States (Cooperate-US), Latin America (CoopAir-LA),
Ukraine (Aero UKRAINE) and South Africa (AEROAFRICAEU). Support was also granted to the international forum
of aviation research establishments (IFARS).
Within the framework of the OPTI project, an evaluation
was made on the status of activity of an institutional
nature, as dened in the ACARE Strategic Research Agenda
2, using an ad-hoc scale: the Institutional Readiness Level
(IRL). The scale has two main phases: denition/set-up (IRL
1-3) and implementation (IRL 4-6); and each phase has
three levels: low, medium and high (IRL 0 means no action).
The results are given in the graph below. Overall, activities
are being implemented in many domains and, as this synopsis is being prepared for publication (2013), actions on
education and workforce are now in the implementation
phase, thanks to FLYHIGHER and PROMOAIR (not included
in the OPTI assessment) among others.

IE STATUS
Standardization Regulation Certication

IRL

Education
Knowledge
Work-Force

max

Research
Infrastructure

Supply Chain
Optimisation

max

PERCEIVED
AVERAGE

European
Synergy in
RTD

International
Collaboration

max

max

PERCEIVED
AVERAGE

max
max and
PERCEIVED
AVERAGE

PERCEIVED
AVERAGE

min

min

PERCEIVED
AVERAGE

PERCEIVED
AVERAGE

Technological
Approach towards
Safety & Security

PERCEIVED LEVEL

Reduction of
Fatal Accidents

Overview

Progress on cross-cutting issues

min

min
min

Levels of activity in matters depending on institutions, according to OPTI

min

13

Overview
14

Conclusions

List of FP7 calls in AAT:

In conclusion, a lot has been achieved during the

seven years of the Seventh Framework Programme
and the projects launched in recent years will bear
fruit in the coming three to four years. The aviation
community can be proud of its achievements both in
the technology and in the research policy. This programme will certainly contribute very signicantly
to continuing to make Europe a high-ying place for
aviation. As we observed with FP5 and FP6, we are
condent that in the next ve to 10 years we will see
the appearance of new aircra features, new services, and new approaches to air transport. The success stories of tomorrow are under preparation today.

FP7-AAT-2007-RTD-1
FP7-AAT-2008-RTD-1
FP7-AAT-2010-RTD-1
FP7-AAT-2010-RTD-CHINA
FP7-AAT-2010-RTD-RUSSIA
FP7-AAT-2011-RTD-1
FP7-AAT-2012-RTD-1
FP7-AAT-2012-RTD-L0
FP7-AAT-2012-RTD-JAPAN
FP7-AAT-2013-RTD-1
FP7-AAT-2013-RTD-RUSSIA
FP7-AAT-2013-RTD-HIGH-SPEED (result of this call
was pending during nalisation of Vol.3)

EC fund

Share of total fund

Average fund

CP-FP

161

494.0

49.1%

3.1

CP-IP

20

482.0

47.9%

24.1

CSA-SA

45

19.8

2.0%

0.44

CSA-CA

9.6

1.0%

1.4

233

1005.3

Sum

Nb

EC fund

Share of total fund

1) Greening

47

307.3

30.6%

2) Time Eciency

38.5

3.8%

3) Customer Satis and Saf

32

148.3

14.8%

4) Cost Ecency

57

382.0

38.0%

5) Protection of A/C and Pass

31.3

3.1%

6) Pioneering

37

71.5

7.1%

7) Cross Cutting

50

26.5

2.6%

233

1005.3

Sum

Nb

EC fund

1) Flight Physics

11

51.4

5.1%

2) Aerostructures

18

122.7

12.2%

3) Propulsion

27

215.9

21.5%

4) Systems and Equip

21

97.3

9.7%

5) Avionics

10

127.4

12.7%

6) Design Tools

26

134.6

13.4%

7) Production

12

55.3

5.5%

8) Maintenace

11

35.8

3.6%

9) Flight ATM

10.5

1.0%

10) Airports

11

22.9

2.3%

11) Human Factors

15.7

1.6%

12) Noise

11

48.7

4.8%

Pioneering-Others

22

42.6

4.2%

CSA-Other

43

24.6

2.4%

233

1005.3

Sum

Overview

Nb

Share of total fund

Table 1: Indicative repartitioning of EC funds in MEur across FP7 per Instrument,

Activity and Topic, including all AAT calls under FP7

15

Participation of SMEs

Participation of SMEs
The evolution of SME participation and share of
funding during the European Unions Sixth and Seventh
Framework Programmes is shown in Figure 1 below.

The small decrease in participation, which started in

2010, coincides with the start of the Clean Sky calls
for proposal in which ~40 % of the participants are
SMEs.

SME participation increased steadily between 2002

and 2008. As regards the evolution of funding over
the same period, it should be noted that EU funding
covered 50 % of the costs under FP6 and 75 % under
FP7, which explains the sudden increase in funding
share during the rst year of FP7 (2007).

SME participation in mainlisted proposals

30%

25%
24.0%

20.3%

19.4%
15%

22.8%

21.7%

20%
17.1%

18.9%

19.3%

17.9%

10%

16
5%

0%
2002

2003

2005

2007

2008

2010

2011

2012

15.0%

14.9%

2013

Funding requested by SME in mainlisted proposals

25%

20%
18.6%

18.8%

15%
13.9%

13.5%

11.9%

10%
8.6%

9.4%

5%

0%
2002

2003

2005

2007

2008

2010

2011

2012

Figure 1: Evolution of SME participation: top graph shows the number of partners, bottom graph indicates the share of funding

2013

The Greening of Air Transport

AFLONEXT

Active FLOw loads and noise control on NEXT generation wing

27

BUTERFLI

BUet and Transition delay control investigated with European-Russian

co-operation for improved FLIght performance

30

CHANGE

Combined Morphing-Assessment Soware Using Flight-envelope Data and

Mission-based Morphing-prototype Wing Development

33

COBRA

Innovative Counter-Rotating Fan System for High Bypass-ratio Aircra Engine

35

E-BREAK

Engine BREAKthrough components and subsystems

38

ENOVAL

ENgine mOdule VALidators

41

ITAKA

Initiative Towards sustAinable Kerosene for Aviation

44

JERONIMO

JEt noise from high bypass RatiO eNgine: Installation, advanced Modelling
and mitigatiOn

47

NIOPLEX

Non-Intrusive Optical Pressure and Loads EXtraction for aerodynamic analysis

50

RECORD

Research on Core Noise Reduction

53

STARGATE

Sensors Towards Advanced monitoRing and control of GAs Turbine Engines

56

TFAST

Transition Location Eect On Shock Wave Boundary Layer Interaction

59

Increasing Time Eciency

INTERACTION

INnovative TEchnologies and Researches for a new Airport Concept towards

Turnaround coordinatION

61

Ensuring Customer Satisfaction and Safety

ACROSS

Advanced Cockpit for Reduction Of StreSs and workload

65

A-PIMOD

Applying PIlot MODels for safer aircra

69

ASCOS

Aviation Safety and Certication of new Operations and Systems

72

HAIC

High Altitude Ice Crystals

75

IASS

Improving Aircra Safety with Self-healing structures and protecting

nanollers

79

IDEALVENT

Integrated DEsign of optimAL VENTilation systems for low cabin and ramp
noise

82

IN-LIGHT

INnovative bifunctional aircra window for LIGHTing control to enhance passenger comfort

85

JEDI ACE

Japanese-European De-Icing Aircra Collaborative Exploration

88

Index by Activities

Index by Activities

17

Index by Activities

MAN4GEN

MANual operation for 4th GENeration airliners

91

PROSPERO

PROactive Safety PERformance for Operations

94

RECONFIGURE

REconguration of CONtrol in Flight for Integral Global Upset REcovery

97

RESEARCH

Reliability and Safety-enhanced Electrical Actuation System Architectures

100

SAFUEL

The SAfer FUEL system

103

UFO

UltraFast wind sensOrs for wake-vortex hazards mitigation

106

Improving Cost Eciency

18

ALAMSA

A Life-cycle Autonomous Modular System for Aircra material-state evaluation and restoring system

109

ASHLEY

Avionics Systems Hosted on a distributed modular electronics Large-scale

dEmonstrator for multiple tYpes of aircra

112

BOPACS

Boltless assembling Of Primary Aerospace Composite Structures

116

CANAL

CreAting NonconventionAl Laminates

119

CORSAIR

COld spray Radical Solutions for Aeronautic Improved Repairs

122

DERPHOSA

Technology DEvelopment of Remote PHOSphor for Avionic cockpit displays

125

EVITA

Non-destructive EValuation, Inspection and Testing of primary Aeronautical

composite structures using phase contrast X-ray imaging

127

GO4HYBRID

Grey-area mitigation for hybrid RANS-LES methods

130

HIPOCRATES

Self-healing Polymers for Concepts on Self-repaired Aeronautical Composites

133

I-VISION

Immersive Semantics-based Virtual Environments for the Design and

Validation of Human-centred Aircra Cockpits

136

LOCOMACHS

LOw-COst Manufacturing and Assembly of Composite and Hybrid Structures

139

POLARBEAR

Production and Analysis Evolution for Lattice-related Barrel Elements under

Operations with Advanced Robustness

142

PUL-AERO

High-quality Curved Aerospace Composites using Pultrusion Manufacturing

145

QUICOM

QUantitative Inspection of COMplex composite aeronautic parts using

advanced X-ray techniques

148

RBF4AERO

Innovative Benchmark Technology for Aircra Engineering Design and Ecient

Design-phase Optimisation

151

REPAIR

Future REPAIR and maintenance for the aerospace industry

154

SHEFAE

Surface Heat Exchangers For Aero-Engines

157

AERO_P_WIP#17_28NOV13.indd 18

9/12/13 10:14

Ecient ice-protection Systems and simulation Techniques Of ice Release on

propulsive systeMs

160

TOICA

Thermal Overall Integrated Conception of Aircra

163

UMRIDA

Uncertainty Management for Robust Industrial Design in Aeronautics

167

VIBRATION

Global in-ight health monitoring platform for composite aerostructures

based on advanced VIBRATION-based methods

170

Index by Activities

STORM

Protection of Aircra and Passengers

FLY-BAG2

Advanced Technologies for Bomb-proof Cargo Containers and Blast

Containment Units for the Retrotting of Passenger Airplanes

175

Pioneering the Air Transport of the Future

ACHEON

Aerial Coanda High-Eciency Orienting-jet Nozzle

179

AGEN

Atomic Gyroscope for Enhanced Navigation

182

ANULOID

Investigation of a Novel Vertical Take-o and Landing Aircra Concept,

Designed for Operations in Urban Areas

185

BRAINFLIGHT

BRAIN-controlled aircra FLIGHT using multiple feedback mechanisms

187

CROP

Cycloidal Rotor Optimised for Propulsion

190

DISPURSAL

DIStributed Propulsion and Ultra-high bypass Rotor Study at Aircra Level

193

ENDLESS RUNWAY

The Endless Runway

196

ESTOLAS

A Novel Concept of an Extremely Short Take-o and Landing All-surface

Hybrid Aircra: from a Light Passenger Aircra to a Very High Payload Cargo/
passenger Version

199

FANTASSY

Future Aircra Design Following the Carrier-pod Concept as an Enabler for Comodal Seamless Transport, Passenger Safety and Environmental Sustainability

202

FUTUREWINGS

Wings of the Future

204

HEXAFLY

High-speed EXperimentAl FLY vehicles

207

HIKARI

HIgh-speed Key technologies for future Air transport - Research and Innovation co-operation scheme

210

HYPMOCES

HYPersonic MOrphing for a Cabin Escape System

213

HYPSTAIR

Development and Validation of Hybrid Propulsion System Components and

Sub-systems for Electrical Aircra

216

METROPOLIS

Urban Airspace Design

218

MORPHELLE

MORPHing enabling technologies for propulsion system nacELLEs

221

PEL-SKIN

PELskin: A novel kind of surface coating in aeronautics

224

19

Index by Activities

PULSARPLANE

PulsarPlane: Worldwide air transport operations

227

RESILIENCE2050.
EU

New Design Principles Fostering Safety, Agility and Resilience for Air Trac
Management

230

SOAR

DiStributed Open-rotor AiRcra

234

TIDE

Tangential Impulse Detonation Engine

237

Cross Cutting Activities

20

AERODAYSUK2015

Aerodays 2015 - Aviation for Growth and Sustainability

241

AIRTN-NEXTGEN

AIR Transport Network NEXT GENeration

243

ATOS2012

International Air Transport and Operations Symposium 2012

246

BEWARE

Bridging East and West for Aerospace REsearch

248

CAPPADOCIA

Coordination Action Pro 'Production, Avionics, Design' On Cost-eciency In

Aeronautics

251

CATER

Coordinating Air transport Time-Eciency Research

254

CORE-JETFUEL

COordinating REsearch and innovation of JET and other sustainable aviation

FUELs

257

EUROTURBO 10

Support for the Tenth European Conference on Turbomachinery, Fluid

Dynamics and Thermodynamics, Lappeenranta, Finland, 15-19 March 2013

259

FLY HIGHER

Shaping the New Evolving Generation of Aeronautic Professionals

261

FORUM-AE

FORUM on Aviation and Environment

263

GRAIN 2

GReener Aeronautics International Networking-2

267

ICARUS

Innovative Changes in Air transport Research for Universally-designed

Services

270

META-CDM

Multimodal, Ecient Transportation in Airports and Collaborative

Decision-Making

272

MODAIR

Co-MODal AIRport

274

OPTICS

Observation Platform for Technological and Institutional Consolidation of

research in Safety

276

PROMO-AIR

PROMOting Aeronautic Innovation and Research

279

ULTRA

Unmanned Aerial Systems in European Airspace

281

Flight Physics
AFLONEXT

Active FLOw loads and noise control on NEXT generation wing

27

BUTERFLI

BUet and Transition delay control investigated with European-Russian

co-operation for improved FLIght performance

30

NIOPLEX

Non-Intrusive Optical Pressure and Loads EXtraction for aerodynamic

analysis

50

PEL-SKIN

PELskin: A novel kind of surface coating in aeronautics

224

STORM

Ecient ice-protection Systems and simulation Techniques Of ice Release

on propulsive systeMs

160

TFAST

Transition Location Eect on Shock Wave Boundary Layer Interaction

Index by Technical Fields

Index by Technical Fields

59

Aerostructures and Materials

Boltless assembling Of Primary Aerospace Composite Structures

116

CANAL

CreAting NonconventionAl Laminates

119

CHANGE

Combined Morphing-Assessment Soware Using Flight-envelope Data and

Mission-based Morphing-prototype Wing Development

FLY-BAG2

Advanced Technologies for Bomb-proof Cargo Containers and Blast

Containment Units for the Retrotting of Passenger Airplanes

175

FUTUREWINGS

Wings of the Future

204

POLARBEAR

Production and Analysis Evolution for Lattice-related Barrel Elements

under Operations with Advanced Robustness

142

QUICOM

QUantitative Inspection of COMplex composite aeronautic parts using

advanced X-ray techniques

148

BOPACS

33

Systems and Equipment

182

AGEN

Atomic Gyroscope for Enhanced Navigation

IN-LIGHT

INnovative bifunctional aircra window for LIGHTing control to enhance

passenger comfort

85

JEDI ACE

Japanese-European De-Icing Aircra Collaborative Exploration

88

RECONFIGURE

REconguration of CONtrol in Flight for Integral Global Upset REcovery

RESEARCH

Reliability and Safety-enhanced Electrical Actuation System Architectures

97
100

SAFUEL

The SAfer FUEL system

103

UFO

UltraFast wind sensOrs for wake-vortex hazards mitigation

106

Avionics, Human Factors and Airports

Advanced Cockpit for Reduction Of StreSs and workload

65

A-PIMOD

Applying PIlot MODels for safer aircra

69

ASHLEY

Avionics Systems Hosted on a distributed modular electronics Large-scale

dEmonstrator for multiple tYpes of aircra

112

DERPHOSA

Technology DEvelopment of Remote PHOSphor for Avionic cockpit displays

125

ENDLESS RUNWAY

The Endless Runway

196

ACROSS

21

Index by Technical Fields

22

INTERACTION

INnovative TEchnologies and Researches for a new Airport Concept

towards Turnaround coordinatION

I-VISION

Immersive Semantics-based Virtual Environments for the Design and

Validation of Human-centred Aircra Cockpits

61
136
91

MAN4GEN

MANual operation for 4th GENeration airliners

META-CDM

Multimodal, Ecient Transportation in Airports and Collaborative

Decision-Making

272

MODAIR

Co-MODal AIRport

274

Propulsion
COBRA

Innovative Counter-Rotating Fan System for High Bypass-ratio Aircra

Engine

CROP

Cycloidal Rotor Optimised for Propulsion

35
190

E-BREAK

Engine BREAKthrough components and subsystems

38

ENOVAL

ENgine mOdule VALidators

41

EUROTURBO 10

Support for the Tenth European Conference on Turbomachinery, Fluid

Dynamics and Thermodynamics, Lappeenranta, Finland, 15-19 March
2013

259

HYPSTAIR

Development and Validation of Hybrid Propulsion System Components and

Sub-systems for Electrical Aircra

216

ITAKA

Initiative Towards sustAinable Kerosene for Aviation

SHEFAE

Surface Heat Exchangers For Aero-Engines

STARGATE

Sensors Towards Advanced monitoRing and control of GAs Turbine Engines

TIDE

Tangential Impulse Detonation Engine

44
157
56
237

Noise and Vibration

IDEALVENT

Integrated DEsign of optimAL VENTilation systems for low cabin and ramp
noise

82

JERONIMO

JEt noise from high bypass RatiO eNgine: Installation, advanced Modelling
and mitigatiOn

47

RECORD

Research on Core Noise Reduction

53

Design Tools and Production

72

ASCOS

Aviation Safety and Certication of new Operations and Systems

EVITA

Non-destructive EValuation, Inspection and Testing of primary Aeronautical

composite structures using phase contrast X-ray imaging

127

GO4HYBRID

Grey-area mitigation for hybrid RANS-LES methods

130

HAIC

High Altitude Ice Crystals

LOCOMACHS

LOw-COst Manufacturing and Assembly of Composite and Hybrid

Structures

PROSPERO

PROactive Safety PERformance for Operations

RBF4AERO

Innovative Benchmark Technology for Aircra Engineering Design and

Ecient Design-phase Optimisation

75
139
94
151

Thermal Overall Integrated Conception of Aircra

151

UMRIDA

Uncertainty Management for Robust Industrial Design in Aeronautics

163

PUL-AERO

High-quality Curved Aerospace Composites using Pultrusion Manufacturing

167

Maintenance and Disposal

A Life-cycle Autonomous Modular System for Aircra material-state evaluation and restoring system

109

CORSAIR

COld spray Radical Solutions for Aeronautic Improved Repairs

122

HIPOCRATES

Self-healing Polymers for Concepts on Self-repaired Aeronautical

Composites

133

IASS

Improving Aircra Safety with Self-healing structures and protecting

nanollers

REPAIR

Future REPAIR and maintenance for the aerospace industry

154

VIBRATION

Global in-ight health monitoring platform for composite aerostructures

based on advanced VIBRATION-based methods

170

ALAMSA

Index by Technical Fields

TOICA

79

Breakthrough and Novel Concepts

ACHEON

Aerial Coanda High-Eciency Orienting-jet Nozzle

179

ANULOID

Investigation of a Novel Vertical Take-o and Landing Aircra Concept,

Designed for Operations in Urban Areas

185

BRAINFLIGHT

BRAIN-controlled aircra FLIGHT using multiple feedback mechanisms

187

DISPURSAL

DIStributed Propulsion and Ultra-high bypass Rotor Study at Aircra Level

193

ESTOLAS

A Novel Concept of an Extremely Short Take-o and Landing All-surface

Hybrid Aircra: from a Light Passenger Aircra to a Very High Payload
Cargo/passenger Version

199

FANTASSY

Future Aircra Design Following the Carrier-pod Concept as an Enabler

for Co-modal Seamless Transport, Passenger Safety and Environmental
Sustainability

202

HEXAFLY

High-speed EXperimentAl FLY vehicles

207

HIKARI

HIgh-speed Key technologies for future Air transport - Research and

Innovation co-operation scheme

210

HYPMOCES

HYPersonic MOrphing for a Cabin Escape System

213

METROPOLIS

Urban Airspace Design

218

MORPHELLE

MORPHing enabling technologies for propulsion system nacELLEs

221

PULSARPLANE

PulsarPlane: Worldwide air transport operations

227

RESILIENCE2050.
EU

New Design Principles Fostering Safety, Agility and Resilience for Air Trac
Management

230

SOAR

DiStributed Open-rotor AiRcra

234

ULTRA

Unmanned Aerial Systems in European Airspace

281

23

25

Description of Projects Classied by Activities

Active FLOw loads and noise control on

NEXT generation wing
State of the Art - Background

Description of Work

The current quantity of air trac worldwide (expected

to double every 15 years) clearly emphasises the
stakes for fuel-burn reductions, from both an environmental and economical perspective. Aerodynamic
eciency is a key concern for meeting this challenge. AFLoNext meets the challenge of Greening of
air transport by delivering highly matured ow, load
and noise-control technologies for advanced aircra
design. These technologies have the potential to significantly improve not only the aerodynamic eciency of
todays aircra generation, but also to provide a quantum leap in improving the energy optimisation of the
aircra without compromising its safety. The AFLoNext
concept is based on six technology streams (TS), which
cluster the targeted technologies and their associated
contributions to advanced aircra performance.

The development and assessment will be done on the

basis of an integrated wing/airframe design. The peculiarity of this proposal in terms of a holistic technical
approach and its ecient use of resources becomes
obvious through the joint use of a ight test aircra as
a common test platform for the abovementioned technologies. To improve aircra performance along the
whole ight regime, locally applied active ow-control
technologies on wings and wing/pylon junctions will
be qualied in wind tunnels or by means of lab-type
demonstrators.

Objectives
AFLoNext has the following objectives:
- apply hybrid laminar ow control (HLFC) technology to
ns and wings for friction drag reduction to achieve a
performance increase in cruise conditions (TS1);
- apply ow-control technologies to enable more
aggressive outer-wing design for novel aircra congurations, with the aim of improving the performance and the loads situation in low and high-speed
conditions (TS2);
- use technologies for local ow-separation control;
these will be applied to wing/pylon junctions to
improve the performance and loads situation, mainly
in take-o and landing conditions (TS3);
- apply technologies to control the ow conditions
on wing trailing edges with the aim of improving
the performance and loads situation for the whole
operational domain (TS4);
- apply technologies to mitigate airframe noise during
landing, which is generated on the aps and undercarriage and through the mutual interaction of both
(TS5);
- mitigate/control vibrations in the undercarriage
area, which are caused by highly unsteady or inhomogeneous inow conditions during take-o and
landing (TS6).

The engineering feasibility of advanced HLFC technology applied to the n will be proven using a prototype
demonstration in an operational environment (TS1). A
fully integrated wing leading edge section featuring
advanced HLFC technology will be designed and tested
(TS1). The design represents the critical structural parts
and systems, including the box joint, joint ller solutions, Krueger shielding mock-up, further sub-systems
for positioning and anti-ice. For performance increase
and/or loads control on the wing, AFLoNext will demonstrate locally applied active ow-control technologies
(TS2, TS3 and TS4). The engineering feasibility of noise
and vibrations technologies will be proven by means of
a prototype demonstration in an operational environment (TS5 and TS6).

Expected Results
The systems architecture and design, which includes
the HLFC technology applied to the n, already has a
fully operational status. Moreover, the interface and
interactions with the surrounding structure (loads,
deformations) are known and determined.
The project expects the following additional results:
- The manufacturing process and the tooling for the
HLFC suction chamber and systems will be demonstrated and qualied.
- Regarding the wing equipped with HLFC technology,
essential sub-structures and sub-systems will be
tested and validated under realistic test conditions. All
these elements will be integrated in a large-scale wing
leading edge section based on optimised aero-loadstructures made of carbon-bre-reinforced polymer.
The manufacturing process and the materials for the
leading edge are already identied.

The Greening of Air Transport

AFLONEXT

27

The Greening of Air Transport

- The technology readiness level (TRL) for the apside-edge noise-reduction technology and for the
mesh-type fairing technology will be increased up to
TRL6.
- Determining suitable control devices prior to ight
tests by means of numerical methods is seen as a
real step beyond the state-of-the-art. This will be
achieved through the combination of dierent technical solutions so as to shi the mode frequency
enough to realise an uncoupling between structural
and aerodynamic excitations.

28

The technologies scheduled for AFLoNext

Acronym:

AFLONEXT

Name of proposal: Active FLOw loads and noise control on NEXT generation wing
Grant agreement:

604013

Instrument:

CP-IP

Total cost:

37.066.858

EU contribution:

23.612.079

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.06.2013

Ending date:

31.05.2017

Duration:

48 months

Technical domain:

Flight Physics

Website:

http://www.aonext.eu

Coordinator:

Dr Markus Fischer
Airbus Operations GmbH
Airbus Allee 1
DE 28199 Bremen

[email protected]

Tel:

+49 (0)421 538 6248

Fax:

+49 (0)421 538 8710950

EC Ocer:

Dietrich Knoerzer

Partners:

AcQ Inducom

NL

Aernnova Engineering Solutions Iberica SA

ES

Airbus Operations Ltd

UK

Airbus Operations SAS

FR

Airbus Operations S.L.

ES

Aircra Research Association Ltd

UK

ASCO Industries NV

BE

BAE Systems (Operations) Ltd

UK

CERFACS - Centre Europen de Recherche et de Formation Avance en Calcul Scientique FR

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

The Greening of Air Transport

E-mail:

IT

CFS Engineering SA

CH

Coexpair SA

BE

Dassault Aviation SA

FR

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

EADS Deutschland GmbH

DE

EADS UK Ltd

UK

TsAGI - Federal State Unitary Enterprise 'The Central Aerohydrodynamic Institute named
aer Prof. N.E. Zhukovsky'
RU
Fokker Aerostructures BV

NL

Fraunhofer Gesellscha zur Foerderung der Angewandten Forschung e.V.

DE

GKN Aerospace Services Ltd

UK

IBK-Innovation GmbH & Co. KG

DE

INCAS - Institutul National de Cercetari Aerospatiale Elie Carafoli S.A.

RO

Invent Innovative Verbundwerkstoerealisation und Vermarktung

Neuertechnologien GmbH

DE

IAI - Israel Aerospace Industries Ltd

IL

KTH - Kungliga Tekniska Hgskolan

SE

L-up SAS

FR

Messier-Bugatti-Dowty SA

FR

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Politechnika Warszawska

PL

Socit Lorraine de Construction Aronautique

FR

SONACA - Socit Nationale de Construction Arospatiale S.A.

BE

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Technische Universitt Hamburg-Harburg

DE

Tel Aviv University

IL

City University

UK

University of Manchester

UK

FOI - Totalfrsvarets Forskningsinstitut

SE

TUSA - Trk Havaclk ve Uzay Sanayi A.S.

TR

VZLU - Vzkumn a Zkuebn Leteck stav, A.S.

CZ

29

The Greening of Air Transport

30

BUTERFLI

BUet and Transition delay control

investigated with European-Russian
co-operation for improved FLIght
performance
State of the Art - Background
Today, aircra are designed with supercritical airfoils
and the boundary layers become turbulent close to
the leading edge of the wing. When the aircras Mach
number or angle of attack increases, the shock wave/
turbulent boundary layer interaction and the ow separation on the upper wing surface on transonic regimes
induce ow instabilities called buet. The buet phenomenon generates structural vibrations, which can
greatly aect aerodynamic behaviour and limit the
ight envelope of aircra. Passive control means are
very ecient in removing the buet but they decrease
aerodynamic performances when there is no buet.
Since the friction drag on a turbulent supercritical
airfoil represents a considerable part of the total aircra drag, advanced ow control on laminar wings is
a promising way for reducing the drag of future commercial aircra. However a good understanding of their
aerodynamics is lacking.
The greatest diculty that faces the laminar technology
is the sensitivity of laminar boundary layers to external
perturbations. At high Reynolds number, this sensitivity
leads to a rapid transition into a turbulent state. The
calculation of the transition position is still a major difculty for the codes of current computer uid dynamics
(CFD). Only ne comparisons between experiments and
computations can lead to progress in that eld.

Objectives
BUTERFLI will develop scientic knowledge and tools for
use in the mid to long term by the industry to sharply
improve the performance of aircra wings, thus helping in the reduction of air transports environmental
footprint. Thus, the BUTERFLI project will contribute to
progress towards the objectives of Flightpath 2050:
Europes Vision for Aviation.
In this frame, three complementary objectives will be
pursued:
- alleviating the buet phenomenon on transonic supercritical turbulent wings by two dierent control means
(tangential jet blowing and plasma discharge);

- understanding and alleviating the buet phenomenon in the shock region on transonic laminar wings by
several control means (bump, perforation blowing);
- delaying laminar turbulent transition by controlling
cross-ow instability waves with plasma discharge,
using both linear and nonlinear control principles.
Past national and European projects such as Useful Plasma for Aerodynamic Control (PLASMAERO),
Advanced Aerodynamic Flow Control Using MEMS
(AEROMEMS) 1 & 2, Aerodynamic Validation of Emission Reducing (AVERT) and Joint Technology Initiatives
(JTI) will be used as one of the main starting points
for this work.
There has been recent endeavour in a transonic wind
tunnel, which will be used in this project to better control the properties of the free stream in terms of ow
turbulence and noise. Both parameters inuence laminar boundary layers.

Description of Work
Three technical work packages (WP) have been dened
with a given strategy to improve airfoil performance.
WP1 will investigate ow-control strategies using tangential jet-blowing and plasma actuators in order to
improve the aerodynamic performance of the supercritical wing on cruise regimes. It will benchmark and
adapt the most promising innovative actuators and
control strategies. It will demonstrate their ability to be
used for buet control and the feasibility of their easy
installation on all types of future civilian aircra.
WP2 aims at developing a two-dimensional wing with
a laminar prole, testing its aerodynamics in a transonic wind tunnel, testing control concepts for the
shock wave and comparing the results with numerical
simulations. Very innovative control strategies (perforation blowing, three-dimensional bumps) will be
tested for the very rst time in laminar conditions. The
experimental database should allow for the precise
validation of CFD codes. This WP will give specications for the engineering of future laminar wings on
commercial aircra.

CO2 emissions

No action

Biofuels and additional technology

Tech
Ops
Infra
Carbon
Biofuels + Neutral
add. Tech Groxth
2020

Adva
ancced Flo
ow Con
ntrol
Techn
nologies
ag Reduction
n
For Dra

Total Drag
Parasite
Wave / Interference

(schematic, indicative diagram only)

-50
0% by 205
50
20
005

20
010

20
020

20
030

20
040

2050

Li
Dependent
Drag

Friction Drag
Pylons + Fairings
Nacelles
Vertical Tail
Horizontal Tail

Wing

Key message:

Typical drag break down of

transonic civil aircra!
Friction
Drag

The Greening of Air Transport

Know technology, operations and infrastructure measurements

Economic measures

Fuselage

without AFC no signicant reduction of friction drag

Figure 1: Predicted CO2 emissions and typical drag breakdown of commercial transonic aircra (provided by Airbus)

WP3 will investigate laminar ow control by plasma

actuators to delay cross-ow-dominated laminarturbulent transition on a swept wing. The rst concept
acts as a cross-ow velocity reduction device; the second one acts as virtual roughness elements.

31

Expected Results
On supercritical airfoils, the buet alleviation by
active ow control would increase the buet margin,
thus allowing a decreased drag for a given li or an
increased li for a constant drag. A potential 1-2% of
drag reduction is expected.
Rather than using supercritical airfoils, it is preferable
to design wings whose shape maintains laminar ow,
and thus reduces viscous drag and fuel consumption. But laminar buet also has to be alleviated by
ow control devices. Such smart laminar wing constitutes a potential 10% of aircra total drag reduction,
which leads to 10% lower fuel consumption in cruise
conditions.
Guidelines and recommendations will be provided for
further development of these laminar ow control concepts, which should lead to an application for transition
delay on the swept wings of commercial aircra.
BUTERFLI will strengthen the collaboration between
European and Russian research and technology partners and between European and Russian industry.

Figure 2: Two-dimensional wing model in the transonic S3Ch Wind

Tunnel at ONERA

The Greening of Air Transport

Acronym:

BUTERFLI

Name of proposal: BUet and Transition delay control investigated with European-Russian co-operation for
improved FLIght performance
Grant agreement:

605605

Instrument:

CP-FP

Total cost:

3.212.600

EU contribution:

1.193.890

Call:

FP7-AAT-2013-RTD-Russia

Starting date:

01.10.2013

Ending date:

30.09.2016

Duration:

36 months

Technical domain:

Flight Physics

Coordinator:

Philippe Reijasse
ONERA - Oce National dtudes et de Recherche Arospatiales
Avenue de la Division Leclerc 29
FR 92322 Chatillon

E-mail:

32

[email protected]

EC Ocer:

Pablo Perez-Illana

Partners:

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

EADS UK Ltd

UK

Erdyn Consultants

FR

TsAGI - Federal State Unitary Enterprise 'The Central Aerohydrodynamic Institute named
aer Prof. N.E. Zhukovsky'
RU
Institution of the Russian Academy of Sciences Joint Institute for High Temperatures

RU

KTH - Kungliga Tekniska Hgskolan

SE

Moscow Institute of Physics and Technology State University

RU

Khristianovich Institute of Theoretical and Applied Mechanics, Siberian Branch of the

Russian Academy of Sciences

RU

Sukhoi Civil Aircra

RU

University of Nottingham

UK

Universitt Stuttgart

DE

Combined Morphing-Assessment
Soware Using Flight-envelope Data and
Mission-based Morphing-Prototype Wing
Development
State of the Art - Background
The design of an aerospace vehicle is a continuous
process of applying new ideas to previously studied
and established systems. However, new design concepts look remarkably similar to the ones created 100
years ago, notwithstanding the incorporation of new,
lighter materials and modern electronics.
This project provides insight on a theme that has
demonstrated positive results on radically new concepts of vehicles: the morphing aircra. The most
benecial advantage rising from the use of morphing systems is the optimisation of various elds
of aircra systems. Morphing in aircra has been
researched and used throughout recent times in order
to increase the planes ight envelope. This characteristic is of the utmost importance in order to oer a
greater eciency, versatility and performance during
an assigned mission. Moreover, an aircra with the
capability to adapt itself to each given situation is
prone to achieving positive results in a range of different missions, instead of requiring a specic aircra
to conduct one particular mission. This enables the
same aircra to be used for several dierent assignments, achieving a higher performance ight in each
mission phase. This capability enables the same aircra to be used for a variety of dierent missions,
adapting itself to the conditions at hand.

Objectives
The CHANGE consortium has established one main goal
for this project, from which all research work will emerge:
- to dene the next step for introducing morphing technologies into air transport, which will enable aircra to
y with increased performance in all phases of their
mission.
In order to achieve this ambitious goal, several lower
level objectives will be met during the project:
- to analyse the practicability and possibility of integrating various morphing technologies into one wing;
- to create a concept model to demonstrate the functionality of the morphing system, including its main
advantages for performance increase and possible
concerns;

- to design and develop a morphing assessment soware, capable of providing the best wing shape to y
with the highest possible performance for any given
morphing wing.

The Greening of Air Transport

CHANGE

Description of Work
A novel morphing system will be studied so as to integrate up to four dierent morphing mechanisms into
a single wing. An aerodynamic and structural assessment will be performed in order to determine if the
considered morphing systems are indeed complementary to one another and which dierent morphing technologies should be included in the wing. This system
would take advantage of all the performance improvements achieved by adopting its wing shape according
to the mission requirements of each ight phase. The
result will lessen the required energy, maximise the
li-over-drag ratio, provide eciency in aerodynamic
control, lower the stall velocity or change to a better
plan-form to perform a required manoeuvre.
The morphing assessment soware will exhibit the
property of providing the user with the most favourable wing shape for the morphing wing to morph into, in
order to y with the highest possible performance. The
user will provide as input to the soware the actuators locations and limitations, as well as the mission(s)
assigned to the aircra. The sowares outcome will be
the desired wing shape and actuator settings that the
wing must maintain in order to y the mission with the
best possible performance.

Aircra mission with dierent morphing conguration in each phase

33

The Greening of Air Transport

Expected Results
CHANGEs main results will be focused on revolutionising
aircra design and will:
- create a tool/soware that assists in the design of
future morphing wings (and aircra);
- design and create a wing combining several morphing technologies.

The projects ultimate outcome will be a real life validation campaign performed with an unmanned aerial
platform.

These two aspects will provide the necessary tools for

the future design of aircra that are more ecient and
consume less fuel. The soware will provide a tool that
pinpoints the most ecient wing shape for a given
mission, taking into account the type of morphing that
the aircra is able to perform, whereas the construction of the wing will provide more acumen on how to
assemble a wing with various morphing technologies.

Acronym:

CHANGE

Name of proposal: Combined morphing-assessment soware using ight-envelope data and mission-based
morphing-prototype wing development
Grant agreement:

34

314139

Instrument:

CP-FP

Total cost:

4.886.469

EU contribution:

3.647.844

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.08.2012

Ending date:

31.07.2015

Duration:

36 months

Technical domain:

Aerostructures and Materials

Website:

http://www.fp7-change.eu

Coordinator:

Andre Oliveira
TEKEVER ASDS
Rua Das Musas 3.30
PT 1990-113 Lisbon

E-mail:

[email protected]

Tel:

+351 (0)213 304 300

Fax:

+351 (0)213 304 301

EC Ocer:

Dietrich Knoerzer

Partners:

Aircra Research Association Ltd

UK

Craneld University

UK

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Invent Innovative Verbundwerkstoerealisation und Vermarktung Neuertechnologien

GmbH

DE

Middle East Technical University

TR

Swansea University

UK

Technische Universiteit Del

NL

Universidade da Beira Interior

PT

Innovative Counter-Rotating Fan System

for High Bypass-ratio Aircra Engine
Objectives

State of the Art - Background

In the near future, aviation will have to tackle various challenges imposed by a continuously increasing global mobility demand, from private as well as
business travel. Fuel prices will further increase due to
limited natural resources and emissions will have to
be reduced to contribute to the global eorts against
climate change. The Advisory Council for Aviation
Research and Innovation in Europe (ACARE) identied
the new research needs for the aeronautics industry.
The target has been recalibrated for 2020 and the
vision has been extended to 2050 with medium-term
goals for 2035.
The engine sector has signicantly contributed to the
ACARE goals by achieving breakthrough research and
technology development programmes. One of the
promising breakthroughs is the Counter-Rotating Turbo
Fan (CRTF) architecture, for which the Sixth Framework
Programme EU-funded project Environmentally Friendly
Aero Engine (VITAL) highlighted a great aerodynamic
performance capability but with an acoustic penalty,
using a ByPass-Ratio (BPR) of around 11 without gearbox. From the Russian side, a CRTF architecture (using
a higher BPR) had already been studied in the late
1980s and has been developed since 1990 for use on
small-to-medium range aircra. The Kuznetsov NK-93
gearbox turbofan engine has been designed with a
bypass ratio of 16.5 (fan diameter: 2950 mm), which
develops 18 tons of thrust at take-o.

The philosophy of COBRA is to use the complementarity of the European-Russian expertise within the
ducted propulsive system architectures class, which
has advantages in terms of noise and installation challenges, to overcome the insucient noise performance
of the counter-rotating fan tested in VITAL. This will
be done through exploring higher bypass ratios in the
range 15-25, by increasing the diameter, resulting in
much lower blade tip speed and blade counts while
at least maintaining and maybe increasing the very
good aerodynamic eciency of VITAL. Although weight
estimates are out of COBRAs scope, a decrease in tip
speed and blade counts is expected to compensate the
weight penalty induced by the higher diameter.
A design of the Ultra-High Bypass-Ratio (UHBR) CRTF
conguration using common high-level specications
will be proposed and tested using CIAM-C-3A test rig
facilities. Beneting from the existing skills of the partners, the project will assess all the engine-level capabilities in terms of performance and acoustic level. This
will be compared to the VITAL CRTF results and the
Contra Rotating Open Rotor (CROR) architecture. An
accurate objective is to propose a design that reduces
noise emissions by 9 EPNdB per operation vs. a year
2000 in-service engine and to achieve at least the
same eciency improvement as the one achieved in
VITAL for lower BPR.

Description of Work
At rst, the high and low-level specications of the
UHBR CRTF conguration will be delivered by the
engine manufacturers, Socit Nationale d'Etude et
de Construction de Moteurs d'Aviation (SNECMA) and
Kuznetsov. This information will be shared between all
the concerned participants allowing a common basis
for the following step.
Based on these specications, improved fan designs
will be provided using a multidisciplinary approach
(aerodynamic, acoustic and mechanical). This activity
is fundamental for the cross learning and will be
performed in parallel by six of the project partners. To
benchmark methods and compare dierent solutions,
two designs will emerge from this stage: one European
and one Russian.

The Greening of Air Transport

COBRA

35

The Greening of Air Transport

Then, the two-fan modules will be manufactured in

order to be tested at CIAM C-3As test rig facility.
Each conguration will go through an assessment of
its behaviour with respect to the prescribed specications. Through this work, the numerical tools can be
compared and the congurations analysed through
dierent methods. Finally, test results will be made
available to each partner and will constitute a large
database for the multidisciplinary assessment. This
assessment will also take into account the enginescale study and airframe integration.

Expected Results
COBRA will greatly contribute towards developing environmentally friendly transport systems and reinforce
the co-operation in research and innovation between
the European Union and the Russian Federation. These
challenging improvements will be achieved with the
complementarity between industrial entities, research
institutes and universities, which reinforces the multidisciplinary aspect of this project. Within COBRA,
a detailed assessment will be made regarding the
validation of the simulation tools, and the multidisciplinary interdependency between these tools. A rich
experimental output will lead to a ner understanding of the physical phenomena around the CRTF UHBR
architecture.
COBRA will strengthen the collaboration between European and Russian research centres, universities and
the aeronautical industry.

3rd Generation
BPR=5-8

Baseline 2000

TRL 5

Noise [EPNdB]
Per operation

36

TRL Growth

Open Rotor
NK-

-10dB
per operation

93*

SILE
NCE

4th Generation BPR >8

VITA

5th Generation
L

Turbo Fan
OPENA

IR

COB

COBRA Goal -9dB per operation

RA

ACARE Target

1995

2000

2005

2010

*according to results of tests conducted in 1994 taking into account acoustic measures

Project positions towards a noise-reduction roadmap

2015

UHBR Tu

rbo Fan

2020

2025

The Greening of Air Transport

Acronym:

COBRA

Name of proposal: Innovative Counter-Rotating Fan System for High Bypass-ratio Aircra Engine
Grant agreement:

605379

Instrument:

CP-FP

Total cost:

3.500.626

EU contribution:

1.198.408

Call:

FP7-AAT-2013-RTD-Russia

Starting date:

01.10.2013

Ending date:

31.03.2017

Duration:

42 months

Technical domain:

Propulsion

Coordinator:

Dr Ben Nasr Nabil

ONERA - Oce National dtudes et de Recherche Arospatiales
8 rue des Vertugadins
FR 92190 Meudon

E-mail:

[email protected]

Tel:

+33 (0)1 46 23 51 84

Fax:

+33 (0)1 46 73 41 46

EC Ocer:

Eric Lecomte

Partners:

CIAM - Central Institute of Aviation Motors

RU

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Erdyn Consultants

FR

COMOTI - Institutul Naional de Cercetare-Dezvoltare Turbomotoare

RO

Moscow Institute of Physics and Technology State University

RU

Scientic-Production Enterprise Aerosila OAO

RU

SNECMA - Socit Nationale d'tude et de Construction de Moteurs d'Aviation

FR

Joint Stock Company 'Kuznetsov'

RU

37

The Greening of Air Transport

38

E-BREAK

Engine BREAKthrough components and

subsystems
State of the Art - Background
Currently, air transportation accounts for 2% of CO2
emissions and 12% of transport emissions while
aviation is expected to grow signicantly (4% per
year). Engine manufacturers are constantly aiming to
improve gas turbine eciency for two main reasons:
to reduce the operating costs and to minimise the gas
turbine environmental impact. These developments
are driven by a reduction in fuel consumption, as well
as a reduction in CO2, NOx emissions and noise (following the Advisory Council for Aeronautics Research in
Europe ACARE 2020 targets).
The need to decrease the fuel consumption and the
pollutant emission pushed the global research towards
the development of higher overall pressure ratio (OPR)
and by-pass ratio (BPR) aero-engines. Such a drive
has been associated with a continuous move toward
smaller engine cores (the core size has been reduced
by 50% in ten years) which run hotter and faster, have
a higher pressure ratio and longer times between
scheduled maintenance. However, higher propulsive
eciency would lead to a smaller core-engine with
higher temperatures for a given thrust. Also, the bypass
mass ow will subsequently increase the fan diameter.
These technical constraints will have to be handled
because airlines will not tolerate a worsening reliability
in an eort to reduce CO2.

Objectives
E-BREAK will tackle two objectives:
- enable Ultra-High Overall Pressure Ratio (UHOPR)
engine operations as regards high temperature and
pressure constraints;
- increase future UHOPR and high BPR engine objectives as regards CO2 emissions.
The main objective is to develop and validate key
component technologies to a high technology readiness level (up to TRL 5), which is required to enable
UHOPR and high BPR engines with increased eciency
and therefore lower fuel burn and CO2 emissions.
The remaining challenges regarding the UHOPR engine
design are to improve robustness as regards higher
temperature and pressure levels and to avoid any
increase of SFC (specic fuel consumption).
Any resistance to higher temperatures and pressures will
lead to a new design of material. Higher heat-resistance

capability will have to be combined with light-weight

materials so as not to increase the engine mass.
The second objective of E-BREAK is to ensure an additional reduction of CO2 emissions/SFC reduction. Technologies will be developed that mainly impact three
sub-systems (compressors, turbines and transmission
and distributed systems) and contribute to global
objectives for CO2 emission reduction. These technologies will aord a valuable step to ensure technical
compatibility with a new generation of sub-systems
with the increased temperature, pressure and mass
constraints of future engines.

Description of Work
The work is divided into six sub-projects:
1. Overall engine specication and assessments to
explore technical frames and to provide detailed
requirements, operational environment constraints
and objectives for the project.
2. Advanced sealing systems to reduce oil and air
leakages. Breather concepts will be investigated
and tested to improve air-oil separation. Modelling
complex multiphase air/oil mixture behaviour will
be addressed. Innovative sealing technologies to
higher performance boundaries with new materials
and engine architecture will be developped.
3. Engine variability and thermomechanical behaviour
to ensure stability of thermo-dynamical cycle. New
engine architectures and certication requirements
will lead to a more robust and accurate variable system to withstand higher temperatures and pressures.
Tip clearance control issues will also be tackled.
4. More heat-resistant materials to prevent fast degradation at high temperature. Validate the use of new
materials and methodologies for high temperature
abradables and develop high temperature components to allow higher operating temperatures.
5. Lightweight material to preserve a signicant mass
increase. Focus is on the development of titanium
aluminide alloys for low-pressure component
application.
6. Health monitoring to anticipate sub-system degradation. Investigate new technologies that are mandatory for maintaining safe engine operation with
higher OPRs.

The main E-BREAK expectation is to develop and

validate adapted generic technologies (up to TRL4-5)
and robust sub-systems by minimising the losses that
naturally occur as engine cores get smaller so that the
fundamental gains from a higher turbine entry temperature, the overall pressure ratio and the bypass ratio
are realised in an engine environment.
E-BREAK will complete the technical roadmap required
for UHOPR and high BPR engine competitiveness in
terms of reliability and maintainability of the engine.
Development of these new technologies will enable an
additional reduction of CO2 emissions compared to the
2000 generation of engines.

The Greening of Air Transport

Expected Results

In that respect, this project will contribute a reduction

of CO2 of between 1.6% and 1.9% (depending on the
engine architecture), which, together with the results of
previous and current European projects, could enable a
reduction of up to 32% in CO2 emissions over the Year
2000 status.
Acronym:

E-BREAK

Name of proposal: Engine BREAKthrough components and subsystems

Grant agreement:

314366

Instrument:

CP-IP

Total cost:

29.993.565

EU contribution:

18.250.706

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.10.2012

Ending date:

30.09.2016

Duration:

48 months

Technical domain:

Propulsion

Website:

http://www.e-break.eu

Coordinator:

Dr Manuel Silva
Turbomeca SA
Avenue Joseph Szydlowski
FR 64511 Bordes

E-mail:

[email protected]

Tel:

+33 (0)5 59 12 17 63

Fax:

+33 (0)5 59 12 51 45

EC Ocer:

Marco Brusati

39

The Greening of Air Transport

40

Partners:

AAC Microtec AB

SE

Alcimed

FR

Alstom Power Ltd

UK

Avio SpA

IT

Bauhaus Lufahrt e.V.

DE

CENAERO - Centre de Recherche en Aronautique ASBL

BE

Centro de Estudios e Investigaciones Tcnicas

ES

Chalmers Tekniska Hgskola AB

SE

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

DutchAero BV

NL

cole Nationale d'Ingnieurs de Tarbes

FR

EnginSo SpA

IT

Fundacin CTA - Centro de Tecnologas Aeronuticas

ES

GKN Aerospace Sweden AB

SE

Hochschule fr Technik Rapperswil

CH

ITP - Industria de Turbo Propulsores SA

ES

Institut Suprieur de l'Aronautique et de l'Espace

FR

Instytut Maszyn Przepywowych - Polskiej Akademii Nauk

PL

Karlsruher Institut fr Technologie

DE

MTU Aero Engines GmbH

DE

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Politecnico di Milano Dipartimento di Meccanica

IT

Politecnico di Torino

IT

RWTH - Die Rheinisch-Westflische Technische Hochschule Aachen

DE

Rolls-Royce plc

UK

Rolls-Royce Deutschland Ltd & Co. KG

DE

SNECMA - Socit Nationale d'tude et de Construction de Moteurs d'Aviation

FR

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Sulzer Metco AG

CH

Technische Universitt Darmstadt

DE

Technische Universitt Dresden

DE

Techspace Aero SA

BE

The Chancellor, Masters and Scholars of the University of Oxford

UK

University of Nottingham

UK

Universit degli Studi di Genova

IT

Universit de Technologie de Belfort-Montbliard

FR

ULB - Universit Libre de Bruxelles

BE

Universiteit Gent

BE

University of Southampton

UK

Uppsala Universitet

SE

Wytwrnia Sprztu Komunikacyjnego 'PZL-Rzeszw' SA

PL

ENgine mOdule VALidators

State of the Art - Background

Objectives

The reduction of fuel consumption and emissions and

their environmental impact is one of the ambitious goals
of Flightpath 2050 Europes Vision for Aviation.

The global objective of the ENOVAL project is twofold;

one is to contribute to the aero-engine CO2 reduction by
5% for long-range applications (3% for short/mediumrange turbofans), and the second is to contribute to
the overall reduction of engine noise emission by
1.3 EPNdB (eective perceived noise in decibels).

A key technology to reach this goal are ultra-high

bypass ratio (UHBR) propulsion systems, which is also
acknowledged in the Strategic Research and Innovation
Agenda (SRIA) developed by the Advisory Council for
Aviation Research and Innovation in Europe (ACARE).
Over the last decades, the bypass ratio (BPR) has
increased from BPR 2 in the 1960s to the latest engine
congurations of BPR 12 in order to increase propulsive eciency and reduce engine noise by reducing jet
velocity and fan-tip speed.
The ENOVAL project focuses on the low-pressure system of UHBR propulsion systems (12 < BPR < 20)
in conjunction with ultra-high overall pressure ratio
(50 < OPR < 70), and completes the Seventh Framework Programme roadmap of level 2 aero-engine
projects in a consistent series with Low Emissions
Core-Engine Technologies (LEMCOTEC) for core engine
technologies, Engine Breakthrough Components and
Subsystems (E-BREAK) for system technologies to enable ultra-high overall pressure ratio (UHOPR) engines,
and Optimisation for Low Environmental Noise Impact
Aircra (OPENAIR) for noise-reduction technologies.
ENOVAL concentrates on ducted geared and nongeared turbofan engines, which are amongst the best
candidates for the next generation of short/mediumrange and long-range commercial aircra applications
with an entry-into-service date from 2025 onwards.
The anticipated fan diameter increase of 20 to 35%
(versus year 2000 reference engines) is signicant, but
is expected to be accommodated within the limits of a
conventional aircra conguration.

In order to achieve these overall objectives, innovative low-pressure spool technologies with their specic
individual contributions have been dened, which are
to be successfully validated at a component technology readiness level of up to TRL 5. The reduction in
fuel burn will come from a higher propulsive eciency,
and better module eciencies, allowing for ultra-high
overall pressure ratios (UHOPR) and weight reductions,
thus compensating the penalties caused by weight and
drag of the increased fan diameters. The noise reduction results from jet and fan noise improvements, complemented by low-pressure turbine noise reductions.

Description of Work
These high-level fuel-burn and noise objectives will
be enabled by breakthroughs and contributing technologies, such as expanding the design space for
turbofans up to BPR 20 by novel very-low-pressure
ratio fan module design features and holistic design
concepts with enhanced integration of the engine into
the airframe. Enabling a geared fan-drive system for
the very large long-range engines needs a reduction
in the losses caused by an optimised heat management, an advanced high-load high-speed booster and
an integrated improved aerodynamic and mechanical
design of the expansion system, including inter turbine
case, high-speed low-pressure turbine and turbine exit
case. The introduction of a variable area fan nozzle will
allow optimum stability and design for the eciency
of low-pressure ratio fans. This will be supported by
a highly integrative approach assessing the results at
both propulsion-system and aircra-system levels.
ENOVAL will explore the design space, dene and
evaluate the corresponding technologies and methods
required for UHBR engines, and provide the basis for
engine demonstrations and the technologies application. It will include a consistent assessment of the
technical results and environmental benets that the
ENOVAL project brings by using existing whole engine
evaluation/design tools and methods.

Ultra-high bypass ratio engines as a key technology for reducing

emissions

The Greening of Air Transport

ENOVAL

41

ENOVAL
4th Gen
BPR 12 - 20

15

Bypass Ratio

The Greening of Air Transport

20

3rd Gen BPR 8-12

10
2nd Gen BPR 3-8

5
1st Gen BPR <2

0
1960

1970

1980

1990

2000

2010

2020

2030

2040

Development of bypass ratio for turbofan engines

Expected Results

42

To assess the overall benet of the individual technologies and to integrate the results at engine and aircra
level, three propulsion system platforms will be elaborated. By using existing industry-specied preliminary
engine design tools and methods, the ENOVAL technologies will be combined into optimum propulsion system models that meet the aircra requirements and,
at the same time, have the capability to achieve the
environmental objectives of reducing fuel consumption and noise. These propulsion system platforms will
address the vast majority of commercial aviation as
they cover small-to-medium-range as well as longrange applications with their respective design characteristics and mission requirements.
Acronym:

ENOVAL

Name of proposal: ENgine mOdule VALidators

Grant agreement:

604999

Instrument:

CP-IP

Total cost:

45.477.857

EU contribution:

26.699.511

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.10.2013

Ending date:

30.09.2017

Duration:

48 months

Technical domain:

Propulsion

Coordinator:

Dr Edgar Merkl
MTU Aero Engines GmbH
Dachauer Strae 665
DE 80995 Munich

The reduction of fuel consumption and noise will also

have a direct economic impact on airlines and their
customers with the increase of fuel cost and the evolution in Europe of the Emission Trading System that
includes aviation, and the development of infrastructures to meet the requirements of increased air travel.
ENOVAL, in conjunction with LEMCOTEC and E-BREAK,
will lead to a system improvement of UHBR and
UHOPR engines that surpasses the ACARE 2020 goals
and is already on the way to reach the SRIA goals for
2035. These technologies will be taken up in commercial aero-engine development programmes, targeting
an entry into service from 2025 onwards.

[email protected]

Tel:

+49 (0)89 1489 2511

Fax:

+49 (0)89 1489 95411

EC Ocer:

Marco Brusati

Partners:

Aircelle SA

FR

ARTTIC

FR

Avio SpA
Bauhaus Lufahrt e.V.

IT
DE

Brandenburgische Technische Universitt Cottbus

DE

CIAM - Central Institute of Aviation Motors

RU

CENAERO - Centre de Recherche en Aronautique ASBL

BE

Centro de Estudios e Investigaciones Tcnicas

ES

Chalmers Tekniska Hgskola AB

SE

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

ECL - cole Centrale de Lyon

FR

Ergon Research SRL

IT

Fundacin CTA - Centro de Tecnologas Aeronuticas

ES

GKN Aerospace Sweden AB

SE

Global Design Technology SA

BE

ITP - Industria de Turbo Propulsores SA

ES

Institut Suprieur de l'Aronautique et de l'Espace

FR

Mondragon Goi Eskola Politeknikoa JMA, S. Coop.

ES

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Progesa Srl

IT

Rolls-Royce Deutschland Ltd & Co. KG

DE

Rolls-Royce plc

UK

SNECMA - Socit Nationale d'tude et de Construction de Moteurs d'Aviation

FR

Socit Lorraine de Construction Aronautique

FR

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Swerea SICOMP AB

SE

Technische Universitt Graz

AT

Techspace Aero SA

BE

The Chancellor, Masters and Scholars of the University of Cambridge

UK

Turbomeca SA

FR

Universidad Politcnica de Madrid

ES

Universit degli Studi di Firenze

IT

Universitt der Bundeswehr Mnchen

DE

University of Southampton

UK

The Greening of Air Transport

E-mail:

43

The Greening of Air Transport

ITAKA

Initiative Towards sustAinable Kerosene

for Aviation
Objectives

State of the Art - Background

According to the Intergovernmental Panel on Climate
Change (IPPC), the airline industry is responsible for
an estimated 2% of the global man-made CO2 emissions. Through the Air Transport Action Group (ATAG),
the international air transport industry has collectively
committed to achieve carbon neutral growth by 2020
and a 50% reduction of greenhouse gases by 2050
compared to 2005 levels. These objectives will be
met through the combination of various key drivers, of
which the implementation of alternative fuel technologies will play a crucial role.

44

The use of biofuels in commercial aviation has

received considerable attention in recent years, as it is
currently seen as one of the best short to medium term
options to address the aforementioned challenges.
Recent tests on biofuels have demonstrated that its
implementation can lead to a reduction of 80% of CO2
emissions on a full carbon life-cycle basis.
Conversion technologies for the provision of jet fuels
from biomass are rather limited, but are not the main
obstacle. Today, the processing techniques approved
for be used in commercial ights are Fischer-Tropsch
(FT) and Hydrogenated Ester and Fatty Acids (HEFA)
fuels, which are both close to market introduction.
Other technologies, such as Alcohol-to-jet (ATJ) and
Direct Sugar to Hydrocarbons (DSHC), are currently
being assessed by the American Society for Testing
and Materials (ASTM) and certication is expected to
be completed in the short-term.
ITAKA is a collaborative project developed by a group
of companies and research centres that are leaders in
feedstock production, renewable fuel production, fuel
logistics, aircra manufacturing and sustainability
assessment. The project also counts with the collaboration of one airline as the key end-user that will test
the resulting product in real ights.

ITAKAs main objective is to facilitate the deployment

and use of aviation biofuels in a sustainable manner
focusing both on social, environmental and economic
factors. As the rst-of-its-kind project in the European
Union, ITAKA will link supply and demand by establishing
commercial relationships among feedstock growers,
biofuel producers, distributors and end-users.
These challenges will be addressed by improving the
readiness of existing technologies and infrastructures
in two main areas:
- Development of commercial large-scale production
and distribution
- Research on sustainability, economic competitiveness and technology readiness.
To achieve these objectives, the ITAKA project will build
up a full supply-chain in Europe to produce sustainable kerosene (i.e. focusing on the HEFA pathway) on a
large enough scale to allow operational and technical
testing in existing logistic systems and normal ight
operations.
ITAKA will target camelina oil as the best sustainable feedstock that can be produced timely at enough
quantity within Europe. Used cooking oil (UCO) will also
be considered as an alternative feedstock. The sustainability of the produced biofuel will be assessed against
the "Roundtable on Sustainable Biofuels" EU Renewable Energy Directive (RSB EU-RED) standard.
Beyond this technological and research objectives,
ITAKA will also to contribute to the achievement of
a further EU objective: the need to coordinate eorts
and complementarities among European initiatives
regarding sustainable aviation fuels. ITAKA has been
built aiming to engage key stakeholders and to make
a rst signicant step in the establishment of such a
European network.

Description of Work
ITAKA projects work plan has been structured in four
main pillars.
First pillar focuses on research tasks related with the
biojet fuel supply-chain, including camelina plantations, conversion technologies, logistics, and airplane
and engine tests, looking for maximizing eciency and
removing barriers.

The third pillar includes projects demonstration activities. These demonstration tasks consist on the production of enough sustainable biofuel to enable large
scale supply along the entire value chain (feedstock
production, conversion technology, logistics and supply), as well as the in-ight testing.
And nally, the fourth pillar coordinates the project
and connects it with the rest of the initiatives and key
stakeholders.

Sustainability Certication

The Greening of Air Transport

Second pillar focuses on sustainability, gathering those

technical, socio-economic and environmental data
arising from the project development, to analyse the
socio-economic and environmental eects and provide
also recommendations for the future.

Expected Results
Nowadays, the aviation biofuel supply is still moved
through dedicated systems. ITAKA will produce a biojet
fuel able to be introduced in existing fuel infrastructure, leading to signicant cost reductions in the downstream logistics. This will bring the economic viability
of biojet fuels a step closer to reality.
One of the most important results arising from the
ITAKA project will be the supply and testing of aviation biofuels produced from camelina oil in commercial
ight operations using the standard logistic channels.
As a result, ITAKA will demonstrate that camelina oil
is a viable sustainable feedstock for large scale biojet
fuel production in Europe.
One of the potential barriers to large-scale commercialisation in the EU market is the limited availability
of EU RED-certied biofuels. This project will help overcome that barrier by conducting the rst full supplychain certication process. ITAKA will also draw key
recommendations to solve any existing sustainability
certication barriers arising from the biofuels largescale implementation.

45

The Greening of Air Transport

Acronym:

ITAKA

Name of proposal: Initiative Towards sustAinable Kerosene for Aviation

Grant agreement:

308807

Instrument:

CP-FP

Total cost:

17.367.012

EU contribution:

9.883.262

Call:

FP7-ENERGY-2012-1-2STAGE

Starting date:

01.11.2012

Ending date:

31.10.2015

Duration:

36 months

Technical domain:

Propulsion

Website:

http://www.itaka-project.eu

Coordinator:

Prof. Inmaculada Gomez Jimenez

Servicios y Estudios para la Navegacin Area y la Seguridad Aeronutica SA
Avenida de la Hispanidad 12
ES 28042 Madrid

46

E-mail:

[email protected]

Tel:

+34 (0)913 019 847

EC Ocer:

Christiane Bruynooghe

Partners:

Airbus Operations SAS

FR

Airbus Operations Ltd

UK

Airbus SAS

FR

Asociatia Centrul de Biotechnologiimicrobiene

RO

Camelina Company Espaa SL

ES

Compaa Logstica de Hidrocarburos SA

ES

EADS France SAS - European Aeronautic Defence and Space Company

FR

EADS UK Ltd

UK

Embraer SA

BR

EPFL - cole Polytechnique Fdrale de Lausanne

CH

Manchester Metropolitan University

UK

Neste Oil Corporation

FI

Neste Renewable Fuels Oy

FI

Consorzio per la Ricerca e la Dimostrazione sulle Energie Rinnovabili

IT

Skyenergy BV

NL

JEt noise from high bypass RatiO eNgine:

Installation, advanced Modelling and
mitigatiOn
Objectives

State of the Art - Background

JERONIMO can directly benet from recently
completed and ongoing European projects that are
dedicated to jet noise, whether isolated or installed,
experimental measurements and computational uid
dynamics-computational aero-accoustics (CFD-CAA):
JEAN, CoJeN and VITAL. Furthermore, recent work
conducted in European projects (e.g. in Flomania and
DESider) has shown that numerical computations with
appropriate modelling methodologies are very feasible
and ecient in providing reliable analysis on owgenerated noise sources.
Several partners have worked extensively on jet noise
and on installation eects within previous European
and national projects. However, these projects either
concentrated on the jet noise source itself or on rather
simplied geometries or ow conditions.
The progress expected from JERONIMO, beyond the
state of the art, will originate from the integrated view
of the complete system of wing/ap and engine to i)
benet from aerodynamic potential ow eects, ii)
minimise unsteady aerodynamic interaction eects,
and iii) take advantage of acoustic shielding and
refraction eects for the installed engine.
An understanding of the source mechanisms of
installed jet-engine noise and the availability of appropriate design recommendations is needed for the successful integration of an ultra-high bypass ratio (UHBR)
engine in an aircra.

The JERONIMO project will be a key eort in the overall roadmap of low-noise aircra powered by UHBR
engines. The main objectives of JERONIMO are:
- to understand the physical mechanisms of ultrahigh
bypass ratio (UHBR) engines with a bypass ratio
(BPR) that is larger than 12 and the related installed
jet-engine noise with potential jet-wing interaction;
- to develop and validate jet-engine noise characterisation and prediction processes based on anechoic
wind-tunnel tests and numerical simulations;
- to acquire the ability and the means to derive lownoise design guidelines for future UHBR engine/aircra products.
JERONIMO intends to use the skills and tools at the
state of the art, previously developed during European
programmes as well as in nationally funded projects.
The project partners will endeavour to:
- understand, model and simulate the physics of the
noise from an installed UHBR jet engine;
- propose and validate physics-based principles
toward noise reduction, and associated simulation
strategies;
- validate the means by which European industry
will derive low-noise guidelines for its future UHBR
engine and aircra architectures.

Description of Work
JERONIMOs workow is established within four technical work packages (WP):
WP1: UHBR jet noise characterisation.
This work package will provide the characteristics of
the UHBR jet noise. Wind tunnel tests form the central
task of this work package.
WP2: Parametric studies of jet installation noise.
In this work package the physical mechanisms driving the installed jet noise will be examined with an
increasing complexity. Investigation will start on the
phenomenology of installation with a single-stream jet
interacting with a at plate, and then with an airfoil.
The outcome will be physical guidelines for installed jet
noise reduction through a nozzle design.

The Greening of Air Transport

JERONIMO

47

The Greening of Air Transport

48

WP3: Innovative low-noise nozzle for UHBR. Here the

main objective is to design, manufacture, test and
evaluate the noise benets obtained from advanced
low-noise nozzle on an UHBR engine installation.
Numerical and experimental results will be collected
and assessed to validate prediction methods.
WP4: Specications and technology evaluation. Specications will be provided to the other work packages
for the nozzle model design and for the test matrices.
A common jet noise database will be created by collecting the data and results of the measurements
and computations. An overall assessment of methods based on cross-comparisons of simulation results
versus test results conducted at model scale will be
performed.

Expected Results
The expected results of JERONIMO are:
- to characterise experimentally the jet noise of UHBR
engines that are isolated and installed;
- a consistent database at European level in the
major noise test facilities used by engine and aircra
manufacturers. This will use advanced and improved
measurement techniques, such as near-eld pressure, source localisation and PIV complementing the
far-eld noise;
- adaptation and validation of state-of-the-art CFDCAA simulation tools and development of the overall methodology to predict ight stream eects and
complex interaction mechanisms required to enable
a low jet-noise design of the installed UHBR engine;
- identication of the key physical or key ow features by:
a. advanced measurement techniques;
b. detailed processing of the experimental data
together with numerical data, for instance correlating the steady and unsteady ow and the
acoustics;
c. analytical/theoretical methods, including novel
ow instability analysis for noise;
d. assessment of innovative nozzle designs through
simulations and tests to reduce the jet noise of
an installed UHBR engine and to provide recommendations in terms of relative nozzle/wing
positions.

JERONIMO

Name of proposal: JEt noise from high bypass RatiO eNgine: Installation, advanced Modelling and mitigatiOn
Grant agreement:

314692

Instrument:

CP-FP

Total cost:

7.672.723

EU contribution:

4.838.815

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.11.2012

Ending date:

31.10.2016

Duration:

48 months

Technical domain:

Noise and Vibration

Website:

http://www.fp7-jeronimo.eu

Coordinator:

Dr Michael Bauer

The Greening of Air Transport

Acronym:

EADS Deutschland GmbH

Innovation Works, Dept. Noise & Vibration
Willy-Messerschmitt-Strasse
DE 85521 Ottobrunn
E-mail:

[email protected]

Tel:

+49 (0)89 6072 1674

Fax:

+49 (0)89 6072 3067

EC Ocer:

Eric Lecomte

Partners:

Airbus Operations SAS

FR

CERFACS - Centre Europen de Recherche et de Formation Avance en Calcul Scientique FR

CNRS - Centre national de la recherche scientique

FR

CFD Soware - Entwicklungs- und Forschungsgesellscha mbH

DE

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Integrated Aerospace Sciences Corporation OE

GR

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Rolls-Royce Deutschland Ltd & Co. KG

DE

SNECMA - Socit Nationale d'tude et de Construction de Moteurs d'Aviation

FR

The Chancellor, Masters and Scholars of the University of Cambridge

UK

Universit degli Studi Roma Tre

University of Southampton

IT
UK

49

The Greening of Air Transport

50

NIOPLEX

Non-Intrusive Optical Pressure and Loads

EXtraction for aerodynamic analysis
State of the Art - Background
Non-intrusive optical techniques have a central place
in the experimental investigation of ow phenomena, notably particle image velocimetry (PIV) for the
ow velocity eld and pressure-sensitive paint (PSP)
for the surface pressure distribution. PIV is based on
the detection of the displacement of small tracer
particles in the uid. The particles are illuminated by
a thin (laser) light sheet and recorded onto two subsequent image frames of a digital camera. The local
instantaneous ow velocity can be computed from the
local average displacement of the particles. PIV thus
provides a non-intrusive way of measuring the ow
velocity, with a tuneable dynamic range that can be
adjusted by changing the time separation between
the light pulses. This makes PIV suitable for velocity
measurement over an extremely wide range of ow
velocities. The working principle of PSP, on the other
hand, relies on the detection of uorescence intensities from a coating of oxygen-reactant molecules. The
intensity of the delivered radiation is dependent on the
oxygen concentration and hence the static pressure at
the surface.
An alternative approach to determining the uid pressure is to derive it from the PIV velocity data, by using
the ow-governing equations. This would provide a
non-intrusive means to determine the pressure inside
the ow, but this approach is currently not available.

Objectives
The main objective and ambition for the work in NIOPLEX is to develop and assess ow-diagnostic techniques that enable a comprehensive aerodynamic
analysis to be obtained, through the simultaneous
measurement of the surface pressure, the ow eld
and the pressure distribution inside an unsteady ow.
A number of novel developments and strategies are
pursued during the project in the following two areas:
- The further advancement of the use of PIV-based
pressure and loads determination to a stage of
readiness and reliability, so that it can be applied in
industrial situations;
- The simultaneous application of PIV and PSP, where
PIV is used to measure the ow eld and PSP is
simultaneously used to obtain the surface pressure;
these measurements may be further complemented
by ow-eld pressure, using the techniques outlined
above.The comparison between PSP and PIV-based

pressure may further allow an assessment as to

whether the latter approach may be regarded as
complementary to PSP or even as a possible replacement, depending on ow regime and the accuracy
with which the surface pressure can be obtained.
The project will also further develop the new PIV-based
pressure and loads methods into a reliable post-processing tool for experimental aerodynamics research,
in a form that it can be routinely used by uid dynamics
research institutes.

Description of Work
The activities address both fundamental aspects
of pressure and load determination procedures, as
well as application-related issues of both of the two
approaches mentioned above and their subsequent
integration. The levels at which the project work is
structured are:
- Concept analysis: assessment of specic requirements for PIV experimental settings to provide the
data with the accuracy level that is needed for pressure and loads determination; assessment of pressure-integration algorithms performances;
- Verication: the experimental validation of the procedures (performance and limitations) in baseline ow
congurations under well-controlled conditions;
- Demonstration: application and assessment of the
pressure and loads determination procedures in two
challenging application areas relevant to the aerospace technology domain: unsteady wing aerodynamics and high-speed ight;
- Implementation and dissemination: consolidating the
knowledge obtained in the project in the form that it
can be made accessible to the end users, notably by
dening measurement standards and the incorporation of new algorithms in user-friendly commercial
PIV soware.
The project also aims to demonstrate how the simultaneous measurement of the surface pressure, the oweld structure and the pressure distribution inside the
ow gives new insight to unsteady ow phenomena.

U/U
1

0.5

static pressure p/p

3

The Greening of Air Transport

velocity
velocity
U/U

1
0
Static pressure distribution in a shock wave boundary layer interaction, derived from PIV velocity measurement

Expected Results
NIOPLEXs objectives will improve the aerodynamic
analysis of aeronautical transport systems by
contributing to the development of non-intrusive
experimental ow diagnostics that are used in wind
tunnels. The particular objective is to enable an
unprecedented comprehensive analysis approach,
through the simultaneous measurement of the
surface pressure distribution on a model, and the
velocity and pressure eld around it. This simultaneous
information in turn permits a better and more complete
characterisation of unsteady ow phenomena that
can be exploited in the analysis and optimisation of
aerodynamic conguration designs. In addition, it
enables an ecient and exible aerodynamic analysis
approach, which will allow more extensive test data
to be obtained in a shorter amount of wind tunnel
operating time.

51

The Greening of Air Transport

Acronym:

NIOPLEX

Name of proposal: Non-Intrusive Optical Pressure and Loads EXtraction for aerodynamic analysis
Grant agreement:

605151

Instrument:

CP-FP

Total cost:

2.262.664

EU contribution:

1.683.898

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.10.2013

Ending date:

30.09.2016

Duration:

36 months

Technical domain:

Flight Physics

Coordinator:

Dr Bas van Oudheusden

Technische Universiteit Del
Kluyverweg 1
NL 2629 HS DELFT

52

E-mail:

b.w.vanoudheusden@tudel.nl

Tel:

+31 (0)15 278 5349

EC Ocer:

Dietrich Knoerzer

Partners:

CNRS - Centre national de la recherche scientique

FR

stanbul Teknik niversitesi

TR

LaVision GmbH

DE

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

University of Southampton

UK

Technische Universitt Berlin

DE

Universitt der Bundeswehr Mnchen

DE

University of Calgary

CA

Research on Core Noise Reduction

Objectives

RECORD
Research on Core Noise Reduction

State of the Art - Background

In order to achieve the greening of the European air
transport with the deployment of low-emission and
low-noise propulsion systems, the reduction of core
noise, the noise related to the combustion system,
plays an important role.
The ability to design low core-noise aero-engines
requires the development of reliable prediction tools.
This development demands extensive research with
dedicated experimental test cases and sophisticated
numerical and analytical modelling work so as to
broaden the physical understanding of core-noisegenerating mechanisms. This objective is only reachable with an extensive co-operation at European level.
In RECORD, the major aero-engine manufacturers of
ve dierent European countries collaborate to enable
the design of low core-noise aero-engines. A fundamental understanding of how core noise is generated
and how can it be reduced will be achieved by combining the research competence of all the experts in European universities and research organisations working
in this eld. This concept is completed by the technology development carried out by small and mediumsized enterprises across Europe.

To reduce core noise in prospective aero-engine

generations, the RECORD project pursues two main
objectives:
- the improvement and validation of core-noise modelling and prediction methods through carefully specied experimental means that concern the following:
- the generation of direct combustion noise;
- the generation of indirect combustion noise;
- the transmission of combustion noise through a
turbine;
- the development and testing of core-noise reduction
methods.
Previous national research and development activities in the elds of unsteady combustion phenomena
and turbine-noise generation revealed the need for a
project that integrates the aspects in dierent dimensions. In the concept of this project, the connection of
all these aspects is mapped in the words RECORD
builds bridges.
First of all, from the technological dimension, the project considers the interaction between two dierent
components of aero-engines. As other projects in
the past or still on-going focus on noise-generation
mechanisms and noise reduction of single components of an aero-engine, including Improvement of Fan
Broadband Noise Prediction: Experimental Investigation and Computational Modelling (PROBAND), Reduction of Engine Source Noise through Understanding
and Novel Design (RESOUND), Computation of Coaxial
Jet Noise (COJEN), Adaptive and Passive Flow Control
for Fan Broadband Noise Reduction (FLOCON) and others, RECORD emphasises the coupling eects between
the combustion chamber and the turbine, the sources
of indirect noise.

RECORD
Understanding

Modelling

The Greening of Air Transport

RECORD

Simulating

Predicting

Reducing

53

The Greening of Air Transport

Description of Work

Expected Results

The dierent stages of scientic knowledge development will be coupled and extended. The foundation is
the understanding of core-noise generation and transmission mechanisms. In further steps, the modelling
and the prediction will be rened, enhanced and validated. Finally potential strategies for core-noise reduction concerning the direct and the indirect combustion
noise will be developed, tested and evaluated.

Dedicated experiments will be performed in order to

validate the results of the numerical tools and thus
enable further development of these tools based on
the new data. The advanced prediction tools will, in turn,
be used for full-scale combustion noise calculations.
Finally, the assessment of the achievements of
RECORD will be made by comparing these fullscale combustion-noise calculations with existing
real-engine data obtained outside the proposed
project.

An integrated approach will be pursued within RECORD

in order to thoroughly understand direct and indirect
noise sources from the combustor and their interaction with the turbine. Various numerical models from
state-of-the-art large eddy simulations to low-order
physical models will be applied to the inhomogeneous reacting ow in a combustion chamber in order to
identify sources for direct and indirect noise. Most of
these methods have been developed by combustion
specialists, and some of them will be used with a focus
on acoustics for the rst time.

Burner
54

Combustion Chamber

Turbine

Fluctuations in
heat release
Entropy waves
(hot and cold spots)
Flow

Vorticity
inhomogeneities

Direct
Direct Combustion
Combustion Noise
Noise
caused by
by heat
heat release
release
caused
uctuations
uctuations

Indirect Noise
caused by acceleration
of entropy and vorticity
uctuations

Sketch showing the dierent generating mechanisms of combustion noise: direct and indirect combustion noise

The Greening of Air Transport

Acronym:

RECORD

Name of proposal: Research on Core Noise Reduction

Grant agreement:

312444

Instrument:

CP-FP

Total cost:

5.935.211

EU contribution:

4.008.962

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.01.2013

Ending date:

31.12.2015

Duration:

36 months

Technical domain:

Noise and Vibration

Website:

http://www.xnoise.eu/about-x-noise/projects/generation-2-projects/record/

Coordinator:

Dr Friedrich Bake
DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.
Mueller-Breslau-Str. 8
DE 10623 Berlin

E-mail:

[email protected]

Tel:

+49 (0)30 310006 24

Fax:

+49 (0)30 310006 39

EC Ocer:

Eric Lecomte

Partners:

Avio SpA

IT

Cave Srl

IT

CERFACS - Centre Europen de Recherche et de Formation Avance en Calcul Scientique FR

CNRS - Centre national de la recherche scientique

FR

FFT - Free Field Technologies SA

BE

ITP - Industria de Turbo Propulsores SA

ES

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Politecnico di Milano Dipartimento di Meccanica

Rolls-Royce plc

IT
UK

Rolls-Royce Deutschland Ltd & Co. KG

DE

Sandu M. Constantin Persoana Fizica

RO

SNECMA - Socit Nationale d'tude et de Construction de Moteurs d'Aviation

FR

Technische Universitt Darmstadt

DE

Technische Universitt Mnchen

DE

The Chancellor, Masters and Scholars of the University of Cambridge

UK

Turbomeca SA

FR

Universidad Politcnica de Madrid

ES

Universit degli Studi di Firenze

IT

55

The Greening of Air Transport

STARGATE

Sensors Towards Advanced monitoRing

and control of GAs Turbine Engines
State of the Art - Background
Sensors are a vital enabling technology for the development of the next generation of gas turbines (for both
aerospace and energy) to achieve a reduced impact
on the environment. They are critical to three distinct
areas:
- instrumentation for product development so as to
validate design tools and new products;
- as part of the engine control system;
- to monitor engine health.
The sensors constraints in terms of survival temperature, accuracy, stability, degradation with time, etc.
limit how close to the maximum operating ceiling the
gas turbine can be run or where measurements can
be made reliably during test phases. Consequently
engines are not run at their most optimal during service, which limits achievable environmental benets
such as emissions and fuel consumption.

56

Shortfalls in sensor capability are complex. This drove

the formation of the European Virtual Institute for Gas
Turbine Instrumentation (EVI-GTI), a thematic network
under the Fih Framework Programme. This network
involved many of Europes largest engine manufacturers, and now continues as a self-sustaining, non-prot,
international organisation. EVI-GTI created and still
maintains the lab gap matrix, which denes current
capabilities and shortfalls in engine sensing technology. The objectives of the current project are based
around some of these key shortfalls.

Objectives
The objective of this project is to develop a suite of
advanced sensors, instrumentation and related systems that are necessary to facilitate the development
of the next generation of greener gas turbine engines.
This will help to maintain and strengthen Europes position as one of the foremost producers of reliable, clean
and environmentally friendly gas turbine systems.
Specically, the project intends to develop the following sensors:
- an ultra-high-temperature dynamic pressure probe;
- high-temperature entropy probes, steady and
unsteady;
- a novel design of sensor installation for accurate performance in unsteady ows;

a novel high-temperature thermocouple;

a high-temperature thin lm strain gauge;
a high-temperature optical accelerometer;
a high-temperature tip-timing sensor;
a high-temperature optical tip-timing sensor;
a novel long-wavelength pyrometer;
a novel non-intrusive scanning pyrometer;
energy harvesting and wireless systems for large
sensor networks and rotating telemetry.

These sensors will be evaluated and tested using a

range of detailed laboratory and rig/engine trials in order
to understand their performance and capability, and to
advance their Technology Readiness Level (TRL).

Description of Work
The project is split into the following technical Work
Packages (WP):
WP3: Gas path performance measurements (e.g. entropy
probe).
WP4: Non-contact, structural and mechanical measurements (e.g. optical accelerometer).
WP5: Wired and less-wired sensors (e.g. energy
harvesting).
WP6: Uncertainty and life assessment.
WP7: Validation by rig trials.
Work packages 3 to 5 are where the various sensors
will be developed and evaluated within the laboratory.
WP6 is vital to the strategy of the project in that each
sensor will have a detailed assessment of measurement uncertainty at critical stages. The assessment
will be based on an internationally recognised methodology, which will be adopted by each partner.
WP7 represents the rig and engine validation trials.
While determining the survivability of the sensor is
important, the primary focus for STARGATE is to use
well-dened rigs that will allow the sensor performance
to be properly assessed and also for its error quantities
to be adequately compared to those determined in the
laboratory. The rigs that have been identied will have
well-characterised and repeatable aerodynamic and
thermodynamic conditions against which the sensors
can be compared.

The short-term result will be a signicant progression

towards new sensor technologies for the gas turbine
industry. It is anticipated that the sensors will be in the
region of TRL 4 to 6 by the end of the project.
However, some of the ultimate mid and long-term
impacts are as follows:
- gas turbine engines with lower specic fuel consumption and reduced CO2 emissions due to reduced
design uncertainties;
- engines that are run closer to their optimal conditions due to reduced uncertainties of key measured
parameters;
- improved engine design made possible by more
extensive engine development measurements resulting from advances in wireless sensor technology;
- better component temperature measurements to
enable the reduction in secondary air usage from the
compressor to cool critical components;
- gas turbine engines with decreased spares and
material use through better monitoring and evaluation of critical components;
- gas turbine engines with lower specic aerodynamic
losses due to optimised or actively controlled and
monitored radial tip clearances of turbine blades;
- gas turbine engines with lower emissions due to optimised design for combustors.
Better validated models for combustion processes will
enable reductions of NOx, PM10s (particulate matter,
between 2.5 and 10 microns in diameter), unburnt
hydrocarbons, etc.

Computer-aided design mock-up of a novel dynamic pressure sensor

The Greening of Air Transport

Expected Results

57

The Greening of Air Transport

Acronym:

STARGATE

Name of proposal: Sensors Towards Advanced monitoRing and control of GAs Turbine Engines
Grant agreement:

314061

Instrument:

CP-FP

Total cost:

7.819.426

EU contribution:

4.999.002

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.11.2012

Ending date:

31.10.2015

Duration:

36 months

Technical domain:

Propulsion

Coordinator:

Mark Langley
Meggitt (UK) Ltd
Jays Close, Viables Industrial Estate
UK RG22 4BS Basingstoke

58

E-mail:

[email protected]

Tel:

+44 (0)1256 349266

Fax:

+44 (0)1256 349286

EC Ocer:

Marco Brusati

Partners:

Bayerisches Zentrum fr Angewandte Energieforschung e.V.

DE

Chalmers Tekniska Hgskola AB

SE

Coventry University

UK

VKI - von Karman Institute for Fluid Dynamics

BE

Loughborough University

UK

Meggitt SA

CH

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Oxsensis Ltd

UK

Rolls-Royce plc

UK

Rolls-Royce Deutschland Ltd & Co. KG

DE

SCITEK Consultants Ltd

UK

Siemens AG

DE

SNECMA - Socit Nationale d'tude et de Construction de Moteurs d'Aviation

FR

The Chancellor, Masters and Scholars of the University of Cambridge

UK

Volvo Aero Corporation

SE

Transition Location Eect on Shock Wave

Boundary Layer Interaction
plasma actuators. Until now, these devices were used
only in turbulent boundary layers. The project aims to
investigate how these techniques perform in a laminar
environment and how they induce transition.

Description of Work
Two basic work packages (WP) concern basic studies
on normal and oblique shock waves:

State of the Art - Background

Vision 2020 objectives include the reduction of emissions and an increase in eectiveness of the air transport. This puts severe demands on aircra velocity and
weight, which in turn requires an increased load on the
wings and aero-engines. A reduction of drag and losses
can be obtained by keeping laminar boundary layers on
external and internal aircra parts. But increased loads
cause supersonic ow velocities and the appearance of
shock waves, which in turn may interact with a laminar
boundary layer. Such an interaction can quickly cause
ow separation, which is highly detrimental to aircra
performance and poses a threat to safety.
In order to diminish the shock-induced separation, the
boundary layer at the point of interaction should be
turbulent.

Objectives
The main objective of the project is to study the eect
of transition location on the structure of the interaction.
The main question is how close the induced transition
may be to the shock wave while still maintaining the
typical turbulent character of the interaction.
TFAST is dedicated to the creation of a novel database.
It has a clear goal that concerns the best location for
laminar/turbulent transition in order to minimise drag or
losses induced by the shock - boundary layer interaction.
First of all, this requires a basic knowledge of the laminar
interaction as well as the turbulent interaction in chosen
ow cases. Two shock-wave types are considered. One
is a normal shock which induces separation at Mach 1.2
to 1.3. The other is the case of oblique shock reection
in which incipient separation is obtained in the range of
Mach 1.5 to 1.7.
To achieve the main objective, ow control techniques
will be applied, such as trip wires, roughness patches,
air jet vortex generators, rod vortex generators and cold

The Greening of Air Transport

TFAST

WP1 for the investigation of fully laminar and fully turbulent cases;
WP2 includes the application of ow control devices for
the induction of separation.
This work will lead to three further work packages:
WP3: ow in a transonic compressor cascade;
WP4: a high-pressure turbine cascade with cooling
system;
WP5: a transonic laminar wing.
The realisation of each work package will follow a similar structure:
- the design of a new research object (blade, wing prole) by the industry partners;
- the design of application-orientated test sections,
with computational uid dynamics (CFD) support,
manufacturing, and integration with wind tunnel and
measurement systems;
- measurements, data acquisition and data
processing with a special interest in transition
location, interaction structure, separation scope and
interaction unsteadiness;
- numerical simulations with basic numerical
approaches, such as Reynolds Average NavierStokes, with a number of approaches concerning
turbulence and transition;
- simulation of chosen cases using advanced methods,
such as direct numerical simulation.
The conclusion will indicate the most downstream location of transition at which shock wave boundary layer
interaction still maintains a typical turbulent character.

Expected Results
The topic of laminar/transitional/turbulent interaction
with a shock wave is the most challenging problem
in aeronautics, even more when unsteady interaction

59

The Greening of Air Transport

eects are to be treated. The aim is to learn how to

avoid the laminar boundary layer being penetrated by
the shock wave; however, the benets of having this
layer are so important that the transition should occur
as late as possible. The project results will show the
degree of general improvement in the nally chosen
transition location in relation to fully laminar and fully
turbulent interaction.
A major outcome of TFAST will be the improvement in
physical understanding of all phenomena that govern
transitional shock wave boundary layer interaction.
Acronym:

Moreover, TFAST is not only aiming at an advanced

understanding of ow physics in general, but also at
supporting industrial needs and requirements in the
eld of interest. This is of utmost importance for the
design of current and future aircra.

TFAST

Name of proposal: Transition Location Eect on Shock Wave Boundary Layer Interaction
Grant agreement:

60

New knowledge will be generated concerning the

eect of transition location on shock wave boundary
layer interaction (SWBLI) and the unsteady interaction
phenomena, such as coupling between low frequency
vortex shedding and shock movement or turbulence
amplication/decay at the shock wave.

265455

Instrument:

CP-FP

Total cost:

4.986.394

EU contribution:

3.567.790

Call:

FP7-AAT-2010-RTD-1

Starting date:

01.02.2012

Ending date:

31.01.2015

Duration:

36 months

Technical domain:

Flight Physics

Coordinator:

Piotr Doerer
Instytut Maszyn Przepywowych - Polskiej Akademii Nauk
ul.Fiszera 14
PL 80952 Gdansk

E-mail:

[email protected]

Tel:

+48 (0)58 6995 202

EC Ocer:

Dietrich Knoerzer

Partners:

CNRS - Centre national de la recherche scientique

FR

Dassault Aviation SA

FR

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Institut National Polytechnique de Toulouse

FR

ILOT - Instytut Lotnictwa

PL

Khristianovich Institute of Theoretical and Applied Mechanics, Siberian Branch of the

Russian Academy of Sciences

RU

University of Liverpool

UK

NUMECA - Numerical Mechanics Application International S.A.

BE

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Rolls-Royce Deutschland Ltd & Co. KG

DE

University of Southampton

UK

Technische Universiteit Del

NL

Podgorny Institute for Mechanical Engineering Problems of the National Academy of

Sciences of Ukraine

UA

The Chancellor, Masters and Scholars of the University of Cambridge

UK

Universit degli Studi di Roma 'La Sapienza'

IT

INnovative TEchnologies and Researches

for a new Airport Concept towards
Turnaround coordinatION
State of the Art - Background
Currently, the aircra turnaround drives a set of different and separately managed processes that take
place in the same airport environment, and which
involve passengers, baggage, freight and ramp operations. This approach normally leads to independent
process strategies and objectives which, in some
cases, may also lack coordination and therefore cause
negative impacts and ineciencies. Furthermore, each
stakeholder has dierent priorities when carrying out
their activities. This results in decreased total process
eciency due to the large number of services to be
accomplished. For example, a non-coordinated freightloading process could cause a delay in the aircra
turnaround time and impact negatively on the performance of other processes, such as the passenger
baggage process.

A future concept for airport operations would therefore

require full integration and coordination of processes.
Landside processes, freight processes, and ground servicing equipment (GSE) management of ramp operations will need to be managed and coordinated with
the airports core process: the aircra turnaround. All
of these processes need to be planned and executed
in order to converge into the turnaround process and
comply with the turnaround planning itself. The dened
milestones in the turnaround process have to be used
to dene each process plan and its own associated
milestones.

Increasing Time Eciency

INTERACTION

Objectives
The aircra turnaround is the core process in the airport, and drives the operation of all other processes:
passengers, baggage, freight and ramp operations. The

61

INTERACTION integrated turnaround

Increasing Time Eciency

aircra turnaround needs to be executed on time and

within schedule by ensuring that the targeted payload
(passenger, baggage and freight) has been completely
embarked and loaded into the aircra. Aircra turnarounds imply complex procedures and delays can be
extremely costly for airlines.
In order to service an aircra, a number of ground
operations and processes have to be performed, either
sequentially or simultaneously. For this reason, an
improved operational punctuality could lead to cost
savings and improved customer service. Applying a set
of streamlined turnaround processes could reduce the
impact of any unforeseen disturbances.
INTERACTION aims to improve the time-eciency in
each airport process, whilst ensuring full coordination
with a shorter and more ecient aircra turnaround.
It also aims to reduce the environmental impact of all
turnaround activities, and to enhance the turnaround
operations and the predictability of its associated
processes.
All the solutions proposed will be dened, designed,
developed and validated as part of the projects results.

Description of Work

62

The project work is structured into six work packages

(WP). WP1 and WP6 are devoted to project management and communication, and dissemination and
exploitation of results. The others are:
WP2: Current situation analysis;
WP3: Identication and proposal of new solutions;
WP4: Design of solutions and development of tools;
WP5: Concept validation.
Each solution may require dierent design and development methods and techniques. For instance, new
procedures and technologies will make use of specic
computer-aided design applications for the preliminary
status. The innovative tools will be developed into
prototypes; validation activities will be adapted to the
nature of the solutions and the best-for-purpose technique will be applied in each case.
INTERACTION organises the future needs and challenges of airport operations in 13 innovation areas
grouped into ve main knowledge groups: airport
terminal operations, freight operations, ramp operations, green concepts and development of new tools.
The solutions proposed are the result of a preliminary
analysis which take into consideration the ideas and
opinions of the consortiums experts. The operational
partners dened the needs for improvement within
their respective line of actions, and developed a pre-

liminary idea of the most feasible and ecient solution

to solve the issue together with the industrial partners.

Expected Results
INTERACTION will provide a series of prototypes and
procedures/methodologies, which will be developed
and validated in the context of each innovation area,
and will full the needs for improvement. These will
include the following innovative enhancements:
- coordinated denition of performance targets for
each process towards common operational goals (in
the turnaround context);
- control and ecient management of the existing
process interactions and cross-relations, aimed to
avoid undesired perturbations;
- integration and adaptation of each process individual milestones;
- extension of the airport information sharing platform, beyond the existing collaborative decision making and future Single European Sky Air
Trac Management Research (SESAR) airport
management solutions, in terms of scope (all processes included) and service continuity (real-time
information);
- new decision support functions providing alerts and
warnings regarding all processes and its interactions
(extension of the airport decision support tools proposed in SESAR).
The main project impacts that are expected are: a
reduction of greenhouse gas emissions and pollutants,
an improvement in safety and mobility of goods and
persons, and an improvement in the competitiveness
of the European transport industry.

Increasing Time Eciency

INTERACTION green concepts

Acronym:

INTERACTION

Name of proposal:

INnovative TEchnologies and Researches for a new Airport Concept towards Turnaround
coordinatION

Grant agreement:

605454

Instrument:

CP-FP

Total cost:

8.186.243

EU contribution:

4.880.472

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.10.2013

Ending date:

31.03.2016

Duration:

30 months

Technical domain:

Avionics, Human Factors and Airports

Coordinator:

Joan Miquel Vilardell

Europraxis Atlante SL
Calle Tanger 98 P 7
ES 08018 Barcelona

E-mail:

[email protected]

Tel:

+34 (0)93 4304 016

63

Ensuring Customer Satisfaction and Safety

64

EC Ocer:

Ivan Konaktchiev

Partners:

Indra Sistemas SA

ES

Aegean Airlines

GR

Airbus Operations GmbH

DE

Athens International Airport SA

GR

Aviapartner Holding NV

BE

Ingeniera y Economa del Transporte SA

ES

Pildo Consulting SL

ES

ThyssenKrupp Elevator Innovation Center

ES

TLD Europe SAS

FR

Universitat Autnoma de Barcelona

ES

Airbus SAS

FR

Advanced Logistics Group SAU

ES

Advanced Cockpit for Reduction Of StreSs

and workload
State of the Art - Background

Objectives

The predicted overall growth of air trac on the one

hand, and the strong demand for ecient airlines on
the other, will increase the occurrence of events where
the pilots attention and actions will be required at
the highest level, especially during the take-o, climb,
descent, approach and landing phases. Certain combinations of unpredictable situations, such as dicult
meteorological conditions, multiple system failures or
cockpit crew incapacitation can lead to peak workload
conditions. The amount of information and actions to
process may, in these specic and dicult-to-predict
circumstances, exceed the reasonably acceptable
workload of the crew. As accidents are more likely to
occur when workload in the cockpit is high, improving
crew performance in peak workload conditions is thus
critical to enhance safety.

ACROSS aims to develop pioneering solutions to

reduce pilots peak workloads and to support them in
dealing with dicult situations, thus enhancing safety
and performance.
In particular, ACROSS will work on three objectives (see
Fig. 1), which are all driven by an integrated research
approach that will lead to the improvement of safety
levels of daily ight operations and, at the same time,
increase the eciency of air transport networks:
- develop, integrate and test new ight-deck solutions
that facilitate the management of peak workload situations that can occur during a ight, and so reduce
the pilots stress and thus improve passenger safety;
- develop, integrate and test new cockpit-based technologies to allow a reduced crew to operate safely in
a limited number of well-dened conditions, such as
a crew member having a planned rest time as part
of fatigue prevention or one crew member being
incapacitated;
- identify the main aspects to consider for future implementation of single-pilot operations by using the
research results gained from this project concerning
workload reduction and reduced crew operations.

Description of Work
ACROSS focuses on human factors with a crew-orientated view and identies six main pillars (see Fig. 2).
The rst four pillars focus on tasks which determine the
crews workload. The other two pillars focus on technologies to help evaluate the crews workload, to temporarily perform essential crew tasks and, in extreme
cases, replace the crew.

Figure 1: ACROSS objectives

1. Aviate. The pilot ying concentrates on ying the

aircra to capture and maintain the desired operational targets. The non-ying pilot supports the
pilot ying by monitoring ight parameters and any
excessive deviation.
2. Navigate and manage mission. Pilots monitor
threats to the ight plan, evaluate and then adapt
the ight plan accordingly.
3. Communicate. Eective crew interaction involves different modes of communication amongst the cockpit crew members, with the Air Trac Control, with
the cabin sta (if applicable), and with the Airline
Operations Centre.

Ensuring Customer Satisfaction and Safety

ACROSS

65

Ensuring Customer Satisfaction and Safety

4. Manage systems. Pilots monitor and evaluate the

aircra systems status to ensure optimum aircra
eciency and safety.
5. Crew monitoring. ACROSS provides more advanced
crew monitoring functions that allow evaluation of
the crews physiological and behavioural condition.
6. Crew incapacitation. This must be addressed even
more specically in a reduced crew/single pilot concept, so as to identify and develop automatic functions and safety nets.

Expected Results
Transverse work packages on architecture, human factors, safety, regulation, certication and validation will
drive the ACROSS approach to dene guidelines, manage common issues, ensure consistency and prepare
the next steps in the technical and operational implementation roadmaps.

crew task (aviate, navigate, communicate, manage),

specically during crew peak workload situations;
- a supplementary process in the technical capability
for continued safe ight and landing in the case of
crew incapacitation;
- based on initial human factor evaluations and recommendations for managing reduced crew operations, some training aspects and evolutions on
functions will be developed.
While achieving these goals, ACROSS will also dene
short-term solutions which could be implemented
quickly in the cockpit, in order to better support crews
in dicult situations in the current conguration of two
pilots permanently in the cockpit.

ACROSS will provide the following useful tools, technologies and guidelines:
- a set of technology solutions for crew monitoring;
- a set of new avionics functions with the demonstration of global performance improvement, for each

66

Figure 2: Integrated dimension of ACROSS

Crew Incapacitation

Crew Monitoring

Manage Systems

Validation & Global

Assessment

Aviate

Human Factors &

Interaction Design

Communicate

Architecture &
Interaction Solutions

Navigate & Manage Mission

Requirements

ACROSS

Name of proposal:

Advanced Cockpit for Reduction Of StreSs and workload

Grant agreement:

314501

Instrument:

CP-IP

Total cost:

30.255.456

EU contribution:

19.482.059

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.01.2013

Ending date:

30.06.2016

Duration:

42 months

Technical domain:

Avionics, Human Factors and Airports

Website:

http://www.across-fp7.eu

Coordinator:

Thierry Maret

Ensuring Customer Satisfaction and Safety

Acronym:

Thales Avionics SAS

Avenue du General Eisenhower 105
BP 63647
FR 31036 Toulouse Cedex 1
E-mail:

[email protected]

Tel:

+33 (0)5 61 19 42 20

Fax:

+33 (0)5 61 19 67 50

EC Ocer:

Ivan Konaktchiev

Partners:

Airbus Operations GmbH

DE

Airbus Operations Ltd

UK

Airbus Operations SAS

FR

Airbus SAS

FR

BAE Systems (Operations) Ltd

UK

Boeing Research & Technology Europe SLU

ES

Certiyer BV

NL

Continental Automotive France SAS

FR

Dassault Aviation SA

FR

Deep Blue Srl

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

IT
DE

Diehl Aerospace GmbH

DE

EADS Deutschland GmbH

DE

EADS France SAS - European Aeronautic Defence and Space Company

FR

GMVIS Skyso SA

PT

GTD Sistemas de Informacin SA

ES

Hellenic Aerospace Industry SA

GR

ISDEFE - Ingenieria de Sistemas para la Defensa de Espaa S.A.

ES

Jeppesen GmbH

DE

Politechnika Warszawska

PL

67

Ensuring Customer Satisfaction and Safety

68

Selex ES SpA

IT

Selex Galileo SpA

IT

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Stirling Dynamics Ltd

UK

Technische Universitt Braunschweig

DE

Technische Universiteit Del

NL

Thales Nederland BV

NL

Thales Training & Simulation SAS

FR

The Provost, Fellows, Foundation Scholars and the other members of Board, of the
College of the Holy and Undivided Trinity of Queen Elizabeth near Dublin

IE

Tony Henley Consulting Ltd

UK

TriaGnoSys GmbH

DE

TUSA - Trk Havaclk ve Uzay Sanayi A.S.

TR

Universit ta' Malta

MT

Use2Aces BV

NL

Zodiac ECE

FR

Applying PIlot MODels for safer aircra

State of the Art - Background

Objectives

The motivation for a multimodal cockpit within this

project is directly linked to improvements to pilot or
crew-automation interactions. Today, most (glass)
cockpits provide multifunctional displays, (so) buttons, knobs and cursor control devices to enable pilots
to provide input and receive feedback. Future cockpits
may be able to integrate technologies like multi-touch
displays, voice control and 3-D audio. True multimodal
interfaces are dened as ones for which user input and
output is achieved through at least two or more combined modalities, such as speech, manual gesture, eye
contact and head movement. The reference literature
suggests that multimodal interfaces are easier to learn
and use, and have notable advantages such as robustness, naturalness, exibility, and minimising errors.

The objective of the A-PiMod project is to provide

means of improving safety of ight, particularly with
ever-increasing levels of performance and automation and the amount of information provided to the
ight deck. This objective will be achieved by working
on two concepts. First, various pilot and crew models
(including a cognitive model) will be integrated into
the (ight) automation system to determine what the
crew is doing, understand the cognitive state of the
pilots and adapt its level of automation accordingly
(the adaptive automation concept). For the second,
research will be carried out as to how a multimodal
crew-machine (automation) interface can contribute
towards improving adaptive automation (the adaptive
multimodal cockpit concept). The multimodal interface
will allow multiple input devices to feed data into the
automation system, and at the same time allow the
automation system to provide information to the pilot
in the most eective way.

Ensuring Customer Satisfaction and Safety

A-PIMOD

69
Improving partnership of ightcrew and automation for safer aircra

Aircra
system

(A)

Automation
Task
allocation

Interface*

(B)

Pilot/crew

*Advanced multimodal cockpit

Adaptation
planner (3)

Real-time ightcrew models (1)

Real-time risk assessment (2)

Innovative adaptive crew-automation interaction, utilising pilot or crew models in an advanced adaptive multimodal cockpit environment, realtime risk assessment and real-time crew-automation adaptation (adaptation planner)

Ensuring Customer Satisfaction and Safety

70

Description of Work

Expected Results

The research will be carried out in four areas.

The output of A-PiMod will be a hybrid approach for

future design of adaptive crew-automation interaction. A-PiMod will contribute to human-centred design
of cockpit systems, by:
- the specication of a multimodal cockpit and its
realisation;
- creation of pilot/crew models, which are able to run
in real-time, to make assessments of the current or
future pilot and/or crew states;
- a tool for dynamic, real-time risk assessment, able
to classify situations into safe, hazardous or critical
states, based on a model of tasks at the cockpit level
and their likelihood of successful completion, pilot
or crew states as inferred by the aforementioned
models, aircra states and state of the environment
(including surrounding trac);
- a tool and its appropriate interfaces (mediated
through the multimodal cockpit) for adapting crewautomation interaction by:
a) managing the pilot/crew attention and awareness
of current or forthcoming issues;
b) suggesting possible actions and management
activities for pilots/crews, and if needed;
c) modifying crew-automation task distribution. This
tool will integrate information from the pilot or
crew models and from the dynamic risk assessment tool.
- a concept to train pilots/ight crew on the A-PiMod
approach and systems, as well as a training tool to
demonstrate how the A-PiMod concept can be used
for more eective training.

1. Multimodal cockpits for adaptive automationDifferent data sources (speech, eye, etc.) will be used
to support inference of the pilots state over time,
or multimodal environment will be investigated to
mediate adaptations to crew-automation interactions as provided by the adaptation planner.
2. Real-time pilots and crew modelsA hybrid system
based on operator modelling, risk assessment and
multimodal pilot interactions will be integrated into
a cockpit simulator.
3. Real-time pilot crew models and real-time risk
assessmentThis research is concerned with realtime risk assessment, to determine if the aircra is
or will be in a safe, hazardous or critical situation,
either in the present or the future. The results will
then be used to adapt crew-automation interaction.
4. Adaptation of crew-automation interactionThe
dynamic real-time risk assessment component will
take as its input information on inferred pilot/crew
states, which it obtains by combining the pilot/crew
models with the input data that is provided by the
multimodal cockpit. This produces risk evaluations
to be used by the adaptation planner which in turn
produces an adaptation to the crew-automation
interaction. These adaptations are then mediated
by the multimodal cockpit.

A-PIMOD

Name of proposal:

Applying PIlot MODels for safer aircra

Grant agreement:

605141

Instrument:

CP-FP

Total cost:

4.770.709

EU contribution:

3.473.337

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.09.2013

Ending date:

31.08.2016

Duration:

36 months

Technical domain:

Avionics, Human Factors and Airports

Coordinator:

Dr Helmut Toebben
DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.
Lilienthalplatz 7
DE 38108 Braunschweig

E-mail:

[email protected]

EC Ocer:

Pablo Perez-Illana

Partners:

Honeywell International s.r.o.

KITE Solutions Srl

CZ

Ensuring Customer Satisfaction and Safety

Acronym:

IT

OFFIS e.V.

DE

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Symbio Concepts & Products SPRL

BE

The Provost, Fellows, Foundation Scholars and the other members of Board, of the
College of the Holy and Undivided Trinity of Queen Elizabeth near Dublin

IE

Vysok uen technick v Brn

CZ

71

Ensuring Customer Satisfaction and Safety

ASCOS

Aviation Safety and Certication of new

Operations and Systems
State of the Art - Background
Fundamental changes in the institutional arrangements for aviation regulation in Europe, the introduction of new technologies and operations, and demands
for higher levels of safety performance call for adaptations to existing certication processes. Many innovative technologies and operational concepts are not
developed due to high implementation risks or the
amount of time required for implementation. At the
same time, many operators and users are eager to
make use of new developments.
An innovative approach towards certication is
required that:
- is more exible with regard to the introduction of new
products and operations,
- is more ecient than the current certication processes, in terms of cost, time and safety,

72

Aviation Safety and Certication of new Operations and Systems

- considers the safety impact of all aviation system

elements and the entire systems life cycle in a completely integrated way.
Based upon agreed safety performance in combination
with a risk-based approach to standardisation, the move
towards performance-based regulation is expected to
lead to improvements in the way that safety risks are
controlled. Anticipating future risks by using a proactive
approach to new developments helps to make the certication process more robust. Introducing continuous
safety monitoring ensures that new essential safety
data is used eectively as soon as it is available.

Objectives
The main objective is to develop adaptations to the
certication process, together with supporting tools
for safety-based design and safety monitoring, so as

Description of Work
The projects working methodology is based on the following ve phases:
1. Analyse existing European regulations and certication processes, and identify potential shortcomings
and bottlenecks. New and innovative approaches to
certication will be dened, evaluated and ranked.
The best ranked adaptations will be developed
further.
2. Set up a baseline risk picture for the total aviation
system, using aviation safety data. A framework for
safety performance indicators will be established. A
process and supporting tools for continuous safety
monitoring will be developed.

ASCOS will deliver and apply proposed certication

process adaptations that are more aordable and
will ease certication, while also increasing safety
towards the Advisory Council for Aeronautics Research
in Europes (ACARE) safety targets.

Ensuring Customer Satisfaction and Safety

to ease the introduction and certication of safety

enhancements. To achieve this, six measureable and
veriable objectives are dened:
- to analyse the existing European certication and
rulemaking process, and propose potential adaptations to ease the certication of safety enhancement
systems and operations;
- to develop a methodology and the supporting tools
for multi-stakeholder continuous safety monitoring,
by using a baseline risk picture for every part of the
entire aviation system;
- to develop a safety assessment method and the
supporting tools for the entire aviation system, which
can then be used for the safety-based design of new
systems, products and/or operations;
- to apply the proposed certication process adaptations and the design systems and tools to case studies, so as to show how they can be used by operators
and manufacturers;
- to validate key results: a) new certication approach,
b) method and tools for continuous safety monitoring, and c) all the supporting safety-based design
systems and tools;
- to inform air transport stakeholders of the proposed
certication approach through workshops, supported
by exercises and an e-learning website environment.

For the rst time, multidisciplinary aviation safety data

will be used to develop a data-driven, stable, reproducible EU baseline risk picture that opens up the opportunity for detecting risk precursors. It can also be used as
a baseline for continuous safety monitoring.

73

5. Validate the projects scientic and technological

advance:
- new aordable certication process adaptations to
make certication easier,
- innovative safety-based design systems and tools,
- new methods and tools to support continuous safety
monitoring.

Expected Results
ASCOS will take certication beyond the current state
of the art by considering the certication of new operations and systems within the total aviation system and
the complete life cycle. The proposed adaptations will
accelerate the certication and introduction into service of novel systems, technologies and operations
for which detailed prescriptive requirements are not
available.

ASCOS will apply safety-based design systems based

on risk modelling as a method for evaluating future risk
levels relative to the required safety performance levels. The current state of the art will be pushed forward
by representing future and emerging risks in these risk
models.
The project will develop safety case studies that are
extended and modular so they can be applied to the
total aviation system.

3. Establish a good view on potential emergent and

future risks not present in todays aviation system. A
total aviation system safety assessment methodology, with supporting safety-based design systems
and tools, will be developed.
4. Apply the proposed certication process adaptations, and the developed safety methods and tools
to case studies. This will be followed by quantifying
the safety impact of introducing the selected safety
enhancement operations and systems in Europe.
Take-o with aviation safety and certication

Ensuring Customer Satisfaction and Safety

74

Acronym:

ASCOS

Name of proposal:

Aviation Safety and Certication of new Operations and Systems

Grant agreement:

314299

Instrument:

CP-FP

Total cost:

4.702.893

EU contribution:

3.365.884

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.07.2012

Ending date:

30.06.2015

Duration:

36 months

Technical domain:

Design Tools and Production

Coordinator:

Dr Lennaert Speijker
NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium
Anthony Fokkerweg 2
NL 1059 CM Amsterdam

E-mail:

[email protected]

Tel:

+31 (0)88 511 3654

Fax:

+31 (0)20 511 3654

EC Ocer:

Michail Kyriakopoulos

Partners:

APSYS SA

FR

Avanssa Lda

PT

Certiyer BV

NL

Civil Aviation Authority

UK

Deep Blue Srl

IT

Ebeni Ltd

UK

ISDEFE - Ingenieria de Sistemas para la Defensa de Espaa S.A.

ES

ILOT - Instytut Lotnictwa

PL

Jean-Pierre Claude Magny

FR

Joint Research Centre, European Commission

BE

Technische Universiteit Del

NL

Thales Air Systems & Electron Devices GmbH

DE

Thales Air Systems SA

FR

High Altitude Ice Crystals

Objectives

State of the Art - Background

Ice crystals are various macroscopic crystalline structures, the formation of which depends on temperature
and vapour pressure conditions. They are frequently
met in the atmosphere, particularly in high altitude
clouds. Ice particles may be in the form of individual
ice crystals, aggregates of crystals (e.g. snowakes),
or crystals that have collided with supercooled water
droplets forming more dense and spherical particles,
such as graupel and hail. Their size spans from microns
to centimetres.
In the past, ice particles were considered to have no
impact on aircra since they bounced o cold surfaces
of aeroplanes or engines resulting in no accretion.
However, information gathered since 1990 from over
100 weather-related loss-of-engine-power events led
the scientic and regulatory community to the conclusion that aircra ying in areas of high ice water content (IWC) are subject to weather-induced incidents.
Thus, new regulations are required.
The HAIC project aims at enhancing safety when an
aircra is ying in mixed phase and glaciated icing conditions. This involves the characterisation of high IWC
environments and the development of the Acceptable
Means of Compliance for test facilities and numerical
tools. Finally, appropriate detection and awareness
technologies, enabling alerts to the ight crew for the
aforementioned weather conditions, will be developed.

The main objectives of the HAIC project are to face

challenges related to the evolving regulations by characterising high ice-water-content environments and
developing an acceptable means of compliance, to
improve aircra operation by developing detection and
awareness technologies and to continuously enhance
international ight safety. This is broken down into the
following scientic and technical objectives:
- characterisation, enhancement and selection of the
most sophisticated cloud microphysics probes for
ight tests and wind tunnel tests;
- characterisation of the microphysical properties of
core or near-core regions of deep convective clouds;
- development and validation of:
- a near-real-time spaceborne remote detection
and nowcasting application;
- a mixed phase and glaciated icing conditions awareness and detection system for use
onboard commercial aircra;
- upgrade the European icing wind tunnels to allow
the reproduction of mixed phase and glaciated icing
conditions;
- understanding and modelling the involved physical
phenomena and development of numerical tools to
simulate the impact of such weather conditions on
aircra components;
- assessment of the proposed mixed phase and glaciated icing environments as dened in Appendix D
and P and the provision of recommendations to regulatory bodies.

Description of Work
The work plan for the HAIC project is divided into six
technical sub-projects (SPs) and one management
sub-project.
SP1 - High IWC instrumentation: improves and selects
the most appropriate instrumentation to characterise
high IWC regions.
SP2 - High IWC ight test campaigns: conducts two eld
campaigns, in 2014 and 2016. In the rst campaign, in
collaboration with the HIWC US study, a French Falcon
20 will characterise the microphysical properties of the
high IWC regions. In 2016, the project will use a large
payload and long endurance Airbus aircra to validate
the technologies developed in the project.

Ensuring Customer Satisfaction and Safety

HAIC

75

Ensuring Customer Satisfaction and Safety

76

SP3 - Spaceborne observation and nowcasting of high

IWC regions: develops spaceborne remote detection
and nowcasting techniques.
SP4 - High IWC detection and awareness technology: develops detector and weather radar to be tted
onboard commercial aircra.
SP5 - High IWC test capability enhancement: improves
test facilities for the simulation of mixed phase and
glaciated icing conditions to support validation of
numerical tools and technologies.
SP6 - High IWC tools and simulation development:
develops and validates models and tools that are able
to simulate the impact of these weather conditions on
aircra components.
SP7 - Consortium and technical management and integration: involves the project monitoring, administration,
dissemination and reporting activities.

Expected Results
Together with the HIWC US study, HAIC will characterise the microphysical properties of core or near-core
regions of deep convective cloud. Furthermore, a set
of experimental and numerical capabilities, to be used
for the development and certication of future aircra
products, will be developed.
In addition, HAIC will also develop a set of awareness
and detection technologies which will be tted on aircra and will be able to alert the ight crew when an
aircra is ying in glaciated icing conditions. In particular, an upgraded onboard weather radar and between
two and four detectors will be developed within HAIC.
A pre-operational spaceborne remote detection and
nowcasting application of glaciated icing conditions,
based on imagery from the geostationary Meteosat
Second Generation (MSG) SEVIRI satellites observations, will also be investigated for future implementation into the Single European Sky Air trac
management researchs (SESAR) meteorological services to air trac management.
Finally, HAIC will assess the proposed mixed phase and
glaciated icing environment as dened in Appendix D
and P and will provide a set of recommendations to
regulatory bodies in light of the atmospheric characterisation performed as part of the project.

Ensuring Customer Satisfaction and Safety

Acronym:

HAIC

Name of proposal:

High Altitude Ice Crystals

Grant agreement:

314314

Instrument:

CP-IP

Total cost:

22.876.816

EU contribution:

14.124.636

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.08.2012

Ending date:

31.07.2016

Duration:

48 months

Technical domain:

Design Tools and Production

Website:

http://www.haic.eu

Coordinator:

Fabien Dezitter
Airbus Operations SAS
Route de Bayonne 316
FR 31060 Toulouse Cedex 9

E-mail:

[email protected]

Tel:

+33 (0)5 61 18 87 67

EC Ocer:

Pablo Perez-Illana

Partners:

Airbus Operations GmbH

DE

Airbus SAS

FR

ARTTIC

FR

ATMOSPHERE Systmes et Services SARL

FR

Auxitrol SA

FR

CNRS - Centre national de la recherche scientique

FR

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

Craneld University

IT
UK

Dassault Aviation SA

FR

Department of Sustainability, Environment, Water, Population and Communities

AU

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Direction Generale de LArmement / DGA Essais Propulseurs

FR

EADS Deutschland GmbH

DE

EASN Technology Innovation Services BVBA

BE

TsAGI - Federal State Unitary Enterprise 'The Central Aerohydrodynamic Institute

named aer Prof. N.E. Zhukovsky'

RU

GKN Aerospace Services Ltd

UK

Honeywell International Inc.

US

Honeywell International s.r.o.

CZ

Institut de Radioprotection et de Sret Nuclaire

FR

VKI - von Karman Institute for Fluid Dynamics

BE

INTA - Instituto Nacional de Tcnica Aeroespacial

ES

INCAS - Institutul National de Cercetari Aerospatiale Elie Carafoli S.A.

RO

Intertechnique SAS

FR

77

Ensuring Customer Satisfaction and Safety

78

Koninklijk Nederlands Meteorologisch Instituut

NL

Mto-France

FR

National Research Council Canada

CA

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Piaggio Aero Industries SpA

IT

Rockwell Collins France

FR

Rockwell Collins Inc.

US

Science Engineering Associates Inc.

US

SNECMA - Socit Nationale d'tude et de Construction de Moteurs d'Aviation

FR

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Technische Universitt Braunschweig

DE

Technische Universitt Darmstadt

DE

Thales Avionics SAS

FR

TUSA - Trk Havaclk ve Uzay Sanayi A.S.

TR

Universiteit Twente

NL

Improving Aircra Safety with Self-healing

structures and protecting nanollers
State of the Art - Background

Objectives

Inspection and maintenance are important aspects

when considering the availability of aircra. Modern airframe design is exploiting new developments
in materials and structures so as to construct ever
more ecient air vehicles that can enable smart
maintenance, including self-repairing capabilities.
The improvement in aircra safety by self-healing
structures and protecting nanollers is a revolutionary
approach that should lead to the creation of a novel
generation of multifunctional aircra materials with
useful properties and design exibilities.

The challenge in this research is to develop and apply

a multifunctional self-regulating healing composite for
structural applications.

The development of new nano-structured materials

has enabled an evolving shi from single-purpose
materials to multifunctional systems that can provide greater value than the base materials alone;
these materials possess attributes beyond the basic
strength and stiness that typically drive the development of structural systems. Structural materials can be
designed to integrate electrical, electromagnetic, ame
resistant and regenerative abilities, and possibly other
functionalities, that work in synergy to provide advantages that reach beyond that of the sum of the individual capabilities. Materials of this kind have tremendous
potential to impact future structural performance by
reducing size, weight, cost, power consumption, complexity and maintenance whilst improving eciency,
safety, versatility and availability.

Scheme of self-healing multifunctional material

The multifunctional composite systems will be developed with the aim of overcoming the following drawbacks of the composite materials:
- reduced electrical conductivity;
- poor impact damage resistance (impact damage
may signicantly aect the integrity of the composite structure);
- poor ame resistance.
In addition to the above protective and smart abilities
for damage management, the multifunctional materials will be improved by applying the concept of damage
prevention through the use of an appropriate choice of
materials and production processes.
The thermosetting material will be improved by considering compatibility criteria so that dierent functions
are integrated into a material that is capable of bearing mechanical loads so it can serve as a structural
material element.

Description of Work
The projects main innovations can be summarised as
follows:
- develop new multifunctional resins that are designed
to reduce fuel consumption using the formulation
and application of new cost-eective lightweight
materials;
- develop new multifunctional resins that are designed
to reduce an aircras operating costs;
- study the possibility of producing a premix/master
batch based on a blend of epoxy precursors and surface-treated/functionalised protective nanoparticles;
- investigate new approaches in modelling and testing
composite systems, which can be exploited for the
development of novel multifunctional systems with
self-healing properties;
- explore new healing chemistries based on the new
low-cost components;
- control the interactions of the self-healing components inside new multifunctional formulations;
- control and develop dispersion methods suitable for
nano-protective llers and self-healing compounds;

Ensuring Customer Satisfaction and Safety

IASS

79

Ensuring Customer Satisfaction and Safety

80

- choose the better methodologies to determine the

self-healing functionality of the multifunctional
materials;
- explore the possibility of chemically bonding the
catalyst for the self-healing functionality with a support, such as nanollers, used to add the conductive
functionality;
- composite panel fabrication. This nal fabrication
using multifunctional materials will constitute an
important innovation for aircra production.

Expected Results
The expected results will mainly concern material characteristics and production processes.
Such results can, in the long term, produce the following expectations:
- a reduction in the eects of accidents;
- a reduction in aircra operating costs. This will be
due to a reduction in fuel consumption caused by
the development of new cost-eective lightweight
materials. An aircra with inherent self-healing and
protective abilities could help to signicantly extend
the inspection intervals, thereby increasing aircra
availability. Alternatively, existing inspection intervals
could be maintained with signicantly thinner structures, thereby saving airframe weight and resulting
in a reduction in fuel burn, in-service costs and the
aircras environmental impact.

IASS

Name of proposal:

Improving Aircra Safety with Self-healing structures and protecting nanollers

Grant agreement:

313978

Instrument:

CP-FP

Total cost:

3.270.839

EU contribution:

2.397.266

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.09.2012

Ending date:

31.08.2015

Duration:

36 months

Technical domain:

Maintenance and Disposal

Website:

http://www.iass-project.eu/

Coordinator:

Prof. Liberata Guadagno

Ensuring Customer Satisfaction and Safety

Acronym:

Universit degli Studi di Salerno

Via Ponte Don Melillo 1
IT 84084 Fisciano (Salerno)
E-mail:

[email protected]

Tel:

+39 (0) 89 964142

Fax:

+39 (0) 89 964057

EC Ocer:

Hugues Felix

Partners:

Alenia Aermacchi SpA

IT

Carbures Europe SA

ES

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

IT

EASN Technology Innovation Services BVBA

BE

Martin-Luther-Universitt Halle-Wittenberg

DE

Materia Nova

BE

NANO4 SA

BE

University of Patras

GR

VZLU - Vzkumn a Zkuebn Leteck stav, A.S.

CZ

81

Ensuring Customer Satisfaction and Safety

82

IDEALVENT

Integrated DEsign of optimAL VENTilation

systems for low cabin and ramp noise
State of the Art - Background
While a considerable number of European research
projects conducted in past and current Framework
Programmes have addressed the exterior noise issues
posed by aircras during take-o and landing, insufcient eort has been applied to understanding and
reducing the aerodynamic noise generated by the
aircras internal environmental control system (ECS)
among the cooling and ventilation systems. It has
been acknowledged that the physical mechanisms
involved in conned ow systems can be much more
intricate than for exterior noise problems. Also, the
intrinsic complexity of conned turbulent ows raises
very specic challenges related to near-wall modelling
and the prescription of adequate boundary conditions.
Moreover, many interactions take place between subcomponents of a given ECS: the blower unit, temperature and pressure regulating devices, or simply duct
connections.
ECS components are strong contributors to the noise
perceived within the cockpit and cabin, and to the
acoustic environment of the personnel servicing the
aircra when grounded. Clearly, some research is
needed to understand in detail the noise generating
mechanisms within interacting ECS components and to
propose better design and sound mitigation guidelines.
IDEALVENT addresses these important issues, in order
to lead to an eective reduction in cabin and ramp
noise.

Objectives
The rst key technical objective of the project is to
obtain a detailed understanding of the mutual interactions between components found in environmental
control systems. The second is to provide modelling
guidelines for the simulation and eventual optimisation of these systems. The third objective is directly
aimed at the reduction of cockpit/cabin and ramp
noise, through the elaboration of system assembly
guidelines and the investigation of passive ow and
acoustic strategies.
On the basis of the above considerations and under
the guidance of the consortiums nal users, the consortium has agreed to retain the following essential
elements that compose an ECS: the blowing unit, and
a duct system including bends, vanes and contractions.

With regard to this blowing unit, two important installation eects are studied in detail:
- extraneous noise is produced by the fan when an
inow distortion is caused by a non-circular or split
ducting that is present upstream of it;
- the fan is itself inducing ow disturbances, which
cause additional noise when interacting with geometrical singularities located downstream of it. In
this study, a representative diaphragm is placed
downstream of the fan, at varying distances, for the
assessment of the installation eects.

Description of Work
In a rst step, the consortium is conducting an
assessment, through detailed experimental campaigns,
of the ow and acoustic interactions taking place
between representative components of an industrial
ECS. The purpose is to identify congurations that are
relevant to the industrial application, and to provide
exhaustive experimental databases that allow an
understanding of the interactive mechanisms, guide the
methods developments and validate their application.
The second component of the research work considers
the development or upgrade of innovative aero-acoustic
simulation strategies, accounting for the mutual
interactions between the ECS components in a costper-unit, cost-eective way. The objective is to dene
the best combination of scale-resolved and statistical/
stochastic approaches, and their interfacing scheme
through boundary conditions. Then, the new or improved
aero-acoustic simulation tools will be applied to the
congurations measured, and permit the validation of
the modelling approaches and assumptions. Finally,
promising control approaches for noise reduction will be
investigated. A concluding work package integrates the
outcomes of the previous work by providing guidelines on
the integration of the sub-components of the ventilation
system, and demonstrating their eectiveness in an
industrial environment.

One of the important outcomes of the IDEALVENT

project will be providing the aero-acoustic simulation
community with tools and recommendations on the
best modelling practises for ventilation systems. The
extensive and detailed experimental campaign that
will be performed on the one hand, and the advanced
simulation tools that will be developed and applied on
the other, will be employed to better understand the
type and degree of interaction existing between the
dierent components ventilation systems, at both
aerodynamic and acoustic levels. This work will indicate the levels of simplications that can be made
without compromising the consistency or accuracy
of the prediction. Such knowledge is missing to date,
and ventilation system designers are eagerly expecting numerically ecient simulation strategies to reach
optimised designs in a cost-eective and reliable way.

These tools are becoming increasingly essential as

the systems get more sophisticated to ensure cooling and micro-climate control.
The elaboration of ecient modelling strategies will
not be the only outcome of a better understanding
of the physical mechanisms taking place within and
between the ECS components. This accumulated
knowledge will also be very instrumental in devising
control strategies in order to manipulate the transient ow features and to reduce noise production
and transmission.

Ensuring Customer Satisfaction and Safety

Expected Results

83

Sample congurations investigated to assess the eect of varying inlet distortions on the noise produced by the axial blower. The blower unit is
located between microphone array sections for the characterisation of acoustic modes beyond the duct cut-o frequency.

Ensuring Customer Satisfaction and Safety

84

Acronym:

IDEALVENT

Name of proposal:

Integrated DEsign of optimAL VENTilation systems for low cabin and ramp noise

Grant agreement:

314066

Instrument:

CP-FP

Total cost:

3.729.596

EU contribution:

2.608.271

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.10.2012

Ending date:

30.09.2016

Duration:

48 months

Technical domain:

Noise and Vibration

Website:

https://www.idealvent.eu

Coordinator:

Dr Christophe Schram
VKI - von Karman Institute for Fluid Dynamics
72 Chausse de Waterloo
BE 1640 Rhode-St-Genese

E-mail:

[email protected]

Tel:

+32 (0)2 359 96 15

Fax:

+32 (0)2 359 96 00

EC Ocer:

Eric Lecomte

Partners:

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

ECL - cole Centrale de Lyon

FR

Embraer SA

BR

KUL - Katholieke Universiteit Leuven

BE

KTH - Kungliga Tekniska Hgskolan

SE

Liebherr-Aerospace Toulouse SAS

FR

LMS International NV

BE

New Technologies and Services LLC

RU

Sontech AB

SE

INnovative bifunctional aircra window

for LIGHTing control to enhance passenger
comfort
State of the Art - Background
Comfort plays an increasingly important role in the
interior design of airplanes, which includes temperature and lighting.
Electrochromic smart windows can contribute to the
passengers comfort, allowing them to control the
amount of sunlight coming into the cabin, switching
from a colourless transparent state to a deeply coloured
transparent state. Furthermore, electrochromic smart
windows preserve a clear view out while modulating
not only the transmitted light and solar heat gains, but
also glare and surface brightness that can cause visual
discomfort.
This type of smart window is based on electrochromic materials, which can electrochemically change
between dierent coloured states as a result of a
redox reaction. As well as smart windows, several
applications have been envisaged for electrochromic
technologies, such as sunroofs and rear-view mirrors
in vehicles, sunglasses, display panels, etc. The main
eorts on smart windows have so far been focused
on the architectural sector, for energy saving in buildings. As far as the aeronautical sector is concerned,
the worlds rst electrochromic window consists of an
electronic gel medium containing the electrochromic
molecules.

Objectives
The overall objective of IN-LIGHT is the development
of a new concept of bifunctional aircra window which
will combine two technologies, electrochromism and
Transparent Organic Light-Emitting Diode (TOLED)
lighting, for implementation in European manufactured
aircra. The combination of these two advanced technologies will enable versatile home/oce-like cabin
environments to be fully controlled by the passenger,
serving as transparent shading panels during the day
and ambient lighting systems at night. Achieving highly
transparent electrochromic nanostructured coatings
onto conducting plastics through low-temperature processes represents one of the main technical objectives
of IN-LIGHT.

Other key objectives include:

- prepare high-performance Transparent Conducting
Oxide (TCO) sheets with low resistivity onto plastic
substrates in order to ensure fast and homogeneous
coloration/bleaching, mainly in large-area devices;
- develop suitable, highly transparent solid electrolytes
with high ionic conductivity and optimal adhesion;
- develop a UV stabiliser concept tailored to the needs
and requirements posed by viologen stability and aircra cabin window components;
- manufacture a TOLED stack comprising ve
functional layers (ANODE-HIL-ELM-ETL-CATHODE)
through the use of high-throughput wet and/or
vacuum deposition technologies, reaching an overall
transparency of over 65%.

Ensuring Customer Satisfaction and Safety

IN-LIGHT

Description of Work
IN-LIGHT will focus on the use of technologies that
will lead to all-solid state devices, in order to simplify
the manufacturing process and to avoid the problems associated with the presence of liquid components. The proposed EC technology will consist of
the adsorption of redox-chromophores (viologens) on
nanostructured semi-conducting coatings supported
on a conducting plastic substrate. Traditionally, the
preparation of nanostructured electrodes comprises a
high-temperature sintering process > 450C) which is
not compatible with plastic substrates such as acrylic
polymers, the preferred materials employed for aircra
windows for weight-reduction reasons.
The project also covers the following topics:
- synthesis and development of materials covering
the dierent components of the electrochromic and
TOLED devices structure;
- fabrication of devices at lab scale in order to test the
performance associated with each specic technical
material developed in the previous topic, enabling
the optimisation before proceeding with scaling up
the technologies;
- scaling up the production of the adequate materials and coatings already evaluated and selected and
fabricating the prototypes;
- product validation by testing the nal prototypes;

85

Ensuring Customer Satisfaction and Safety

- complete life cycle assessment of the newly developed product system, the potential health and safety
impacts and cost analysis.

Expected Results
The electrochromic technology to be developed
within the IN-LIGHT project is expected to achieve
the ambitious targets that have been set in terms of
transparency, optical contrast, switching time, cyclability and price.

It is remarkable that lighting systems integrated in

transparent elements of the aircra (like the windows)
have not yet been implemented. The TOLED system to
be integrated in the window will be invisible in the o
state but when in use will provide a very innovative
type of lighting for the interior of the cabin that oers
novel aesthetic eects.
The high level of innovation as well as the added value
of the novel products and related processes expected
in the project will be key factors that will contribute to
helping the European Air Transport sector remain globally competitive.

Plastic (i.e. PMMA)

TCO

TOLED layers
Plastic

TCO

EC layers
Plastic (i.e. PMMA)
EC OFF
TOLED ON

EC ON
TOLED OFF

Tandem Electrochromic-TOLED device structure and representation of the bifunctional aircra window

WP1 Customer requirements specications

WP7 Project management & coordination

86

EC OFF
TOLED OFF

WP2
Materials design
& development

WP3
Fabrication &
characterisation
of devices

WP4
Up-scaling

WP6 Technology and impact assessment

WP8 Dissemination & exploitation

Work plan representation of IN-LIGHT

WP5
Application
testing &
validation

IN-LIGHT

Name of proposal:

INnovative bifunctional aircra window for LIGHTing control to enhance passenger comfort

Grant agreement:

314233

Instrument:

CP-FP

Total cost:

4.208.122

EU contribution:

2.980.805

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.11.2012

Ending date:

31.10.2015

Duration:

36 months

Technical domain:

Systems and Equipment

Website:

http://inlight-project.eu/

Coordinator:

Dr Ana Viuales

Ensuring Customer Satisfaction and Safety

Acronym:

Fundacin CIDETEC
Paseo Miramon 196
ES 20009 San Sebastian
E-mail:

[email protected]

Tel:

+34 (0)943 309 022

EC Ocer:

Ivan Konaktchiev

Partners:

Consorzio Venezia Ricerche

EADS Deutschland GmbH

IT
DE

EASN Technology Innovation Services BVBA

BE

Fraunhofer Gesellscha zur Foerderung der Angewandten Forschung e.V.

DE

Fundacin Andaluza para el Desarrollo Aeroespacial

ES

Fundacin TEKNIKER

ES

GKN Aerospace Services Ltd

UK

Hydro-Qubec

CA

Teknologian Tutkimuskeskus VTT

FI

87

Ensuring Customer Satisfaction and Safety

88

JEDI ACE

Japanese-European De-Icing Aircra

Collaborative Exploration
State of the Art - Background
In-ight ice accretion has played a key role in some
aircra accidents. The United States databases list
886 icing-related incidents between 1998 and 2007
and 229 fatalities from 1998 to 2009. Nearly 90% of
these accidents aected non-commercial aircra.
An analysis on icing incidents related to large commercial airplanes reveals that at least one third of the
incidents occur during ight. Small airplanes are even
more prone to icing during ight.
Thus there is a need to improve anti-icing systems and
so contribute to the following:
- increased aircra safety by reducing icing-related
accidents;
- reduced fuel consumption;
- increased eciency of de-icing procedures on the
ground, regarding both the time required and the
ecological impact.
Today, de-icing systems are based on dierent principles but all have specic disadvantages:
- thermal: use of engine-bleed air;
- mechanical: inatable rubber boots;
- electro-thermal: heater blankets;
- chemical: ground de-icing by glycol mixtures.
Icing can be detected directly by sensors but this provides only local data; mathematical models can signal
icing risks in bad weather conditions. However, there is
currently no direct identication of large-scale icing.

Objectives
JEDI ACE aims at three objectives:
1. combination of passive anti-icing coatings and
active de-icing devices;
2. development of an optical sensor system capable
to detect even small layers of ice;
3. consolidation of prototypes for the rst two
objectives.
Objective 1 will be addressed by the development of
anti-icing coatings with optimised wetting behaviour
and minimised ice adhesion, capable of especially
withstanding erosion and ultra-violet exposure. These
coatings will be combined with active de-icing technologies like, for example, an electro-thermal system
and shape-memory materials.

Objective 2 will be addressed by developing and implementing an in-ight icing detector system (FIDS), which
uses an optical absorption/reection sensor. The FIDS
can work remotely (tele-sensor) or as a ush-mounted
device; the sensor signals allow distinguishing types of
ice and ice from liquid water.
Objective 3 will combine these prototypes and develop
concepts for the integration of the components, as well
as their integration in the aircra system.

Description of Work
JEDI ACE is organised in three phases, accompanied
by two work packages (WP) dedicated to dissemination
and exploitation, and to management.
Phase 1 - enabling technologies:
WP1: compilation of requirements, which is the basis
for all research and technology development activities;
WP2: design and develop the equipment for ground
testing;
WP3: investigate basic de-icing strategies and deliver a
concept for combined anti-icing systems;
WP4: elaborate a concept for improved icing sensors.
Phase 2 - development of lab-scale prototypes, based
on the results of phase 1:
WP5: provide passive de-icing coatings as a support
for WP6;

WP7: provide lab-scale prototypes for the new generation of icing sensors.
Phase 3 - demonstration and evaluation:
WP8: perform ight simulation tests. These results will
serve as a support for further improvements to the
prototypes from Phase 2 and will guide the selection
of the most promising anti-icing concepts to be integrated in WP9.
WP9: system integration, which aims at a design concept for the integrated ice-protection system and at a
concept for integration in an aircra.

Expected Results

This will improve aircra safety by reducing icingrelated in-ight accidents by 80%.
The consortium identied several technological goals:
- proof-of-concept for an energy-saving integrated
ice-protection system on a modular basis;
- an ecient active de-icing device based on electrothermal or electromagnetic actions;
- the feasibility of shape memory materials for aircra
de-icing applications;
- development of durable anti-icing coatings;
- development of a lab-scale prototype of an ice sensor for an integrated ice protection system;
- reliable test methods for icing behaviour on developed components.
JEDI ACE will lead to strengthening the link between
European and Japanese research and technology partners and between European and Japanese industry.

The main expected result is the design concept for an

integrated aircra ice protection system. It will constitute various stand-alone modules, providing various
integration options to improve the ice-protection systems currently available.

Phase I

89
WP1 - Requirements

12

Objectives

WP3 - de-icing
strategies & concepts for
combined de-icing systems

3
WP4 - Concept
development for
improved icing sensors

WP6 - of improved
active de-icing
prototypes for
combined devices

WP7 - Development
of prototypical
sensing device

WP5 - Development
of prototypical
anti-icing coatings

Phase III

WP9 - System integration

JEDI ACE Integrated Ice protection system

Impact

JEDI ACE structure and interdependences

WP10 - Dissemination & Exploitation

WP11 - Management

Phase II

Results

Ensuring Customer Satisfaction and Safety

WP6: deliver active de-icing prototypes and combine

passive and active de-icing methods in newly developed lab-scale prototypes. This is one of the core
activities within JEDI ACE.

Ensuring Customer Satisfaction and Safety

90

Acronym:

JEDI ACE

Name of proposal:

Japanese-European De-Icing Aircra Collaborative Exploration

Grant agreement:

314335

Instrument:

CP-FP

Total cost:

1.806.589

EU contribution:

1.330.898

Call:

FP7-AAT-2012-RTD-JAPAN

Starting date:

01.11.2012

Ending date:

30.04.2016

Duration:

42 months

Technical domain:

Systems and Equipment

Coordinator:

Nadine Rehfeld
Fraunhofer Gesellscha zur Foerderung der Angewandten Forschung e.V.
Wiener Strae 12
DE 28359 Bremen

E-mail:

[email protected]

Tel:

+49 (0)421 2246 432

Fax:

+49 (0)421 2246 430

EC Ocer:

Pablo Perez-Illana

Partners:

Dassault Aviation SA

FR

Fuji Heavy Industries Ltd

JP

Japan Aerospace Exploration Agency

JP

Kanagawa Institute of Technology

JP

Universitat Rovira i Virgili

ES

MANual operation for 4th GENeration

airliners
State of the Art - Background

Objectives

Modern, highly automated aircra are extremely safe,

and there is a particularly low chance of an accident
occurring with these aircra. Automation clearly plays
a very positive role in enhancing aviation safety and
preventing accidents.

The Man4Gen project aims to identify the common

thread behind the events that lead to these accidents,
and to recommend short-term changes to operational
procedures, training and aircra system technologies in
order to mitigate this threat to aviation safety. Also, for
the longer term, this will become increasingly important with the further evolution of ight automation. By
engaging key members from industry, research institutes and academia, and applying two leading ight
simulation facilities for this research, the deliverables
of Man4Gen will lead to a much deeper understanding
of LOC-I in highly augmented and automated aircra,
and how this can be prevented and recovered from
using both design and procedures.

However, there has recently been a steady rise in the

number of accidents that are attributed to limited
manual handling skills by pilots. From the accident
data gathered during the past decade, the majority of
these accidents and incidents occurred in a phase of
ight where the automatic systems were disengaged.
The single largest cause of fatalities in commercial
aviation is loss of control in ight (LOC-I). As one
of the factors that contribute to accidents, invariably
the pilot is unable to maintain control of the aircra
by applying manual operation skills to prevent or
recover from LOC-I, despite being fully trained to current standards.
While aviation is an extremely safe mode of transport,
accidents will continue to occur if the crew lacks the
skills to remain in control of the aircra in abnormal
situations. In such situations, the crew should have
the proper skills to manually control the aircra and/or
manage the automation systems eectively.

The Man4Gen research will answer the following

questions:
- Which factors characterise LOC-I in highly augmented
and automated aircra, and how can the pilot-aircra
system eectively handle expected and unexpected
events and gradually deteriorating conditions, and
maintain or regain control of the aircra?
- When unexpected events occur in automated aircra,
how can the pilot be prepared to eectively deal with
unforeseen events, using todays training tools, processes and procedures?

Description of Work
The work here is based on existing research results,
theoretical analyses and experiments.
The rst phase of the project intends to analyse and
identify the factors that lead to a loss of perception and
a loss in understanding the current situation. Based on
the results of the rst phase, the second phase of the
project will develop methodologies and techniques that
enable pilots to prevent a loss of control of the aircra,
for example by achieving cognitive recovery.

Airliner cockpit

The project will provide innovation in three key areas:

- develop a deep understanding of the reactions, diagnostic procedures, mental processes, physiological
and psychological eects, as well as the decisionmaking of pilots handling problems in fourth generation aircra. This will contribute signicantly to
the identication of fundamental causes in the crewaircra interaction that can lead to a loss of control
of the aircra.

Ensuring Customer Satisfaction and Safety

MAN4GEN

91

Ensuring Customer Satisfaction and Safety

92

- apply this enhanced understanding of the human

factor to the improved preparation and support
of crews for handling fourth generation aircra
in unforeseen situations by modifying current
procedures and training concepts.
- develop methods and tools for analysing and
assessing pilot behaviour. This includes the
application of functional magnetic resonance
imaging (fMRI) studies to investigate brain activity
during moments of bewilderment and confusion.

Expected Results
First of all the Man4Gen project will establish a deep
understanding of pilots cognitive processes and decision-making procedures when handling problems in
fourth generation aircra.
Secondly the project will provide recommendations to
improve the ability of pilots to operate modern aircra,
focusing on identifying the new demands of the pilotaircra system to maintain control in the context of
highly automated cockpit environments.
The deliverables of Man4Gen will include recommendations for the following:
- improved mitigation strategies and procedures to
better handle abnormal situations in highly automated fourth generation aircra;
- enhanced training to prepare pilots better for maintaining, and if necessary regaining, control in unexpected events;
- raise the level of situational awareness through
improving the information presentation on modern
ight decks so as to manage abnormal situations
and recover control.

Ensuring Customer Satisfaction and Safety

Acronym:

MAN4GEN

Name of proposal:

MANual operation for 4th GENeration airliners

Grant agreement:

314765

Instrument:

CP-FP

Total cost:

4.707.372

EU contribution:

3.575.643

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.09.2012

Ending date:

31.08.2015

Duration:

36 months

Technical domain:

Avionics, Human Factors and Airports

Coordinator:

Arjan Lemmers
NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium
Anthony Fokkerweg 2
NL 1059 CM Amsterdam

E-mail:

[email protected]

Tel:

+31 (0)88 511 3581

Fax:

+31 (0)88 511 3210

EC Ocer:

Remy Denos

Partners:

Airbus Operations SAS

FR

Airbus SAS

FR

Boeing Research & Technology Europe SLU

ES

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Global Training Aviation SL

ES

International Development of Technology BV

NL

Linkpings Universitet

SE

Medizinische Universitt Wien

AT

Universitt Wien

AT

93

Ensuring Customer Satisfaction and Safety

94

PROSPERO

PROactive Safety PERformance for

Operations
State of the Art - Background
A new international regulation for aviation organisations and for states demands an approach to safety
that is preventive and proactive rather than reactive,
is performance driven, and able to deliver veriable
improvement. However, this cannot be realised without the capability to anticipate and prevent complex
system accidents. This is lacking in the following ways:
- the most used risk assessment methodologies are
based on expert judgment unsupported by extensive
data;
- anticipation of specic risks is not ne-tuned enough
to prepare for potential emergencies to be integrated
into normal everyday operational planning;
- there is no integrated risk metric for the air transport system that allows risks of dierent types and
sources to be assessed with reference to each other;
- the lack of a system-wide risk metric makes it
impossible for system improvements to be evaluated against a projected risk reduction target;

- there is no standard for safety performance that a

regulator can use to audit, evaluate or require an
operator to improve its safety system.
While risk is most salient for the individual owner of that
risk (e.g. a corporation), gaining leverage over risk at a
system level requires an integrated analysis to support
a coordinated response from all stakeholders. Creating
this collaboration in a competitive environment depends
on demonstrating common system benets.

Objectives
PROSPERO seeks to address these issues through a
common performance management concept designed
around two active management cycles, one concerning
the real-time management of risk in operations (operational loop) and the other concerning system change
and redesign (system change loop).

Risk Information
Distribution

Risk Information
Use

Operational Risk Management Loop

Risk Information
Production

System Change Loop

Solution
Identication

System of system perspective in PROSPERO

Solution
Implementation

The same risk information also triggers the system

change loop, but here the focus is on identifying solutions and initiating a progressive process of systemic
risk reduction. Solutions are proposed, developed and
taken up by those who are capable of implementing
them, whether they involve infrastructure, technologies, information systems, business and management
processes or human resources. Both development and
implementation of these solutions are driven by projected system-risk reduction.
PROSPERO will demonstrate the ecacy of both
operational and system change loops at an air
transport system (ATS) level, involving air trac
management, airport operations, ight operations,
ground operations and maintenance.

Regulation Level
Risk
Information
Distribution

Risk
Information
Use
Risk
Information
Production

System Level
Solution

Solution

Risk Identication
Information
Distribution

RiskImplementation
Information
Use

Risk
Information
Production

Organisation Level
Solution

Solution

Risk Identication
Information
Distribution

RiskImplementation
Information
Use

Risk
Information
Production

Solution
Identication

Solution
Implementation

Operational and system change loops for performance management

Description of Work
At the level at which the system is regulated (for example, the Single European Sky) performance is a function of the integrated activity of the ATS, not just one
component. This is also the level where a larger, more
powerful, dataset can be collected and integrated.
Enabling the regulator to have eective oversight of
both the operational loop and the system change loop
at local and regional ATS levels and within individual
organisations, can give assurance that the risks identied are actually being managed and provides the basis
for smarter and more cost-eective regulation.
PROSPERO is developing its work in four stages. A
specication of the needs and wants of the industry at
three levels (single organisations, aviation system, and
regulatory level) leads to the design of the PROSPERO
model and plans for its trial implementation. The development and integration of the components of both the
operational and system change loops addresses the
three levels that comprise the whole aviation system.
The tools, methodologies and processes that comprise
the PROSPERO system will be applied in two test beds.
In parallel to these stages, the system will be evaluated against industry needs and the emerging results
will be disseminated and prepared for exploitation.

Expected Results
PROSPERO will develop, implement and evaluate a
prototype management system for identifying and
actively managing systemic risks, including complex
interactions, in the air transport system. The analysis
of diverse operational data will support an integrated
model of risk incorporating the key risk antecedents.
This risk information will enhance the normal supply
of information into planning, dispatch and operational
management throughout the ATS, so that potential
risks are designed out in planning or actively
managed in operations and potential emergencies are
anticipated. This systemic risk information will also set
improvement parameters for a system change loop of
solution development and implementation. This risk
management system will be initiated at organisational
level and then integrated in a common ATS framework
that can be scalable up to European level (Single
European Sky).

Ensuring Customer Satisfaction and Safety

In the operational loop, risk information is generated

from integrated streams of data and reports,
linking performance outcomes back to their process
antecedents, encompassing complex interactions.
Up-to-date risk information concerning the aircra,
crew, route, weather, is then embedded in the normal
channels of information supply for ight planning and
management.

95

Ensuring Customer Satisfaction and Safety

96

Acronym:

PROSPERO

Name of proposal:

PROactive Safety PERformance for Operations

Grant agreement:

314822

Instrument:

CP-FP

Total cost:

6.412.628

EU contribution:

4.533.825

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.11.2012

Ending date:

31.10.2015

Duration:

36 months

Technical domain:

Design Tools and Production

Website:

http://prosperofp7.eu/

Coordinator:

Prof. Nick McDonald

The Provost, Fellows, Foundation Scholars and the other members of Board, of the College
of the Holy and Undivided Trinity of Queen Elizabeth near Dublin
School of Psychology
College Green 3
IE 2 Dublin

E-mail:

[email protected]

Tel:

+353 (0)8961471

EC Ocer:

Ivan Konaktchiev

Partners:

Aeroporti di Roma SpA

Alitalia - Compagnia Aerea Italiana SpA
Athens International Airport SA

IT
IT
GR

Carr Communications Ltd

IE

Corballis Consulting Ltd

IE

Deep Blue Srl

IT

Fundacin Instituto de Investigacin Innaxis

ES

Jeppesen GmbH

DE

KITE Solutions Srl

IT

KTH - Kungliga Tekniska Hgskolan

SE

Reducing Risk Exposure AS

NO

Technical University of Crete

GR

Thales Avionics SAS

FR

REconguration of CONtrol in Flight for

Integral Global Upset REcovery
State of the Art - Background

Objectives

Currently, Airbus aircra fault tolerant control (FTC)

strategies in the ight control system (FCS) are based
on fail-safe approaches whereby a nominal (normal)
control law is switched rst to a robust (alternate)
solution and then if necessary to a direct law, which
ensures a minimal level of stability augmentation.
Each control law is designed o-line for dierent levels of robustness and each includes a set of specic
guidance and control (G&C) functions which assist the
pilot during ight. As the control law is switched from
normal to direct, see Figure 1 on the le, some of
these functions are switched o (e.g. autopilot, ight
management), increasing the demands on the piloting
task. Nevertheless, this state of practice is fully compliant with airworthiness regulations and ts well in the
certication process.

The presented FTC-FCS approach was pursued since

aircra makers seek, above all, a safe and acceptable
performance (robust stability). It has been identied
that there is a need to change the design paradigm for
future aircra towards a robust performance approach:
- full-time and all-event availability of performanceoptimised G&C functions.

The main goal of RECONFIGURE is to investigate and

develop aircra guidance and control technologies
that facilitate the automated handling of o-nominal/
abnormal events and optimise the aircra status and
ight. The automatism will help alleviate the pilots
task and optimise performance by automatically
reconguring the aircra to its optimal ight condition.
This goal is achieved by pursuing four main scientic
and technological objectives:
- advanced parameter estimation and fault diagnosis
approaches;
- recongurable G&C approaches;
- integration issues and approaches for estimation,
diagnosis and G&C;
- clearance approaches for the above type of systems
(individually and integrated).

Fault 2

Level of performances

Fault 1

More advanced and less conservative FTC-FCS

approaches have not been used, mainly due to the
following:
- a lack of demonstrated maturity of recongurable
G&C methods for aircra;
- a lack of research in the practical limitations arising
from the interaction of recongurable G&C systems
with the estimation and diagnostic systems that feed
the required information to recongure or adapt their
behaviour;
- a denite gap in terms of the clearance problem for
this type of G&C system, which is a precursor for FCS
certication.

This paradigm can be translated into the desire to

extend the operability of the G&C functions that assist
the pilot in keeping the ight safe, making the mission
optimal and easing the ight task. This is visualised by
the shi, seen in Figure 1 on the right, from the dashed
(current) to the solid line (the desire innovation).

Easyness
Easy

Good

Level of degradation
Acceptable limit to
maintain control law

Need for reconguration = Switch

to a more basic kind of control

Figure 1: Airbus' FTC state of practice (le) and RECONFIGURE's goal (right)

Not Easy
Level of degradation
(failure or weather induced)

Ensuring Customer Satisfaction and Safety

RECONFIGURE

97

Ensuring Customer Satisfaction and Safety

Figure 2: Airbus' V&V simulator

Description of Work

98

The project is divided into ve main work packages

(WP).
WP0: Management.
WP1: Industrial benchmark and assessment tools: the
benchmark (i.e. the aircra model and scenarios) is
dened and developed. It also includes the denition of
the designs evaluation matrix and the verication and
validation (V&V) process and tools to be used in WP3.
WP2: Advanced G&C design and clearance methods
and tools: this is where the main research and development activities are performed. There are three main
phases: a research and development (R&D) phase, an
application phase, and an evolution phase where the
methods from the R&D phase can be evolved, based
on the lessons learnt in the application phase.
WP3: Industrial V&V: this aims to evaluate the technological readiness level (TRL) of the developed
approaches by performing a traditional industrial V&V
in two-steps: verication of the designs in a functional
engineering simulator with traditional Monte Carlo
analysis, complemented by worst-case search tools
and a validation of the designs in the Airbus V&V
process. This will include tests with pilot-in-the-loop
simulations using a real ight code and avionics. See
Figure 2.

WP4: Dissemination and exploitation activities: this

is established for the dissemination (publication) and
exploitation (patenting) activities, including the nal
denition of a road-map for future research.

Expected Results
RECONFIGUREs goal has a long-term perspective of
helping to develop the y-by-wire (FBW) of tomorrow.
The development of such a FBW will provoke a major
change in the design paradigm currently followed by
the aeronautical industry, where a conservative design
is favoured over a performance-orientated one. However, it is highlighted that RECONFIGURE does not aim
to be able to provoke such a change, but rather that it
aims to achieve the small steps necessary to initiate
such a change of design mentality.
With regards to a mid-term perspective, RECONFIGURE
will provide solutions that can extend the operability, or
improve the design, of the G&C functions implemented
in the current FBW in order to assist the pilot in keeping the ight safe, making the ight task easier and
optimising the mission.

RECONFIGURE

Name of proposal:

REconguration of CONtrol in Flight for Integral Global Upset REcovery

Grant agreement:

314544

Instrument:

CP-FP

Total cost:

5.578.667

EU contribution:

3.971.108

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.01.2013

Ending date:

31.12.2015

Duration:

36 months

Technical domain:

Systems and Equipment

Website:

http://recongure.deimos-space.com/

Coordinator:

Dr Andres Marcos

Ensuring Customer Satisfaction and Safety

Acronym:

Deimos Space SLU

Ronda de Poniente 19
Tres Cantos
ES 28760 Madrid
E-mail:

[email protected]

Tel:

+34 (0)91 806 34 62

Fax:

+34 (0)91 806 34 51

EC Ocer:

Christiane Bruynooghe

Partners:

Airbus Operations SAS

FR

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Magyar Tudomnyos Akadmia Szmtstechnikai s Automatizlsi Kutat Intzet

HU

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Technische Universiteit Del

NL

The Chancellor, Masters and Scholars of the University of Cambridge

UK

University of Exeter

UK

99

Ensuring Customer Satisfaction and Safety

100

RESEARCH

Reliability and Safety-enhanced Electrical

Actuation System Architectures
State of the Art - Background
Reducing fuel burn has become a priority for most aircra operators due to environmental and cost implications. This has forced the aerospace industry to
investigate ways to minimise fuel consumption, with
the conclusion that the approach is towards a more
electrical aircra.
Despite the potential benets, such as weight reduction, increased safety and reliability, lower consumption,
reduced maintenance costs, etc., electromechanical
actuators (EMAs) are not yet fully embraced by the
industry due to some of the limitations that they present in their current developmental stage (too heavy,
safety issues due to jamming, and thermal and electromagnetic compatibility issues), which are preventing
them from being widely used, or used in critical areas
such as the ight surfaces.
The latest aircra use two or three actuators that act
directly on the same ight control surface of the aircra. Dierent combinations of actuators have evolved
over time in which two or three hydraulic actuators are
being replaced by combinations based on an electrohydraulic actuator (EHA) or an electric back-up hydraulic actuator (EBHA).
The next step in this type of architecture has as its
foundation the introduction of EMA to these combinations, based on conventional hydraulic actuators mixed
with EHAs, EBHAs or EMAs.

Objectives
The main objective of this project is to dene an electrical architecture for a ight control system that is capable of controlling a ight control surface on an aircra
with the help of electrically operated actuators. This
architecture will be as compliant as possible with certiable aerospace requirements, since the intention is to be
able to use it in a future aircra. The robust architecture
needs to meet the constraints imposed by safety regulations while keeping other system performances, such
as weight and reliability, as optimal as possible.
Special emphasis will be put on:
- the development of mathematical and computer
program models of electrically powered actuators;
- thermal environmental aspects;
- management of the electromagnetic compatibility
(EMC) aspects;

- development of technologies for the smart control of

local hydraulic systems;
- development of an EMA that pursues increased levels of reliability, weight optimisation and lower consumption, as well as monitoring for increased safety;
- development of the systems safety assessment
and health and usage monitoring system (HUMS)
to assure the compliance of the proper operation
and airworthiness requirements, and to improve and
maintain high levels of reliability at the same time as
decreasing the maintenance costs.

Description of Work
The strategy is covered in ve technical work packages
(WP) plus two work packages covering the management,
dissemination and exploitation.
WP1: Analysis of dierent architectures for a more electric ight control actuation system as part of an aircra
control system (including architectures with electrically
powered local hydraulic and electrical actuation systems) from a weight optimisation point-of-view, taking
into account ight dynamics and the reliability and ightsafety requirements.
WP2: Development of mathematical models for electrical
actuators of dierent types (EMA, EHA) to manage
the environmental aspects when handling thermal
dissipation during the architecture denition phase.
The electromagnetic environmental aspects will be
managed, together with the overall available electrical
power, using the new architectures. The mathematical
and hardware-in-the-loop (HIL) simulation of aircra
motion with electric actuators in the ight control
actuation system will be studied.
WP3: Design and development of an EMA with its electronic control unit (ECU), standard electronic control unit
(SECU), EHA and test rig.
WP4: Manufacturing and single validation of demonstrators.
WP5: Electric actuators system: experimental research
and testing.
WP6: Dissemination and exploitation of the project
results.
WP7: Management of the consortium.

Ensuring Customer Satisfaction and Safety

Expected Results
The implementation of the electromechanical actuator
on the aircra poses dierent technical challenges that
have to be carefully addressed in order to achieve a
competitive solution. The following are expected from
RESEARCH:
- develop an ECU design that includes a prognostic
health and usage monitoring system to control and
analyse the actuator status;
- design, develop and manufacture an ECU system that is able of controlling and distributing the
workload and so controlling the aerodynamic surface, taking into account force-ghting issues in the
architecture.
- a powerful 270 Volt frameless brushless direct current motor as a drive component, pursuing energy
eciency, high accuracy, high torque and power densities (low weight and volume), as well as being reliable and safe with very low maintenance.
RESEARCH will strengthen the collaboration between
European and Russian research centres, universities
and the aeronautical industry.
NWS
LANDING GEAR

PARK BRAKE

BRAKE

RH AILERON

LH AILERON

RH SPOILER

LH SPOILER

ELEVATOR

RUBBER

An example of the architecture for an unmanned aerial vehicle

N2 BOTTLE

101

Ensuring Customer Satisfaction and Safety

102

Acronym:

RESEARCH

Name of proposal:

Reliability and Safety-enhanced Electrical Actuation System Architectures

Grant agreement:

605474

Instrument:

CP-FP

Total cost:

3.402.051

EU contribution:

1.177.706

Call:

FP7-AAT-2013-RTD-Russia

Starting date:

01.10.2013

Ending date:

31.03.2016

Duration:

30 months

Technical domain:

Systems and Equipment

Coordinator:

Santiago Abelaira Tabema

Compaa Espaola de Sistemas Aeronuticos
Avenida John Lennon 4
ES 28906 Madrid (Getafe)

E-mail:

[email protected]

EC Ocer:

Eric Lecomte

Partners:

TsAGI - Federal State Unitary Enterprise 'The Central Aerohydrodynamic Institute

named aer Prof. N.E. Zhukovsky'

RU

Fundacin Tecnalia Research & Innovation

ES

Joint Stock Company 'United Aircra Corporation'

RU

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

State Educational Institution of Higher Professional Education Moscow Aviation Institute,

State Technical University
RU
Umbra Cuscinetti SpA

IT

The SAfer FUEL system

State of the Art - Background

Objectives

Due to the eective contribution of the safe fuel system (fuel circulation system, gauging system, inerting
system), air travel today is the safest form of transport worldwide. However, safety can never be taken for
granted.

Addressing air transport constraints and answering the

needs for a European-led research and technological
development in fuel-system safety, the overall objective of the SAFUEL project is to develop, test and validate the safer fuel system of the future.

Constant eort is therefore needed to maintain the

highest safety levels, taking into account the global air
transport industry and its changing operational context.
Indeed, new challenges for fuel systems have emerged
over the past decade:
- ight conditions are becoming increasingly
challenging. To cope with increasing air trac,
more aircra will be exposed to low temperatures
for longer (longer ights at high altitude with new
routes crossing the Arctic) and to wider temperature
gradients as take-o, climbing, approach and landing
are optimised.
- climate change is creating more risks for aircra
as they operate increasingly in hazardous weather
(storms, freezing rain, lake-eect snow, wind chill,
etc.), which exposes them more frequently to humid
air, cool temperatures, turbulence and/or lightning.
- new emerging technologies (composite aircra,
more-electric aircra and alternative fuels) also create new fuel-system challenges, such as a possibly
higher risk of re or explosion.

Fully compliant with safety requirements, this safer

fuel system will be able to deal with more extreme
temperatures, stronger temperature gradients, higher
humidity and more frequent exposure to lightning.
This new generation of fuel systems will be better at
preventing hazards occurring, such as re, ice or system failure.
Consequently, SAFUEL has the following overarching
objectives:
- to develop advanced water-detection technology and
gain knowledge on icing phenomena in fuel systems;
- to enhance ammability protection in the fuel tank;
- to remove possible ignition sources from the fuel tank;
- to verify and validate full compatibility of the results for
composite aircra and more electric aircra;
- to verify the compliance of the results with alternative
fuels.

Description of Work
The work is organised so as to progress successfully
through the following key milestones:
- a new fuel safety design that meets the severe safety
constraints of composite and more-electric aircra;
- highly innovative technologies for gauging fuel circulation and inerting systems;
- the necessary data to support the authorities so that
rules and regulations are released for safe ights in
icing conditions.
There are four research and technology development
work packages (WP).
WP1 develops the water management function,
gaining scientic and technical knowledge on ice in
fuel circulation systems, together with associated
recommendations for fuel system designs and
developing an optical water sensor.
WP2 develops the in-tank wire-free oxygen sensor and
optimised fuel tank inerting system architectures.
WP3 develops metal-free gauging technologies.

New technologies developed within SAFUEL will be tested on a

modular fuel test bench

WP4 provides the high-level requirements and

assesses the results.

Ensuring Customer Satisfaction and Safety

SAFUEL

103

Ensuring Customer Satisfaction and Safety

Fuel tank test bench

104

Three additional work packages deal with the dissemination, exploitation, and management and coordination of the project.

Expected Results
SAFUELs main deliverables will be:
- a metal-free in-tank water detector;
- a metal free in-tank oxygen detector;
- an understanding of the phenomena of ice accretion
and ice release in fuel circulation systems;
- non-intrusive fuel-gauging technologies.
Furthermore, the new-generation fuel system will
achieve the following:
- full support for the Single European Sky Air Trac
Management Research (SESAR) concepts for evolution in ight conditions;
- reduced airline operating costs;
- support for the perfect emergence of the next generation of aircra (composite and more-electric);
- support for the European Aviation Safety Agency
(EASA) in the evolution of rules and regulations
for safer ights in icing conditions and hazardous
weather by providing EASA with the SAFUEL tests
results;
- support for the usage of alternative fuels.

Ensuring Customer Satisfaction and Safety

Acronym:

SAFUEL

Name of proposal:

The SAfer FUEL system

Grant agreement:

314032

Instrument:

CP-FP

Total cost:

7.444.623

EU contribution:

4.969.488

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.09.2012

Ending date:

31.08.2015

Duration:

36 months

Technical domain:

Systems and Equipment

Website:

http://www.safuel-fp7.eu

Coordinator:

Dr Tiana Tefy
Zodiac Intertechnique
Boulevard Sagnat
FR 42230 Roche La Molire

E-mail:

[email protected]

Tel:

+33 (0)4 77 01 36 01

EC Ocer:

Christiane Bruynooghe

Partners:

Airbus Operations Ltd

UK

ARTTIC

FR

Aston University

UK

Consiglio Nazionale delle Ricerche

Craneld University

IT
UK

Instituto Superior Tcnico

PT

NEDAERO Components BV

NL

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Technische Universitt Hamburg-Harburg

DE

Tlmaq

FR

Universit degli Studi di Napoli 'Parthenope'

IT

Universit des Sciences et Techologies de Lille

FR

105

Ensuring Customer Satisfaction and Safety

106

UFO

UltraFast wind sensOrs for wake-vortex

hazards mitigation
State of the Art - Background

Objectives

This project addresses an issue that severely limits the

capacity of airports: wake vortexes.

Several early projects of the Single European Sky Air

Trac Management Research (SESAR) programme
found that to correctly monitor and manage wake
vortexes, and even more generally wind hazards, the
existing sensors are neither accurate nor fast enough.

Wake vortexes are a by-product of li generated by an

aircras passage that can sometimes be observed in
the sky in the form of two horizontal contrails behind
the aeroplane. In some respects, it can also be compared to the wake behind a moving ship.
A following aircra that is exposed to the wake turbulence of a lead aircra can experience an induced roll
moment (bank angle) that is not easily correctable by
the aircras pilot or its autopilot.
Furthermore, the behaviour of the turbulence, including
its life expectancy, is dependent on the shape, speed
and mass of the aircra creating it. Meteorological
conditions, especially wind, are also fundamental to
the behaviour of turbulence.
While this phenomenon is created throughout the
ight, it is particularly dangerous for following aircra
during the most critical ight phases of take-o and
landing. The problem can become critical when the
airport is confronted with a mix of trac. If the A320/
B737 is considered as standard, then introducing not
only an A380/B747-8 but also smaller business jets
can become problematic as the airport control needs
to ensure longer separation distances between each
aircra. During busy periods, wake vortexes can reduce
an airports capacity by a factor of 2 to 3.

UFOs main objective is to improve the update rate

and accuracy of wind/event data recorder (EDR)
assessment by optimising this safety margin of wakevortex separations and by generating alerts in cases
of abrupt wind changes. UFO will also improve other
wind-hazard ultra-fast monitoring capabilities like lowlevel wind-shear and micro-burst.
To this end, UFO will propose an all-weather monitoring
system based upon multiple sensors, which will need
to be developed and tested in real conditions to fully
evaluate its feasibility.
Monitoring is nevertheless not enough. Air trac controllers require the ability to forecast several hours in
advance to be able to gain anything in terms of capacity. Therefore a predictor system will be the fundamental part of the solution.

Description of Work
UFO will begin by designing new-generation architecture that is low-cost, light and highly reliable, and
includes a high-power X-band radar antenna tile and
a 1.5 micron 3-D laser imaging detection and ranging
(LIDAR) scanner with a high-power laser source. This
set of sensors provides the required monitoring capacity in all weather conditions.
UFO will also dene, develop and calibrate radar/LIDAR
simulators that are dedicated to wind/EDR retrieval
capability. These simulators will be enablers for the
denition, development and testing of real data on
advanced and innovative high Doppler resolution processing for wind and EDR retrieval.

A wake vortex at take-o

Besides ground-based sensors, each aircra has wind

sensors that could provide invaluable data. The systems to retrieve this data will be dened, simulated
and tested and will be based on new automatic
dependent surveillance broadcast (ADS-B) modes for
wind/EDR data downlinking at a high update rate with
error compensation.

The last step is the forecast model, which will be developed and tested during trials of advanced wind/EDR
data fusion and assimilation in a weather prediction
model.
Real data will be recorded during two test campaigns
at two dierent sites.
A safety risk assessment and a safety case will then
be performed to evaluate the possible introductory
scheme of this type of system/function.

Expected Results
The expected results are a clear status on wind measurement, as well as a calibrated dataset that substantiates this status.
Wind measurements are understood as the 3-D components of the wind at a typical rate of 10s, and mostly
below 500m when in the vicinity of the approach to an
international airport of signicant size. Apart from the
ultra-fast rate, the main innovations come from the
development of dedicated sensors and data fusion
algorithms, which will be calibrated by using a calibration aircra.

These technical breakthroughs will be completed by a

full safety case study. On the basis of this, the UFOs
resulting sensor system can be used to support an
actual airport in the deployment of new procedures,
like a time-based separation or the recategorisation of
aircra. These new methods for handling wake-vortexinduced separation distances between aircra should
greatly benet from a real-time wake-vortex monitoring system to check their impact on safety. Also such
a system can eventually provide valuable data in the
case of incidents or accidents.

Ensuring Customer Satisfaction and Safety

How to reduce wake-vortex separation distances

107

Ensuring Customer Satisfaction and Safety

108

Acronym:

UFO

Name of proposal:

UltraFast wind sensOrs for wake-vortex hazards mitigation

Grant agreement:

314237

Instrument:

CP-FP

Total cost:

6.276.564

EU contribution:

4.463.215

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.11.2012

Ending date:

31.10.2015

Duration:

36 months

Technical domain:

Systems and Equipment

Coordinator:

Fabrice Orlandi
Thales Air Systems SA
Voie Pierre Gilles de Gennes
FR 91470 Limours

E-mail:

[email protected]

Tel:

+33 (0)1 64 91 64 19

Fax:

+33 (0)1 64 91 67 66

EC Ocer:

Hugues Felix

Partners:

Deutscher Wetterdienst

DE

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Koninklijk Nederlands Meteorologisch Instituut

NL

Leosphere

FR

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Technische Universitt Braunschweig

DE

Technische Universiteit Del

NL

Thales Systmes Aroports SA

FR

UCL - Universit Catholique de Louvain

BE

Universit Pierre-et-Marie-Curie - Paris VI

FR

A Life-cycle Autonomous Modular System

for Aircra material-state evaluation and
restoring system
State of the Art - Background
The regular maintenance and inspection of aerospace
structures oer a big return in reliability since in-service
damage/aws and defects can lead to catastrophic
and expensive failures. Currently more than 33% of an
average aircras life cycle cost is invested in inspection and repair.
Classical Non-Destructive Testing/Structural Health
Monitoring (NDT/SHM) techniques based on linear
methods are quite advanced and mature. These techniques have demonstrated excellent results and are
frequently used in routine inspections, although there
are some techno-economical limitations, such as the
inability to detect small defects before they grow to a
critical size and diculties in interpretation. Despite the
increased use and the development of non-destructive
evaluation methods for material inspection, aircra
materials eventually fail.
This industrial landscape is naturally focusing on the
development and implementation of a more accurate
autonomous system with modular intelligent functions
where automatic/self-monitoring and self-healing concepts are intrinsically linked.

The main objectives of this project are to:

- develop thermo-reversible self-healing materials
which use multiple repair mechanisms, with
improved healing eciencies and system robustness;
- develop and optimise a new advanced concept for
smart inspection and maintenance by employing
nonlinear elastic wave spectroscopy technology in
the development of Nonlinear IMaging (NIM) systems to detect early stage damage/defects during
manufacturing and in-service loading of aero-structures, and to assess the quality of the proposed selfrepair technique.
Nonlinear Elastic Wave Spectroscopy (NEWS) methods
are an innovative class of vibro-acousto-ultrasound
non-destructive techniques that measure nonlinear
anomalies in the frequency spectrum in the kHz and
MHz range, which result from material damage/aws,
with an extreme sensitivity in diagnosing manufacturing defects and damage such as microcracks, delaminations, clapping areas, adhesive bond weakening.

The use of novel self-healing material solutions and

more reliable automated inspection systems can
improve safety, quality and productivity and can, at the
same time, provide a decrease in maintenance costs
by strongly reducing inspection times and increasing
inspection intervals.

Objectives
ALAMSA will develop a material state evaluation and
restoring system for aircra structures by linking novel
automatic self-monitoring systems to a smart in-situ
self-repair capability that can actively re-establish
the continuity and integrity of identied aws/damage,
leading to continuously monitored and restored material integrity.

X-ray -computed tomography of healing agent and a bundle of

bres aer two loading events.

Improving Cost Eciency

ALAMSA

109

Improving Cost Eciency

110

Description of Work

Expected Results

The project plan consists of an integration of scientic

research with technological development and innovation-related activities.

By developing highly sensitive nonlinear imaging

techniques for damage diagnostics and visualisation,
combined with novel self-healing materials, ALAMSA
responds to the urgent need for more reliable and less
time-consuming quality control systems, maintenance
concepts and technologies that enable smart aircra
maintenance.

The work carried out in ALAMSA will consist of:

1. Developing novel thermally activated self-repair
mechanisms using new healable resins which have
a built-in capability to restore mechanical properties several times through multiple cycles of healing
upon thermal activation, allowing multiple damage
occurring at the same location to be repaired.
2. Optimise and further develop the NEWS-based
imaging technique by combining novel measurement techniques, such as nonlinear laser vibrometry, nonlinear air-coupled ultrasound and nonlinear
ultrasonic thermography, to imaging algorithms,
such as nonlinear tomography and nonlinear time
reversal techniques. The work will be supported by
experimental and numerical analysis. An experimental campaign will be performed on small-scale
components and full-scale aircra structures to
compare the results obtained by ALAMSA with conventional linear imaging techniques. This is to prove
the improved sensitivity of the non-destructive
techniques, assess the multiple healing eects and
evaluate the restored properties.

The quality control and inspection technologies developed within ALAMSA will result in a signicant improvement in aircra life, passenger safety, product quality
and operating time, and at the same time contributing
to substantial cost savings.

ALAMSA

Name of proposal:

A Life-cycle Autonomous Modular System for Aircra material-state evaluation and

Grant agreement:

314768

Improving Cost Eciency

Acronym:

restoring system
Instrument:

CP-FP

Total cost:

4.310.999

EU contribution:

3.138.077

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.11.2012

Ending date:

31.10.2016

Duration:

48 months

Technical domain:

Maintenance and Disposal

Website:

http://www.bath.ac.uk/rdso/alamsa/

Coordinator:

Dr Michele Meo
University of Bath
Claverton Down 0
UK BA2 7AY Bath

E-mail:

[email protected]

EC Ocer:

Christiane Bruynooghe

Partners:

CNRS - Centre national de la recherche scientique

Consiglio Nazionale delle Ricerche
edevis GmbH
IAI - Israel Aerospace Industries Ltd

FR
IT
DE
IL

KUL - Katholieke Universiteit Leuven

BE

Spirit AeroSystems (Europe) Ltd

UK

Technische Universiteit Del

NL

Universitt Stuttgart

DE

Zemdlsk drustvo Rpety se sdlem ve Rpetech

CZ

111

Improving Cost Eciency

ASHLEY

Avionics Systems Hosted on a distributed

modular electronics Large-scale
dEmonstrator for multiple tYpes of aircra
State of the Art - Background
In order to achieve a more competitive, integrated
modular avionics (IMA)-based platform solution for
multiple types of aircra, the European aerospace
industry looked to the European Commission-funded
project Scalable & Recongurable Electronics Platforms and Tools (SCARLETT) in order to initiate the 2nd
Generation of IMA (IMA2G) paradigm.
SCARLETT successfully validated the rst underlying
set of IMA2G concepts, thus creating the expected distributed modular electronics (DME) breakthrough to lay
solid foundations for IMA2G.

112

ASHLEY will consolidate and integrate the results of

SCARLETT and several national collaborative research
projects to achieve a demonstration of the most
advanced building blocks available today across the
entire aircra-level platform. This project will have its
own research agenda in areas where innovations are
likely to make the most of DME growth potential.
By promoting the IMA2G solution, it is expected to
optimise avionic resource usage, either by better
module performances or lower power consumption;
increase productivity of the module and function suppliers, either by reducing design eort or by integrating
more systems on a reduced number of modules; and
involve a larger number of industrial actors around this
resource, thus opening the market.

Expected Results

The project objectives are:

- to develop a set of IMA2G components over the
open world and cabin aircra domains for large
aircra, regional aircra and business jets;
- to propose DME remote resource solutions for secondary power distribution and time-critical aircra
systems;
- to evaluate the benets of photonics and smart
interfaces for sensors and actuators to increase the
performance of some avionic systems;
- to provide database services covering both the avionic world and open world to allow for a higher exibility in avionic system designs;
- to decrease the design time for avionic (multidomain) functions by using a system tool chain that
is more designer-orientated.The innovations will also
address advanced processes, methods and tools for
an ecient implementation of the IMA2G process
amongst avionic actors. The validation of these
innovations will be achieved using the ASHLEY largescale aircra representative demonstrator, which will
host multiple avionic functions.

ASHLEY intends to make the following breakthroughs

in terms of either hardware or soware components:
- remote control electronics is expected to become
the cornerstone so as to ensure the capability of an
IMA2G platform that embeds critical functions. It will
also help to overcome dissimilarity, time criticality
and high integrity issues.
- demonstrate that the use of smart components will
open the door to advanced health monitoring, inclusion of local loop control and in-built calibration.
- use of photonics solutions to optimise the interrogation techniques, allowing dierent sensor types,
performances and accuracies to be interfaced to a
single (or a signicantly reduced set of) I/O, which
are congured according to location. The adoption
of an IMA approach so early in the development of
the technology in an aerospace context will permit
the implementation to be optimised for the aircra,
rather than for each individual system.
- set up a new data distribution scheme among avionic functions: ASHLEY promotes a cross-domain,
single database services layer. Such an approach is
expected to drastically simplify database maintenance operations as well as avionic function designs.
- the seamless tool chain concept is to provide a
single framework to any IMA stakeholder in order to
enable a more mature design in a shorter period of
time.

Description of Work
When it comes to individual hardware and/or soware
developments, the ASHLEY project implements a classic V-cycle. Nevertheless, the requirements phase is
orientated towards a demonstrable denition, with
special attention being paid to the interface management between the DME components that are to be
integrated on each technology readiness level (TRL)
4/5 demonstrator.
Furthermore, as this project mainly consists of soware
and hardware development activities, special attention
will be paid to the conguration management, which
will lead to the set-up of a dedicated Delivery Centre
work package.
IMA is sometimes seen as a world apart for newcomers
to this concept. They need strong support to be familiar with the concepts (especially resource allocation,
usage domain and conguration). For this reason, ASHLEY includes a Training and Support work package to
achieve dissemination amongst all beneciaries.
Lastly the project has been structured to host some
advanced research studies (i.e. TRL 2/3) to foster a dissemination process between the partners industry,
universities, research and development institutions
to promote knowledge sharing.

Improving Cost Eciency

Objectives

113

Improving Cost Eciency

114
Acronym:

ASHLEY

Name of proposal:

Avionics Systems Hosted on a distributed modular electronics Large-scale dEmonstrator

Grant agreement:

605442

for multiple tYpes of aircra

Instrument:

CP-IP

Total cost:

44.880.818

EU contribution:

25.710.468

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.10.2013

Ending date:

31.03.2017

Duration:

42 months

Technical domain:

Avionics, Human Factors and Airports

Website:

http://www.scarlettproject.eu

Coordinator:

Didier Hainaut
Thales Avionics SAS
Avenue du General Eisenhower 105
BP 63647
FR 31036 Toulouse Cedex 1

E-mail:

[email protected]

Tel:

+33 (0)5 61 19 35 71

EC Ocer:

Eric Lecomte

AcQ Inducom

NL

Airbus Operations GmbH

DE

Airbus Operations Ltd

UK

Airbus Operations SAS

FR

Alenia Aermacchi SpA

IT

ARTTIC

FR

Dassault Aviation SA

FR

Diehl Aerospace GmbH

DE

Eaton Aerospace Ltd

UK

EADS France SAS - European Aeronautic Defence and Space Company

FR

Fachhochschule Zentralschweiz - Hochschule Luzern

CH

Fraunhofer Gesellscha zur Foerderung der Angewandten Forschung e.V.

DE

GE Aviation Systems Ltd

UK

GMVIS Skyso SA

PT

GTD Sistemas de Informacin SA

ES

HS Elektronik Systeme GmbH

DE

Instituto de Soldadura e Qualidade

PT

Intertechnique SAS

FR

Liebherr-Aerospace Toulouse SAS

FR

Messier-Bugatti-Dowty SA

FR

Nord-Micro AG & Co. OHG

DE

Oxsensis Ltd

UK

Saab Aktiebolag

SE

Sagem Dfense Scurit

FR

Selex Galileo SpA

IT

Smart Fibres Ltd

UK

GosNIIAS - State Research Institute of Aviation Systems

RU

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Stielsen SINTEF

NO

SYSGO AG

DE

Technische Universitt Braunschweig

DE

Technische Universitt Hamburg-Harburg

DE

TELETEL Telecommunications & Information Technology SA

GR

Universit della Svizzera italiana

CH

Iguassu Soware Systems a.s.

CZ

Improving Cost Eciency

Partners:

115

Improving Cost Eciency

116

BOPACS

Boltless assembling Of Primary Aerospace

Composite Structures
State of the Art - Background

Objectives

The current applicable, conventional design rules and

standards for joining primary composite structures
usually lead to a local thickening at the join area and
to a large number of fasteners distributed over several
lines so as to prevent or delay the dierent failure
modes at the interface. The certication approach
follows a strict fail-safe philosophy with the sizing
strategy that the additional fasteners are capable
of carrying a full limit load. Compared with their
counterparts in metallic structures, the interfaces in
composite thin-walled structures induce signicant
weight and cost penalties and mitigate the technical
and economic benets expected from the massive
introduction of composites in aircra.

Joining thin-walled composite structures with adhesive

bonding, without using fasteners, is a promising
method to not only reduce the aircras cost and
weight but also to bring several technical advantages,
among which is the distribution of the transferred
load over the bonded area, thus reducing detrimental
stress concentrations and the avoidance of bres cuts
associated with drilling fastener holes.

For secondary structures with no fasteners, joining by

bonding is common practice, but the current certication rules that are applicable for primary bonded structures prevent the use of bolt-free bonded joints. This is
a result of earlier experiences where the interpretation
of the rules led to in-service premature failure incidents on adhesively bonded joints. Due to the fact that
the failure of a primary structure may cause a loss
of aircra risk, the Means Of Comply (MOC) recommended for demonstrating compliance to the airworthiness requirements are now extremely stringent and
cannot be fullled by a purely bonded joint.

Thus the main technical objective of BOPACS is to

dene and validate convincing design features and
procedures to enable a condent acceptance of bonding as a primary parts assembly-joining technology.
It is the aim of BOPACS to propose a route to certication, built upon the limitation of the maximum crack or
disbond size, by using crack-stopping design features.
The originality of BOPACS lies in the investigation of
novel concepts that avoid the use of fasteners, or even
so-called chicken-rivets. Several categories of design
features are considered to stop cracks.
The use of adhesive bonding for selected target
applications with signicant volume and occurrence
will lead to a considerable cost and weight reduction
when compared to conventional joining solutions. It is
expected that the introduction of secondary bonded
joints with disbond-stopping design features could
lead to signicant overall cost and weight savings.

4 o Aileron spars fasteners will be

replaced by bonding with integrated
Design Feature

BOPACS demonstrator

Target applications will be selected by the industrial

partners and, based on these applications, a set of
requirements will be dened, including loads, materials
and the geometry of the selected application. The
dierent categories of design features will be grouped
together in so-called clusters. Each cluster will
have partners who will work together in designing,
manufacturing and testing the new features. The most
promising features of each cluster will be selected for
further investigation and for integration into a largescale demonstrator (see picture).

Improving Cost Eciency

Description of Work

Each design feature will be evaluated through a process that takes into account the costs, manufacturing,
testing, etc. of the composite target application containing the design feature, which will also be compared
to the conventional bolted solutions.

Expected Results
The expected results of this project are:
- An innovative conceptual design of boltless joints for
primary structures using concepts that comply with
the airworthiness regulations.
- By eliminating the fasteners (which are very expensive for composite structures), the costs of joining
composite parts will be reduced. It is expected that
the introduction of the boltless concepts will lead to
an average reduction of 20% in the manufacturing
and assembly costs.
- The design and analysis phases of the product development process will be adapted to account for the
specic crack-stopping design features developed in
the project, making the design process leaner.
- The joint area will weigh about 5% less due to the
absence of the relatively heavy metal fasteners.

117

Improving Cost Eciency

Acronym:

BOPACS

Name of proposal:

Boltless assembling Of Primary Aerospace Composite Structures

Grant agreement:

314180

Instrument:

CP-FP

Total cost:

6.615.525

EU contribution:

4.596.243

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.09.2012

Ending date:

29.02.2016

Duration:

42 months

Technical domain:

Aerostructures and Materials

Website:

http://www.bopacs.eu

Coordinator:

Jan Halm
NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium
Voorsterweg 31
NL 8316 PR Marknesse

118

E-mail:

[email protected]

Tel:

+31 (0)88 511 4204

EC Ocer:

Hugues Felix

Partners:

Airbus Operations GmbH

DE

CENAERO - Centre de Recherche en Aronautique ASBL

BE

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

EADS Deutschland GmbH

DE

Fraunhofer Gesellscha zur Foerderung der Angewandten Forschung e.V.

DE

Fundacin para la Investigacin, Desarrollo y Aplicacin de los Materiales Compuestos

ES

Short Brothers plc

UK

Socit Anonyme Belge de Constructions Aronautiques

BE

Universitt Stuttgart

DE

UCL - Universit Catholique de Louvain

BE

University of Patras

GR

VZLU - Vzkumn a Zkuebn Leteck stav, A.S.

CZ

Zrcher Hochschule fr Angewandte Wissenschaen

CH

CreAting NonconventionAl Laminates

State of the Art - Background
With the ever-increasing percentage of composites
used in aircra structures comes a rapidly expanding
level of automation. Automated bre placement (AFP)
is one of the most notable, oering high lay-up rates
combined with several other advantages, of which
unlimited bre angles is one of the most promising.
Another manufacturing method being used more and
more is oen referred to as liquid composite moulding
(LCM). The advantages of this process are that it is
possible to use cheaper materials and simpler tooling.
It also enables cheaper processing, tight tolerances
and part integration, thus reducing assembly costs.
The European project AUTOW laid the foundation for
CANAL by successfully developing dry bre placement
(DFP), which enables the cost-eective, automated
manufacture of dry pre-forms that are required for
further successful implementation of LCM in aircra
and other transport vehicles.
Although AFP oers an unlimited range of bre angles
and even steering, current design practices are still
based on using only a limited number of angles, mainly
0, 45 and 90 degrees, resulting in sub-optimal quasiisotropic laminates. To obtain further weight and cost
reductions and an increase in the performance of composite structures, designers will need to move away
from this and be able to exploit the full potential that
composites and manufacturing techniques oer.

Objectives
The AUTOW project was the rst of its kind, and successfully performed the initial development and
demonstration of the two essential elements of the
current project, namely dry bre placement and nonconventional laminates (NCL). Currently, no NCLs are
known to be implemented in industry, though research
has shown promising results through simulation and
coupon testing.
The purpose of the CANAL project is to develop new
non-conventional composite laminate congurations
using DFP and to establish engineering tools for the
design of ecient structures made with the new congurations. The project integrates laminate design,
manufacturing and structural design to ensure the
industrial applicability of the technology in the aerospace industry and other industries, such as automotive, which can benet from a rapid and cost-eective
production of complex-shaped and high-performance
composite parts.

Improving Cost Eciency

CANAL

119

Variable stiness composite laminate as an example of nonconventional laminates that are made possible by automated bre
placement

Description of Work
To achieve the CANAL objectives, a multidisciplinary
approach is required. Partners will be developing new
NCL concepts, which will rstly be manufactured and
tested at coupon level in order to obtain the basic
mechanical and physical properties. The test data will
be coupled to the modelling of the NCL made with
DFP to predict the in-service behaviour but also the
manufacturing characteristics, such as permeability of
real-size structures. Changing the design from conventional lay-ups to NCLs in combination with DFP oers
advantages, but there are some hurdles to overcome
before it can be successfully integrated. Besides the
investment cost, there is a learning curve. CANAL will
develop engineering knowledge and tools to enable
designers to create optimal composite structures that
are integrated and compatible with DFP soware. This
will require engineers to learn the fundamentals of
automated bre placement and how it works with the
design, while machine operators must be trained to
use the new materials and processes.

Improving Cost Eciency

The partners will validate the new technology by performing the complete cycle of design, analysis, fabrication and testing for the representative components
that are generic. However, it will be full-scale and sufciently detailed to illustrate the capability of NCLs
and DFP.

Expected Results
CANAL will push the boundaries of the research
and the technical demonstration on DFP and NCL
composite structures in several areas. The end goal of
the project is to generate knowledge and experience
on the best combination of NCLs and DFP for various
applications and capture these in engineering tools
and approaches.

As a continuation of previous research to the next level,

two parts have been selected that have multiple load
cases, including damage tolerance. An application case
will be chosen for demonstration. These representative
aircra components will be designed, manufactured
and tested with both non-conventional laminates and
a benchmark with conventional laminate design. Using
the combination of NCLs and DFP for these parts it is
expected to achieve as much as a 15% weight reduction and a 20% reduction in recurring costs compared
to the current technology.

120

Coriolis bre placement machine at the National Aerospace Laboratory with dry bre placement capability

Improving Cost Eciency

Acronym:

CANAL

Name of proposal:

CreAting NonconventionAl Laminates

Grant agreement:

605583

Instrument:

CP-FP

Total cost:

3.983.402

EU contribution:

2.665.575

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.09.2013

Ending date:

31.08.2016

Duration:

36 months

Technical domain:

Aerostructures and Materials

Coordinator:

Ronald Klomp - de Boer

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium
Voorsterweg 31
NL 8316 PR Marknesse

E-mail:

[email protected]

Tel:

+31(0)885 114 282

Fax:

+31(0)885 114 210

EC Ocer:

Michail Kyriakopoulos

Partners:

Dassault Aviation SA

FR

EADS France SAS - European Aeronautic Defence and Space Company

FR

IAI - Israel Aerospace Industries Ltd

IL

KUL - Katholieke Universiteit Leuven

BE

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Technische Universiteit Del

NL

Universitt Stuttgart

DE

VZLU - Vzkumn a Zkuebn Leteck stav, A.S.

CZ

121

Improving Cost Eciency

122

CORSAIR

COld spray Radical Solutions for

Aeronautic Improved Repairs
State of the Art - Background
In view of the high manufacturing cost of highperformance metallic aircra components and limited
material resources, the importance of Maintenance,
Repair and Overhaul (MRO) and the opportunity
for future global business growth cannot be
underestimated. With aeronautical engine components,
frames and large parts, where both the production
cost and time could be very high, it is fundamental to
improve the research and technological developments
in order to have the proper tools to adapt the repair/
replacement decision factors towards repair solutions.
Several technologies and approaches have already
been used for the maintenance and repair of light alloy
components: rst, welding and plasma spray; then
other traditional thermal spray techniques and, more
recently, cold spray. But all the light alloys used in aeronautics are very sensitive to high temperatures, exposure to fast cooling rates and oxygen contamination.
All these aspects highlight the fact that a low-temperature technique is fundamental when working with
base components in light metal alloys. Cold spray technology is therefore very promising for the European
aerospace sector.

Objectives
CORSAIR will carry out a detailed investigation on the
capabilities of cold spray technology for the maintenance and repair of aeronautic frames and components, aiming at a better understanding of the
capabilities of cold spray as a MRO technique and at
fully validating it for aeronautics.
The planned objectives are:
- to explore the real capabilities of cold spray in several practical examples of aeronautical repair applications and to dene the repair protocols;
- to thoroughly investigate the coating and repair
characteristics in order to ne-tune and dene when
and where cold spray could be applied for maintenance and repair in the aerospace industry;
- to thoroughly investigate the eect and characteristics of feedstock materials required for its deposition
and to dene the optimised characteristics for the
supply;

- to provide the required reliability for the coating

deposition and repair processes so as to allow a
full validation of the technology for the aeronautical
industry;
- to surpass the actual technological limitations of the
line-in-sight cold spray deposition process by developing new nozzles for hidden surfaces;
- to develop a new industrial portable cold spray unit
to extend the capabilities of in situ maintenance and
repair applications.

Description of Work
The project work will consist of the following activities:
- denition and development of innovative and more
eective predictive process models.
- optimisation and customisation of the powder production procedures.
- development of new technological improvements
and a new deposition system.
- denition of innovative, fully reliable cold spray
protocols for improving the applicability of state-ofthe-art materials, such as aluminium alloys, and for
completely new materials and other technologies, for
example magnesium alloys.
The planned work includes developing predictive models of dierent types for the various aspects of the
process: the uid-dynamics for the nozzle geometry
optimisation, assessing the critical velocity for the
calibration of the correct process parameters, and the
eects of cold spray on the mechanical properties of
the treated material. A mathematical model will be
tested and experimentally validated.
The results of the predictive models will be used to
improve the technological process for powder production. An important activity of the project is investigating the development of a new, tailored powder, which
would result in an increased quality of the coating.
Finally, using the results of all these activities, CORSAIR
will investigate the development of a new cold spray
plant, with particular emphasis on the denition of a
portable unit.

The expected results range from a better knowledge

and understating of the cold spray process to technological advantages, both for the powder production
and properties, and for the cold spray plant design and
construction.
The simulation tools developed on the basis of the predictive models of the process and the properties of the
coated materials will reduce the need for experimental
testing to validate the cold spray results. They will also
orientate the process parameters by considering the
materials and particular applications, thus resulting in
a competitive advantage.

Improving Cost Eciency

Expected Results

These results will be exploited to discover new customised powders that are able to guarantee a reduced
energy demand of the process, together with improved
coating characteristics.
Finally, a new cold spray portable plant will be developed, which will be able to use the new powders on
the basis of the process parameters suggested by the
numerical models.

123

Improving Cost Eciency

Acronym:

CORSAIR

Name of proposal:

COld spray Radical Solutions for Aeronautic Improved Repairs

Grant agreement:

605207

Instrument:

CP-FP

Total cost:

6.233.440

EU contribution:

4.445.362

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.06.2013

Ending date:

31.05.2016

Duration:

36 months

Technical domain:

Maintenance and Disposal

Website:

http://www.corsair-project.eu

Coordinator:

Prof. Mario Guagliano

Politecnico di Milano Dipartimento di Meccanica
Via La Masa 1
IT 20156 Milan

124

E-mail:

[email protected]

Tel:

+39 02 2399 8206

Fax:

+39 02 2399 8263

EC Ocer:

Hugues Felix

Partners:

Veneto Nanotech

IT

TWI Ltd

UK

National Aerospace University Kharkiv Aviation Institute named by N. Zukovskiy

UA

Universidad Rey Juan Carlos

ES

METALogic NV AI Technologies & Engineering

BE

Avio SpA
EADS Deutschland GmbH

IT
DE

EADS Construcciones Aeronauticas SA

ES

LPW Technology Ltd

UK

Impact Innovations GmbH

DE

EASN Technology Innovation Services BVBA

BE

Iberia Lneas Areas de Espaa SA Operadora

ES

Technology DEvelopment of Remote

PHOSphor for Avionic cockpit displays
State of the Art - Background

Objectives

Avionic displays are widely used in the cockpits of all

xed wing aircra and helicopters and have shown a
steady technical improvement over the years. The current displays use Liquid Crystal Displays (LCD) with
Light-Emitting Diode (LED) backlight assemblies. The
quality of a cockpit display unit is determined by the
quality of the backlight unit.

The main objectives of DERPHOSA are related to the

following topics:
- contribute to a reduction in the cost by improving the
availability of avionic displays;
- increase customer satisfaction with a higher performing avionic display by eliminating the current
drawbacks, including colour variation, and enabling
a wide dimming range;
- reduce the dimensions of the backlit system by 30%;
- reduce the weight by 15-20%;
- contribute to a more ecient production of avionics
displays by reducing their complexity;
- improve the systems energy consumption. The aim
is to produce the same amount of light as a white
LED backlit system, whilst taking into account the
inherent losses from using more saturated phosphor
mixtures, to achieve a target ratio of 80-85% of the
luminous ux and the amount of power consumed to
generate it.

Due to the high requirements for colour consistency

and obtaining the required so-called white point, the
current backlights contain red, green and blue LEDs.
Complex and expensive electronic control systems
are needed to compensate for the depreciation of the
individual LEDs throughout their operational life. Single
white LEDs are also considered, but only if they can
meet and sustain the high requirements. Colour shi
and lumen depreciation are making these single white
LEDs less suitable for avionic application, due to a
small phosphor surface in a hot LED package.
In order to overcome the disadvantages of these LED
solutions, the DERPHOSA consortium will develop the
technology for an avionic display with a new advanced
backlight concept, based on colour conversion by
remote phosphor. By using a blue LED and a dedicated
external uorescent phosphor layer, the blue light will
be converted to a very stable customised white light.

It will also be investigated how this technology can

support search-and-rescue (night-mode) helicopters.

Scattered
Photons
Phosphor Layer
GaN Die
Optic

Extracted
Photons

High Power LED

Remote phosphor principle

Improving Cost Eciency

DERPHOSA

125

Improving Cost Eciency

Description of Work
The cost of the unit will be reduced by 5% though a
cost-eective, simple but highly reliable backlit system. By making it less complex and smaller, the weight
of the display unit could be reduced by as much as
20%. The decreased complexity also means that the
display no longer requires any white-point calibration.
The depth of the backlit system could be brought down
to between 15 and 20 mm; for an edge-lit backlight, a
depth of 6 to 8 mm should be achievable.
A good control of primary colours is guaranteed by
selecting the right uorescent phosphors. The thermal load on the uorescent phosphors is relatively
low because a full phosphor surface will generate a
uniform light-emitting surface and the phosphors are
further away from the heat of the light source.
The project will evaluate and realise the remote
phosphor backlit concept for both direct lit and edge
lit applications. In the direct lit concept, the LEDs are
located behind the LCD; in the edge lit concept, the
LEDs are located at the edges of a light guide. To

Acronym:

126

evaluate the feasibility, advantages and drawbacks

of remote phosphor for each application, two test setups will be realised, which will be integrated in existing
display units (hardware/soware). The optical performance and the feasibility of the concept will be performed via several verication tests.

Expected Results
It is expected that the remote phosphor concept will
resolve the problems of backlit units using white LED
and multiple-colour LEDs.
The remote phosphor solution has the potential to create a better colour performance than colour LEDs as
it is possible to match the LCD colour lters better. At
the same time, due to the lower working temperature,
an even greater eciency is possible than with white
LEDs.
A ight test in a test aircra cockpit with real environment lighting conditions at 30 000 feet will assess the
operation in direct sunlight.

DERPHOSA

Name of proposal:

Technology DEvelopment of Remote PHOSphor for Avionic cockpit displays

Grant agreement:

314509

Instrument:

CP-FP

Total cost:

2.353.607

EU contribution:

1.752.755

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.08.2012

Ending date:

31.07.2014

Duration:

24 months

Technical domain:

Avionics, Human Factors and Airports

Coordinator:

Rob Zwemmer
NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium
Voorsterweg 31
NL 8316 PR Marknesse

E-mail:

[email protected]

Tel:

+31 (0)88 511 3327

Fax:

+31 (0)88 511 3210

EC Ocer:

Ivan Konaktchiev

Partners:

Barco NV

BE

NDF Special Light Products BV

NL

Phlox SA

FR

Non-destructive EValuation, Inspection and

Testing of primary Aeronautical composite
structures using phase contrast X-ray
imaging
State of the Art - Background
Composite materials are being increasingly used in
aircra components and structures because they oer
considerably higher specic strength and stiness than
the currently used metallic materials. However the full
mechanical property advantages of composite materials are not being fully exploited in order to ensure
aircra safety.
The most common defects in a composite structure will
likely result from the component or structure design or
the manufacturing route. The use of non-destructive
testing or inspection (NDT/NDI) techniques to detect
the main defect types in composites with a high degree
of accuracy and resolution is a critical rst step in the
quality control process for safety-critical composite
structures. Only when the defect distributions resulting from a manufacturing, assembly or repair process
can be accurately measured, and the eect of these
defects on mechanical properties are understood, can
component and structure design be optimised to take
full advantage of the improved strength and stiness
properties of composite materials.
The current NDT techniques provide an insight to the
main defects of composite structures. However, many
defects are still invisible for almost all of these NDT
methods.

EVITA oers the possibility of high-speed inspection that is available with optical techniques, such as
active infra-red thermography or shearography, combined with an extremely high defect resolution for the
majority of composite defect types for both composite
laminates and sandwich structures. Moreover, the XPCI
technique is applicable to a large range of composite
samples (laminates, sandwich structures with foam,
complex geometries, thin/thick samples). As such, it
will be an invaluable NDT technique for both composite
component and structure manufacturing sites and in
the eld of composite maintenance and repair.

Description of Work
EVITA is organised around three technical work packages (WP). These represent the essential technology
building blocks required for the design, development
and validation of the proposed NDT system demonstrator based on XPCI:
WP1: The procedures for the design, manufacture,
assembly and repair of aeronautical composite components are reviewed, as well as the NDT requirements
per application so as to dene the design specications
and the concept of the XPCI system.
WP2: The nal design of the XPCI system is selected
and the demonstrator is developed.

Objectives

WP3: Validation and test:

EVITA aims at bringing grating-based phase contrast

X-ray imaging (XPCI) technology to the non-destructive
evaluation and inspection of primary aeronautical
composite structures during the design, manufacturing
and assembly processes, as well as during the repair
and re-use procedure of key components.

a. Validation of the new methodology;

The main goals of EVITA are:

- to increase the level of detectability of micro-defects
in composite structures;
- to reduce the amount of defects that, up until now,
were very dicult or impossible to be detected using
the standard inspection methods;
- increase the level of NDT process reliability for safety
critical composite structures.

Improving Cost Eciency

EVITA

b. Testing of composite specimens with real and articially controlled aws with this new methodology and
with standard NDT techniques so as to compare the
results and evaluate the new techniques performance.
The project will conclude with the denition of a roadmap for the development and subsequent certication
of both stationary and portable prototypes.

127

Improving Cost Eciency

128

During the project, a series of key technological and

scientic innovations will be performed:
- EVITA is the rst systematic study in the world on
the potential of grating-based XPCI for the detection
of critical defects in a large variety of composites
structures;
- tailored algorithms will be developed to enhance
the visibility of defects and so help in the automatic
detection of defects.

These achievements will lead to a direct reduction in

aircra development and operational costs.
Finally, it is expected that EVITA will help to achieve
a reduction in aircra weight by reducing the defect
thresholds currently accepted in primary composite
structures, thus resulting in the application of lower
safety factors in the design of composite components.

Expected Results
The introduction of this innovative methodology is
expected to provide the aeronautical industry with a
reliable and detailed insight on the integrity of thin and
thick composite structures and of complex geometric
ones. By increasing the detectability level of defects in
composite structures and by detecting defects invisible
to standard NDT technologies, this novel method will
play a major role during the life cycle of composite
components.
The developments here will thus enable the industry
to improve manufacturing and assembly procedures
and reduce the requirements for extensive mechanical testing campaigns. The prompt and automated
detection of defects in single components, both before
and aer assembly, will reduce the number of replacements at a later stage, thus improving the production
process and the components lifetime. Moreover, the
new method will improve the localisation of defects
during maintenance to allow for ecient and reliable
repair operations and minimise the aircra downtime.

A. Picture of a carbon-bre-reinforced polymer laminate with an impact damage of 20 Jules. B. Image of the defect with conventional digital
radiography. C. Image of the same defect using the dark eld contrast developed in the EVITA project, where the matrix cracking and fracture are
easily visible.

EVITA

Name of proposal:

Non-destructive EValuation, Inspection and Testing of primary Aeronautical

Grant agreement:

314735

Improving Cost Eciency

Acronym:

composite structures using phase contrast X-ray imaging

Instrument:

CP-FP

Total cost:

1.556.615

EU contribution:

1.174.085

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.09.2012

Ending date:

31.08.2015

Duration:

36 months

Technical domain:

Design Tools and Production

Website:

http://www.evita-project.eu

Coordinator:

Dr Ana Maria Madrigal

Centre Suisse dElectronique et de Microtechnique SA - Recherche et Developpement
Jaquet Droz 1
Case postale
CH 2002 Neuchtel

E-mail:

[email protected]

Tel:

+41 (0)32 720 5202

Fax:

+41 (0)32 720 5730

EC Ocer:

Michail Kyriakopoulos

Partners:

Dassault Aviation SA

129
FR

GMI Aero SAS

FR

National Technical University of Athens

GR

University of Manchester

UK

Improving Cost Eciency

GO4HYBRID

Grey-area mitigation for hybrid RANS-LES

methods
State of the Art - Background
Computational Fluid Dynamics (CFD) has become a
key technology in the rapid and cost-eective design
of green aircra with reduced fuel consumption and
aero-acoustic noise emissions. The accurate and ecient prediction of turbulent ow, however, represents
one of the central limitations of CFD, with precise
methods requiring unfeasible computational resources
and more ecient methods introducing approximations and inaccuracy. A new family of hybrid Reynolds
Average Navier-Stokes - large eddy simulation (RANSLES) methods have recently emerged, which oer a
signicant increase in accuracy whilst limiting expense
to levels that are aordable with current and nearfuture computational capacity.

Despite excellent results by hybrid RANS-LES methods, a fundamental issue remains to be addressed.
Known as the grey-area problem, this concerns the
transition region between the RANS and LES modes
of such hybrid methods. The grey-area problem has
a particularly detrimental impact on ows featuring
shallow regions of boundary layer separation and
reattachment. In such cases, the accuracy of hybrid
RANS-LES predictions can be inferior to the lower order
RANS methods. Unfortunately, applications that tend
to suer from grey-area issues include some of the
most important aerodynamic and aero-acoustic ows,
such as wings near the borders of the ight envelope
and jet noise.

130

Status before the Go4Hybrid project: suitability of hybrid RANS-LES methods for dierent ow types. The grey-area problem is represented by the
'locally unstable' and 'stable' ow categories.

Description of Work

The Go4Hybrid project will pursue the development

and demonstration of improvements to hybrid RANSLES methods to reduce the severity of the grey-area
issue (or eliminate it entirely).

Technically, a two-pronged strategy is adopted.

A range of approaches to reducing the grey-area

severity will be developed and evaluated. The evaluation will take into account not only the predictive accuracy of the improved methods but also practical issues,
such as computational expenses and user-friendliness.
A balance will be struck between simple academic test
cases (for reduced computational expense and more
pure evaluation) and complex application test cases
(for demonstrating applicability). More details are
given in the next section.

On the one hand, grey-area mitigation strategies for

non-zonal hybrid approaches will be pursued. These
methods are inherently more exible and applicable
to complex industrial geometries; but they also suer
the most strongly from grey-area eects. On the other
hand, zonal or embedded strategies have the potential
to eliminate the grey-area problem entirely. However,
these are inherently more complicated to set up and
are most readily applied only to simple congurations
or a limited class of industrial problems. Improvements
to the exibility and applicability of embedded hybrid
strategies therefore constitute the second arm of
Go4Hybrids eorts.

The industrial relevance and exploitation of the project

outcomes will be ensured by the consortium members,
who are drawn from the aerospace, ground transportation and commercial CFD soware sectors. A mid-term
workshop and co-coordination of the upcoming 5th
Symposium on Hybrid RANS-LES Methods will provide
strong means for disseminating the project ndings.
There are two small and medium-sized enterprises
(SME) (including the coordinator) and one SME observer
involved in the project.

All the development work will focus on just two academic test cases. The direct comparability and ranking of the methods will be facilitated by common grids
and a common numerical assessment platform. These
research and development and proof-of-concept test
cases will be complemented by a range of complex
industrial demonstration applications, including a delta
wing, jet noise, a three-element airfoil, a shallow recirculating ow and the ow around a complex helicopter
fuselage.

Li coecient, CL

Expected Results
Linear
regime

RANS
reliable

CL max

Grey Area

Deep
stall

RANS-LES
reliable

Angle of attack,
Schematic of grey-area impact on aerodynamic wing simulations.
The grey-area problem compromises predictive accuracy for the most
important ow regimes.

The expected direct outcome of the project will be a

signicant improvement in the predictive accuracy of
hybrid RANS-LES methods for practical ows aected
by the grey-area issue. Since this issue is typically
strongly pronounced in ows representative of engineering performance limits, the practical impact is very
signicant. Industrial applications that will benet from
this include external aerodynamics of aircra, automobiles and rail vehicles, gas turbines for propulsion and
power generation, and aircra noise sources such as
jet and airframe noises.
By increasing the predictive accuracy and reducing
the user burden of CFD for such key applications, the
Go4Hybrid project will therefore enrich the increased
adoption of simulation in contrast to expensive experiments (e.g. wind tunnel tests). The project therefore
contributes to increased competitiveness and technical leadership of European industry. The transfer of
the developed methods to industrial application is
facilitated by the high-prole observer and associate
partner group, as well as through public exploitation
and dissemination activities.

Improving Cost Eciency

Objectives

131

Improving Cost Eciency

Acronym:

GO4HYBRID

Name of proposal:

Grey-area mitigation for hybrid RANS-LES methods

Grant agreement:

605361

Instrument:

CP-FP

Total cost:

1.310.252

EU contribution:

999.933

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.10.2013

Ending date:

30.09.2015

Duration:

24 months

Technical domain:

Design Tools and Production

Coordinator:

Dr Charles Mockett
CFD Soware - Entwicklungs- und Forschungsgesellscha mbH
Marie-Elisabeth-Lders-Str. 1
DE 10625 Berlin

132

E-mail:

[email protected]

Tel:

+49 (0)30 5900 83 320

Fax:

+49 (0)30 5900 83 220

EC Ocer:

Dietrich Knoerzer

Partners:

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

New Technologies and Services LLC

RU

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

University of Manchester

UK

FOI - Totalfrsvarets Forskningsinstitut

SE

Self-healing Polymers for Concepts on

Self-repaired Aeronautical Composites
State of the Art - Background
Lightweight, high-strength, high-stiness bre-reinforced polymer composites are leading candidates
to improve the eciency and sustainability of many
forms of transport. Advanced structural polymeric
composite materials are currently integrated and in
use in modern commercial aircra - even for primary
structures where the durability and damage tolerance
design of composites is always an emerging need
since polymer matrix systems are generally susceptible to micro-damage during in-service loading. This
can cause macro-damage initiation and structural
degradation.

From this point of view it is logical to consider that

new approaches are required in operations and
maintenance because of the dierent nature of the
plastics as compared to aluminium. In addition to this,
meeting the targets set for 2020 and beyond towards
the achievement of, for example, the reduction of
operational costs by 50% is a major challenge. To
meet these goals, an intense incorporation of smart
designs and innovative concepts is required.

Improving Cost Eciency

HIPOCRATES

Engineering research and design has focused traditionally on developing new materials with improved
properties or non-destructive evaluation methods for
material inspection, yet all engineering materials eventually fail. Self-healing materials oer a new route
toward safer,, longer-lasting
g
g pproducts and components.
p

133

Improving Cost Eciency

134

Objectives
HIPOCRATES will serve as a platform for developing
the required knowledge, technologies, procedures and
strategies to deliver self-repairing composite aerostructures, while dening the roadmap to achieve the
vision of self-repairing composite structures.
The project objectives are:
- to provide experimental evidence to meet the stateof-the-art shortcomings and broaden the understanding of the self-healing mechanisms;
- to develop strategies and procedures for enabling
composite materials to self-repair by analysing the
established techniques;
- to establish novel routes and technologies for utilising the self-healing functionalities in aero-structures;
- to develop new protocols and testing methods in
order to specically quantify the healing magnitude.
Several critical issues for making the step change and
achieving the stated aim will be addressed:
- durability and service-life assessment of healing
technologies;
- dynamic performance of healing mechanisms;
- manufacturing-related aspects for producing selfrepairing composites;
- characterisation of the healing mechanisms and
performance under aeronautical loading conditions
(fracture, fatigue, impact, etc.);
- novel chemistry for capsules, bres and reversible
polymers for epoxies;
- targeted/controllable
activation
of
healing
mechanisms;
- synergy and facilitation with nanotechnology;
- self-healing process modelling.

Description of Work
Self-repair composite materials will be developed by
transforming resins that are widely used within the
aeronautical industry for self-healing materials.
Taking into account the technological maturity of selfrepair, secondary structural composites will be targeted. The transformation will be done through epoxy
enrichment using appropriate chemical agents by following three main strategies:
a) A nano-encapsulation strategy that involves incorporating nano-encapsulated healing agents and a dispersed catalyst within a polymer matrix.
b) A reversible polymer strategy where remediable
polymer matrices follow the Diels-Alder (DA) chemical
reaction rendering damage repairable through triggered reversible cross-linking.
c) A combination of a) and b) for the rst time.

The current progress of nano-technology will be utilised towards better facilitating the self-healing process (e.g. nano-carriers), enhancing the self-healing
performance or integrating other functionalities (e.g.
monitoring the self-healing performance, activating
the DA reaction). Impact, fracture and fatigue mechanical tests are envisioned to assess the self-healing
eciency. Manufacturing challenges that arise from
incorporating such self-healing thermosetting systems
into brous composites will be investigated to ensure
the eective transfer of the desired properties to the
larger scale required by the industry.

Expected Results
HIPOCRATES is directly addressing current and nearfuture needs of the European aircra industry by
developing integrated, safer and smarter pan-European transport systems for the benet of all citizens
and society.
The development of self-healing materials will lead
to self-repairable aero-structures, thus contributing
substantially to three major goals:
- a decrease in direct operational costs of 50% by
2020;
- a reduction in accident rates of 80% by 2020;
- achieving a substantial improvement in the elimination of and recovery from human error.
HIPOCRATES meets these goals through:
- extending the service life of aircra. Self-healing
composite materials are expected to have a signicantly longer service life as the majority of damage
modes become reversible;
- improving passenger safety by the development of
damage-reversible material systems for rehabilitated aircra structures, which is estimated to result
in a signicant accident rate reduction;
- minimising redundant components;
- shortening maintenance downtime;
- reducing the total number of operations. A reduction
in maintenance will lead to a decrease in the number
of operations conducted on the aircra, thus minimising the possibility for human error.

HIPOCRATES

Name of proposal:

Self-healing Polymers for Concepts on Self-repaired Aeronautical Composites

Grant agreement:

605412

Instrument:

CP-FP

Total cost:

3.733.499

EU contribution:

2.774.148

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.11.2013

Ending date:

31.10.2016

Duration:

36 months

Technical domain:

Maintenance and Disposal

Coordinator:

Sonia Florez

Improving Cost Eciency

Acronym:

Fundacin Tecnalia Research & Innovation

Paseo Mikeletegi Parque Tecnologico De Miramon 2
ES 20009 Donostia San Sebastian
E-mail:

[email protected]

Tel:

+34 (0)946 430 850

EC Ocer:

Hugues Felix

Partners:

Alenia Aermacchi SpA

IT

GMI Aero SAS

FR

Integrated Aerospace Sciences Corporation OE

GR

L'Urederra, Fundacin para el desarrollo tecnolgico y social

ES

Materials Engineering Research Laboratory Ltd

UK

Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek

NL

Panepistimio Ioanninon

GR

SupraPolix BV

NL

University of Bristol

UK

University of Patras

GR

135

Improving Cost Eciency

136

I-VISION

Immersive Semantics-based Virtual

Environments for the Design and Validation
of Human-centred Aircra Cockpits
State of the Art - Background
Aerospace industries want to reduce product development times and costs but face a major obstacle: the
need to build several physical prototypes for verifying
various factors during the design process. Human factor considerations in the design process play a crucial
role in the reliability and resilience of the systems
involved, from an operational and error-tolerant point
of view. The application of human task and cognitive
workload analysis are signicant for system design
purposes; however, in existing systems the analysis
and the analysed artefacts are decoupled and implemented as separate entities. Such separation leads
to high manual eort for integration, while missing
chances for automation and therefore cost reductions.
Semantic representation of scene content and application entities are necessary for several kinds of intelligent virtual-engineering tasks. Existing systems fail to
implement a closed loop between semantics and 3-D
geometries and generally suer from scalability and
real-time performance issues.
i-VISION will improve the current status of cognitivehuman analysis of operations in aircra cockpits
using virtual reality (VR) technologies, by advancing
the methodologies with requirements from modern
operating conditions. It will oer the ability to publish,
access and query on-demand geometric shapes and
their metadata with scalability.

Objectives
The project has three distinct and complementary scientic and technological objectives, briey described
as follows:
- human-cockpit operations analysis. Advanced
human factor methods for analysing the human procedures and tasks during various phases and operating conditions in a VR-based aircra cockpit.
- semantic virtual cockpit. Semantic technologies
will be used to enrich the geometric datasets with
semantic annotations. This way intelligence and
knowledge of procedures and cockpit concepts are
added to the VR-based simulation of cockpit operations, enabling engineers and human factor experts

to assess a virtual aircra cockpit in a timely and

cost-eective way.
- virtual cockpit design environment. An advanced VR
environment will serve as a reusable and low-cost
simulation test bed for experimenting with various
congurations and set-ups of virtual cockpits. It will
allow the human-centred assessment of future cockpit architectures.
The unique combination of research in the areas of
human factors, semantics and virtual design will lead
to substantial progress and cost reductions in cockpit
design and validation. i-VISION will enable designers
and engineers to visualise, manipulate and interact
with the digital mock-up in an intelligent manner,
allowing for decisions to be taken very early on in the
design process and thus helping to reduce costly errors.

Description of Work
The overall work plan covers a 36-month period of
industrial-driven requirements, research, development
and the realisation of nal demonstrators.
In the rst phase, all the necessary input will be collected for developing the requirements in terms of
technology and application. These requirements will be
analysed in order to develop the specications of the
technological modules.
During the second phase, the detailed design and
implementation of the individual i-VISION components
will be performed. The development of a human-cockpit operations analysis module will provide the means
and tools for engineers to design aircra cockpits
based on advanced human task analysis methodologies. The creation of an immersive tool for augmenting
the existing design knowledge in a virtual scene-graph
will act as a virtual knowledge base. The integration
of the modules in a single knowledge-based environment will act as the industrial demonstrator on which
the validation activities will take place.
In the third phase the partners will dene detailed pilot
cases and scenarios for validating the i-VISION prototypes. In parallel with previous work, dissemination and
exploitation activities will be performed, together with
project management activities.

i-VISION will deliver three distinct technological components that are integrated and validated together
with the industrial partners:
- the Human-cockpit operations analysis module will
act as the basis for the human task and cognitive
workload analysis.
- the Semantic virtual cockpit module will provide the
semantic-based scene-graph architecture and management engine.
- the Virtual cockpit design environment will be the
advanced design environment for interactive and
intuitive virtual prototyping of modern aircra
cockpits, facilitating knowledge-based simulation
technologies.

Improving Cost Eciency

Expected Results

The knowledge-based technologies of i-VISION will

accelerate the design process through the systematic
reuse of knowledge, while allowing for faster and more
exible prototyping of aircra cockpits. The analysis
of human operations will result in highly competitive cockpits from the end-users perspective and will
increase the utilisation of future aircra by allowing
human pilots to operate in extreme weather and trac
conditions.
The industrial project partners have rst-hand experience in using integrated prototypes for cockpit design
and validation and can thus readily apply the results
in commercial cockpit development. The information
technology vendors have the chance to individually
augment their product portfolios and thus achieve
impact on European and international markets.

Development of tools for the design and validation of new virtual aircra cockpits, to be used by the human pilot for modern operating conditions

137

Improving Cost Eciency

Acronym:

I-VISION

Name of proposal:

Immersive semantics-based virtual environments for the design and validation

Grant agreement:

605550

of human-centred aircra cockpits

Instrument:

CP-FP

Total cost:

2.831.347

EU contribution:

1.994.382

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.09.2013

Ending date:

31.08.2016

Duration:

36 months

Technical domain:

Avionics, Human Factors and Airports

Coordinator:

Prof. George Chryssolouris

University of Patras
University Campus
GR 26500 Patras

138

E-mail:

[email protected]

Tel:

+30 (0)2610 997 262

EC Ocer:

Ivan Konaktchiev

Partners:

EADS Deutschland GmbH

DE

EASN Technology Innovation Services BVBA

BE

EADS France SAS - European Aeronautic Defence and Space Company

FR

Karlsruher Institut fr Technologie

DE

OPTIS

FR

University of Southampton

UK

LOw-COst Manufacturing and Assembly of

Composite and Hybrid Structures

State of the Art - Background

Todays aeronautics industry has seen a large increase
in non-added value operations, with a greater use of
composite and hybrid materials during assembly. In the
design and parts manufacturing phases, each interface
between parts must be designed with gaps and steps
to cope with the geometrical variations during the
parts manufacturing.
During the parts assembly, industry still uses conventional tailor-made tooling, which allows little exibility.
Drilling operations oen require additional dismantling
and cleaning operations, which can be complicated
and time consuming, especially for large parts. Inspection is oen performed away from the production line,
thus creating extra handling requirements. Shimming is
oen used to compensate for gaps and steps created
by the geometrical variation; liquid shimming requires
long cure times during which the part is immobilised.
Shimming is therefore oen a bottleneck in the assembly workow.
These current constraints all indicate that it is dicult
to envisage a leaner way of working.

Objectives
A faster and more cost-ecient assembly of composite structural parts is a key enabler to a higher rate
of production. LOCOMACHS seeks to combine existing
and innovative technologies and so remove non-added
value operations in composite production lines. This
will improve the design conditions which today strongly
dictate the way parts are manufactured and assembled. Important changes will be made by dramatically
improving the use of tolerance and geometrical variation management.
The objectives are to:
- dene and validate a set of design and manufacturing rules for more complex structural parts;
- fully integrate geometrical tolerance and variation
management in a representative airframe-assembled wing-box structure;

- reduce the recurring costs of non-added value shimming operations in structural joints by 50%;
- reduce the recurring costs of non-added value dismantling operations by 30%;
- increase the level of automation for part-joining
operations;
- use innovative Non-Destructive Inspection / NonDestructive Testing (NDI/NDT) technologies to reduce
the NDI/NDT lead time by 30% during the manufacturing and assembly of composite structural parts.

Improving Cost Eciency

LOCOMACHS

Description of Work
The work plan is divided into sub-projects (SP).
SP1 aims to reduce assembly costs by addressing the
integrated design with geometrical variation management by:
- working on the causes of tolerance build-ups when
using composite materials and establishing methods
to minimise or eliminate them;
- deploying tolerance management and developing
technologies to support the introduction of more
integrated composite structures;
- investigating one-shot structures and the direct
assembly of composite joints through simplied
assembly design concepts.
SP2 identies new manufacturing approaches to
product architecture and develop cost-eective manufacturing solutions in response to evolving more integrated architectures. Consideration will be given to
subsequent assembly operations and it is important
to develop NDI/NDT methods to cope with inspection
challenges of more integrated architectures.
SP3 develops new cost-eective solutions for shimming, metrology, virtual assembly, manufacture of
shims, automated assembly sub-operations and optimised technologies per work station in a lean assembly line.
SP4 will coordinate and ensure an integrated approach
to technology development, virtually demonstrate
integrated design, manufacturing and assembly, physically demonstrate the lean manufacturing of demonstrators, the integration of NDI/NDT methods and the
assembly processes.

139

Improving Cost Eciency

Expected Results
The expected results of LOCOMACHS in terms of time,
cost and quality savings will be:
- a set of design and manufacturing rules for more
accurate parts and less structural joints;
- manufacturing and assembly trials showing the
feasibility of process improvements, such as curing,
co-bonding, shimming, drilling, fastening, sealing and
inspection;
- two physical demonstrators, the lean assembled
wing box (LAWiB) and the more integrated wing box
(MIWiB), that show improvements in manufacturing
processes and new assembly architecture concepts
to avoid non-added value operations in assembly
processes;

- two virtual demonstrators of integrated technologies, the LAWiB and the reference fuselage (ReFus)
demonstrators, designed to improve new designrelated processes, the results of which will be demonstrated through the physical LAWiB demonstrator
design improvements;
- a virtual demonstrator of lean manufacturing and
assembly production ow (ReWiB - reference wingbox), which are based on the extrapolation of the
feasible technology test results from larger representative complex assembly units.

140

LOCOMACHS demonstrator ReWiB with the physical demonstrators LAWiB and MIWiB

Acronym:

LOCOMACHS

Name of proposal:

LOw-COst Manufacturing and Assembly of Composite and Hybrid Structures

Grant agreement:

314003

Instrument:

CP-IP

Total cost:

32.757.516

EU contribution:

19.600.000

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.09.2012

Ending date:

29.02.2016

Duration:

42 months

Technical domain:

Design Tools and Production

Website:

http://www.locomachs.eu

Maria Weiland
Saab Aktiebolag
Brderna Ugglas gata
SE 581 88 Linkping

E-mail:

[email protected]

EC Ocer:

Michail Kyriakopoulos

Partners:

Airbus Operations GmbH

DE

Airbus Operations Ltd

UK

Airbus Operations SAS

FR

Alenia Aermacchi SpA

IT

ARTTIC

FR

BCT Steuerungs- und DV-Systeme GmbH

DE

Chalmers Tekniska Hgskola AB

SE

Cobham Advanced Composites Ltd

UK

Commissariat l'nergie atomique et aux nergies alternatives

FR

Creo Dynamics AB

SE

Dassault Aviation SA

FR

Delfoi Sweden AB

SE

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

cole Normale Suprieure de Cachan

FR

EADS France SAS - European Aeronautic Defence and Space Company

FR

Fundacin Tecnalia Research & Innovation

ES

GKN Aerospace Services Ltd

UK

GKN Aerospace Sweden AB

SE

IAI - Israel Aerospace Industries Ltd

IL

KTH - Kungliga Tekniska Hgskolan

SE

Linkpings Universitet

SE

Samtech SA

BE

Short Brothers plc

UK

SONACA - Socit Nationale de Construction Arospatiale S.A.

BE

Sonaxis SA

FR

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Tecnatom SA

ES

Manufacturing Technology Centre Ltd

UK

TUSA - Trk Havaclk ve Uzay Sanayi A.S.

TR

Universit degli Studi di Salerno

IT

Improving Cost Eciency

Coordinator:

141

Improving Cost Eciency

POLARBEAR

Production and Analysis Evolution for

Lattice-related Barrel Elements under
Operations with Advanced Robustness
State of the Art - Background
Environmental and economic issues force future aircra designs to maximise eciency with respect to
weight and cost in order to keep air transport competitive and safe.
The rst generation of composite aircra structures,
such as the Boeing 787 and the Airbus 350, is based
on the so-called black metal technology that follows
the conventional semi-monocoque concept.

142

The focus of PoLaRBEAR

The potential of composites has not yet been fully

realised in a conventional airframe layout. This is due
to a basic peculiarity of laminates that only shows
high mechanical properties in bre direction. However,
for design and technological requirements, a composite skin in stiened structures generally consists of
diversely orientated laminate layers. Also, composite
stieners (frames, stringers) do not consist of unidirectional (UD) laminate layers. As the properties of the
binder between the bres determine the utilisation
eectiveness of the bres high strength properties,
the weight eciency of composites is merely due to
their low density.

Objectives
The PoLaRBEAR project focuses on the development
and analysis at a local level of the automated manufacturing of a protection layer in the winding process,
automated manufacturing with pre-impregnated
materials, buckling analysis of non-rectangular skin
bays, damage tolerance and fatigue of the rib-structure and reparability of the elements. To increase the
technology readiness level (TRL) of the innovations
derived in Advanced Lattice Structures for Composite
Airframes (EU-ALaSCA), further analyses are necessary
at a local level.
The main objectives of this research programme are:
- industrial, highly automated processes for cost-ecient barrel manufacturing;
- advanced reliability of geodesic structures under
operational loads;
- design rules for robust grid structures.

Description of Work
The global structural behaviour of composite geodesic
structures was investigated and understood in EUALaSCA. However, to achieve a higher TRL, an understanding of the local structural behaviour, which is
dierent from todays aircra structures, is necessary.
The project objectives will only be achieved when solutions to the following issues in terms of design concepts, damage tolerance and fatigue, manufacturing
and testing have been found:
- development of an advanced winding process for
protection layer concepts and automated bre placement barrel manufacturing processes under a series
of conditions for aircra production, and the manufacturing of coupons, elements and test panels;
- numerical analysis of the skin buckling behaviour
that is dependent on the geometrical shape of the
skin bays within the geodesic grid (polygonal areas).
This will be veried by testing;
- protection concepts and material improvement
aiming at increased damage tolerance and fatigue
properties. This will be evaluated and veried by
testing;
- development of repair concepts, derived from examination by numerical analysis and testing;
- evaluation of the individual results and a conclusion
of the design rules for geodesic structures.

Expected Results
PoLaRBEAR, which oers a novel airframe design concept, directly impacts European and Russian aeronautical development needs with the following:
- a pro-composite design that leads to the exploitation
of composite materials and therefore to a weight
saving of 25% when compared to the traditional
fuselage structure;
- increasing safety through a damage-tolerant design;
- highly automated manufacturing yielding a high output and greatly reduced costs;
- the interaction of pro-composite design using geodesic technology, the design of aircra concepts and
manufacturing leads so as to achieve ecient procomposite-driven novel aircra congurations based
on geodesic fuselage structure.

Improving Cost Eciency

For a more eective realisation of high mechanical properties of up-to-date carbon-bre-reinforced

polymer, design principles and technological concepts
have to be developed that provide higher integrated
structures so as to reduce fastening but still satisfy inservice requirements like reparability and robustness.

PoLaRBEAR is strengthening the collaboration between

leading European and Russian research centres, universities and the aeronautical industry.

143

Improving Cost Eciency

Acronym:

POLARBEAR

Name of proposal:

Production and Analysis Evolution for Lattice-related Barrel Elements under Operations with
Advanced Robustness

Grant agreement:

605448

Instrument:

CP-FP

Total cost:

3.419.227

EU contribution:

1.195.746

Call:

FP7-AAT-2013-RTD-Russia

Starting date:

01.12.2013

Ending date:

30.11.2016

Duration:

36 months

Technical domain:

Aerostructures and Materials

Coordinator:

Christian Huehne
DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.
Lilienthalplatz 7
DE 38108 Braunschweig

E-mail:

[email protected]

EC Ocer:

Michail Kyriakopoulos

Partners:

Airbus Operations GmbH

DE

Central Research Institute for Special Machine Building

RU

Federal State Unitary Enterprise 'All-Russian Scientic Research Institute of Aviation

144

Materials'

RU

TsAGI - Federal State Unitary Enterprise 'The Central Aerohydrodynamic Institute

named aer Prof. N.E. Zhukovsky'

RU

Mendeleyev University of Chemical Technology of Russia

RU

Moscow Institute of Physics and Technology State University

RU

MSC Soware GmbH

DE

Nik-Samara LLC

RU

SMR Engineering and Development SA

CH

Technische Universitt Braunschweig

DE

University of Leeds

UK

High-quality Curved Aerospace Composites

using Pultrusion Manufacturing
State of the Art - Background

Objectives

PUL-AERO is a production-specic project focused on

three key objectives:
- develop advanced intelligent knowledge-based
manufacturing;
- reduce both recurring and non-recurring costs across
the whole production cycle;
- develop advanced in-process inspection and quality
control.

PUL-AEROs scientic objectives are:

- accurately model the thermoset resin properties for
the pultrusion process;
- prescribe the temperature proles in the resin bath,
stage 1 dies and stage 2 tools based on modelling and simulation of the line. Calculate the bres
undulation in the curved stringer and provide technical solutions to minimise the eect on the stringer
properties;
- correlate the thermoset resin viscosity to dielectric
measurements in order to monitor the resin condition
in the resin bath and recirculation system.

Specically, the main goal of PUL-AERO is the development of a material state-based controlled pultrusion
process for the manufacturing of curved and partially
curved stringers that complies with the stringent specications of the aerospace industry. It will oer signicant savings in production costs and aims to introduce
two new pultrusion-based manufacturing processes
for aerospace composites.

Improving Cost Eciency

PUL-AERO

The technological objectives are:

- develop special dies and pulling mechanisms with
curved contours in order to curve the pultruded proles according to specications;

145

The schematic proposal for PUL-AERO

Improving Cost Eciency

- develop or adapt methods for in situ quality assessment in the pultrusion line;
- design and implement a pultrusion process that
allows resin recirculation with a benet of approximately 60% in resin wastage;
- develop and implement a pultrusion process that
allows the continuous production of curved stringers of aerospace quality with a cost benet of 20%
when compared to current routes for incorporating
stieners;
- quantify the keying opportunities oered by integrating semi-cured stringers in a liquid moulding assembly and the associated mechanical performance of
the interface with a cost benet of 30% associated
with eliminating the necessity for bonding.

Description of Work
The work plan is divided into two phases.
Phase 1: Setting up the pultrusion line

146

This follows two parallel activities:

- Modelling: The modelling of the phenomena that
aect the pultrusion line operation will be simulated. Material models will be developed in order to
become inputs for the simulation soware. The simulation runs of the pultrusion line will enable the ne
tuning of the line parameters (pulling force, speed)
and nd the optimal values of the material-based
parameters (degree of cure at the gelation region, for
example) in order to achieve the two-stage pultrusion. The simulation runs will be validated with the
results from the preliminary production of parts.
- Implementation: The development of the resin
injection system, the recirculation system, the process monitoring and the quality assurance system,
together with the production of the dies, will lead to
the set-up of the pultrusion line and the preliminary
production of parts.
Phase 2: Line operation
The second phase starts when the results from the
simulation runs and the rst results from the preliminary production of parts prove that these concepts are
realised and validated. This phase assesses the pultrusion line and the quality of the parts produced.

Expected Results
The scope of the PUL-AERO project is the development
of an advanced pultrusion line with the capability of
producing curved aerospace composites while taking
full advantage of the benets of the process. The main
benets of the pultrusion process are the possibility
for continuous production, the repeatability of the
process and the low production costs (calculated as
cost per meter of composite produced). The proposed
developments will then lead to the optimal, costeective and reliable processing of curved carbon bre
reinforced plastics with aerospace-quality standards.
The project addresses all variable manufacturing
parameters (materials, process conditions, equipment,
simulation models, sensors, control strategies and
quality/inspection issues) for pultrusion processing of
composite materials before integrating the components
into a functional and qualied production line.

PUL-AERO

Name of proposal:

High-quality Curved Aerospace Composites using Pultrusion Manufacturing

Grant agreement:

605613

Instrument:

CP-FP

Total cost:

1.758.990

EU contribution:

1.187.492

Call:

FP7-AAT-2013-RTD-1

Duration:

36 months

Start

01.11.2013

End

31.10.2016

Technical domain:

Design Tools and Production

Coordinator:

Dr John Hartley

Improving Cost Eciency

Acronym:

Fibreforce Composites Ltd

Fairoak Lane, Whitehouse
UK WA7 3DU Runcorn
E-mail:

[email protected]

Tel:

+44 (0)1928 703567

Fax:

+44 (0)1928 713572

EC Ocer:

Remy Denos

Partners:

Advances & Innovation in Science & Engineering Co.

GR

Craneld University

UK

Isojet Equipements SARL

FR

IAI - Israel Aerospace Industries Ltd

IL

TWI Ltd

UK

147

Improving Cost Eciency

148

QUICOM

QUantitative Inspection of COMplex

composite aeronautic parts using
advanced X-ray techniques
State of the Art - Background

Objectives

Within the past decades, a clear trend has formed

within the aeronautic industry of constantly driving
research towards new tailored materials as well as
cost-eective, function-orientated, highly integrated
and light-weight components. The driving forces of this
trend are found in the high demands of airlines and
operators with regard to eciency, the environment,
safety and passenger comfort.

The main objective of the QUICOM project is to provide a novel technology platform, which in the short
run escalates and in the long run replaces conventional
aeronautic NDT techniques.

Advanced composite materials and especially carbonbre reinforced polymers (CFRP) are the most promising materials, which allow integrating these demands
in components for the aircra of the future. The next
generation of aircra, like the Airbus A350 XWB, aim to
be made up of more than 50% of composite materials.
However, the increase in the composite share is also
increasing the eorts on non-destructive testing (NDT).
QUICOM aims at taking the next big step in the characterisation, simulation and modelling of aeronautic
components. By providing the QUICOM technology
platform of new, highly detailed inspection methods
based on cutting-edge X-ray techniques, a full characterisation of aeronautic specimens concerning material and geometry will be facilitated in a short time.
Together with the results from the advanced simulation and modelling, the characterisation results will be
integrated into a feedback cycle to boost the development of tailored components.

Honeycomb sandwich structure with metal grid on top

This QUICOM technology platform contains novel,

non-destructive, fully 3-D, highly detailed, fast and
economic techniques based on cutting-edge X-ray
computed tomography methods (XCT). Using these
novel means of data acquisition in conjunction with
data analysis, modelling and simulation, QUICOM
will facilitate, implement and establish a new era of
CFRP development on all ranges of aeronautic components, not only small high-volume parts and composite
metallic parts but also complex and large parts.
QUICOM will target the design, development, implementation and validation of novel XCT techniques for
the non-destructive structural and material characterisation of aeronautic CFRP components. Furthermore,
QUICOM aims to model CFRP composites and CFRP
structures by integrating the characterisation results.
Feedback from the modelling results will be provided to design oces and manufacturers in order to
advance the composite component, as well as to the
material developers so as to advance the basic composite material.

Improving Cost Eciency

Description of Work

Phase III: Demonstration and evaluation

The QUICOM project is divided into three distinct

phases:

In the nal phase of the project, the developed methods and algorithms will be demonstrated, including
robot-based XCT, microstructure analysis of advanced
composites, modelling and simulation, together with
analysis and the visualisation of results. For the demonstration of the robot-based XCT set-up, the soware
demonstrator and the soware for composite modelling will be used.

Phase I: Detailed specications

In the rst phase of the project, specications for the
required techniques and methods, soware modules
and showcases are dened. The end users dene the
industrial needs and the test components for the dierent application areas. The sample specimens together
with conventional NDT data are collected.
Phase II: Development of methods and techniques
This phase is the core phase of QUICOM, within which
the targeted technology platform is developed. Individual methods and techniques are implemented within
each application area. The concepts developed within
the project are validated through a soware demonstrator, which integrates all the algorithms in a common soware platform. Furthermore, robot-based XCT
will be demonstrated at laboratory scale for aeronautic
components.

Analysis of local bre orientation

Expected Results
The QUICOM results are integrated into a feedback
cycle to boost the development of composites in
the direction of saving weight without losing the
demanded characteristics. More specically, the project
is expected to escalate and replace commonly used
NDT techniques (e.g. ultrasonic inspections, micro-cuts)
by using X-ray computed tomography in aeronautics.
In addition, QUICOM involves the development and
application of advanced X-ray computed tomography
techniques for characterising aeronautic composites and components. Another expected result of the
project is the provision of highly detailed, qualitative
and quantitative 3-D characterisations of inner and
outer structures. The project also expects to enable
advanced application, specic simulation and modelling of composite materials and parts.

149

Improving Cost Eciency

Acronym:

QUICOM

Name of proposal:

QUantitative Inspection of COMplex composite aeronautic parts using advanced

Grant agreement:

314562

X-ray techniques
Instrument:

CP-FP

Total cost:

5.075.398

EU contribution:

3.667.100

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.10.2012

Ending date:

30.09.2015

Duration:

36 months

Technical domain:

Aerostructures and Materials

Website:

http://www.3dct.at

Coordinator:

Dr Christoph Heinzl
Fachhochschule Obersterreich - Forschungs & Entwicklungs GmbH
Stelzhamerstrasse 23
AT 4600 Wels

150

E-mail:

[email protected]

Tel:

+43 (0)7242 72811 4406

Fax:

+43 (0)7242 72811 94406

EC Ocer:

Michail Kyriakopoulos

Partners:

Airbus Operations GmbH

DE

esk vysok uen technick v Praze

CZ

Commissariat l'nergie atomique et aux nergies alternatives

FR

EADS Deutschland GmbH

DE

EASN Technology Innovation Services BVBA

BE

Fischer Advanced Composite Components AG

AT

Fraunhofer Gesellscha zur Foerderung der Angewandten Forschung e.V.

DE

KUL - Katholieke Universiteit Leuven

BE

LA composite s.r.o.

CZ

University of Patras

GR

Volume Graphics GmbH

DE

Innovative Benchmark Technology for

Aircra Engineering Design and Ecient
Design-phase Optimisation
State of the Art - Background

Objectives

Due to strong competition and increased technological

demands in terms of the performance and reliability
of constituting components, aircra manufacturers are
urged to develop innovative design technologies so
as to reduce aircra development costs and delivery
time. Also manufacturing quality constraints and limits
imposed by industrial budgets require aircra designs
to be cheaper and more eective.

The RBF4AERO project is specically conceived to

address all the challenging issues of aeronautical
design and optimisation by making the CFD model
parametric through an innovative shape optimisation
tool based on a high-performance, meshless morphing
technique. This technique is founded on the radial
basis functions (RBF) theoretical approach which
oers a number of distinct advantages with respect to
more traditional optimisation approaches, in terms of
increased computational speed, extended numerical
domain and a high level of accuracy.

To reduce the aerodynamic design process and to satisfy the steadily growing demand for aeronautical optimisation, a signicant enhancement of computational
uid dynamics (CFD) use is needed. Considering the
top-level aeronautical sector, geometry optimisation
is required to full process integration, multi-objective
and multi-physics strategy, mesh-independent solutions, parallelism, large models and arbitrary mesh
element-type management. Moreover, shape optimisation processes are also requested to satisfy the contrasting design targets of speed, accuracy and extent.
Where the speed is related to the time required by the
overall optimisation process, the accuracy is typically
achieved by using large CFD meshes, whereas the
extent is related to the number of dierent congurations included in the optimisation process.
In the context of todays aeronautics, there is no
numerical environment capable of eectively achieving all these challenging goals simultaneously.

The project will also develop the RBF4AERO benchmark technology, namely a dedicated numerical platform and strategy. This will be capable of allowing
aeronautical design engineers to build up the novel
optimisation environment by using their own numerical
models and computing platforms, and so achieve the
results of multi-objective and multi-disciplinary optimisation studies in a dramatically shorter time than
current practices, and without having to deal with typical limiting trade-o constraints.

Description of Work
The enhancements oered by these techniques, which
are completely innovative in the aeronautical environment, require a convincing verication process before
entering into industrial practice. For this reason, the
project work plan develops a robust industrial-based
process that is divided into three principal tasks:
1. Benchmark technology infrastructure development
The novel methodological procedure for the computational-driven optimisation proposed here implies
developing an appropriate infrastructure to set up the
optimisation environment and enable the simulation
of test cases with industrial relevance. A major role
in achieving this goal will be carried out by parallel
processing.
2. Benchmark technology verication
Preliminary verication of the results accuracy will
be achieved in published state-of-the-art reference
applications or via available industrial-based cases.
3. Benchmark technology numerical testing.

Analysis of uid structure interaction on aircra wings

Improving Cost Eciency

RBF4AERO

151

Improving Cost Eciency

The optimisation procedure on demanding industrial

applications will be carried out and numerically validated by the projects end users.
Critical analysis of the numerical predictions of morphed congurations with respect to the baseline will
be supported and complemented by the experimental
output provided within the project. The eectiveness,
as well as the eciency, of the overall optimisation
procedure is expected to be extensively characterised.

Expected Results
Exploiting the benets of the fundamental theoretical
approach of RBF, the RBF4AERO benchmark technology will be able to provide the user with a high-performance, accurate tool that enables sensibly shortening
the numerical simulation design phase, which represents a key to reducing lead time. A reduced lead
time determines a reduction in costs, which means an
enhanced competitiveness for aircra and the aircra
components manufacturers.

Due to constantly increasing environmental concerns,

the benets of this optimisation process will support
aircra designers and manufacturers in constructing
safer, more comfortable and lightweight vehicles.
In order to save weight and fuel, the necessity to
increase the safety factors as much as possible can
only be achieved by the accurate prediction of computational results coming from a multi-physics context,
which is typical of the aircra and aircra design components. By exploiting the capabilities of the proposed
technology, economical and environmentally friendly
characteristics will be developed for the aeronautic products that, in turn, make transportation more
aordable for passengers.

152

Example of a business class aircra studied in RBF4AERO

RBF4AERO

Name of proposal:

Innovative Benchmark Technology for Aircra Engineering Design and Ecient

Design-phase Optimisation

Grant agreement:

605396

Instrument:

CP-FP

Total cost:

4.009.052

EU contribution:

2.775.100

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.09.2013

Ending date:

31.08.2016

Duration:

36 months

Technical domain:

Design Tools and Production

Website:

http://www.rbf4aero.eu

Coordinator:

Dr Emiliano Costa

Improving Cost Eciency

Acronym:

D'Appolonia SpA
Viale Cesare Pavese 305
IT 00144 Rome
E-mail:

[email protected]

Tel:

+39 (0)6 59450300

Fax:

+39 (0)6 59450399

EC Ocer:

Michail Kyriakopoulos

Partners:

Consiglio Nazionale delle Ricerche

Hellenic Aerospace Industry SA

IT
GR

VKI - von Karman Institute for Fluid Dynamics

BE

National Technical University of Athens

GR

Piaggio Aero Industries SpA

IT

PIPISTREL Podjetje za alternativno letalstvo d.o.o. Ajdovina

SI

Tusas Motor Sanayi A.S.

TR

Universit degli Studi di Roma 'Tor Vergata'

IT

153

Improving Cost Eciency

REPAIR

Future REPAIR and maintenance for the

aerospace industry
State of the Art - Background
European maintenance service providers have to deal
with enormous nancial pressure. Competitive carriers focus intensively on low-cost repair services and
materials while maintaining a consistent quality. The
maintenance of complex components such as engines,
responsible for more than 43% of all maintenance,
repair and overhaul (MRO) component costs, still takes
place at nearly full cost in Europe. On the one hand,
one needs highly qualied sta, experience and expert
knowledge; on the other, the ratio of labour costs
towards material costs is smaller on complex parts.
But for European MRO providers the danger of further
displacement still endures.
The advance through improved knowledge and technological leads must be mastered and expanded. Based
on the eort of the producers to reduce the quantity
and variety of components, multiple functions will
inevitably be merged into complex components, whose

154

The RepAIR concept

maintenance could be taken over by technologically

leading MRO providers. For cost-optimised work, it
must be decided if each component is to be replaced
or whether it could be reworked or recreated. Crucial in
this choice is a high practical knowledge about components, material and manufacturing processes. If the
costs for the production and the overhaul of complex
components were considerably reduced, the decision would automatically be postponed from buy to
make.

Objectives
A particular prospective benet is promised by the
innovative additive manufacturing (AM) technology.
In AM processes, the components are constructed
layer-wise, even in repair operations. It follows a considerably lower buy-to-y ratio of material costs, an
omission of harmful chemicals (e.g. cutting oil) and
constant manufacturing eorts at an increasing complexity (single-piece assembly).

Improving Cost Eciency

Functionality of the selective laser melting process

RepAIR envisages the use of exible availability (even

at the gate) of allowing on-time maintenance. Through
a higher level of automation and fewer stages of production, less personal costs are necessary to reduce
MRO costs. These operations require a higher qualication and promote the preservation and expansion of
highly qualied workplaces in Europe. Moreover, the
storage costs will be signicantly reduced because
only raw material needs to be stored so less capital is
locked up. Additionally, with optimal usage hardly any
energy-intensive raw material that is produced will be
wasted.
Looking ahead, the aid of AM allows shortening the
entire spare parts supply chain to sending an e-mail.
The benet for all those involved, including the environment, is obvious. New business models will become
sustainable.
Ultimately, the aim of the project is the shi from the
make or buy decision towards the make through a
cost reduction in the remake and rework of spare parts.

Description of Work
The conventional MRO process for spare parts will rst
be analysed in detail to provide specic insights on the
requirements for an enhanced MRO using AM. Several
activities will then lead to the enhanced MRO process
(topmost layer). To achieve the highest benet out of
the process, two dierent levels of automation in every
step of the MRO production are considered:
- option A represents the introduction phase of the
concept,
- option B leads to the fully established process.
As the quality requirements play a crucial role in every
task and all tasks produce relevant documentation for
further certication, these issues will be treated in parallel to the production layer.

The lowest layer represents the cross-cutting issues of

costs, supply chain and the new workows with special attention to IT support. An exact pre-calculation is
crucial for a correct make or buy decision; therefore,
a decision support tool and a production planning and
control system will support the cost calculation for both
alternatives, and provide the correct advice and management for the enhanced MRO production process.

Expected Results
RepAIR will reduce the MRO costs of complex spare
parts by 30% and the turnaround time by 20% through
the combined use of innovative technologies. For that
reason it is essential to increase the technology readiness level (TRL) of innovative repair processes for air
transport to level 4 by focusing on additive manufacturing. Due to an integrated quality control and process
data monitoring, the holistic approach aims at designing new processes to decrease the certication eort
for additively manufactured spare parts in terms of
cost and time. The integration of the production and
supply chain will help to increase the automation level
for spare parts production by 20%.
RepAIR will take greening aspects into account:
- the project plans to reduce scrap and toxic chemicals in the repair process by 80% and part weight by
a minimum of 20%. This is also supported by integrating continuous health management and usagebased prognostics to reduce inspection time by 30%.
All of these results will strengthen the business model
of European MRO service providers throughout the
world by integrating a complete production and supply chain for complex spare parts. The holistic and
sustainable approach of the RepAIR project implies to
research the prediction of costs and future possibilities
of AM technologies for MRO in 2020.

155

Improving Cost Eciency

Acronym:

REPAIR

Name of proposal:

Future REPAIR and maintenance for the aerospace industry

Grant agreement:

605779

Instrument:

CP-FP

Total cost:

5.951.426

EU contribution:

4.276.352

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.06.2013

Ending date:

31.05.2016

Duration:

36 months

Technical domain:

Maintenance and Disposal

Website:

http://www.rep-air.eu

Coordinator:

Prof. Rainer Koch

Universitt Paderborn
Pohlweg 47-49
DE 33098 Paderborn

156

E-mail:

[email protected]

Tel:

+49 (0)5251 60 2257

Fax:

+49 (0)5251 60 3206

EC Ocer:

Hugues Felix

Partners:

APR Srl

IT

Asociacin de Investigacin de las Industrias Metalmecnicas, Anes y Conexas

ES

Atos Spain SA

ES

Avantys Engineering GmbH & Co. KG

DE

Craneld University

UK

Danish Aerotech A/S

DK

Luhansa Technik Aktiengesellscha

DE

O'gayar Consulting 2009 SL

ES

SLM Solutions GmbH

DE

Teknologisk Institut

DK

The Boeing Company

US

Surface Heat Exchangers For Aero-Engines

State of the Art - Background

Objectives

Currently surface air-oil heat exchangers are an integral feature of advanced turbofan engine designs. Oil
and/or fuel is cooled by the passage of cool engine
bypass ow over the air-washed surface of the heat
exchanger. The surface cooler contributes to achieving
the best engine performance by maintaining oil and
fuel temperatures within dened limits. Current surface
coolers are parasitic to the existing engine structure
and occupy surfaces that can also be used for acoustic
treatment to control engine noise. As such, the weight,
volume and eciency of the surface cooler are all of
great importance.

This project will include the design, development and

manufacture of a structural single-sided metallic oil
surface cooler, which will replace a fairing on the inner
wall of the bypass duct of a current aero engine. Its
performance, relative to an existing parasitic outer-wall
cooler, will be assessed and lessons learnt for introducing similar coolers into other geometric features. The
cooler will be installed and tested on a demonstrator
engine to look at both oil-cooling performance and
aerodynamic loss.

On future aero engines where there will be a need to

reduce fuel consumption and environmental impact,
spatial constraints will exist for mounting surface
coolers. There may also be a need to dissipate more
heat from the engine cycle. Therefore there is a need
to exploit existing air-washed engine structures for the
purposes of uid cooling.
In addition, further weight reductions are available if
the metallic structure incorporating the cooler can be
made from polymer composite material.

Proposed structural cooler within mount composite structure

Improving Cost Eciency

SHEFAE

In parallel with the development of the cooler, a

research project will look at the environmental challenges of introducing a polymer composite fairing and
support structure for the cooler. Research into available
materials and manufacturing techniques will include
the challenge of high cooler temperatures, thermal
displacement, sealing and jointing.

157

Improving Cost Eciency

Description of Work
The project is broken down into six work packages as
follows:
1. Specication and assessment: this will set the technical specication for the dierent components to
be developed and provide a nal assessment of
achievements towards the project objectives.
2. Design of components: the new advanced structural
surface cooler (ASSC) and mount composite structure (MCS) will be designed. The design process will
consider cost, reliability, safety and maintenance.
3. Construction: the new ASSC will be built and integrated onto the Rolls-Royce demonstrator engine or
test rig. Also the MCS will be developed for validation testing.
4. Validation tests: these will validate the component
designs using rig testing or tests on Rolls-Royce
demonstrator engines.
5. Project management: this ensures project delivery
and value for money. It includes design reviews, risk
management, reporting, intellectual property and
nance.

158

6. Dissemination: this ensures eective dissemination

of the project results to the general public, potential
end-users and the technical community.
An agreed timeline of deliverables is set out over the
three years to ensure that progress is recorded and
documented regularly. A management committee,
consisting of a representative from each partner company, talks on a monthly basis. There are nine monthly
face-to-face programme reviews planned.

Conventional air-to-oil surface cooler location

Expected Results
The main impact of SHEFAE will be to demonstrate the
performance and structural capability of the advanced
structural surface cooler (ASSC) and the mount composite structure (MCS) so that future aero-engine
designs will consider utilising these concepts in order
to address the legislative and commercial constraints
of emissions, noise, specic fuel consumption, weight
and cost.
The rig and engine testing of the ASSC will increase its
technology readiness level and ensure that the concept
will become a viable alternative to the traditional way
of mounting the surface cooler.
The expected output for the MCS eort in SHEFAE is
a risk-reduced component design incorporating a preferred material system, which includes a manufacturing process, a veried joint solution and veried design
methods that support the specic requirements for the
ASSC and the MCS.
SHEFAE will lead to strengthening the link between
European and Japanese research and technology partners and between European and Japanese industry.

SHEFAE

Name of proposal:

Surface Heat Exchangers For Aero-Engines

Grant agreement:

314307

Instrument:

CP-FP

Total cost:

2.086.214

EU contribution:

1.144.088

Call:

FP7-AAT-2012-RTD-JAPAN

Starting date:

01.02.2013

Ending date:

31.01.2016

Duration:

36 months

Technical domain:

Propulsion

Coordinator:

David Roethenbaugh

Improving Cost Eciency

Acronym:

Rolls-Royce plc
Moor Lane
PO Box 31
UK DE24 8BJ Derby
E-mail:

[email protected]

Tel:

+44 (0)1332 823477

EC Ocer:

Hugues Felix

Partners:

GKN Aerospace Sweden AB

SE

Instituto de Engenharia Mecnica e Gesto Industrial

PT

Sumitomo Seimitsu Kogyo Kabushiki Kaisha

JP

Swerea SICOMP AB

SE

University of Tokyo

JP

159

Improving Cost Eciency

160

STORM

Ecient ice-protection Systems and

simulation Techniques Of ice Release on
propulsive systeMs
State of the Art - Background

Objectives

During the dierent phases of a ight, aircra face

severe icing conditions. For instance, ice accretion
occurs on engine air intakes, spinners and inlet fan
blades. Frozen fan blades cause overload and an
unbalanced mass that result in immediate engine
damage. When this ice then breaks away and is
ingested through the remainder of the engine and
nacelle, it creates much damage.

It is in this context that STORM therefore proposes the

following:
- to characterise ice accretion and release through
partial tests to characterise adhesion and release
mechanisms, including static and rotating tests;
- to model ice accretion, ice release and ice trajectories to understand the macro and micro-physics of
phenomenon and their implementation in simulation
tools;
- to develop validated tools for runback by studying
fundamental lm in the engine environment (hot
walls, centrifugation eects, droplet re-emission,
etc.), including partial tests, and validation of simulation tools;
- to characterise ice-phobic coatings by identifying the
main characteristics and performances of existing
coatings;
- to select and develop innovative low-cost and lowenergy anti-icing and de-icing systems by studying
promising active systems to manage icing accretion.

This quantity of damage has a serious negative impact

on the operation costs and may also generate some
incident issues. To minimise ice accretion, propulsion
systems (engine and nacelle) are equipped with ice
protection systems (IPS) which are mostly based on
air-heated technology using engine bleed air; these
carry associated design penalties and have themselves performance issues. Design methodologies
used to characterise these icing conditions and the
ices behaviour within propulsion systems are based
on empirical methods and past experience gained on
in-service products. Thus, cautious design margins are
used that lead to conservative non-optimised design
solutions.
In addition, engine and nacelle manufacturers are now
limited in their future architecture solution development due to:
- a lack of knowledge of icing behaviour within the
next generation of propulsive system solutions;
- new regulations adopted that require aero-engine
manufacturers to address an extended range of icing
conditions.

The most promising concept will be validated through

academic tests on features representative of nacelle
and engine components.

Examples of ice accretion on dierent parts of the propulsion system

To better understand and model the icing phenomena,

the focus will be on the icing mechanisms that are
recognised as the current obstacles for aero-engine
manufacturers:
- ice release;
- ice block trajectory;
- ice accretion and runback.
The project will develop a common understanding of
such phenomena. For each of these three, STORM will
carry out the following:
- start from a state-of-the-art analysis of the existing
database and simulation tools;
- identify the currently missing data so as to
develop more accurate predictive tools and set up
experiments;
- develop the simulation tools and validate them by
building experimental databases;
- implement the developed simulation tools in industrial numerical chains, which will be validated on their
proprietary database.
In parallel, the promising and emerging IPS systems for
engine and nacelle applications will be selected and
developed. This will be done through:
- setting up a score card of existing IPS technologies
to select the most promising ones depending on
the targeted application (within engine and nacelle
environment);
- manufacture and examine representative test
components:
- rotating spinner for the passive IPS systems (engine
environment only);
- splitter (representative of the turbofan), struts and
aps cascade (representative of turboprops), and
the nacelle lip for the active IPS system (engine and
nacelle).

Expected Results
Today, the aero-engine industry can only approximately simulate the ice trajectory due to the rough
assumptions for drag and no consideration of spin
eects. A good prediction of these two phenomena
will be essential for the development of future engine
architectures. STORM expects to provide:
- models for ice release and ice runback relying on
physics;
- validation and crosscheck of complex numerical
approaches for ice debris trajectory;
- an advanced simulation approach for runback ice
accretion, validated for turbo machinery applications;
- a set of predictive tools implemented in industrial
computational chains for ice accretion and runback,
validated for turbo machinery applications;

- identication of ice phobic materials and a roadmap for possible applications in turbo machinery
applications;
- electrical-based IPS proof of concept that is representative of small demonstrators for engine and
nacelle application.
Thus, STORM will strengthen the predictability of the
industrial design tools and reduce the number of tests
needed. It will permit lower design margins of aircra
systems and thus reduce the energy consumption, as
well as prevent incidents and breakdowns caused by
icing issues.

Improving Cost Eciency

Description of Work

The improvement of predictive capability will consequently accelerate the entry into service of innovative
greener and cost-eective concepts for future engine
architectures.

161

Improving Cost Eciency

Acronym:

STORM

Name of proposal:

Ecient ice-protection Systems and simulation Techniques Of ice Release on

Grant agreement:

605180

propulsive systeMs
Instrument:

CP-FP

Total cost:

5.930.935

EU contribution:

3.868.672

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.10.2013

Ending date:

30.09.2016

Duration:

36 months

Technical domain:

Flight Physics

Coordinator:

Morgan Balland
SNECMA - Socit Nationale d'tude et de Construction de Moteurs d'Aviation
Site De Villaroche Rondpoint Ren Ravaud Rau
FR 77550 Moissy Cramayel

162

E-mail:

[email protected]

EC Ocer:

Eric Lecomte

Partners:

AeroTex UK LLP

UK

Airbus Operations Ltd

UK

Airbus Operations S.L.

ES

Aircelle SA

FR

ARTTIC

FR

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

IT

Craneld University

UK

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

EADS Deutschland GmbH

DE

GKN Aerospace Sweden AB

SE

INRIA - Institut National de Recherche en Informatique et Automatique

FR

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Techspace Aero SA

BE

Thermal Overall Integrated Conception of

Aircra
State of the Art - Background

Objectives

The ecient management of thermal energy onboard

modern commercial aircra has emerged as a priority for aircra manufacturers and their supply chains in
order to propose competitive solutions for new market
demands whilst continuing to reduce developmental
costs. This new priority, which requires the thermal
behaviour to be managed from the overall aircralevel viewpoint in detail down to a sub-component
level, has become more complex due to the following
interrelated challenges:
- modern aircra use many more electrical systems in
preference to hydraulic and pneumatic systems;
- an increased use of composite materials in aircra
structures, which induces new complex constraints
for the design;
- new requirements to improve passengers thermal
comfort and to provide in-ight entertainment and
power supply for their mobile devices;
- European environmental targets (reduced fuel consumption, CO2 and NOx emissions, noise, etc.) are
becoming more challenging.

TOICA intends to radically improve the way thermal

studies are performed within aircra design processes
by simultaneously modelling and simulating, in a collaborative environment, the thermal behaviour of aircra airframe systems, equipment and components.
The resulting overall thermal aircra architecture will
be developed and exploited in a behavioural digital aircra (BDA) environment that will be tailored to support
the thermal architects and experts activities. This will
enable the whole aeronautic supply chain to work in an
extended enterprise on a virtual product: the behavioural thermal digital aircra.

The key to addressing these thermal challenges lies in

the ability to model and simulate the thermal behaviour of the whole aircra, including systems, equipment
and components, to the required levels of detail and
quality. The thermal simulation process must be made
more robust and thermal-related data from across the
extended enterprise needs to be gathered seamlessly.

TOICAs ambition is to:

- develop the means to improve and optimise the
whole aircras thermal behaviour and deduce the
relevant changes to incorporate the overall architecture of the systems;
- transform the current thermal analysis to a complete
transverse and collaborative thermal process that
impacts the overall aircra design, made possible
by early collaborations of system and equipment
providers;
- improve the collaborations between all the actors
to achieve a deeper integration of the thermal constraints in the architecture and preliminary design
phases;
- extend the BDA environment with new capabilities
(the architects cockpit) that are able to support
architectural decisions during the trade-o to maintain current aircra and component levels.

Description of Work
The research tasks are organised in four technical
sub-projects. Six use cases that illustrate new thermal strategies, jointly dened between architects and
experts, will demonstrate the benets of the projects
approach on realistic aircra congurations.
Two target aircra are considered:

Collaborative design review of an aircra conguration

EIS 2020: These are the next aircra entering into service (EIS) in the 2020s, derived from existing aircra
and integrating innovative solutions to achieve a set
of components and/or systems or engine; for example,
next-generation turbofans in conventional twin-engine
commercial aircra congurations.

Improving Cost Eciency

TOICA

163

Improving Cost Eciency

EIS 2030: Aircra entering into service in the 2030s,

by considering the integration of a broader set of technologies with more radical aircra congurations. This
baseline will integrate most of the mature technical
solutions investigated through the use cases in order
to reach an ecient thermal concept aircra aligned
with the 2050 vision.
Throughout the project, physical and virtual plateaus
will be organised with architects and experts for the
denition, selection and evaluation of thermally optimised aircra congurations. These plateaus will drive
the project. In parallel, technology readiness level
evaluations will be put in place to assess the maturity
of the developed technologies and support the deployment and exploitation of TOICA's results.

Expected Results
TOICA will demonstrate how to build the complex representation of a complete aircras thermal behaviour
and will support the overall product architecture and
design. To do so, it will deliver:
- thermal breakthrough technologies, like innovative
cooling strategies such as dysphasic loops (heat
pipes, loop heat pipes), liquid-cooled heat sinks

(embedded cold plates), piezo-activated fans and

alternative aircra heat-sink solutions (fuel tank,
external ow, water waste, etc.) that are not suciently exploited in todays designs;
- improved thermal modelling and simulation capabilities, including fast thermal uid dynamic simulations
adapted to a trade-o phase, coupling methods for
multi-physics and multi-scale analyses, multi-objective optimisation methods, characterisation of the
uncertainties produced by the simulation processes,
etc.
TOICA will also deliver new, advanced capabilities that
will be integrated in the behavioural digital aircras
collaborative environment:
- an architects cockpit, to allow the architects and
experts to monitor the thermal assessment of
an aircra, to perform trade-o studies, and to
dene a robust convergence plan for the product
development;
- super integration mechanisms to support the holistic
view of the aircra and to organise the design views
and the related simulation cascade.

164

Challenging approach of a dened architecture in a dedicated collaborative environment for the architect's cockpit

TOICA

Name of proposal:

Thermal Overall Integrated Conception of Aircra

Grant agreement:

604981

Instrument:

CP-IP

Total cost:

27.146.986

EU contribution:

15.540.172

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.09.2013

Ending date:

31.08.2016

Duration:

36 months

Technical domain:

Design Tools and Production

Website:

http://www.toica-fp7.eu/

Coordinator:

Pierre Arbez

Improving Cost Eciency

Acronym:

Airbus Operations SAS

Route de Bayonne 316
FR 31060 Toulouse
E-mail:

[email protected]

Tel:

+33 (0)5 61 93 01 94

EC Ocer:

Michail Kyriakopoulos

Partners:

Airbus Operations GmbH

DE

Airbus Operations Ltd

UK

Alenia Aermacchi SpA

IT

ARTTIC

FR

Atherm

FR

CENAERO - Centre de Recherche en Aronautique ASBL

BE

Chalmers Tekniska Hgskola AB

SE

Craneld University

UK

Dassault Aviation SA

FR

Dassault Systmes SA

FR

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Epsilon Ingenierie

FR

Eurocopter SAS

FR

EADS France SAS - European Aeronautic Defence and Space Company

FR

Eurostep AB

SE

GKN Aerospace Sweden AB

SE

Intertechnique SAS

FR

Liebherr-Aerospace Toulouse SAS

FR

LMS Imagine SA

FR

MAYA Heat Transfer Technologies Ltd

CA

MSC Soware GmbH

DE

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Samtech SA

BE

Siemens Industry Soware Ltd

UK

165

Improving Cost Eciency

166

SNECMA - Socit Nationale d'tude et de Construction de Moteurs d'Aviation

FR

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Thales Avionics SAS

FR

The Chancellor, Masters and Scholars of the University of Cambridge

UK

Queen's University Belfast

UK

Universit degli Studi di Padova

XRG Simulation GmbH

IT
DE

Uncertainty Management for Robust

Industrial Design in Aeronautics
State of the Art - Background
Virtual prototyping (VP) is a key technology for environmentally friendly and cost-eective design in the
aircra industry. However, the underlying analysis and
simulation tools (for loads, stresses, emissions, etc.)
are currently applied with a unique set of input data
and model variables, although realistic operating
conditions are a superposition of numerous uncertainties under which the industrial products operate.
Major new developments in this new scientic area of
uncertainty management and quantication (UM and
UQ) and robust design methods (RDM) are needed to
bridge the gap from the current state of the art to the
level of industrial readiness where large numbers of
simultaneous uncertainties can be treated in analysis
and design.
It is important to separate dierent types of uncertainties, based on their nature and origin. It has now
become standard practice in the UQ literature to distinguish between epistemic, also called reducible, and
aleatory, also called irreducible, uncertainties.
The former are globally generated by numerical errors
due to discretisation approximations and grid dependences, as well as a lack of knowledge associated with
the imperfect physical models. Aleatory uncertainties
are related to the inherent randomness of the system
being analysed, such as the variability of operational
conditions, which cannot be reduced by further data.

Objectives
UMRIDA focuses essentially on epistemic uncertainties.
The project has the following action lines:
- to address major research challenges in both UQ and
RDM so as to develop new methods that are able
to handle large numbers of simultaneous uncertainties and generalised geometrical uncertainties in
design and analysis within a quantiable objective
of a turnaround time that is acceptable for industrial
readiness in VP systems;
- to apply the UQ and RDM methods to representative industrial congurations. Responding to the
validation requirements of advanced UQ and RDM,
a new generation of database, formed by industrial
challenges, provided by the industrial partners, with
prescribed uncertainties, will be established;

- the methods developed will be assessed quantitatively towards the industrial objectives on this database, during the project and at two open workshops.
The experience gained will be assembled in a best
practice guide on UQ and RDM.

Improving Cost Eciency

UMRIDA

It is anticipated that the UMRIDA project will have a

major impact on most of the European Unions objectives for air transport, by enabling design methods
to take into account uncertainty-based risk analysis,
as the treatment of uncertainties enables a rigorous
management of performance engagements and associated risks.

Description of Work
The work is divided into work packages (WP).
WP1: General management and coordination.
WP2: Improvement of methods for uncertainty quantication towards industrial readiness
- extension of UQ methods that are able to handle the
UQ challenges paving the road towards a technology
readiness level (TRL) of 5-6, with a quantied objective of handling at least ten simultaneous uncertainties within a turnaround time of the order of 10 hours
on 100 cores.
WP3: Validation and evaluation of UQ methods for
industrial test cases (industrial challenges)
- develop the methodology of UQ towards industrial
readiness, by applying and assessing the methods
developed in WP2, in view of the quantitative objectives relevant to a TRL 5-6 objective.
WP4: Robust design methodologies and applications
- bring robust design methods to industrial readiness
levels, covering large numbers of uncertainties,
including geometrical uncertainties, with applications
to multidisciplinary design optimisation (MDO) levels.
WP5: Workshop, best practice guideline for end-users,
dissemination
- set up two workshops to validate and evaluate UQ
and RD methods at the level of the industrial conguration test cases. The UMRIDA methodologies will
be disseminated and exploited.

167

Improving Cost Eciency

Expected Results
The key element of UMRIDAs impact is the enhanced
level of condence that can be attached to the uncertainty-based simulation and design results. The project
will provide UQ and RDM tools, at the level of industrial
readiness, enabling the industry to treat a large number of operational and geometrical uncertainties within
an acceptable turnaround time, and hereby integrate
the presence of uncertainties in the design and simulation-based decision processes. This will have a signicant impact on the reliability, and cost of the complete
virtual prototyping phases of the product design.

168

TRL objectives from NODESIM-CFD to UMRIDA

UMRIDAs objectives, aimed at the introduction of the

UQ and RDM methodologies up to the industrial TRL of
5-6, will also ensure that these methodologies will be
applied eectively by the aeronautical industry, guaranteeing that the expected conditions for a signicant
impact on a more advanced design space will be in
place.
Work performed here will allow a robust design with a
higher level of condence to be obtained. This will have
an impact on emissions, cost and safety as it will reduce
the risk of failure, compared to the designs that ignore
uncertainties in favour of empirical safety factors.

UMRIDA

Name of proposal:

Uncertainty Management for Robust Industrial Design in Aeronautics

Grant agreement:

605036

Instrument:

CP-FP

Total cost:

6.596.090

EU contribution:

4.404.016

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.09.2013

Ending date:

31.08.2016

Duration:

36 months

Technical domain:

Design Tools and Production

Coordinator:

Charles Hirsch

Improving Cost Eciency

Acronym:

NUMECA - Numerical Mechanics Application International S.A.

Chausse de La Hulpe 187-189
BE 1170 Brussels
E-mail:

[email protected]

Tel:

+32 (0)2 642 28 00

Fax:

+32 (0)2 647 93 98

EC Ocer:

Michail Kyriakopoulos

Partners:

Alenia Aermacchi SpA

IT

CERFACS - Centre Europen de Recherche et de Formation Avance en Calcul Scientique FR

CIMNE - Centre Internacional de Mtodes Numrics en Enginyeria

ES

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

IT

Dassault Aviation SA

FR

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

EASN Technology Innovation Services BVBA

BE

EPFL - cole Polytechnique Fdrale de Lausanne

CH

ESTECO SpA

IT

EADS France SAS - European Aeronautic Defence and Space Company

FR

INRIA - Institut National de Recherche en Informatique et Automatique

FR

Linkpings Universitet

SE

MAN Turbo Schweiz AG

CH

Joint Stock Company 'NPO Saturn'

RU

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Politechnika Warszawska

PL

Technische Universitt Dresden

DE

Technische Universiteit Del

NL

The Board of Trustees of The Leland Stanford Junior University

US

Turbomeca SA

FR

VUB - Vrije Universiteit Brussel

BE

169

Improving Cost Eciency

VIBRATION

Global in-ight health monitoring platform

for composite aerostructures based on
advanced VIBRATION-based methods
State of the Art - Background
Damage to aircra structures causes a change to
their material and/or geometric properties, which
adversely aects their current or future performance.
For instance, a crack on a composite part of an airplane
produces changes in geometry that alter the stiness
characteristics or the energy dissipation of the surface.
Depending on the size and location of the damage, the
adverse eects can be either immediate or gradual,
altering the performance of the part.
Defects grow at varying rates depending on loading,
environmental conditions and other factors. Early damage detection, based on measured response signals,
is important for assessing safety and reducing risk,
proper maintenance and estimating the remaining
lifetime.

The common operational principle of most Structural

Health Monitoring (SHM) methods is based on the continuous and automated comparison of a characteristic quantity, which is measured at set intervals during
maintenance, and the nominal quantity value.
SHM methods may be classied into local and global
methods. Local methods are based on characteristic
quantities, which are only aected by the local behaviour of the structure, so inspections can be performed
in a relatively small area around the measuring point.
Global methods are based on characteristic quantities carrying compound information about the global
behaviour of the structure.

170

Technology barriers for the in-ight application of statistical time series in aerostructures

Description of Work

The ultimate goal of the VIBRATION project will be the

construction of a prototype in ight: a vibration-based
SHM platform for composite aero structures that will
operate with a reasonable number of sensors.

The project work is in two stages:

The main challenge is to reduce the number of experiments needed in order to train a vibration-based
model without signicant loss in the quality of the SHM
output information.
This will be achieved by replacing the experimental
training data with data provided by a Finite Element
(FE)-based model that will include the parts behaviour under damage, which can be integrated in a SHM
platform. The accuracy of the integrated FE-based
model may not be sucient for the accurate monitoring and detection of damage. For this reason, the
integrated FE-based model will be ne-tuned using a
limited number of real-world experiments through a
model-updating procedure. This type of training will be
performed for the rst time and aims to replace the
classical exhaustive experimental training procedures,
rendering statistical time series methods applicable for
real-world aero structures.

VIBRATION methodology

Stage 1: Development of the enabling technologies

related to the formulation of the vibration-based SHM
platform for composite aero structures.
The work is based on experiments on scaled composite
parts:
- specify the vibration-based SHM platform; specify the
scaled experiments and the full-scale demonstration;
- manufacture the scaled parts; execute the vibration experiments on scaled parts; characterise the
exact damage through non-destructive testing (NDT)
testing; extract the characteristic quantities for
monitoring;
- develop the integrated FE-based model to be used
for the SHM platforms training;
- develop advanced signal processing tools to facilitate optimum characteristic quantity selection for
SHM; carry out precise damage localisation and
magnitude estimation.
Stage 2: Integration of the enabling technologies,
development of the prototype SHM platform and demonstration. The SHM platform will be based on the new
methodology of combining modelling with a few actual
measurements in ight so as to provide real-time SHM
information.

Improving Cost Eciency

Objectives

171

Improving Cost Eciency

The work is structured as follows:

- develop the prototype SHM system and certication
steps for the new method;
- demonstrate the vibration-based SHM platform on a
real composite part; the nal assessment is carried
out by the end-user;
- performance evaluation study, taking into account
technical, economic and ecological issues.

Expected Results
VIBRATION will contribute to the following areas:
- a reduction in aircra operating costs: by identifying
and categorising defects on composite structures
during operation, the intervals between scheduled
maintenance will be increased, thus reducing the
number of scheduled maintenance cycles during the
structures lifetime.
- a reduction in maintenance costs: vibration-based
SHM, combined with established techniques such as
ultrasound, can reduce the time taken to identify a
defect, thus reducing the time for repairs.
The following scenario is envisaged: a defect is identied using the vibration-based SHM platform and
the area of the defect is located. When the structure
is inspected using local techniques (already certied
and in use), the information from the vibration-based
SHM technique will direct the inspection to the damaged area, instead of scanning the whole structure.
This means that the identication/verication of the
defect will be faster, contributing to a timely repair or
replacement.
The new methodology will promote the knowledge for
system identication and online model updating.

172

New equipment (soware and hardware) will be built

for the implementation of the vibration-based SHM.

VIBRATION

Name of proposal:

Global in-ight health monitoring platform for composite aerostructures based on

Grant agreement:

605549

Improving Cost Eciency

Acronym:

advanced VIBRATION-based methods

Instrument:

CP-FP

Total cost:

1.964.856

EU contribution:

1.479.170

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.05.2013

Ending date:

31.10.2016

Duration:

42 months

Technical domain:

Maintenance and Disposal

Coordinator:

Dr Mihalis Kazilas
TWI Ltd
Granta Park, Great Abington
UK CB21 6AL Cambridge

E-mail:

[email protected]

Tel:

+44 (0)1642 216363

EC Ocer:

Hugues Felix

Partners:

Advances & Innovation in Science & Engineering Co.

GR

Atard Savunma Ve Havacilik Sanayi Ileri Teknoloji Uygulamalari Arastirma Ve Gelistirme

A.S.

TR

Centre for Research and Technology Hellas

GR

Fundacin CTA - Centro de Tecnologas Aeronuticas

ES

IAI - Israel Aerospace Industries Ltd

University of Patras

IL
GR

173

174

Protection of Aircra and Passengers

Advanced Technologies for Bomb-proof

Cargo Containers and Blast Containment
Units for the Retrotting of Passenger
Airplanes
State of the Art - Background
The threat of attacks to passenger aircra with explosives hidden in luggage, loaded in the cargo holds or
taken onboard is dramatically evident from recent terrorist events. Commercial aviation can be protected
from this threat in two ways:
- by preventing explosives from reaching the aircra;
- by mitigating the eects of an explosive by protecting the aircra from an onboard explosion.
Directly strengthening the aircra structure is not
a viable solution, as it would clearly result in thicker
skins and an unbearable weight penalty; moreover, the
related costs could not be justied on many commercial routes.
Existing solutions for blast containment, based on
phase-changing materials or thick reinforced plates,
have considerable drawbacks (weight, cost, etc.) which
have prevented their wider diusion. Existing technical textiles, combined in an innovative way and with
the addition of functional coatings, can represent an
eective solution.
FLY-BAG (2011) represents the state of the art for
blast mitigation solutions for the protection of civil
aircra (narrow body). The idea beyond FLY-BAG was
thus to use a textile structure as a luggage container in
which an internal high-strength layer made of ballistic
textiles is used to stop the ejected debris, coupled with
an external layer to deform in a controlled way during
the explosion, thus mitigating the blast pressure.

Objectives
As the name implies, FLY-BAG2 builds upon the success of the research project FLY-BAG, in which despite
the successful outcome it was not possible to fully
address the scientic and research issues. These need
to be answered before applying the concept to other
applications, particularly in performing full-scale blast
tests, developing solutions for protecting wide-body
aircra and addressing the least risk bomb location
(LRBL) required by aviation regulations.

The aim is now to exploit the knowledge gathered in

the previous project to develop new devices for both
cabin and cargo environments, and to enlarge the
experimental validation of the new concepts, including full-scale tests on retired aircra, which were not
performed in the previous project.
To eectively bring the project concepts to the market,
it is necessary to accomplish a number of scientic
and technological objectives in the following elds of
research:
- textiles, for developing reinforced textile structures
designed to resist ballistic penetration, overpressure
and ame burst;
- composites for developing a light and energyabsorbing composite panel architecture;
- cabin and cargo solution prototypes.

Description of Work
The proposed FLY-BAG2 containment units do not aim
at substituting security checks, but rather act as complementary and passive security measures for passengers and cabin crew.
The concept for the cabin solution is focused on the
development of a compact blast-resistant exible
and foldable container based on a multilayered highperformance textile structure with composite reinforcements, while for the cargo solution a "Unit Load
Device"-like (ULD) container is designed. A robust but
lightweight composite oor is used to accommodate
shipped goods, while a multilayer textile cover hanging
on a lightweight tubular structure is used for the external walls to provide blast protection. For both solutions,
the closure of the bag is performed through a highresistance zip.
For developing the FLY-BAG2 project, interconnected
work packages are planned: starting from the initial
collection of functional requirements from the end
users and dening the specications for the conceptual design of the mitigation systems and the selection
of materials, through the computer-aided design and
nite element modulation phase and detailed design,

Protection of Aircra and Passengers

FLY-BAG2

175

Protection of Aircra and Passengers

to the prototyping phase, which will lead to achieving

the full-scale blast testing and validation phases.
The partnership is composed of the core partners from
Blastworthy Textile-Based Luggage Containers for Aviation Safety (FLY-BAG), enlarged by experts on modelling and designing aeronautic structures.

Expected Results
The main outcome of the project will be the development of a range of blast mitigation units for protecting
cargo and the cabin. These products will address both
passenger and freight aviation.
Validation of the concept via an extensive experimental full-scale blast testing will enable market penetration and ensure a considerable impact on society.
Furthermore, in order to maximise the benet for the
European aviation safety, the FLY-BAG2 team aims at
producing cost-eective products, with a unitary target
cost of a few thousand euros < 3.000 for the cabin
and between 1.000 and 1.500 for the ULD version).
This will allow a capillary penetration of the market,
which will in turn enable the achievement of eective
blast protection for the greatest number of passengers and crew: a great benet at the price of a small
investment.

176

Original FLY-BAG container aer its successful blast test

Extra strong zip closure

Protection of Aircra and Passengers

Acronym:

FLY-BAG2

Name of proposal: Advanced technologies for bomb-proof cargo containers and blast containment units for
the retrotting of passenger airplanes
Grant agreement:

314560

Instrument:

CP-FP

Total cost:

5.715.542

EU contribution:

4.422.700

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.08.2012

Ending date:

31.07.2015

Duration:

36 months

Technical domain:

Aerostructures and Materials

Website:

http://www.y-bag2.eu/

Coordinator:

Alessandro Bozzolo
D'Appolonia SpA
Viale Cesare Pavese 305
IT 00144 Rome

E-mail:

[email protected]

EC Ocer:

Pablo Perez-Illana

Partners:

Aernnova Engineering Solutions SA

ES

APC Composit AB

SE

Blastech

UK

Carmel Cargo Network BV

NL

Centro di Progettazione, Design e Tecnologie

IT

DoKaSch GmbH Air Cargo Equipment and Repair

DE

EASC e.V.

DE

Integrated Aerospace Sciences Corporation OE

GR

Meridiana Maintenance SpA

IT

Schsisches Textilforschungsinstitut e.V.

DE

University of Patras

GR

Ziplast Srl

IT

177

178

Pioneering the Air Transport of the Future

Aerial Coanda High-Eciency Orienting-jet

Nozzle
State of the Art - Background
Jet deection systems are important in enabling new
concepts of air vehicle design with enhanced performance, manoeuvrability and shorter and safer take-o
and landing. They would allow the exploration of radical new concepts of aerial vehicle designs. These have
been previously investigated throughout the history of
aviation but could not be realised because of the lack
of an eective and aordable jet vectoring system.
The development of an eective and aordable system to control the direction of a propulsive jet could
lead to new directions in aeronautical design development by allowing:
- improved performance, safety, eciency and
manoeuvrability of air vehicles;
- revolutionary air vehicle designs, including innovative
concepts such as control without vertical empennages and a reduction of ailerons;
- analysis of the most ecient and eco-friendly aircra using models based on distributed propulsion
and new propulsive concepts;
- investigation of novel aerial vehicle concepts which
are optimised to enhance and maximise the possibilities guaranteed by similar technologies;
- exploration of novel aerial vehicle guidance models,
including ecient aerodynamic conguration models;
- testing of new propulsion concepts powered by
renewable or photovoltaic energy (e.g. electric turbofan) which can reduce the greenhouse gas emissions.

Possible integration inside a commercial airliner

Objectives
ACHEON explores the feasibility of a new propulsive
system for aircra, which is expected to overcome the
limitations of traditional systems that are related to
typical jet deection systems.
The objective is to produce thrust vectoring solely by
uid-dynamic eects without any mechanical moving
parts by:
- dening the system, its control methodology and
equations by identifying the geometric and physical
parameters, their possible limitations and the elds
of application;
- dening design methods applicable to dierent sizes
and architectures (scaling);
- exploring the feasibility of the systems applications
to traditional aerial vehicle architectures and to
innovative purpose-designed and optimised aerial
vehicles by implementing distributed propulsion and
thrust vectoring.
The ACHEON thrust system involves three dierent
physical eects:
- high-speed jet-mixing eects;
- Coanda-eect adhesion of a high-speed jet to a convex surface;
- Coanda-eect control by electrostatic elds.

Description of Work
The concept is based on two core technologies:
- The High-Speed Orienting Momentum with Enhanced
Reversibility (HOMER) nozzle produces a controllable
deection of a synthetic jet, with the ability to maintain
a predened direction and to change this direction arbitrarily as a function of momentum (or velocity) of two
fundamental air streams and the geometric conguration of the nozzle. HOMER overcomes the limitations
of common Coanda eect nozzles by the capability to
produce a dynamic control of deection angle.
- The Plasma-Enhanced Actuator for Coanda Eect
(PEACE) produces active precision control of the
Coanda adhesion to a surface using dielectric barrier discharge technology which allows control of the
synthetic jets adhesion.
The integration of the HOMER nozzle with the PEACE
actuator is a potentially disruptive technology in propulsive system design and applications based on the
eective control and use of the Coanda eect.

Pioneering the Air Transport of the Future

ACHEON

179

Pioneering the Air Transport of the Future

The scientic approach relies upon computational

uid dynamics simulations coupled with experimental validation in order to prove the systems feasibility
and to dene the applications optimal congurations,
the operative regimes and the possible limitations.
The results will be compared with existing technologies in terms of technological readiness, costs, market potential and barriers that could prevent future
developments.

Expected Results
The ACHEON project will deliver a feasibility study of
a new thrust vectoring propulsive system that could
produce a wide range of future innovative aircra
concepts with enhanced capabilities of short takeo and landing, enhanced manoeuvrability, improved
eciency and reduced environmental impact. ACHEON
explores new concepts such as diused propulsion systems and more radical solutions for future all-electric
aircra.

Example of changing a jet's direction without any mechanical part

moving

180

The experimental activities will deliver:

- verication and performance optimisation of the
HOMER nozzle and of the PEACE control system;
- denition of a design methodology for the ACHEON
nozzle, in dierent regimes (subsonic and transonic),
that optimises geometric parameters as a function
of uid-dynamic properties;
- analysis of dierent applications of the ACHEON
controlled nozzle for aerial propulsion on both traditionally shaped and unconventionally shaped air
vehicles;
- optimisation of the ACHEON controlled nozzle system in the most promising congurations.

Pioneering the Air Transport of the Future

Acronym:

ACHEON

Name of proposal: Aerial Coanda High-Eciency Orienting-jet Nozzle

Grant agreement:

309041

Instrument:

CP-FP

Total cost:

772.760

EU contribution:

599.630

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.12.2012

Ending date:

31.05.2014

Duration:

18 months

Technical domain:

Breakthrough and Novel Concepts

Website:

http://www.acheon.eu

Coordinator:

Prof. Antonio Dumas

Universit degli Studi di Modena e Reggio Emilia
Via Amendola, Pad. Morselli 2
IT 42122 Reggio Emilia

E-mail:

[email protected]

Tel:

+39 (0)522 522220

Fax:

+39 (0)522 522609

EC Ocer:

Marco Brusati

Partners:

Nimbus Srl

IT

Reggio Emilia Innovazione SCARL

IT

Universidade da Beira Interior

PT

University of Lincoln

UK

VUB - Vrije Universiteit Brussel

BE

181

Pioneering the Air Transport of the Future

182

AGEN

Atomic Gyroscope for Enhanced Navigation

State of the Art - Background

Objectives

Guidance, navigation and control (GNC) have long

since been recognised as one of the main ying vehicle
sub-systems that has a major impact on the eciency
and quality of a ight. GNC oen relies on an inertial
measurement unit comprising gyroscopes, accelerometers or other additional motion sensing devices. GNC
performances are strongly linked to the performances
of its inertial platform (augmentation sensors). Under
conditions where GPS/Galileo is either denied, compromised (e.g. multipath), intentionally jammed or
intermittent, the information for navigation is provided
by an inertial measurement unit (IMU). This inertial
navigation system also uses auxiliary augmentation
sensors, such as barometers, magnetometers, velocity
meters and timing references, because the bias stabilities of the gyroscopes and accelerometers of present
miniature IMUs are lower than the desired orders of
magnitude. Therefore, providing a novel concept of an
inertial grade gyroscope (low dri, low angle random
walk, high bandwidth, shock resistance, mass and
dimensions) will help to improve the guiding performances. For aircra navigation, an application which
requires a high immunity to external perturbations,
ring laser gyros (RLGs) are preferable, while bre-optic
gyros (FOGs) have been used for inertial navigation of
submarines and spacecra which move in a quieter
environment.

The AGEN project aims to design an atomic gyroscope

optimised for low bias (below 1 milli /hour), based on
rare earth or noble gas atoms having a small gyromagnetic ratio to increase the rotation signal. This concept
gyroscope will use technologies closely related to
those required for the realisation of miniaturised augmentation sensors, such as atomic clocks used as timing references or nuclear magnetic resonance (NMR)
magnetometers.
The following list shows the targeted specications
that meet the requirements for unmanned aerial
vehicles (UAVs) and improve upon the values met by
DARPAs system.
Targeted specications:
Number of axes: 1
Range: 500/s
Bias stability: < 0.001 /hour
ARW: 0.001 /sqrt(Hz)
Consumption: < 100mW
Volume: < 100 cm3
Weight: < 200g
AGEN will concentrate on the development and test
of a gas cell that allows these specications to be
targeted.

Description of Work
During this project, sub-components of the gyroscope
will be analysed and adapted to improve the performance of an atomic-based gyroscope.
Special care will be paid to magnetic eld requirements. Dierent types of gas cells (glass blown or
MEMS type) will be designed and manufactured. Magnetic eld gradients appearing with the self-magnetisation of nuclear spins will be taken into account with
respect to the cell shape (square, sphere, cylinder, etc.).
The magnetic signature of individual components will
be measured and taken into account in the overall system design. The fundamental issues of eld stability/
residual magnetic elds will be addressed by designing
specic magnetic shield and coils.

Prototype of a miniature atomic clock from CSEM on which the gyro

developed in AGEN will be based.

The work plan strategy is carried out in two main

phases:
- Phase 1: Investigation of a state-of-the-art gyroscope and future navigational requirements;

Expected Results

WP2: Conceptual design of the gyroscope;

AGEN will deliver a novel gas cell that will be laboratory validated, showing the developmental feasibility
of the proposed miniaturised atomic gyroscope. This
development will bring redundancy and will enhance
the robustness of guiding systems that rely on Galileo.

WP3: Manufacture of elements, their integration and

testing;

Finally, an assessment will be performed and a roadmap of the future development produced.

WP4: Exploitation and dissemination;

This preliminary work will be the rst step towards miniaturisation since all the key elements selected here
could be miniaturised.

The project comprises ve main work packages (WP):

WP1: Requirement and specications;

WP5: Management.
The AGEN consortium brings together partners with
design expertise, as well as end users.

Besides technical improvements, this project will provide European countries with the rst sub-components
for an atomic-based gyroscope, thus making them less
dependent on the inertial navigation systems.

Pioneering the Air Transport of the Future

- Phase 2: AGEN conceptual design, manufacturing

and integration, and testing.

183

Gyroscopes used for navigation and their performances

Pioneering the Air Transport of the Future

184

Acronym:

AGEN

Name of proposal: Atomic Gyroscope for Enhanced Navigation

Grant agreement:

322466

Instrument:

CP-FP

Total cost:

759.246

EU contribution:

599.545

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.12.2012

Ending date:

31.07.2014

Duration:

20 months

Technical domain:

Systems and Equipment

Website:

http://www.agen-fp7.eu

Coordinator:

Dr Emmanuel Onillon
Centre Suisse dElectronique et de Microtechnique SA - Recherche et Developpement
Jaquet Droz 1
CH 2000 Neuchatel

E-mail:

[email protected]

Tel:

+41 (0)32 720 5402

Fax:

+41 (0)32 720 5920

EC Ocer:

Ivan Konaktchiev

Partners:

Commissariat l'nergie atomique et aux nergies alternatives

FR

TEKEVER ASDS

PT

Investigation of a Novel Vertical Take-o

and Landing Aircra Concept, Designed for
Operations in Urban Areas
State of the Art - Background

Objectives

Today, helicopters and tilt rotor aircra are standard

solutions and the main development trend for emergency and fast transport in an open environment.
However, rotor blade strikes are considered a primary
safety concern, as well as a mission-limiting factor
for todays helicopters and tilt rotor aircra. Thus the
mobility and safety advantages oered by smaller,
internally mounted rotors over larger, exposed ones are
obvious.

The principal objective of ANULOID is a computational

and experimental investigation into the novel concept
of a VTOL aircra, as regards its properties and ying
qualities. ANULOID will be compared to helicopters, tilt
rotor aircra and other VTOL aircra for its utilisation
for transport in urban areas.

Many attempts have been performed during the last

60 years to create vertical take-o and landing (VTOL)
aircra with ducted fans. Early attempts were unsuccessful but recently two companies seriously explored
this untapped potential.
The ight control of these aircra consists of a patented system of narrow vanes located above and
below each rotor, which provide longitudinal vertical
axis control. A unmanned aircra has already started
ight tests and is intended for fully automatic, programmed or remote-controlled missions of cargo
transport, or for evacuating the injured. A larger,
piloted, version is conceived for transporting up to nine
people. These aircra are also capable of operating in
gusting winds and icing conditions.

Description of Work
This novel VTOL aircra concept has a toroidal shape,
the front and rear windows are xed, and the side windows function as doors, sliding under the front and rear
windows.

Pioneering the Air Transport of the Future

ANULOID

Li is generated by a ducted rotor in the middle of the

aircra and by peripheral ring-shaped wings.
The main li is generated by the air ow, which is drawn
from the rotor above and forced to ow downwards to
create a wall jet. This wall jet is kept owing towards
the bottom surface of the fuselage due to the Coanda
eect. During horizontal ight, additional li is created
by the peripheral ring-shaped wing, which directs the
approaching horizontal air ow downwards.
Rotor torque is eliminated, and the heading is controlled by xed and swivelling radial vanes. The ight
direction is specied by tilting the aircra to the chosen
direction. The balance is controlled by the fuel distribution system, and in case of a ight emergency, there is
a parachute system for whole aircra.

185

Pioneering the Air Transport of the Future

The project is divided into the following work packages

(WP):
WP1: Project coordination
WP2: Design and analysis of the ANULOID aircra
WP3: Design and manufacture of a scaled model
WP4: Measurements and wind-tunnel tests

Expected Results
The promising advantages of ANULOID over stateof-the-art helicopters, tilt rotor aircras or other
ducted-fan aircra concepts are:
1. service ability in urban areas;
2. high li eciency;
3. agile ight between obstacles, and stability in bad
weather and gusting winds;

WP5: Dissemination
The amount of research information gathered in relation to the new aircra concept will increase, thus helping to control and minimise the risks.

4. high velocity;
5. compact outer dimensions and low weight;
6. low cost of manufacturing.
The advantages of ducted fan aircra immediately
translate into many potential, unexploited missions
in urban areas.

Acronym:

ANULOID

Name of proposal: Investigation of a Novel Vertical Take-o and Landing Aircra Concept, Designed for
Operations in Urban Areas
Grant agreement:

186

334861

Instrument:

CP-FP

Total cost:

763.237

EU contribution:

577.924

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.04.2013

Ending date:

31.03.2015

Duration:

24 months

Technical domain:

Breakthrough and Novel Concepts

Website:

http://www.mul2.polito.it/anuloid/

Coordinator:

Prof. Erasmo Carrera

Politecnico di Torino
Corso Duca degli Abruzzi 24
IT Turin

E-mail:

[email protected]

Tel:

+39 (0) 11 090 6836

EC Ocer:

Felix Hugues

Partners:

FESA s.r.o.

CZ

Technische Universiteit Del

NL

Universit Paris Ouest Nanterre La Dfense

FR

VZLU - Vzkumn a Zkuebn Leteck stav, A.S.

CZ

BRAIN-controlled aircra FLIGHT using

multiple feedback mechanisms
State of the Art - Background
The objective of any control system is to provide clear
and easy-to-use means to control equipment with the
minimum complexity and a user-friendly interface.
Ideally, users should be able to exert control with the
least amount of training and maximum eciency
while performing other tasks. This concept is also
true when referring to aircra control, where the rising
number of ights in recent years and the increase in
the complexity of aircra systems and technologies
has contributed to increased costs and time spent on
pilot training, limited access of piloting to individuals
with particular characteristics, a growing complexity of
cockpit environments, and greater workloads for pilots
(which correlate to diminished situational awareness).
Aeronautics research has therefore encouraged the
development of innovative means to control aircra
and innovative cockpit environments.
This project will investigate the application of an
emerging technology in neuroscience and neuroengineering as a radical new approach to guide and control
an aircra. The question behind BRAINFLIGHT is: Is it
possible to control an aircra using solely the signals
emitted from the human brain, without any other intermediary control devices?
This kind of approach constitutes a novel concept for
the control of these platforms, and was, until recently,
only conceived as science ction.

Objectives
Several studies have revealed that the activity of neurons is suciently capable of providing enough data to
enable the control of an electronic device using only
signals provided by the brain.
BRAINFLIGHT aims to create a system that allows
pilots to learn how to control an aircra using brain
activity, and eventually consolidate it and automate it
in such a way to achieve intuitive control, thus releasing the pilots higher cognitive functions for other activities. This approach will be evaluated, as well as how
dierent feedback mechanisms for the pilot (visual
and/or tactile) aect learning and performance compared to conventional control.

The project will also test the ability of pilots to multitask using brain control, by performing experiments
where integration and interference between multimodal signals are investigated. If the above method
does not allow for degrees of control or for multitasking, an alternative approach will be tested in which
pilots will use their neural activity to select particular
tactile sensory stimuli in order to control the aircra.
Finally, aer the best approach and parameters have
been selected, the functionality of this brain-control
scheme will be tested in a high delity simulator, as well
as in a real unmanned aerial vehicle (UAV), which will
provide the basis for the applicability of this project to
future transport systems.

Pioneering the Air Transport of the Future

BRAINFLIGHT

Description of Work
Both visual and tactile-based feedback mechanisms will
be developed and tested during the project.
BRAINFLIGHT will validate the feasibility of controlling
an aircra using brain signals at two dierent levels:
- The brain-machine interface developed in BRAINFLIGHT will be applied to a general aviation state-ofthe-art aircra simulator (namely a Diamond DA-42
simulator).
- To go one step further, the projects brain-machine
interface will be applied to a real UAV ight in remote
control mode. This will act as a precursor to testing the
interface on a manned aircra, such as the Diamond
DA-42 GA aircra.
Both types of testing will be carried out by individuals
with no formal pilot training as well as by trained pilots.
This will enable the consortium to assess the inuence
of pilot training on the performance, as well as deriving
possible impacts on pilot training in the future.

Expected Results
The BRAINFLIGHT concept is clearly a high-risk, highpayo project with long-term impacts that will require
further technology maturation. The impacts to be
obtained by the projects outcome are medium to longterm and extremely hard to quantify given the low
maturity of the addressed technologies. The consortium
has established a clear set of goals for the project that,
if fullled successfully, are expected to bring about interesting impacts for aeronautics, the foremost of which is
to provide a solid basis for future ight control systems.

187

Pioneering the Air Transport of the Future

This project will contribute to the overall conversion

of the conventional cockpit and the inherent systems
currently used for aircra control, by introducing a
novel, groundbreaking approach that may result in a
paradigm shi. This constitutes a projects long-term
impact of requiring further actions and work on these
types of systems and their future implementation in
aircra.

188
Larger access to aircra piloting as an impact of BRAINFLIGHT

Reduced pilot training time as an impact of BRAINFLIGHT

Pioneering the Air Transport of the Future

Acronym:

BRAINFLIGHT

Name of proposal: BRAIN-controlled aircra FLIGHT using multiple feedback mechanisms

Grant agreement:

308914

Instrument:

CP-FP

Total cost:

873.657

EU contribution:

598.801

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.06.2012

Ending date:

31.05.2014

Duration:

24 months

Technical domain:

Breakthrough and Novel Concepts

Website:

http://www.fp7-brainight.eu

Coordinator:

Andre Oliveira
TEKEVER ASDS
Rua Das Musas 3.30
PT 1990-113 Lisbon

E-mail:

[email protected]

Tel:

+351 (0)213 304 300

Fax:

+351 (0)213 304 301

EC Ocer:

Ivan Konaktchiev

Partners:

Fundao D. Anna Sommer Champalimaud e Dr. Carlos Montez Champalimaud

PT

Marc Grootjen - EagleScience

NL

Technische Universitt Mnchen

DE

189

Pioneering the Air Transport of the Future

190

CROP

Cycloidal Rotor Optimised for Propulsion

State of the Art - Background

Objectives

The cyclorotor takes its name from the cycloidal path

its blades trace out relative to the air during forward
ight, a motion similar to that of winged insects and
birds.

The CROP project introduces an innovative propulsion

system for aircra based on the cycloidal rotor concept,
using an integrated approach that includes the electric
drive train, airframe integration and an environmentally friendly energy source.

The cyclogyros liing and propulsive forces are generated very similarly to the aileron and elevator controls
on a traditional, fully articulated helicopter rotor, where
cyclic control inputs vary the angle of the rotor blades
individually as they rotate relative to the helicopter.
The apping blades of the cyclorotor are orientated
in a paddle-wheel arrangement, and maintain a tangential angle relative to their path when there is no
control input. When control input is supplied, the blade
angles relative to their path oscillate with a magnitude,
phase angle and pitch-oset that are dependent on
the control mechanism. The net thrust that results is
highly dependent on the design of the control mechanism and advance ratio, but in all cases it can be varied
through 360 degrees in the plane perpendicular to the
axis of rotation.

The CROP system is supported on a multi-physics

approach:
- the high thrust is obtained by an unsteady cycloidal
rotor operation;
- the development of low-weight electric power drives
for the system;
- a re-design of the airframe to accomplish optimum
integration of the cycloidal propulsor;
- environmentally friendly energy source based on
hydrogen and photovoltaic cells.
The strengths of the CROP concept are:
- high thrust levels by using unsteady airows;
- low weight by using an integrated design approach
that is based on an airframe and a cycloidal
propulsor.

The concept of the cycloidal rotor with simultaneous rotation and pitching of the blades

CROP will verify and demonstrate the feasibility of this

new propulsive concept. It will produce a technological feasibility analysis, both in terms of the implementation of the cycloidal propulsion system and on its
power systems, when incorporated in a real vehicle,
thus contributing to greener and safer air transports.
The project work will be validated by means of subsystem experimental activities, which will enable a deeper
understanding of the possibilities and limits of this
innovative technology.
Specically, the results of this project are:
- an improvement in aerodynamic eciency of the
cycloidal rotor for application in large vehicles;
- integration of low-weight electric drives into the
cycloidal propulsion system;
- an analysis of the more promising congurations for
airframe/cycloidal propulsion integration;
- an assessment and optimisation of energy necessities for the novel propulsion system.

Computed pressure eld in the cycloidal rotor

Description of Work
The CROP project is a long-term innovation, intended
as an alternative to the way aircra are presently
powered. The concept will be further developed by
considering the associated energetic problems and the
corresponding energy chain, as will the need to develop
special electric drives, based on high power-density
electrical machines and electromagnetic actuators.
As a consequence of blade bending, the span-wise
velocity and pitch distribution are not uniform on the
blades. Dierent types of tip constraints slightly modify
the deformed shape and the elastic twist distribution,
so a tightly coupled aero-elastic analysis is essential
to capture the actual properties of the system under
loading.
The CROP project will promote the development of
a new air vehicle capable of diverse mission proles:
hover, thrust performance, long cruise range and loiter.
The research plan for this project will be strongly based
on a Computational Fluid Dynamics Computational
Structural Dynamics (CFD-CSD) approach, because of
their lower costs and to increase the exibility, and
number, of the tested conceptual variants.
In order for the cyclorotor system to become viable, it
must be supported on basic research activities with a
strong organisational framework that is related to the
research and development tasks.

By developing an air vehicle that is capable of attaining high subsonic velocities and also vertical take-os
and landings without the need of a radical reconguration to its geometry, many possibilities become available, including:
- more convenient commercial transportation;
- rapid disaster/rescue response;
- exible multi-mission military defence vehicles;
- green vehicles that can be powered by renewable or
photovoltaic electricity.

Pioneering the Air Transport of the Future

Expected Results

191

Pioneering the Air Transport of the Future

192

Acronym:

CROP

Name of proposal: Cycloidal Rotor Optimised for Propulsion

Grant agreement:

323047

Instrument:

CP-FP

Total cost:

780.846

EU contribution:

599.993

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.01.2013

Ending date:

31.12.2014

Duration:

24 months

Technical domain:

Propulsion

Website:

http://crop.ubi.pt/

Coordinator:

Prof. Dr Jos Carlos Pscoa Marques

Universidade da Beira Interior
Faculdade de Engenharia
Calada Fonte do Lameiro
PT 6201-001 Covilh

E-mail:

[email protected]

Tel:

+351 (0)275 329 763

EC Ocer:

Eric Lecomte

Partners:

Grob Aircra AG

DE

IAT 21 Innovative Aeronautics Technologies GmbH

AT

Politecnico di Milano Dipartimento di Meccanica

University of Sheeld
Universit degli Studi di Modena e Reggio Emilia

IT
UK
IT

DIStributed Propulsion and Ultra-high

bypass Rotor Study at Aircra Level
State of the Art - Background

Objectives

Europe's vision for Aviation, Flightpath 2050, calls

on the air transportation sector to secure signicant
reductions in fuel consumption. As a result, propulsion has become a topic of intense interest. Predicted
fuel-burn decreases by applying advanced turbofan
technology show that there will still be a shortfall in
meeting CO2 and NOx emissions reduction targets,
even by the year 2035.

The main aim here is to study the practical implementation of distributed propulsion as a more realistic aircra system solution and examine performance
benets at the global aircra level.

A possible method to close this gap could be an innovative integrated propulsion system approach coupled
with the use of alternative power sources and architectures. Such a novel approach necessitates departure from the conventional disparate, weakly coupled
airframe-propulsion combination and requires treatment of the design problem in a truly holistic sense.
Emphasis would be placed upon maximising synergy
from the outset.
Regarding these new degrees of freedom, the propulsion system can be fully or partially embedded within
the airframe in an eort to exploit the benets of
boundary layer ingestion (BLI) and wake lling, thus
giving scope to reducing power requirements through
improvements in propulsive eciency.
This project investigates aircra concepts with such
so-called distributed propulsion with the focus placed
upon distributed multiple fans driven by a limited number of engine cores, as well as one unique solution
that integrates the fuselage with a single propulsor
(dubbed propulsive fuselage).

The key aspects that are to be addressed include

aircra design and optimisation, airframe-propulsion
integration, power-train system design and advanced
ow eld simulation. Detailed analysis will elucidate
the implications of using hybrid power architectures,
i.e. architectures that combine dierent power sources.
Adjacent to the two main aspects of airframe-propulsion integration and power-train system architecture
are other emerging technologies and possible synergy
eects that have not been scrutinised with sucient
detail in the past. Examples of such annexed technologies would be laminar ow, which could further
decrease the skin friction drag produced by the aircra, and non-planar polyhedral wing systems, which
promote low vortex-induced drag characteristics.
When combined with BLI, the relative amount of drag
ingested by the propulsion system becomes proportionately larger, thereby leading to a higher eciency.
Distributed propulsion can provide ultra-high by-pass
ratio for a relatively small size of individual propulsive
module. This could provide scope to implementing
ultra-high by-pass ratios traditionally limited by physical fan diameter.

Example of a propulsive fusleage concept, courtesy of Bauhaus Lufahrt e.V.

Pioneering the Air Transport of the Future

DISPURSAL

193

Pioneering the Air Transport of the Future

194

Description of Work

Expected Results

In order to explore the true eciency potentials of distributed propulsion concepts, the following work plan
has been devised:
- application scenario: identify the target scenarios for
concept investigation and dene corresponding technical requirements;
- survey and down-selection of concepts: select the most
promising airframe-propulsion concepts, including the
adoption of other annexed technologies seen to maximise synergy eects;
- numerical experimentation: gain a comprehensive
understanding of aero-propulsive-structural-mechanistic attributes associated with the down-selected
concepts;
- electric power-train architectures: fashion the architectural layout and conceptual design of the most
promising alternative drive-train approaches;
- multidisciplinary design optimisation: establish optimised solutions with regards to the integrated propulsive device, power-train and airframe;
- aircra-level benchmarking: perform an assessment
using Flightpath 2050 goals as the measure, and
compare the relative benets against pre-dened
reference aircra;
- technology roadmap: dra a research and development roadmap targeting entry-into-service year
2035 that emphasises the maturation of said primary and annexed technologies.

By utilising the latest in numerical search and analysis

techniques, the project synthesis work will procure a
clear and transparent account of the potential impact
and advancement of emerging technologies in delivering distributed propulsion engineering solutions.
The expectation is that a number of technical and scientic goals will be achieved in relation to innovation
towards the development of distributed propulsion
concepts:
- a better insight into the potential benets, crucial
design aspects, heuristics and guidelines for distributed multiple fans and propulsive fuselage concepts
for aircra motive power;
- a greater understanding of the multidisciplinary conceptual design and integration of distributed multiple
fans and propulsive fuselage solutions;
- valuable engagement between leading experts in
the eld of distributed propulsion integration and
related multidisciplinary design optimisation;
- an increased awareness of the interim technology
road mapping, challenges and risks involved in the
potential realisation of distributed multiple fans and
propulsive fuselage solutions.

Distributed fans supported by dierent power transmission systems, courtesy of CIAM

Pioneering the Air Transport of the Future

Acronym:

DISPURSAL

Name of proposal: DIStributed Propulsion and Ultra-high bypass Rotor Study at Aircra Level
Grant agreement:

323013

Instrument:

CP-FP

Total cost:

788.536

EU contribution:

591.300

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.02.2013

Ending date:

31.01.2015

Duration:

24 months

Technical domain:

Breakthrough and Novel Concepts

Coordinator:

Dr Askin T. Isikveren
Bauhaus Lufahrt e.V.
Lyonel-Feininger-Strasse 28
DE 80807 Munich

E-mail:

Askin.Isikveren@bauhaus-lufahrt.net

Tel:

+49 (0)89 307 4849 47

Fax:

+49 (0)89 307 4849 20

EC Ocer:

Michail Kyriakopoulos

Partners:

CIAM - Central Institute of Aviation Motors

RU

EADS Deutschland GmbH

DE

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

195

Pioneering the Air Transport of the Future

ENDLESS RUNWAY

The Endless Runway

State of the Art - Background
The Endless Runway is an airport with one circumventing runway that can be used for take-o and landing in
any direction from any point on the circle.
The idea of a circular runway to allow multi-directional
operations has been considered before. The rst reference found is an impression from 1919 of a circular
structure that would be built on top of some skyscrapers in New York to allow business travellers to enter the
city without delay. In the 1960s, ight trials on a circular banked runway were performed by the U.S. Navy.
These early attempts were set up with a reasonably
small runway. This project aims to operate a threekilometre-diameter runway to allow aircra to take-o
and land at any position on the circle, enabling them
to operate with headwind only and thus providing a
sustainable capacity for the airport under all meteorological (mainly wind) conditions. The advantages are
the possibilities for direct air and ground trajectories
and a smaller airport footprint.

196

Impression of The

Endless Runway and its aspects

Airports will become the bottleneck in the air transport

system; a number of physical constraints on runways
and runway operations, such as wake vortex separation minima and cross and tailwind limits, make it hard
to improve the performance of conventional airport
congurations signicantly. New, radical ideas are necessary to be able to cope with growing demand for air
travel.

Objectives
The aim of the project is to investigate the possibility
of operating an Endless Runway and, if proven possible, to make the rst estimations of the capacity that
can be achieved at the runway under dierent meteorological circumstances. Mainly various wind conditions
will be considered.
The airport terminal with all aircra handling, passenger, luggage and cargo facilities will be located inside
the circle, making the airport more compact than a
conventional one. This construction will allow aircra to
eciently move from the runway to the gate and vice
versa, reducing the taxiing phase and thus optimising
global aircra trajectories.

The Endless Runway studies large airports where the

circle size would allow a sucient number of operations for the following categories of airports:
- large, hub airports with a mix of aircra, including
medium-sized and large aircra;
- seasonal non-hub airports, with a mix of aircra but
where medium-sized aircra are predominant.

Description of Work
The operational concept describes two dierent types
of operation. In low wind conditions, cross and tailwinds will not be a major concern for the aircra, enabling the possibility of using the whole runway and to
take-o or touch down at any point.
In high wind conditions, parts of the runway cannot be
used because of wind constraints and the direction of
operations is constrained by tailwind avoidance. In this
situation, the operational part of the runway will move
with the wind allowing aircra to take o and land at
the position with minimum cross and no tailwind.
In both situations, multiple operations will be allowed
simultaneously.
Based on this concept, the project investigates:
- airport design. Where to build terminals and other
infrastructure? How to design taxiways that will allow
short taxi routes?
- aircra characteristics. How will todays aircra
be able to operate the Endless Runway as regards
manoeuvring and ground clearances of the engines
and wing tips on the banked surface, and what would
an optimised aircra design look like?
- air trac management procedures. How to plan
multiple simultaneous operations on the runway
and how should the airspace around the airport be
organised (departure and arrival routes)?
The project investigates current and future operations
and technology and, where necessary, new methods
for operation will be designed.

Expected Results
The proposed Endless Runway is a pioneering project
that leads to new insights in optimising runway operations and aims to achieve a step change in airport
design through a completely new shape of runway. The
major motivation for the work is to enable a higher and
more sustainable capacity than is currently the case
under all meteorological (wind) conditions. The two
operational concepts (low wind conditions and high
wind conditions) are expected to result in new insights
in runway capacity gures.
Planning runway operations will be possible to the
extent that aircra can optimise their global trajectory the runway is not limited anymore because of
its directional use.
An aircra design that will be optimised for use on the
Endless Runway is expected.
The total land use of the airport can be minimised.
Runways do not have to be constructed in a directional
way leading to a smaller area of land necessary for
constructing the airport.

Pioneering the Air Transport of the Future

The proposed runway will be slightly banked; trials

from the 1960s on a banked circular runway proved to
be positive as the runways bank angle kept the aircra
on the right track, preventing them from being swept
o the runway.

197

Pioneering the Air Transport of the Future

198

Acronym:

ENDLESS RUNWAY

Name of proposal: The Endless Runway

Grant agreement:

308292

Instrument:

CP-FP

Total cost:

709.948

EU contribution:

562.242

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.06.2012

Ending date:

30.11.2013

Duration:

18 months

Technical domain:

Avionics, Human Factors and Airports

Website:

http://www.endlessrunway-project.eu

Coordinator:

Henk Hesselink
NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium
Anthony Fokkerweg 2
NL 1059 CM Amsterdam

E-mail:

[email protected]

Tel:

+31 (0)88 511 3445

Fax:

+31 (0)88 511 3210

EC Ocer:

Ivan Konaktchiev

Partners:

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

INTA - Instituto Nacional de Tcnica Aeroespacial

ES

ILOT - Instytut Lotnictwa

PL

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

A Novel Concept of an Extremely Short

Take-o and Landing All-surface Hybrid
Aircra: from a Light Passenger Aircra
to a Very High Payload Cargo/passenger
Version
State of the Art - Background
The concept of the project is to develop and validate
the conceptual design for a hybrid aircra: an aircra
that combines the best qualities of an airship, an aeroplane, a helicopter and a hovercra. This hybrid aircra
(ESTOLAS) will have the following major advantages
compared to existing air transport:
- extremely short take-o and landing (0-170 m.)
with the possibility of Vertical Take-O and Landing
(VTOL);
- take-o and landing from any natural surface: runway, eld, marsh, sea, lake, river, snow, etc.;
- high load ratio: 1.5-2 times higher when compared
with the turbo-jet transport aeroplanes and turbopropeller aircra;
- the empty design has a 20-70% aerostatic unloading
depending on type/size;
- global ight range and thus able to deliver cargo
worldwide without the need to refuel;
- lower fuel consumption;
- transportation costs will be similar to that of railway
transport;
- much higher values of cruise speed in comparison to
airships;
- the payload ratio of ESTOLAS will be much higher
than other aircra types with short take-o/landing
distances.

Objectives
ESTOLAS has the following objectives:
- to verify the calculations of the shape and location
of the aerodynamic anges needed to resolve the
low stability problem;
- to create demonstration models of the aircra and
test them in both the wind tube and radio-controlled
ight;
- to calculate and formulate the characteristics of
small < 3 tonnes maximum payload), medium
(between 10 and 80 tonnes maximum payload) and
large > 80 tonnes maximum payload) hybrid aircra,
such as ight parameters, the optimal engine type,

power and weight parameters, thermal eciency,

Specic Fuel Consumption (SFC), emissions in
general, cargo transportation, safety, noise level, and
to specify a propulsion concept;
- to study the dimensions of the runways, taxiways
and parking areas in the small and medium-sized
European airports and to estimate how many of
them (in percentages and absolute gures) will
be able to accept small and medium-sized hybrid
aircra;
- to compare the small, medium and large versions
of ESTOLAS with competing air vehicles in terms
of the exploitation benets (i.e. longer range, better
fuel economy) versus the drawbacks, and to identify
the potential market demand in European and world
markets;
- to provide safety assessments, risk analysis and Joint
Airworthiness Regulations/Cabin Safety (JAR/CS) certication support.

Description of Work
The methodology is based on further developing a
previously designed full-size working prototype of a
manned light ESTOLAS hybrid aircra, which includes:
1. Calculate the characteristics for a remote control
model and select them for manufacturing:
- calculate maximum take-o weight;
- select power plant parameters;
- calculate parameters of power battery for electric
motors and controllers;
- design a radio system based on the required number of control channels.
2. Material selection and manufacturing:
- select the necessary materials and aggregates
based on their weight characteristics;
- select the material for the glider taking into
account the necessary strength and stiness;
3. Manufacturing parts and structural components of
glider:

Pioneering the Air Transport of the Future

ESTOLAS

199

Pioneering the Air Transport of the Future

200

- produce parts and structural components using

high-precision machine tools and computer-aided
design and manufacturing technology;
- produce the precise form and geometry of the prototype model.
4. Flight test the ESTOLAS aircra model:
- evaluate the performance characteristics;
- evaluate the stability and steerability in all modes
of ight take-o, landing and cruising;
- investigate the inuence of the ESTOLAS prototype
with aerodynamic anges on the side stability and
balance;
- simulate the possible failures and emergency situations; evaluate the appropriate response to them.

Expected Results
The expected results will be varying sizes of hybrid aircra that can full the following requirements:
- a small ESTOLAS hybrid aircra (payload 1-2 tonnes)
that has a longer range than the current lightweight
helicopters.
- a medium ESTOLAS hybrid aircra (payload 40-60
tonnes) that has a greater payload and so perform
more tasks than the heavier helicopters currently in
service.
- a large ESTOLAS hybrid aircra (payload 100-200
tonnes) and a super-large hybrid aircra (payload
200-400+ tonnes) that can transport heavy cargo
between small airports and/or open areas of land
or water that are close to the cargos origin and/or
destination.
The project will draw a conclusion as to whether the
concept of ESTOLAS in its small, medium or large versions is feasible for further development.

Pioneering the Air Transport of the Future

Acronym:

ESTOLAS

Name of proposal: A Novel Concept of an Extremely Short Take-o and Landing All-surface Hybrid Aircra:
from a Light Passenger Aircra to a Very High Payload Cargo/passenger Version
Grant agreement:

308968

Instrument:

CP-FP

Total cost:

718.516

EU contribution:

583.243

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.05.2012

Ending date:

30.04.2014

Duration:

24 months

Technical domain:

Breakthrough and Novel Concepts

Website:

http://www.estolas.net

Coordinator:

Alexander Gamaleyev
Rigas Tehniska Universitate
Kau iela 1
LV 1658 Riga

E-mail:

[email protected]

Tel:

+371 (0)29 232 885

Fax:

+371 (0)67 334 350

EC Ocer:

Hugues Felix

Partners:

Agentur Kronstadt GmbH

DE

Craneld University

UK

QualityPark AviationCenter GmbH

DE

3-D model of ESTOLAS prototype

201

Pioneering the Air Transport of the Future

202

FANTASSY

Future Aircra Design Following the

Carrier-pod Concept as an Enabler for
Co-modal Seamless Transport, Passenger
Safety and Environmental Sustainability
State of the Art - Background

Objectives

The main focus of FANTASSY is to achieve increased

transport eciency in terms of time, cost and environmental footprint. The modular aircra is a concept that
is capable of inuencing the air transport of the future.
FANTASSY takes this even further by proposing detachable cabin pods that cooperate with a carrier aircra.

The scope of the FANTASSY project can be summarised

by the following specic objectives:
- to dene the form of the aircra that will be the basis
of the design exercise, together with its possible mission proles;
- to describe an air-transport system concept that will
exploit the capabilities of the passenger pod based
on the principles of seamless mobility;
- to perform a preliminary design of the pod at least
as far as geometrical conguration and basic structural performance is concerned;
- to investigate the technical implications of the emergency evacuation function of the pods;
- to access a series of technologies and materials in
the early stages of development that may be available in the future for applying to the modular aircra
design.

Passengers will enter the pod with their luggage whilst

still in the airport terminal, even before the aircra
lands; the pod also functions as a loading platform.
When boarding is complete, the pod will be transferred and loaded to the aircra just aer the incoming
pod has been unloaded and led to the terminal. The
eciency in airport operations and passenger boarding
is self-evident.
Provided that size, weight and other requirements are
compatible, the pods could also be loaded to railway
or road vehicles, thus achieving absolutely seamless
multi-modal transport.

Concept for a carrier aircra with multiple detachable passenger pods

The scientic objectives are focused on the feasibility

study of four main issues of the air transport of the
future:
- to promote the idea of intermodality and seamless
transition by introducing the concept of a passenger
pod that can be interchanged between aircra and
rail vehicles;
- to explore the possibility of using the passenger pods
as escape capsules in case of emergency;
- to serve the greening initiative by reducing emissions
due to taxiing;
- to introduce a dierent approach to maintenance and
system decommissioning as a result of increased
exibility.

The projects ultimate goal is to present a preliminary

design of an intermodal passenger pod for air and rail
transport modes.
In work package (WP) 1, the design work on the passenger pod will begin with a literature review of aircra
concepts for 2050 and their associated technologies.
Initial pod congurations will be presented, based on
design specications from rail and aviation industry.
The output of WP1 will be the selection of the most
viable pod design.
WP2 denes the preliminary structural sizing and interior layout of the selected pod. The environmental control system of the cabin and the emergency evacuation
options will also be studied. Critical technologies will
be identied in order to achieve the feasibility of the
passenger-pod concept.
WP3 deals with the operational procedures of the passenger pod in order to achieve compatibility between air
and rail transport modes. The new operational model
will be compared in terms of cost, time and environmental impact with existing operational models.

Acronym:

A study will be carried out in WP4 in order to nd ways of

implementing the passenger pod concept in other future
concepts, such as the cruiser-feeder concept and the allelectric aircra.

Expected Results
The main outcome of the study will be a basic design of
the carrier aircra and the passenger pod. Essentially the
work will focus on determining a feasible conguration that
will cover most operational and safety aspects. The main
features of the pod attachment/release system with both
air and rail vehicles will be further studied. Other expected
results include the specications of the environmental control system and the emergency evacuation procedures.
Apart from the technical issues as regards the vehicle,
the emerging operational mode from the fusion of air
and rail transport will be claried and assessed. This will
include the specications of operations within rail stations
and airport terminals and the procedures for loading and
unloading the pods.
Another interesting result will be the assessment of the
conceptual carrier-pods compatibility with other concepts
and trends in the aviation industry.

FANTASSY

203

Name of proposal: Future Aircra Design Following the Carrier-pod Concept as an Enabler for Co-modal
Seamless Transport, Passenger Safety and Environmental Sustainability
Grant agreement:

Pioneering the Air Transport of the Future

Description of Work

309070

Instrument:

CP-FP

Total cost:

730.754

EU contribution:

560.750

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.08.2012

Ending date:

31.07.2014

Duration:

24 months

Technical domain:

Breakthrough and Novel Concepts

Website:

https://fantassy.projects.nlr.nl/

Coordinator:

Prof. Vassilis Kostopoulos

University of Patras
Patras University Campus
GR 26500 Patras

E-mail:

[email protected]

Tel:

+30 (0)2610 969 441

Fax:

+30 (0)2610 969 417

EC Ocer:

Ivan Konaktchiev

Partners:

Integrated Aerospace Sciences Corporation OE

Piaggio Aero Industries SpA
NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

GR
IT
NL

Pioneering the Air Transport of the Future

204

FUTUREWINGS

Wings of the Future

State of the Art - Background
FutureWings is aimed at the theoretical study and
preliminary experimental validation of the model of
a wing structure that has the capability to change its
shape by using a novel type of hybrid material based
on the implementation of patches of piezoelectric
bres into laminates of composite materials. Thin piezoelectric patches are available in the market.
Nowadays such materials have a structural strength
and durable performance of a very high level, as with
macro bre composite (MFC), a product of Smart
Material GmbH, a partner of this project. This type of
piezo actuator is being used in several technical elds,
especially for structural morphing, vibration and damping, control and structural health monitoring. In all the
existing applications in the eld of active structural
control, the main problem is related to the high level
of electrical power; although in this application the
requested power will be not so high due to the control
mode of the layers of piezo material (low-frequency
control mode because of the quasi-stationary mechanical deformations). This latter fact is important for the
development of primary smart structures.
The control of the deformed shape of a wing will allow,
for example, the elimination of the ailerons, thus saving both weight and cost.

Objectives
The objective of this project is to include piezoelectric
bres in the laminate on wing structures. However,
the following questions need to be answered by the
research carried out in FutureWings:
- Can the piezoelectric bres be embedded within
laminates of composite material? Necessary future
research will be identied so as to improve their performance. Experiments will be carried out on models
made of hybrid composite material.
- Which deformations imposed by the laminate with
piezoelectric bres are necessary to obtain the aerodynamic control of a wing? What are the structural
dierences between a wing with an embedded laminate with piezoelectric bres compared to a conventional wing? Analytical models for the calculation of
active modular wing structures will be implemented
to develop the FutureWings Unit (minimum number
of active layers to achieve the aerodynamic forces
consistent with the structural strength).

- What are the technical limits for drive and control

that restrict the installation of a large number of
laminates with piezoelectric bres in a wing structure? To what extent do these bres aect the
mechanical response of the structure? What is the
expected level of deformation that active elements
can produce inside a structure? A specic electronic
control system and a model of FutureWings will be
manufactured and tested.

Description of Work
The project will develop through the realisation of
three dierent but connected areas, carried out in ten
work packages:
Theoretical and computational analyses: development
of theoretical and computational models aimed at
developing new evaluation tools suited for analysing
the specic problems related to the insertion of active
piezoelectric laminates into a wing-box structure. The
models will be used to test the feasibility of obtaining
the deformation of the wing that is necessary to guarantee the full manoeuvrability of the aircra without
mechanical failures.
Experimental evaluations: measurement of the
mechanical characteristics of the hybrid laminates
(piezo layers + composite layers and/or piezo layers
+ aluminium alloy layers. Mechanical and functional
tests will be carried out on a small-scale FutureWings
model.
Study of the ight mechanics of the FutureWings
concept aircra. An assessment will be made of the
aero-elastic and aeromechanical characteristics of an
aircra based on the FutureWings concept.
The small-scale Future-Wings model, principally
conceived and used for the experimental part of the
research, will be a powerful tool for demonstrations
during the dissemination activities of the projects
results.

Expected Results
New knowledge should include:
- a mathematical model describing the behaviour of
an aircra which can y without using any traditional
high-velocity control surface, but that can deform
its aerodynamic surfaces according to the ight
requirements;

Pioneering the Air Transport of the Future

- theoretical models that describe the behaviour of

active hybrid composite material upon deformation
commands (constitutive equations or constitutive
matrix of the material);
- numerical models of a FutureWings aircra conguration and the rst assessments of its airworthiness
characteristics;
- fundamental knowledge concerning the behaviour
of active hybrid composite materials, based on tests
carried out on specimens and on a small-scale model
of a wing; the campaign of measures includes static/
dynamic tests and experimental simulations of the
failure of one or more active elements in the smallscale model.
Emerging technologies should include:
- a radically new application of advanced MFC
elements;
- the development of an integrated and ecient wiring
system necessary to realise the power supply of the
piezoelectric bres embedded in the hybrid composite material;
- the development of the production technology necessary to realise and install a system of active layers
in a self-deforming structure;
- the development of the electronic control system for
a structure made of hybrid composite materials.

Example of torsional deformation of a boxed beam induced by

controlling layers of piezoelectric material inserted in the panels
upper skin and lower skin

205

Example of exural deformation of a boxed beam induced by controlling layers of piezoelectric material inserted in the anges of the spars

Pioneering the Air Transport of the Future

Acronym:

FUTUREWINGS

Name of proposal: Wings of the Future

Grant agreement:

335042

Instrument:

CP-FP

Total cost:

815.400

EU contribution:

599.150

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.06.2013

Ending date:

31.05.2015

Duration:

24 months

Technical domain:

Aerostructures and Materials

Coordinator:

Prof. Mario Chiarelli

University of Pisa - Department of Civil and Industrial Engineering, Aerospace Unit
Via Caruso n. 8
IT 56122 Pisa

E-mail:

[email protected]

Tel:

+39 (0)50 2217253

Fax:

+39 (0)50 2217244

EC Ocer:

Hugues Felix

Partners:

iChrome Ltd
Piaggio Aero Industries SpA

206

Smart Material GmbH

UK
IT
DE

High-speed EXperimentAl FLY vehicles

Objectives
HEXAFLY aims to achieve a rst maturation and a
proof-of-concept to test y these radically new conceptual designs accompanied with several breakthrough technologies onboard a high-speed vehicle.
This approach would vastly increase the TRL up to 6.

State of the Art - Background

High-speed civil transportation has always been
hampered by the lack-of-range potential or too high
a fuel consumption stemming from too low a cruise
eciency.
However, radical new vehicle concepts with a strong
potential to alter this trend have been proposed and
conceived. This innovative approach is based upon a
well elaborated integration of a highly ecient propulsion unit with a high-liing vehicle concept. However,
performing a test ight will be the only proof of their
technical feasibility.
At present, the promised performances can only be
demonstrated by numerical simulations or partly
experimentally. As high-speed wind tunnels are intrinsically limited in size or test duration, it is nearly impossible to t even modest vehicle plan forms completely
into a wind tunnel. Therefore experiments are limited
either to the internal propulsive ow path with combustion but without the presence of high-liing surfaces, or to complete small-scaled aero-models but
without the presence of a combusting propulsion unit.

The emerging technologies and breakthrough methodologies that are strongly dependent on experimental
ight testing at high speed can be grouped around the
projects six major axes:
- high-speed vehicle concepts to assess the overall
vehicle performance in terms of cruise-eciency,
range potential, aero-propulsive balance, aero-thermal-structural integration, etc.;
- high-speed aerodynamics to assess compressibility
eects on transition, aerodynamic stability, etc.;
- high-speed propulsion to evaluate the performances
of intakes, air-breathing engines, nozzles, etc.;
- high-temperature materials and structures to ighttest high-temperature lightweight materials, active/
passive cooling concepts, reusability aspects in
terms of oxidation, fatigue, etc.;
- high-speed ight control requiring real-time testing
of guidance navigation control (GNC) in combination
with HMS/FDI technologies (health monitoring systems/fault detection and isolation);
- high-speed environmental impact focusing on reduction techniques for sonic boom and sensitivities
of high-altitude emissions of H20, CO2, NOx in the
stratosphere.

Though numerical simulations are less restrictive in

geometrical size, they struggle with accumulated
uncertainties in their modelling of turbulence, chemistry and combustion making complete nose-to-tail
predictions unveried without an in-ight validation,
resulting in a technology readiness level of TRL 4
(components validated in laboratory).

Completely integrated vehicle concept for Mach 8 ight

Pioneering the Air Transport of the Future

HEXAFLY

207

Pioneering the Air Transport of the Future

208

Expected Results
All of the above investigations will be performed in
enough depth to evaluate the ROM costs for the two
ight vehicle scales, their integration and the corresponding launch methodologies.

Nose-to-tail computations for a waverider-based vehicle at Mach 8

Description of Work
To improve the experimental ight testing, a scientic
mission prole will be dened followed by a proof-ofconcept based upon:
- a preliminary design of a high-speed experimental
ight vehicle covering the six major axes;
- selection and integration of the ground-tested technologies developed within Long-Term Advanced
Propulsion Concepts and Technologies (LAPCAT) I
& II, Aero-Thermodynamic Loads on Lightweight
Advanced Structures (ATLLAS) I & II and other
national programmes;
- identication of the most promising ight platform(s)
so as to allow the following items to be addressed:
- identication of potential technological barriers to be
covered in a follow-up project;
- assessment of the overall rough order of magnitude
(ROM) costs to continue this work in a follow-up
project;
- the progress and potential of technology development at a higher TRL.
The vehicle design will be the main driver and challenge
in this project. The prime objectives of this experimental high-speed cruise vehicle will aim for the following:
- an integrated conceptual design demonstrating a
combined propulsive and aerodynamic eciency;
- a positive aero-propulsive balance at a cruise Mach
number of 7 to 8 in a controlled way;
- making optimal use of advanced high-temperature
materials and/or structures;
- an evaluation of the sonic boom impact by deploying dedicated ground measurement equipment Once
conceived, the level of acceleration from Mach 5 up
to a cruise speed of Mach 8 can be determined.

The outcome will provide an overview of the most

promising routes towards high-speed ight testing for
the functions of size, complexity and cost. Equipped
with these results, the European aeronautic community
will be further aligned and able to prole themselves
uniformly towards any international collaboration on
ight testing for high-speed aircra, in particular with
Russia, Japan and Australia.

Pioneering the Air Transport of the Future

Acronym:

HEXAFLY

Name of proposal: High-speed EXperimentAl FLY vehicles

Grant agreement:

321495

Instrument:

CP-FP

Total cost:

829.897

EU contribution:

599.960

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.10.2012

Ending date:

31.03.2014

Duration:

18 months

Technical domain:

Breakthrough and Novel Concepts

Website:

http://www.esa.int/techresources/hexay

Coordinator:

Dr Johan Steelant
ESA - European Space Agency
Keplerlaan 1
NL 2200 AG Noordwijk

E-mail:

[email protected]

EC Ocer:

Pablo Perez-Illana

Partners:

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

IT

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

GDL - Gas Dynamics Ltd

UK

MBDA France SAS

FR

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

209

Pioneering the Air Transport of the Future

HIKARI

HIgh-speed Key technologies for future Air

transport - Research and Innovation cooperation scheme
State of the Art - Background
High-speed civil airplanes ying at supersonic or hypersonic speeds have long been a topic of major interest.
However, with the signicant exception of Concorde,
and to a lesser extent the Tupolev Tu-144, it has never
gone beyond the research phase to reach entry into
service.
And yet, studies still conducted by various stakeholders
around the world show substantial advances in terms
of technology, be it related to engines, noise reduction
or other key areas, that could help develop and extend
the niche market that was Concordes.

Objectives

210

HIKARIs vision is to bring all the existent research

closer together and to take it one step further so as to
establish roadmaps for both the technology development and the demonstration strategy of future highspeed aviation.
To achieve this goal, HIKARI gathers the most renowned
partners already involved in related research projects,
from Japan and Europe, and so directly beneting
from their experience, background and competencies.
HIKARI also lays the foundation for overcoming todays
obstacles and creating the path towards high-speed
transportation, which will be a real and implementable
scenario of our future daily life, allowing us, for example, to y from Paris to Tokyo in less than three hours.

Artist's impression of the ZEHST hypersonic aircra concept

HIKARI, in general, takes a stand on development costs,

risks and the technology readiness level so as to help
bring together initiatives, derive common goals, and
also contribute to the advancement of key research
areas that are related to the futures high-speed air
transport.

Firstly, several fuel types that meet high-speed vehicle

requirements will be envisaged and their environmental impact will be assessed.

Description of Work
Within HIKARI, an estimation of the passenger demand
and airline operating costs will be performed, in order
to provide insights as to the economic viability of highspeed transport. This will feed a second activity, which
will provide elements to justify the economic interest
of high-speed transport and gain public acceptance.

HIKARI will also contribute to in-depth studies in three

technological areas currently of interest to both European and Japanese partners: fuel and environment,
thermal and energy management, and propulsion.

Secondly, HIKARI will provide a clearer view of the different solutions that can contribute to absorbing the
massive heat uxes entering the vehicle during the
long high-speed cruise: for instance, onboard thermal-to-electric energy conversion, fuel preheating or
self-pressurisation.
Thirdly, several propulsion architectures will be investigated that are based on cryogenic fuels, and their
consequences on vehicle design (specically the tanks)
will be analysed.

Expected Results
The primary output from HIKARI will be technology
roadmaps that rely on synergies between all the different projects brought by the partners, but more particularly Aero-Thermodynamic Loads on Lightweight
Advanced Structures (ATLLAS), Long-Term Advanced
Propulsion Concepts and Technologies (LAPCAT), High
Speed Key Technologies for Future Air Transport Research & Innovation Cooperation Scheme (ZEHST),
Future High-Altitude High-Speed Transport 20XX
(FAST20XX)and LEA, which is an MBDA and ONERA
hypersonic ight test program. The main driver is to
propose common technology roadmaps and experimentation plans that will contribute to the denitive
validation of key technical areas by 2020 or earlier and
be benecial to all partners.

Acronym:

The next steps beyond HIKARI will be to follow these

roadmaps in the frame of extended partnerships
inspired by this international research co-operation
initiative. This will pave the way for the development
and entry into service of an environmentally friendly
passenger aeroplane in the future.
HIKARI will strengthen the link between European
and Japanese research and technology partners and
between European and Japanese industry.

HIKARI

Pioneering the Air Transport of the Future

The output from these activities will be integrated in

roadmaps.

Name of proposal: HIgh-speed Key technologies for future Air transport - Research and Innovation
co-operation scheme
Grant agreement:

313987

Instrument:

CP-FP

Total cost:

2.040.877

EU contribution:

1.366.975

Call:

FP7-AAT-2012-RTD-JAPAN

Starting date:

01.02.2013

Ending date:

31.01.2015

Duration:

24 months

Technical domain:

Breakthrough and Novel Concepts

Website:

http://www.hikari-project.eu

Coordinator:

Emmanuel Blanvillain
EADS France SAS - European Aeronautic Defence and Space Company
12 Rue Pasteur - BP 76
FR 92152 Suresnes

E-mail:

[email protected]

EC Ocer:

Pablo Perez-Illana

211

Pioneering the Air Transport of the Future

212

Partners:

Airbus SAS

FR

Astrium SAS

FR

CNRS - Centre national de la recherche scientique

FR

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

IT

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

EASN Technology Innovation Services BVBA

BE

ESA - European Space Agency

FR

Japan Aerospace Exploration Agency

JP

MBDA France SAS

FR

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Oxford Economics Ltd

UK

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

University of Tokyo

JP

HYPersonic MOrphing for a Cabin Escape

System
State of the Art - Background
Passenger safety is one of the main drivers for the
development of future trans-atmospheric transportation systems. The high levels of energy associated with
this type of ight (hypersonics) as well as the level
of reliability of the enabling technology results in the
challenge of developing an escape method in case of
an abort.
The implementation of a cabin escape system for a
hypersonic aircra is challenged by its integration
within a larger structure, the load factors for the passengers, the ejection propulsion concept, its capability
to withstand an extreme thermal environment (plasma
ow) and its adaptability to a wide range of abort scenario conditions (low and high speed and altitude).
This multi-phase nature makes morphing an attractive solution for a hypersonic escape system. The abort
scenarios cover a wide range of ight conditions and
the integration within the mother spacecra requires
compact solutions in terms of shape (capsule adapted
to outer mould line). A single shape cannot provide
adequate performance and consequently it can be
challenging (e.g. load factors) for the comfort of the
passengers. The increase of the liing capability aer
the ejection of an escape capsule and the increase in
aerodynamic control surfaces is a challenging requirement in order to ensure the safe return to ground level.

Objectives
The main goal of HYPMOCES is to investigate and
develop the technologies in the areas of control,
structure, aerothermodynamics, mission and system
required to enable the use of morphing in the escape
systems of hypersonic transport aircra. A large cabin
escape system, which is able to change its shape and
automatically recongure during an abort event aer
ejection, will balance the compromise between the
constraints on its integration within the mother aircra (compactness), its adaptability to the unpredicted
environment and the required ight performance to
ensure a safe landing. In the case of hypersonic ight,
escape systems need to be able to cope with both the
risk associated with high energy management and a
reliable propulsion system.

The project will address key technological areas to

enable the use of morphing in hypersonic escape
systems:
- control and reconguration during morphing;
- structures, materials, actuators and mechanism of
the deployed elements;
- system integration within the escape system and
within the mother aircra;
- aerothermodynamics of the changing external
shape.
In addition to the technology aspects, the feasibility of
the cabin escape concept from a system and mission
standpoint will be appraised using a high-energy transatmospheric transportation scenario.

Pioneering the Air Transport of the Future

HYPMOCES

Description of Work
HYPMOCES addresses four main scientic and technological objectives in parallel with the system denition
in two design loops:
- mission and guidance, navigation and control (GNC)
approaches for morphing;
- state-of-the-art techniques for real-time adaptation
and reconguration of the ight control and guidance
system; estimation techniques required for proper
adaptation/reconguration;
- innovative structural and material solutions;
- ecient structural solutions to guarantee that the
required shape change is performed with precision; reduced impact on system mass; volume and
required power for the mechanism. It encompasses
the use of new materials, advanced actuators and
mechanisms, structural layouts and load transfer
schemes;
- system integration;
- compromise with morphing schemes to identify candidate architectures that are compatible with the
constraints imposed by the integration within the
mother aircra, considering the overall operation of
the cabin escape system and the mother aircra;
- aerothermodynamics;
- static and transient techniques for aerodynamic
and aerothermodynamic characterisation during
the shape-morphing process. Numerical prediction
methods will focus on the micro-aerothermodynamic
aspects (local gaps, steps) as well as on the transient
eects.

213

Pioneering the Air Transport of the Future

Expected Results
HYPMOCES implements a multidisciplinary approach in
the areas of mission, GNC, materials, aerothermodynamics and system integration to select the best morphing wing concept. Individually, each area is expected
to advance from its current state of the art:
- conrmation on the plausibility and technological
readiness level of the proposed control techniques to
handle the particularities of the morphing vehicle;
- improvement of the integration readiness level of
the technologies and concept through coupled mission engineering design, as well as providing the
tools and process for their development;
- the morphing will target structures where the material properties ease the design, allowing the realisation of simple mechanisms for critical functions
related to safety.
- ceramic hinges will be a step forward in the European
knowledge of advanced structures;

214

Project study logic addressing both system and technology areas

- extend and improve the coating techniques already

in use in relatively small components, such as turbine
blades;
- validate the feasibility of morphing structures on
rescue capsules for hypersonic trans-atmospheric
aircra, either gliders or propulsive concepts;
- the improved standard of knowledge on transient
aerodynamic and micro-aerothermodynamic heating
can also be applied to other hypersonic vehicles aiming at either securing the ight in case of incidents or
at optimising the ight while conditions are changing.

Pioneering the Air Transport of the Future

Acronym:

HYPMOCES

Name of proposal: HYPersonic MOrphing for a Cabin Escape System

Grant agreement:

341531

Instrument:

CP-FP

Total cost:

902.620

EU contribution:

584.077

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.12.2013

Ending date:

30.11.2015

Duration:

24 months

Technical domain:

Breakthrough and Novel Concepts

Coordinator:

Rodrigo Haya
Deimos Space SLU
Ronda de Poniente, Edicio Fiteni VI, 2, 2 19
ES 28760 Tres Cantos (Madrid)

E-mail:

[email protected]

Tel:

+34 (0)91 806 34 50

Fax:

+34 (0)91 806 34 51

EC Ocer:

Hugues Felix

Partners:

Aviospace Srl

IT

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

215

Pioneering the Air Transport of the Future

216

HYPSTAIR

Development and Validation of Hybrid

Propulsion System Components and Subsystems for Electrical Aircra
State of the Art - Background
Diminishing reserves of fossil sources of energy,
together with the environmental impacts of their use
(climate warming, air pollution, etc.), and geopolitical issues are among the main reasons for the use of
alternative technologies and products in transport,
which has already led to some results and even products in the transport industry. A signicant reduction
in fuel consumption along with lower related carbon
dioxide emissions can be achieved by using hybrid
and electric propulsion. But, the development of these
technologies for aircra has not followed this trend to
the required extent. However, there has been some
progress in this direction.
The main driver of the proposed work is the necessity for the aviation industry to follow the trends in
other elds of transport towards the use of sustainable energy sources and the ecient energy use. This
is even more of a pressing issue in the light aircra,
piston powered segment of the market, where leading
engine manufacturers are providing units whose basic
technology, although constantly updated and reliable,
is now over 50 years old. Fortunately, it is in the light
aviation segment where the application of all-electric
aircra technology, including propulsion, can be best
applied and can give signicant benets.

Objectives
The topic of the proposed project is the development
of components and necessary sub-systems comprising
a serial hybrid aircra propulsion system, along with
the development of human-machine interface components that will allow a pilot to fully use the benets of hybrid propulsion without overloading the pilot.
The components and their mutual interactions will be
tested in a laboratory environment. Particular emphasis will be given to a possible certication of hybrid
drive components.
A serial hybrid aircra concept currently represents the
best eciency versus range compromise in the light
aviation segment. It can be considered as an electrically powered aircra with an on board generator
used for extending the range when necessary. While a
long term goal of project partners may be an electric
aircra devoid of fossil fuel technology, it is the limi-

tations of current electric energy storage technology

that make an electric-only propulsion system unsuitable for long range ying. Battery mass is also never
spent while ying, giving the aircra a constant weight
penalty regardless of its battery state. Using a serial
hybrid drive, an all-electric aircra can be built that
has sucient battery capacity for shorter electric-only
hops, while for longer ranges and also for added safety,
an on board internal combustion engine (ICE) generator provides a weight ecient, even if somewhat less
energy ecient, power generation solution.

Description of Work
The project will start with the denition of the hybrid
aircra concept. Optimisation tools will be used to tailor the characteristics of the hybrid drive and the ight
mission prole to obtain the best possible energy eciency. This will provide the sizing for the hybrid drive
components, namely the electric motor, generator, batteries, inverter and controller. In parallel, discussions
with standards bodies and certication agencies will
take place that will help form the certication basis for
hybrid and electric drives. An intuitive human machine
interface (HMI) will be designed that always gives the
pilot an accurate and comprehensible picture of the
state of the on-board system, warning the pilot of possible system issues or ineective use of energy. The
input controls will also be designed to be simpler than
in most piston aircra, in order to reduce pilot workload
as well as to make hybrid technology more appealing to the market. All hybrid drive components will be
designed and built. An integration platform will be built
and testing methods will be designed that will allow
for the testing of the complete hybrid drive system in a
laboratory environment.

Expected Results
The proposed project represents a leap forward for
hybrid powered airplanes. Not only will a hybrid propulsion system be designed and constructed in certiable
form for standard category general aviation airplanes,
but also implemented in an integrated laboratory platform with all aspects of safe and ecient control as
well as superior user experience considered for the rst
time, to form a total integration solution. The components will be designed with the aim of functioning as
a part of a complete airframe and hybrid drive system.

Acronym:

time reducing the pilot workload as compared to managing a piston engine. As no regulations for hybrid
drive systems currently exist, dening these requirements in collaboration with the authorities will be an
important contribution of the project, paving the way
for hybrid and electric technologies to be introduced
to the market.

HYPSTAIR

Name of proposal: Development and validation of hybrid propulsion system components and sub-systems
for electrical aircra
Grant agreement:

605305

Instrument:

CP-FP

Total cost:

6.549.918

EU contribution:

4.368.499

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.09.2013

Ending date:

19.02.2016

Duration:

30 months

Technical domain:

Propulsion

Coordinator:

Prof. Gregor Veble

Pioneering the Air Transport of the Future

The sizing of all components will be performed in such

way that the focus will be not only on their individual
eciency, but also on the expected total system eciency and performance. In order to control the hybrid
in a way that is both safe and energy ecient, a special
human-machine interface will be designed, developed
and validated enabling the pilot to intuitively exploit
all the benets of hybrid propulsion while at the same

PIPISTREL Podjetje za alternativno letalstvo d.o.o. Ajdovina

Gorika cesta 50A

217

SI 5270 Ajdovscina
E-mail:

[email protected]

Tel:

+386 (0)53658160

EC Ocer:

LECOMTE Eric

Partners:

M.B. Vision di Pinucci Massimiliano

Siemens AG

IT
DE

Universit di Pisa

IT

Univerza v Mariboru

SI

Pipistrel Taurus G4, demonstrating the viability of electric propulsion.

Schematic diagram of the proposed hybrid drive propulsion system.

Pioneering the Air Transport of the Future

METROPOLIS

Urban Airspace Design

Objectives
Metropolis has two goals:
- to explore future urban airspace design;
- to understand air trac better by looking at extreme
scenarios.
Four types of airspace design will be investigated,
which are briey described below. In all concepts, it
is assumed that the onboard avionics will have the
airspace structure implemented, as well as other
constraints such as terrain/obstacles and (uplinked)
weather information.

State of the Art - Background

This project proposes the investigation of radically
new airspace design concepts for scenarios, which are
extreme when compared to todays in terms of trac
density, complexity and constraints.

218

By extrapolating the current developments in aerospace technology, it is considered likely that the following two new types of air vehicles will have arrived in
the second half of this century:
- personal air vehicles, used for door-to-door transport
and controlled semi-automatically;
- unmanned, autonomous ying cargo vehicles in different weight classes and sizes.
Apart from the necessity for being prepared for this
potential revolution in aerospace, there is a more fundamental, but still practical, question underlying this
challenge. Research so far has shown that in todays
en-route airspace, dispersing the trac over the airspace and thereby reducing the structure, reduces the
number of potential conicts and therefore increases
both capacity and eciency.
In urban airspace scenarios, many envision that these
extreme trac densities will require a very well dened,
very structured airspace. The question is: Is this true?
And if so, what causes this reversal?
The knowledge gained here will impact the airspace
design of tomorrow, especially through a better understanding of airspace and air trac complexity.

The four concepts are:

- Full mix: In this design, all vehicles share the same
airspace, without any structure or non-physical
constraints, so that by using a prescribed airborne
separation assurance algorithm, supported by automation, the vehicles avoid each other while ying an
optimal route.
- Layers: In this design, every altitude band corresponds to a heading range in a repeating pattern. The
aim is to allow maximum freedom of routing while
lowering the relative speeds, facilitating the separation and increasing the safety.
- Zones: Based on the principle of airspace design
today, dierent zones for dierent types of vehicles
and speed ranges, as well as global directions have
been dened to aid the separation by the structure of
the airspace.
- Tubes: Tubes will provide a xed but dense route
structure. Dierent directions, speeds and vehicle
types will use dierent tubes to ensure safety by
separating potentially conicting trac.

Description of Work
Work package (WP) 1 denes a common input view
on demand and technology through a literature study
of the preceding research. This leads to the denition
of common scenarios which contain the demand, the
technology and the environmental constraints.
Based on these ndings, each of the selected airspace
designs will be detailed into concepts to meet the
demands of the scenarios as specied in WP1. Expert
workshops/brainstorming sessions will take place to
address:
- general airspace structure,
- separations/conict avoidance,
- trajectories,
- approach/departure procedures.

In WP4, an existing simulation tool called trac manager (TMX) will be adapted to simulate all dened
operational concepts and scenarios, and to log all
necessary data. TMX is a medium delity desktop
simulation application designed for interaction studies
of aircra in present or future air trac management
environments.
The development will start in parallel with the concept
design and metrics tasks in order to provide feedback
to researchers for the chosen design options.
The results of the batch studies will be analysed in
WP5.

Expected Results
As soon as the vehicle technology becomes available there will not be sucient time to make the
right choices for the operational concept. Therefore
Metropolis studies this in parallel with the technological developments.
Studying these extreme scenarios will result in a
deeper understanding of air trac complexity: the
project studies the relationship between the dierent
metrics and air trac patterns and ows, as well as the
options to control it.
All the results and ndings will be disseminated via the
appropriate channels. Visualisations of the airspace
concepts will be made so that these can be used in
presentations. They will also be available online.

Pioneering the Air Transport of the Future

In WP3, the metrics that are relevant for determining

the quality of the dierent airspace concepts are
dened. The metrics will be described in a common way
to capture all strong and weak points of the individual
concepts and also to enable direct comparisons.

219

Four categories of optional urban airspace layouts

Pioneering the Air Transport of the Future

220

Acronym:

METROPOLIS

Name of proposal: Urban Airspace Design

Grant agreement:

341508

Instrument:

CP-FP

Total cost:

760.197

EU contribution:

594.857

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.10.2013

Ending date:

31.05.2015

Duration:

18 months

Technical domain:

Breakthrough and Novel Concepts

Coordinator:

Prof. Jacco Hoekstra

Technische Universiteit Del
Stevinweg 1
NL 2628 CN Del

E-mail:

j.m.hoekstra@tudel.nl

Tel:

+31 (0)15 278 7587

Fax:

+31 (0)15 278 6480

EC Ocer:

Eric Lecomte

Partners:

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

cole Nationale de l'Aviation Civile

FR

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

MORPHing enabling technologies for

propulsion system nacELLEs
State of the Art - Background
"Flightpath 2050" and the recently unveiled Strategic
Research and Innovation Agenda (SRIA) have elaborated CO2 emissions and external noise targets.
As opposed to traditional xed inner and outer mould
line engine nacelles, adaptive nacelles that use active
compliant system technologies applied to the inlet and
cowl oer large potential benets for achieving these
targets. These technologies have not previously been
given serious consideration.
The shape change of nacelles using conventional
mechanisms has been previously investigated. These
concepts aimed at noise reduction and ow control are
mostly based on conventional mechanisms typically
using retractable or movable devices. These concepts,
however, all have a cost in terms of providing cut-outs
and local stiness weakening in the lip structure, as
well as providing abrupt discontinuities in the aerodynamic prole of the nacelle itself.
In the last two decades, continuous or smooth shapechange technologies for aerodynamic surfaces have
emerged with variable camber airfoil concepts as a
noticeable example. These oer the benet of avoiding gaps and steps in aerodynamic surfaces while still
allowing shape modications.
Furthermore, there have been no instances of active
compliant system solutions considered in achieving
on-design and o-design propulsion system performance optimality.

MorphELLE methodology

Objectives
MorphElle focuses on investigating and evaluating new
concepts for active nacelles and their practical implementation as a realistic propulsion system solution,
as well as the resulting benets at the global aircra
level. A smooth and continuous shape change will be
of primary interest, based on elastic material deformation as opposed to conventional mechanisms. Dierent
parts of the nacelle will be investigated, although the
inlet and cowling are the most promising regions.
Aero-structure-actuator interaction will be analysed in
detail. It determines several critical aspects like material selection, structural design and actuator size and
power requirements.
Potential benets include improved aerodynamic eciency, reduced acoustic emissions, avoiding foreign
object damage while on the ground, improved performance in abnormal operation modes, adaptation to
the aircra attitude envelope (angle of attack, sideslip,
crosswind operations), adaptive ground clearance and
potentially further eects.
MorphElle serves to complement ongoing projects
related to advanced propulsion that cover turbomachinery-centric, hybrid-electric or fully-electric
initiatives.

Pioneering the Air Transport of the Future

MORPHELLE

221

Pioneering the Air Transport of the Future

222

Description of Work
Fundamental conceptual design ideas will be developed for morphing nacelles as there is no suitable
reference solution available yet. Potential designs are
investigated by multidisciplinary analysis and optimisation, as well as by mechanical testing on a scaled
test rig.
The following challenges are addressed in order to
achieve the project goals.
Initial exploration of the design task:
- setting the application scenario, system and modelling requirements for the investigation of adaptive
nacelle concepts.
Multidisciplinary numerical experimentation:
- high-delity quantication of design-variable sensitivities and generating a database for adaptive
nacelle-sizing purposes;
- multi-physics areas for study include aerodynamics, aero-acoustics, structure, actuators and engine
performance.
Multi-disciplinary interfacing and optimisation:
- identication of the most promising materials, actuators, structural morphologies, sub-systems;
- adaptive nacelle design, sizing and optimisation by
way of outer and inner mould lines geometry;
- selection of one promising concept for an adaptive
nacelle;
- completion of analysis and initial optimisation of the
concept and benchmarking against reference propulsion systems.
Test campaign:
- design and manufacture of a scaled demonstrator
adaptive nacelle;
- geometric performance testing and quasi static
mechanical testing.

Expected Results
Adaptive structural technologies applied to the nacelle
are expected to contribute to a dual set of reductions:
75% reduction in CO2 emissions and 65% reduction of
perceived noise emission.
The nacelle CO2 emissions reduction target of 3-5%
is to be accomplished through optimising engine performance and reducing both the installed nacelle and
general airframe drag according to the designated
point design and, more importantly, during o-design
operating points. The target engine noise reduction
is estimated at 2.0 EPNdB, directly at the fan noise
source.

The enabling technology behind this is adapting the

nacelle shape to multiple ight conditions for improving aerodynamics, aero-acoustics and engine performance. One promising morphing nacelle concept will
be selected for in-depth research. Its performance and
feasibility will be shown by means of numerical simulation and mechanical test results.
The results of the MorphElle project will provide data
to enable the partners to recommend a coherent, technically detailed path for future research and development. The knowledge about each of the dierent
adaptive nacelle solutions applicable for an interimterm will be also consolidated through the employment of dierent tools and methods available within
the project structure. Finally, a chronologically outlined
technology roadmap will be formed.

Pioneering the Air Transport of the Future

Acronym:

MORPHELLE

Name of proposal: MORPHing enabling technologies for propulsion system nacELLEs

Grant agreement:

341509

Instrument:

CP-FP

Total cost:

776.104

EU contribution:

599.490

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.10.2013

Ending date:

30.09.2015

Duration:

24 months

Technical domain:

Breakthrough and Novel Concepts

Coordinator:

Prof. Horst Baier

Technische Universitt Mnchen
Institute of Lightweight Structures
Boltzmannstrasse 15
DE 85747 Garching

E-mail:

[email protected]

Tel:

+49 (0)89 289 16096

Fax:

+49 (0)89 289 16104

EC Ocer:

Hugues Felix

Partners:

Bauhaus Lufahrt e.V.

DE

University of Bristol

UK

KTH - Kungliga Tekniska Hgskolan

SE

223

Pioneering the Air Transport of the Future

224

PEL-SKIN

PELskin: A novel kind of surface coating in

aeronautics
State of the Art - Background
The project aims to deliver a novel airfoil coating to
improve the global aerodynamic performance and
manoeuvrability of future air transport. The basic concept is to seek drag reduction from a prefabricated
coating composed of a densely packed arrangement of
exible bres that can be attached directly onto a wing
or aerodynamic surface, in the region of separated
ow. Inspired by the popping up of birds feathers in
certain ight modes, the amelioration of aerodynamic
performance via a Porous and ELastic (PEL) coating is
possible by reconguring/adapting to the separated
ow, thereby directly changing the vortex shedding and
reducing the form drag by decreasing the intensity and
size of the recirculation region.
The PEL coating will lead to a reduction of fuel consumption, and thus impact directly on the environmental issues in the long term. The PEL coating shares
advantages of both passive and active control actuators: it has zero energy cost of activation and is capable of moving, deforming and adapting/reacting to the
surrounding ow eld.
This new combination of features has been observed
enabling drag-reducing eects over a wider range of
ow parameters as compared to xed rigid devices,
therefore adding more adaptability and exibility for
greatly enhanced ow control strategies.

Objectives
The objective is to investigate the performance benet
this technology can deliver for ow at higher Reynolds
numbers than the one studied so far, which is relevant
for the next generation of aircra. With respect to
typical ow control actuators encountered in literature,
the novelty of the obtained PELskin coating, built of
dense arrays of bre/ap elements, is to combine three
essential characteristics:
- compliance or deformability, originating from the
motion of structural elements;
- anisotropy of structural response, imposing body
forces caused by the shape/orientation of elements;
- porosity due to the presence of interstitial ow in the
dense layer of elements.
The combined action of these three coating properties
makes this kind of actuator unique, and constitutes
an original and promising contribution in the eld of

ow control. The research endeavours to deliver a clear

physical understanding of the principle ow-control
mechanism and an accompanying numerical model
of the phenomena, which shall be implemented and
tested into industrial aerodynamic soware tools,
ready for more detailed downstream design work. As
a Level 0 project, the research focuses on providing a
proof of concept, in order to pave the way for more
extensive design and testing, and involving industry in
the longer term.

Description of Work
A signicant challenge in the project relates to the
large parameter space characterising the PEL coating:
length of the elements, rigidity, position, density, eective porosity, etc. Thus, the heart of the project lies in
creating, characterising and calibrating a model of the
coating, and then understanding the physical mechanisms governing the uid structure interaction eects.
A transfer function that characterises the response of
the PEL coating to an external uid force and a mathematical model of the PEL coating as a poro-elastic
continuum constitute the main theoretical outcomes.
A joint numerical/experimental approach is required on
these particular points so as to encompass all the fundamental aspects of the model and provide a reliable,
accurate and robust PEL coating that is able to interact
with turbulent ows.
Numerical (direct numerical simulation and large eddy
simulation coupled to immersed boundary method)
and experimental tests (water tunnel) of the PEL coating will be performed based on the theoretical/experimental developments. Once the numerical framework
is developed, including the new continuum or homogenised models of the PEL coating, it will be tested using
large eddy simulation at turbulent Reynolds numbers
(Re ~100 000) on congurations of increasing complexity. The achieved results will be systematically
compared with wind-tunnel tests.

The following are the expected outcomes:

- A new theoretical model of the PEL coating, especially focusing on the porosity eects, which should
be adapted to aerodynamic applications.
- A clear physical understanding of the behaviour of
a PEL coating in separated turbulent boundary layers, and a quantied assessment of the impact of
the main PEL design parameters on the uid ow
structure.
- The identication of parameters for which a PEL
coating achieves drag reduction around an airfoil in
ight-relevant congurations for a small Unmanned
Aerial Vehicle (UAV) and a deeper insight into the
ow mechanism by which this improved eciency
occurs.
- The development of a reduced order mathematical
model to enable the interaction of the PEL coating
with a turbulent boundary layer to be simulated
numerically.
- The early integration of the PEL coating on a smallscale UAV wing carried out under wind-tunnel conditions and with a numerical setting as close to
realistic ight conditions as possible.
Longer term outcomes of the project will contribute to
reduced CO2/NOx emissions and improved ight performance in terms of delayed stall and reduced vibrations
induced by, for example, gust loading, especially during
take-o and landing where boundary layer separation
plays a crucial role.
Noise reduction is another potential benet of this
project.

Conceptual view of the PEL-coating action on the ow

Pioneering the Air Transport of the Future

Expected Results

225

Pioneering the Air Transport of the Future

226

Acronym:

PEL-SKIN

Name of proposal: PELskin: A novel kind of surface coating in aeronautics

Grant agreement:

334954

Instrument:

CP-FP

Total cost:

792.519

EU contribution:

599.990

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.06.2013

Ending date:

31.05.2015

Duration:

24 months

Technical domain:

Flight Physics

Coordinator:

Dr Julien Favier
Aix-Marseille Universit
58, Boulevard Charles Livon
FR 13284 Marseille

E-mail:

[email protected]

Tel:

+33 (0)4 91 11 85 23

Fax:

+33 (0)4 91 11 85 02

EC Ocer:

Christiane Bruynooghe

Partners:

Centro de Investigaciones Energticas, Medioambientales y Tecnolgicas

ES

Technische Universitt Bergakademie Freiberg

DE

University of Manchester

UK

Wolf Dynamics Srl

IT

PulsarPlane: Worldwide air transport

operations
State of the Art - Background

Objectives

Pulsars are fast rotating neutron stars that emit electromagnetic radiation, which is received on earth as a
series of very stable, fast, periodic pulses at periods
of between 1.4 milliseconds and 8.5 seconds. These
periodic pulses and the known positions (in celestial
coordinates) of the neutron stars make them ideal
beacons for navigation. Pulses, emitted by a pulsar in a
wide frequency range, can be received at regular intervals corresponding to a beam (or beams) being emitted from a rotating neutron star. The pulsar emits radio
waves and particles along its magnetic axis, which can
be compared with a lighthouse. As the neutron star is
rotating, observers detect pulses with a distinct period
between them.

The major research questions that will be addressed

in the project are:
- Is pulsar navigation feasible for aviation and, if the
answer is positive, what technologies are required to
make it operational?
- How can pulsar navigation be applied to air transport
and what would be the impact for aircra navigation?

Some pulsars are extremely accurate pulse sources

and this property could make them ideal for navigational methods. The pulsar signals are very weak but
detectable. It is believed that with the advance of
antenna technology and signal processing algorithms,
pulsars can be detected and tracked onboard an aircra. Moreover the accuracy of pulsar-based navigation could be sucient for certain applications in
aviation.

Pulsar (le) and pulse model (right)

The project objective can be divided into four topics.

These have been identied as follows.
Scientic objectives:
- study the feasibility of pulsar navigation as a breakthrough technology and dene its potential impact
on the air transport concept;
- dene the future technology developments in
antenna technology, signal processing and algorithms (computing power) that are necessary to
make pulsar navigation suciently robust, reliable
and accurate for use in aviation.
Technical objectives:
- optimise and design ecient and fast signal acquisition methods for use in radio-pulsar navigation and
timing systems;
- investigate the implementation of Ultra Wide Band
(UWB) receivers for pulsar reception, which greatly
decrease the required antenna sizes.

Pioneering the Air Transport of the Future

PULSARPLANE

227

Pioneering the Air Transport of the Future

Artist's impression of the pulsar plane

Description of Work

228

The project will be carried out in three dierent streams:

- Air Trac Management (ATM) and aircra operations;
- signal processing;
- antenna and radio frequency front-end research.
The innovative character of the proposed project
requires a strategy that will allow exibility in making
technical choices in the course of the project. Therefore,
the project will build on several coordination meetings
to allow the whole consortium to decide on the technical direction of the project. To accommodate this, the
project structure is set up as simply as possible, so that
people are involved directly in the contents of dierent
tasks and minimum coordination between the dierent
work packages is necessary.

Expected Results
If pulsar navigation is feasible, at least ve advantages
are identied for aviation:
1. Overcome Satelitte based navigation systems vulnerabilities such as intentional and unintentional
interference. Pulsars are immune to solar ares or
hostile attempts at disabling them and due to their
broadband nature, jamming their signals is dicult.
2. Reduce the operational cost of air transport. Pulsar
navigation could provide a more economical solution as it would only require onboard equipment.

3. Contribute to greener transport by enabling formation ying of commercial airplanes and a reduction of reliance on ground infrastructure. Highly
intelligent aircra would be able to self-organise
and select the most ecient and environmentally
friendly routes. Systems and sensor redundancy
including navigation would be a key safety factor.
4. Improve exibility and accessibility of air transport.
Pulsar navigation could enable safer operations at
airports where currently certain airplanes cannot
land, especially in Africa and Siberia, and in oceanic
areas where ground infrastructure is not feasible.
5. Contribute to a common reference timeframe. The
development of standards and coordinated implementation of a common time reference for all systems would provide a basis for the synchronisation
of all operational information.

Pioneering the Air Transport of the Future

Acronym:

PULSARPLANE

Name of proposal: PulsarPlane: Worldwide air transport operations

Grant agreement:

335063

Instrument:

CP-FP

Total cost:

775.304

EU contribution:

596.652

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.09.2013

Ending date:

28.02.2015

Duration:

18 months

Technical domain:

Breakthrough and Novel Concepts

Website:

http://www.pulsarplane.eu/

Coordinator:

Dr Peter Jacob Buist

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium
Anthony Fokkerweg 2
NL 1059 CM Amsterdam

E-mail:

[email protected]

Tel:

+31(0)88 511 4301

Fax:

+31(0)88 511 3210

EC Ocer:

Ivan Konaktchiev

Partners:

Aalto-Korkeakoulusaatio

FI

Instituto de Engenharia de Sistemas e Computadores, Investigao e Desenvolvimento

em Lisboa

PT

Soiski Universitet 'Sveti Kliment Ohridski'

BG

Technische Universiteit Del

NL

Universiteit Twente

NL

229

Pioneering the Air Transport of the Future

230

RESILIENCE2050.EU

New Design Principles Fostering Safety,

Agility and Resilience for Air Trac
Management
State of the Art - Background
The term resilience is widely used in several areas of
research, such as in the ecological, socio-ecological
and social-technical domains.
Together with the term engineering resilience,
Hollnagel et al. introduced in 2006 the concept
of resilience engineering in safety science, which
investigates human and organisational aspects in
the design of safety critical socio-technical systems.
Resilience engineering is a paradigm for safety
management that focuses on how to help people cope
with complexity under pressure to achieve success.
In 2007, EUROCONTROL launched a project to understand this new area of resilience engineering and its
relevance to air trac management (ATM) from a
safety science perspective. In the 2009 White Paper
on resilience engineering for ATM, EUROCONTROL provided the following denition of resilience: Resilience is
the intrinsic ability of a system to adjust its functioning
prior to, during, or following changes and disturbances,
so that it can sustain required operations under both
expected and unexpected conditions. This is the only
denition that exists in an ATM context prior to the
Resilience2050.eu project.

Objectives
Air trac systems have a complex nature. Every system that operates close to the maximum use of its
resources is sensitive to disturbances and therefore
vulnerable and negative eects can be amplied by
the complexity of a system, so wasting resources.
The impact of disturbances on the European air trafc system cannot be currently described with sucient
accuracy.
The Resilience2050.eu project investigates how the air
trac system can more quickly return to its operating
state aer disturbances occur. This is done by bearing
in mind an optimal utilisation of resources. Hence, the
idea of Resilience2050.eu is to implement both eciency and resilience, i.e. the optimal use of resources
and the ability of the system to recover quickly.

The aim of the Resilience2050.eu project is to apply

resilience as a new property of ATM. This approach
ts with the step changes to air transport operation
beyond Single European Sky Air Trac Management
Research (SESAR). A new ATM concept will be developed that is ecient and at the same time resilient,
but which ignores the operational limits existing today,
thus only addressing safety aspects and the foreseeable physical limits. This new concept should derive
design principles that provide resilient system behaviour for future ATM systems.

Description of Work
In the context of the objectives and the current state of
the art within European air trac management, technical and methodical innovation will be quite signicant
in the development of the project.
In addition to the research process itself, where the latest tools from data science, complex systems and data
mining have been applied, the inter-organisational collaborative tool InGrid and other cutting-edge novelties have been used, thus decreasing the management
and communication times, and increasing the time and
quality of the research itself.
Having the General Directorate of State Airports
Authority of Turkey (DHMI) as a partner has enabled
the study of a deeper and richer vision of the problem. Both inputs and outputs from and to the operational eld have been key in the projects development,
providing an appropriate balance to the technical and
scientic activities coming from academia and the
research centres.

231

Pioneering the Air Transport of the Future

Pioneering the Air Transport of the Future

232

Expected Results
The ideal result of Resilience2050.eu would be the
implementation of both eciency and resilience into
the current air trac management, taking into account
the ATM systems particular safety constraints.
The project aims to achieve a better understanding of
the real status and properties of the ATM system. This
result will then provide the insight to address the following questions:
- what are, have been or will be the denitions of resilience and other transversal concepts such as robustness, stress, etc. in the current European aviation
system?
- what is the optimal utilisation of resources in the balance between eciency and resilience?
- how can the system deal with expected and unexpected disturbances?
- what are the proper system properties that avoid
collapses in extremely rare circumstances, such as a
volcano eruption?
- which metrics dene the resilience of a system?
- how is delay propagated in the current air trac
network?
- how can future operational procedures be improved
in terms of delay, cost and other metrics through the
results of this project and the greater understanding
achieved here about the resilience concept and the
systems behaviour?

Pioneering the Air Transport of the Future

Acronym:

RESILIENCE2050.EU

Name of proposal: New Design Principles Fostering Safety, Agility and Resilience for Air Trac Management
Grant agreement:

314087

Instrument:

CP-FP

Total cost:

2.794.477

EU contribution:

2.186.091

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.06.2012

Ending date:

31.05.2015

Duration:

36 months

Technical domain:

Breakthrough and Novel Concepts

Website:

http://resilience2050.eu

Coordinator:

David Perez
Fundacin Instituto de Investigacin Innaxis
Jos Ortega Y Gasset 20
ES 28006 Madrid

E-mail:

[email protected]

EC Ocer:

Christiane Bruynooghe

Partners:

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Devlet Hava Meydanlar letmesi Genel Mdrl

TR

stanbul Teknik niversitesi

TR

King's College London

UK

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Universidad Politcnica de Madrid

ES

233

Pioneering the Air Transport of the Future

234

SOAR

DiStributed Open-rotor AiRcra

State of the Art - Background
While modern jet engines go to increasingly higher
bypass ratios so as to distribute propulsive power to
as much air as possible, the thrust is still comparatively localised and thus inherently less ecient than
systems which manage to distribute the thrust over
an even larger airow area. For this reason, but also
because distributed propulsion promises lower noise
levels, various innovative approaches to achieve distributed propulsion are at the centre of aeronautic
investigations for future aircra, such as blended wing
designs with arrays of distributed engines.
The revolutionary horizontal-axis open-rotor conguration at the focus of SOAR meets the distributed propulsion challenge head-on by generating thrust over
the entire span of the wing by means of a full-span
cross-ow fan. A large, low-pressure vortex trapped
inside the rotating fan cage pumps the air through the
fan, generating very high li as well as forward thrust
by means of the airow accelerated over the trailing
edge. The fans tip speed is considerably lower than
in conventional aircra propellers or helicopter rotors,
oering unique opportunities for improved propulsive
eciency and noise reduction. Consequently, this openfan wing architecture represents an eective design
that combines many of the advantages oered by both
xed-wing aircra and helicopters.

Objectives
SOAR will increase the already high li eciency and
show that the environmentally friendly open-fan wing
technology can be exploited for real-world applications
of transporting freight and passengers.
The project will build a cross-ow fan-propelled wing
section and optimise it by means of computational
uid dynamic (CFD) simulations and wind-tunnel testing. The experimental data resulting from the wind tunnel model will be used to generate non-dimensional
parameters, which will be used to scale data for the
full-scale wing section.
The scientic and technological objectives of the project are:
- to perform experiments and numerical simulations in
order to optimise a reduced-size model of an openfan wing section, obtaining aerodynamic data for use
in design studies for full-sized aircra;
- to optimise the rotor-blade angle and rotor-blade
proles on the li and thrust eciency;

- to determine the competitiveness of open-fan wing

aircra for freight and passenger transport by means
of a design study and an evaluation of direct operating costs;
- to evaluate the achieved technology readiness level,
identify any possible barriers and prepare a roadmap
for the continued development of the SOAR technology toward its implementation within the European
transport system in the second half of this century.

Description of Work
The basis of the open-fan wing technology is its high
aerodynamic eciency; this means that a reliable prediction of the aerodynamic performance is required. To
ensure the high quality of the aerodynamic data, windtunnel tests will be performed in combination with CFD
analysis.
The project will include four sessions of wind tunnel
testing. The results from each experimental iteration
will provide an optimisation input for its successor. The
experimental campaign will aim to optimise the wing
and rotor geometries and the optimised wing-rotor
assembly will be tested for various angles of attack,
ight speeds and power settings.
Based on the aerodynamic performance data, a
detailed aircra design study will be performed,
addressing freight and passenger versions of the
open-fan wing aircra. The passenger version will carry
between 60 and 70 passengers, while the freight version will be able to carry up to eight tons of freight.
Although the aircra design will be based on the aerodynamic performance of the open-fan wing technology, all other relevant disciplines will be considered
adequate. A special focus will also be led on the structural and mass properties of the open-fan wing, as the
mass of any aircra is a crucial design parameter.

Figure 1: A sketch of the open-fan wing's working principle

Pioneering the Air Transport of the Future

Figure 2: An artist's impression of a future open-fan wing transport aircra

Expected Results
The iterative CFD analysis and wind-tunnel experimentation on the open-fan wing will result in improved aerodynamic designs of the wing contour under the rotor,
the leading and trailing edge shapes, the airfoil height
at the entry and exit points, and the rotor blade airfoil. Additionally, the wind-tunnel sessions will provide
detailed insight into the complex ow mechanisms of
the open-fan wing concept.
The aircra design study will illustrate possible congurations of the open-fan wing aircra and its potential
for transporting passengers or freight. The economic
evaluation of the open-fan wing aircra will estimate
its direct operating costs and compare them to those
of todays competing aircra and helicopters. In addition to the purely economic study, the evaluation will
establish the technology readiness level of the openfan wing aircra and identify potential barriers that
could hinder further developments.
Finally, a road map will indicate the steps for advancing
the innovative open-fan wing technology toward
fruitful and benecial use in the transport system aer
2050.

235

Pioneering the Air Transport of the Future

236

Acronym:

SOAR

Name of proposal: DiStributed Open-rotor AiRcra

Grant agreement:

341455

Instrument:

CP-FP

Total cost:

776.730

EU contribution:

598.259

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.10.2013

Ending date:

30.09.2015

Duration:

24 months

Technical domain:

Breakthrough and Novel Concepts

Coordinator:

Bjrn Nagel
DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.
Blohmstrasse 18
DE 21079 Hamburg

E-mail:

[email protected]

EC Ocer:

Hugues Felix

Partners:

Universitt des Saarlandes

DE

VKI - von Karman Institute for Fluid Dynamics

BE

FanWing Ltd

UK

Tangential Impulse Detonation Engine

State of the Art - Background

Description of Work

The project proposes an investigation of a breakthrough propulsion system technology that allows
the replacement of the gas turbine in a typical aviation engine by a simpler but no less eective system.
The concept uses the conservation of impulse for the
combustor exhaust jet, released tangentially, to rotate
the entire combustor assembly, which contains several
can combustors rotating together on a disk connected
to a central sha and enclosed in a stationary pressurised shroud. The sha of the combustor assembly
is connected to a compressor upstream of the combustor that provides pressure to the combustor shroud.
The fraction of energy transferred to the sha can be
controlled through the shape of the rotating combustor
nozzles and the direction of the jet exiting the combustors. The remaining energy is extracted from the ow
by means of the engine exhaust nozzle. The combustion process in the engine is supersonic, allowing ecient propulsion for supersonic and hypersonic ight.

The project is organised into the following work packages (WP):

The detonation process has been studied intensely in

the last century, from the development of the Humphrey cycle, through the Zeldovichvon NeumannDoring cycle, and up to the state-of-the-art Fickett-Jacobs
cycle. Over the last decade, the application of the
above-mentioned cycles in prototype engine demonstrations was studied in several analyses performed
with varying degrees of success.

Objectives
The main goal of the project is to prove the functionality and feasibility of the concept. The proposed
research will focus on three modules, namely on the
engine compressor, on the power distribution centre
(PDC) that powers the engine, and on the assembly
engine.

WP1: Management and dissemination gathers together

all the management and dissemination activities.
WP2: Preliminary concept design aims at dening the
essential operating parameters, the expected engine
performances, and the constructive solution for the
concept engine and its components.
WP3: Numerical simulation: simulations of the ow
inside the compressor and inside the PDC will be carried out prior to a numerical simulation of the ow
throughout the concept engine.
WP4: Geometrical modelling and design deals with
all the demonstrator design and three-dimensional
modelling activities, including the design of the fuel
injection and ignition system and its automation, the
instrumentation of the test rig, and the adaptations
required for installing the demonstrator.
WP5: Manufacturing and assembly includes the fuel
injection and ignition system, the parts required for the
test rig instrumentation and adaptation parts, as well
as the nal assembly of the demonstrator equipped
with the fuel injection and ignition system. The possible purchasing of market-available equipment and
parts is also included here.
WP6: Experimental concept validation aims at demonstrating the proposed breakthrough technology by
means of experimentally testing the concept on the
demonstrator built in WP5.

The project will focus on designing a stable and ecient compressor that can supply the PDCs with the
required air ow and pressure, under the variable
downstream pressure conditions imposed by the operation of the PDCs valves, on designing, manufacturing
and experimentally testing a PDC in order to demonstrate its capability to power the engine, and on providing a rst model of the engine concept.
The demonstrator that will be manufactured and
tested will consist of a single, stationary PDC, fuelled
by an automated injection and ignition system that
provides the fuel in a similar manner to a rotating PDC.

Figure 1: A diagram of the TIDE engine with the exhaust nozzle

removed for clarity

Pioneering the Air Transport of the Future

TIDE

237

Pioneering the Air Transport of the Future

238

Expected Results
The most important expected result is to demonstrate
that the power provided by the rotating power distribution centres can provide the energy to accelerate the
compressor to the speed required for its design performance, with sucient excess energy to power up the
aircra.
Figure 2: Detail of the PDC chamber

A second achievement is expected to be the practical realisation of a high-frequency, self-supporting

ignition PDC. To achieve this, the combustor inlet has
to be valve free, and the solution selected to control
the inlet must be proven to prevent the detonation
wave from propagating upstream. A high-frequency
PDC is expected to be compact, both in diameter and
in length, allowing a signicant reduction in engine
dimensions and weight.
The constant volume cycle is of a higher eciency
than the classical Brayton cycle. Due to the elimination of the turbine, the most important limitation of a
gas turbine engine cycle, the maximum temperature,
will be removed, thus allowing an overall increase in
the engine performance and eciency. The project will
also aim at demonstrating an increase in theoretical
cycle eciency.
Finally, the project will provide an integrated solution
for the proposed concept, validated through numerical simulation, and laying the foundation for building a
demonstrator engine concept in the future.

Pioneering the Air Transport of the Future

Acronym:

TIDE

Name of proposal: Tangential Impulse Detonation Engine

Grant agreement:

335091

Instrument:

CP-FP

Total cost:

809.868

EU contribution:

599.965

Call:

FP7-AAT-2012-RTD-L0

Starting date:

01.08.2013

Ending date:

31.07.2015

Duration:

24 months

Technical domain:

Propulsion

Coordinator:

Dr Ionut Porumbel
COMOTI - Institutul Naional de Cercetare-Dezvoltare Turbomotoare
220 D, Iuliu Maniu Blvd, Sector 6
RO 061126 Bucharest

E-mail:

[email protected]

Tel:

+40 (0)72 009 07 75

EC Ocer:

Marco Brusati

Partners:

VKI - von Karman Institute for Fluid Dynamics

BE

Institute of Applied Physics of the Academy of Sciences of Moldova

MD

Lunds Universitet

SE

239

240

Cross Cutting Activities

Aerodays 2015 - Aviation for Growth and

Sustainability
State of the Art - Background

Description of Work

Aerodays is a agship conference that presents the

results of EU-funded research in the eld of Aeronautics and Air Transport (AAT), together with the latest
research and policy developments. The last conference
gathered more than a thousand participants who came
not only from academia, research centres and industry,
but also included government ocials and decisionmakers from key European aviation organisations.

The project is divided into ve areas:

The seventh Aerodays conference is scheduled to take

place in London in 2015 and has as its theme Aviation
for growth and sustainability.
Aerodays 2015 will showcase the outcomes of the
Seventh Framework Programmes research and policy,
and highlight the wider scope and future direction of
aviation research and policy in Horizon 2020.

Objectives
The Aerodays 2015 strategy is to create an environment where intelligence and insight are disseminated
to the broadest range of stakeholders. The event
will incorporate a range of mechanisms to achieve
this, using both face-to-face and state-of-the-art
communications.
The objectives of Aerodays 2015 are:
- to provide a forum of exchange and communication
to researchers and research project managers;
- to enable stakeholders to discuss aeronautic and air
transport research and innovation policy;
- to showcase world-leading technologies and demonstrators that connect the customer to the technology
community via technology and networking;
- to provide the latest information on European Unionfunded programmes;
- to provide a high-level view on European and worldwide aviation through keynote speeches delivered by
experts in the sector.

1. Themes and content planning;

Cross Cutting Activities

AERODAYSUK2015

2. Conference and social programme delivery;

3. Partnership and sponsorship;
4. Communications and dissemination;
5. Programme management.

Expected Results
The expected results of Aerodays 2015 are:
- to provide an overview on aviation research and
innovation in the European Union (EU);
- to disseminate the most relevant and up-to-date
research and innovation policies in the sector;
- to provide information on EU-funded research,
including public-private partnerships;
- to create interactions and links between stakeholders and to stimulate innovations for tomorrow;
- to provide visibility on the strategic and economic
importance of the sector.

241

Cross Cutting Activities

Aerospace, Aviation & Defence Knowledge Transfer Network

Acronym:

AERODAYSUK2015

Name of proposal: Aerodays 2015 - Aviation for Growth and Sustainability

Grant agreement:

242

605512

Instrument:

CSA-SA

Total cost:

1.305.291

EU contribution:

600.000

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.09.2013

Ending date:

31.08.2016

Duration:

36 months

Coordinator:

David Scotter
ADS Group Ltd
Salamanca Square
9 Albert Embankment
UK SE1 7SP London

E-mail:

[email protected]

Tel:

+44 (0)20 7091 4523

Fax:

+44 (0)20 7091 4545

EC Ocer:

Dietrich Knoerzer

AIR Transport Network NEXT GENeration

State of the Art - Background
The Advisory Council for Aviations Research and
Innovation in Europe (ACARE) has published 'Flightpath
2050' and Strategic Research and Innovation Agenda
for Aviation (SRIA) with very demanding challenges.
The EU needs to act urgently and coherently to achieve
the scale of eort and impact required to address
these challenges. Many actions expressed in the SRIA
are encouraging co-operation and coordination among
the EU stakeholders and Member States, including the
regions.
Nations with aeronautic and air transport industries have funding programmes to support research,
technology development and innovation. The vision
is that the national programmes should be able to
achieve more by working together than by working
independently.
The proposed AirTN NextGen actions will continue
the network established under the previous ERA-NET
project AirTN. It aims to create a wider platform of
networking and communication between national
organisations and governmental institutions, possibly
including regional institutions, supporting research and
innovation in the EU Member States and Associated
Countries in the eld of aviation (e.g. Aeronautics and
Air Transport AAT).

Objectives
The activities started in the project AirTN will be continued and improved here by:
- supporting the networking between Member States
and Associated Countries and creating an AirTN
NextGen network;
- supporting and favouring coordinated calls among
Member States;
- launching European transnational co-operation
projects;
- identifying research infrastructures needs (e.g. for
virtual testing) and carrying out business model
analysis;
- stimulating education and workforce mobility;
- performing studies on areas of common interest and
organising dedicated workshops.

The lessons learnt from previous projects will be taken

into account during the execution of AirTN NextGen.

Description of Work
The AirTN NextGen Network will consist of the EU
Member States and Associated Countries, and their
related agencies, ministries and research centres that
are funding/managing research and innovation programmes and projects, which are relevant to aeronautics and air transport. As a result, the original AirTN
network will be enlarged.
Members of the AirTN NextGen Network will have the
following benets:
- full visibility of project activities and deliverables;
- improve their own visibility;
- better networking/coordination for transnational cooperation or joint programming, international cooperation, research infrastructures, education and
workforce mobility;
- contribute to rening the goals of previous studies;
- access to dedicated funding for participating in AirTN
NextGen meetings and ad hoc workshops organised
to perform studies on the basis of specic skills and
knowledge.
An external advisory board will be established, consisting of the ACARE monitoring group, together with key
representatives of aeronautical research associations
and networking projects.
The external advisory board will link AirTN NextGen
with all relevant European initiatives. The information
exchange with the external advisory board will ensure
synergies to best support the goals of Horizon 2020
and avoid duplication of eorts.

Expected Results
The action will focus on AAT and encompass interested
EU Member States and Associated Countries. They will
contribute to:
- strengthening and widening the network established
under AirTN (executed under the ERA-NET scheme);
- updating the overview of existing actions and mechanisms for transnational (e.g. European) co-operation and joint calls for aviation, their focus and the
nancial resources provided by public authorities;
- stimulating practical opportunities to develop European co-operation in research and innovation in
aviation;
- maintaining an exchange of information and acting
as a central information point to avoid duplication of

Cross Cutting Activities

AIRTN-NEXTGEN

243

Cross Cutting Activities

AirTN NextGen
Network

Management Team
CSA-Air TN Partners

WP-1
Coordination and
Administration

244

External
Advisory Board

WP-2
Coordination in
R&I

WP-3
EDU & W
Research Infrastr.s

eort between dierent networks and institutions in

AAT (European, national and regional);
creating a means of communication among national
mirror groups of ACARE;
enhancing transnational (e.g. European) co-operation
for research infrastructures;
strengthening and widening coordinated approaches
towards international co-operation;
stimulating transnational (e.g. European) co-operation in education and workforce mobility;
stimulating the co-operation of nationally funded
research in support of European technology initiatives, such as Horizon 2020, Clean Sky, SESAR, etc.

Acronym:

AIRTN-NEXTGEN

Name of proposal: AIR Transport Network NEXT GENeration

Grant agreement:

604952

Instrument:

CSA-SA

Total cost:

810.958

EU contribution:

594.181

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.12.2013

Ending date:

30.11.2015

Duration:

24 months

Website:

http://www.airtn.eu

Coordinator:

Dr Marcello Amato
CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.
Via Maiorise
IT 81043 Capua Caserta

E-mail:

[email protected]

Tel:

+39 (0)34 801 87324

WP-4
Networking
Dissemination

Dietrich Knoerzer

Partners:

Agenzia per la Promozione della Ricerca Europea

IT

CDTI - Centro para el Desarrollo Tecnolgico Industrial

ES

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

Enterprise Ireland
GR Aero Ltd

IE
UK

sterreichische Forschungsfrderungsgesellscha mbH

AT

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

ilinsk univerzita v iline

SK

Cross Cutting Activities

EC Ocer:

245

Cross Cutting Activities

ATOS2012

International Air Transport and Operations

Symposium 2012
State of the Art - Background

Description of Work

Aviation is entering its second century but the next 100

years will be very dierent from the rst. Whereas the
emphasis in the past was on reducing costs to satisfy
the ever-growing demand for air transport, the next
decade will emphasise the need for green, safe, secure
and seamless travel in a multi-modal environment,
together with aordability. This is reected in the European Commissions White Paper on mobility.

In order to deal with the issues requested by the call,

the project performed the following logical steps:
- The ATOS 2012 conference was promoted at
national, European and international level. The
organising committee involved aircra manufacturers and airlines, as well as research experts.
The ComplexWorld Air Trac Management (ATM)
research network and the Association for the Scientic Development of ATM in Europe (ASDA) have also
been closely involved in ATOS2012.
- The conference provided a unique opportunity to
make the audience aware of the European policy initiatives and to promote closer research co-operation
in Europe.
- The conference attracted an international audience
from the operational sector, the manufacturing
industry, the research community, universities and
students. As students represent the future generation of air transport-related sta, special measures
were taken to attract as many students to the conference as possible. Visits to Schiphol and KLM shed
light how airports and airlines are preparing themselves for the next decade.

Besides the emphasis on the content of research,

Europe wants to initiate improved coordinated
research eorts through the Innovation Union process
and to stimulate the quick introduction of research
results into the market. Europe also wants to stimulate
international co-operation in research and technology development, without weakening its competitive
position.

246

These policy aims need to be understood by the

research community. To this end, the ATOS 2012 conference was organised. ATOS 2012 brought together
scientists and policy-makers as the best and most
direct way to communicate these messages.

Objectives
The objective of the ATOS 2012 conference was to
address the scientic, technical and innovation issues
that will determine the future of aviation in Europe and
air transport in particular. The socio-economic dimension was addressed in terms of future measures to
respond to the increasing demand for air transportation that provides sustainable, seamless travel, the
research needed to remove bottlenecks, the future of
European supply chains and aviation maintenance in
Europe. Special attention was given to the recycling of
modern composite aircra and end-of-life solutions.
ATOS 2012 has been linked to SESAR, Clean Sky and
the projects in the Framework Programme. It has also
established a link with NextGen and NASA research
eorts, as well as research planning in Brazil, Russia,
India and China. The guiding documents consist of
the White Paper on mobility from the European Commission, Innovation Europe, European Research Area
(ERA), as well as the Strategic Research and Innovation
Agenda for Aviation (SRIA).

Expected Results
ATOS2012 was a unique multidisciplinary conference
on air transport, bringing together academia and industry from around the world. It created a link between
policy objectives and the research eorts needed to
achieve these objectives, from both an operational and
technical point of view.
The conference addressed ve major issues in relation
to future air transport:
1. The European focus on the future of air
transportation.
2. Airlines, airports and ATM, including sustainable
operations, collaboration between airlines, human
factors, congestion at major airports and the development of regional airports.
3. Air transport integration, environmental impact
and technology innovation, including air transport
system modelling and integration, aircra design,
capacity and ow management, sustainable innovation and enterprises.

5. Service support and life cycle analysis, including the

future of maintenance in Europe, advanced safety
control, end-of-life solutions and recycling of older
aircra.
Conference proceedings are publicly available through
the TU Del repository and the IOS Press publishers
website.

Acronym:

Cross Cutting Activities

4. Engineering value analysis, cost modelling and business innovation.

ATOS2012

Name of proposal: International Air Transport and Operations Symposium 2012

Grant agreement:

314583

Instrument:

CSA-SA

Total cost:

105.950

EU contribution:

43.367

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.05.2012

Ending date:

31.10.2012

Duration:

6 months

Website:

http://www.lr.tudel.nl/atos

Coordinator:

Prof. Richard Curran

Technische Universiteit Del
Kluyverweg 1
NL 2629 HS Del

E-mail:

R.Curran@tudel.nl

Tel:

+31 (0)15 27 81513

EC Ocer:

Pablo Perez-Illana

247

Cross Cutting Activities

248

BEWARE

Bridging East and West for Aerospace

REsearch
State of the Art - Background
The supply chain of the European aerospace industry
is composed of thousands of small and medium-sized
enterprises (SMEs) and research institutes that play
a vital role in the high-tech sector. While positioning
themselves at the cutting edge of innovation, they
oen face serious challenges accessing the aerospace
industry and beneting from pan-European research
programmes. The BEWARE project seeks an active
involvement of aerospace enterprises and research
institutes to share their best practices and to dene
the future technologies that they will need for projects.
This projects mission is to increase the participation
of those aeronautical organisations in the framework
programme which are not yet involved to their full
potential. The BEWARE consortium connects a wide
spectrum of aeronautics industry professionals with
a well-balanced coverage between the aerospace
regions in Western and Eastern Europe. The consortium partnership includes leading aerospace clusters
and support organisations in Western Europe and fastevolving aerospace clusters and strongholds in Eastern
Europe.

Objectives
The general objective of BEWARE is to support potential coordinators and partners in future research and
development projects in the eld of aeronautics and air
transport (AAT) for Horizon 2020 by identifying innovation opportunities and building international teams and
consortia, particularly around topics signicant to the
European Research Area.
In order to achieve this objective and to create a signicant impact, BEWAREs partners have dened the
following specic objectives:
- to locate 300 organisations in at least ten aerospace
regions in Europe that achieve less participation in
framework programme collaborative projects than
their potential (Work Package WP1);
- to organise three workshops and an Aerospace
Springboard Programme (WP2);
- to organise three plant and factory tours to meet
top-level contractors in the European aerospace
industry (WP3);
- to structure at least one innovation chain based on
key enabling technologies (WP4);

- to identify at least ve potential project consortia in

aeronautics through an extension of the European
Aerospace Cluster Partnership network and missions
(WP4).

Description of Work
Many positive impacts on innovation and growthenhancing benets in AAT are expected as a consequence of implementing the Seventh Framework
Programme for Research and Technological Development. One important aspect is that the concerned
parties put in direct contact potential coordinators
and potential partners in future projects in the eld of
AAT, which are established in regions that lack mutual
knowledge.
The BEWARE project tailors its approach according to
major challenges and obstacles stemming from the
specic structure of the aeronautics sector with the
following:
- increase the participation of partners from regions
which have not yet managed to realise their full
potential with respect to European Union Framework
Programme Collaborative Projects in the eld of AAT.
This requires a functioning communication and support network as SMEs, in particular, prefer to rely on
personal contacts;
- SMEs are facing an increasing globalisation of their
markets and a rising need to develop new technologies in order to remain competitive;
- spiralling development costs and the decreasing number of aircra manufacturers will require
SMEs to either form collaborating entities or rely on
regional associations and aerospace clusters.

Expected Results
The BEWARE project creates the necessary conditions
for utilising the existing and emerging potential in the
eld of AAT for a continuous and sustainable contribution in major ongoing and planned European-wide programmes and projects. As the project brings together
potential coordinators and partners based on mutually
agreed areas of common interest, it will ensure that
there are long-term eects and impacts that will last
well beyond the duration of the project.
The potential impacts of this project have two main
dimensions:

2. A specic impact on linking aviation actors from

Eastern and Western European countries and facilitating their collaboration, which in turn contributes
to optimising the supply chain and to preserving the
global competitiveness of the European aerospace
industry.

Cross Cutting Activities

1. A specic impact in relation to the project activities

so as to support potential coordinators and potential partners in future research and development
projects in the eld of AAT by identifying innovation
opportunities and building international teams and
consortia, particularly around topics that are signicant to the European Research Area.

249

How the BEWARE partners are linked across Europe

Cross Cutting Activities

Acronym:

BEWARE

Name of proposal: Bridging East and West for Aerospace REsearch

Grant agreement:

605465

Instrument:

CSA-SA

Total cost:

598.241

EU contribution:

598.241

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.10.2013

Ending date:

30.09.2015

Duration:

24 months

Coordinator:

Kristo Reinsalu
Invent Baltics OU
Maealuse 4
EE 12618 Tallinn

250

E-mail:

[email protected]

Tel:

+372 (0)5108736

EC Ocer:

Remy Denos

Partners:

Aerospace Valley

FR

Agenzia per la Promozione della Ricerca Europea

IT

Association Pgase

FR

Farnborough Aerospace Consortium

UK

Fundacin Hlice

ES

INCAS - Institutul National de Cercetari Aerospatiale Elie Carafoli S.A.

RO

Lufahrtcluster Metropolregion Hamburg e.V.

DE

Moravsk lesnick klastr o.s.

CZ

Lithuanian Aeronautics National Technology Platform

LT

Stowarzyszenie Polskiego Przemysu Lotniczego

PL

ilinsk univerzita v iline

SK

Coordination Action Pro 'Production,

Avionics, Design' On Cost-eciency In
Aeronautics
State of the Art - Background
Based on the goals of the Advisory Council for Aeronautics Research in Europe (ACARE) and considering
projects that address cost eciency, CAPPADOCIA will
assess a number of ongoing or completed European
Union (EU) and non EU-funded projects and contribute
to answering the following main questions:
- What are the most commonly used cost-reduction
practices in aviation for design system and tools,
production and avionics?
- What are the main limitations (innovation, regulation,
nancing, etc.) to the implementation of solutions
that have a signicant impact on the achievements of cost-eciency objectives set by research
policy-makers?
- Which actions should be launched or strengthened to
overcome these obstacles and speed up the development, maturation and uptake of new solutions?
CAPPADOCIA will focus on the research activities that
mainly address the ACARE goal related to cost eciency in aeronautics and air transport, particularly the
following technical domains: design systems and tools,
and production and avionics, which are the main areas
that inuence costs and thereby cost eciency in the
eld of aeronautics. Other domains, such as propulsion
or maintenance, will be considered if the main focus is
on cost eciency.

Objectives
The projects main objectives have been selected
so as to contribute towards a better coordination of
research and innovation in the eld of aeronautics and
air transport.
The projects action will enable the following:
- prepare an annual strategic recommendations report
that addresses the cost-eciency-targeted research
domains (design systems and tools, production, avionics) in terms of the state of the art and the impact
assessment towards the ACARE goals and solution
achievements;
- create an aeronautics and air transport cost-eciency-related website and database;
- disseminate activities through all the European aeronautical and air transport communities;

- enhance the coherence of strategic research policymaking, impact assessment and dissemination;
- fully cover the cost-eciency domain, i.e. investigate
manufacturing, design, operations and services, not
only in avionics but also in other industries;
- maintain close collaboration with other coordination
and support actions that are dealing with environmentally related research and innovation, time eciency and safety.

Cross Cutting Activities

CAPPADOCIA

Description of Work
This project is divided into ve work packages (WP).
WP1: Denition and implementation of an annual publication of a strategic recommendations report.
WP2: Analysis of the state-of-the-art research and
innovation for the design system and tools, and production and avionics research areas in order to identify gaps in the research landscape and innovation
bottlenecks.
WP3: Impact assessment campaigns of European
Commission-funded projects towards ACAREs goals
and solution achievements.
Based on their respective results, WP2 and WP3 will
formulate individual strategic recommendation reports
aimed towards policy-makers for possible improvements to cost eciency and competitiveness in aeronautics and air transport. These annual reports will be
analysed, reviewed and compiled into an annual strategic recommendations report (WP1).
WP4: Promote the broad dissemination of the projects
achievements towards the relevant communities,
including ACARE.
WP5: Overall project management and coordination.
All these elements together will provide coherent strategic recommendations that aim to cover research
gaps, overcome innovation bottlenecks, and justify
eorts with an impact assessment on policy, the industrial market and social needs.

251

Cross Cutting Activities

Expected Results
The main deliverables will be:
- achieve the coherence of strategic research policymaking in the cost-eciency domain;
- identify, on a yearly basis, the state of the art in the
cost-eciency domain in terms of capacity and the
main performers;
- provide recommendations for coherent strategic
actions based on the views obtained from the scientic and industrial communities, validated within
these communities through advisory boards representing industry, research establishments and
academia;
- reach European research and technology players
and indirectly contribute to Horizon 2020s future
success;
- ensure clarity on European competitiveness;
- a database, which will be devoted to compiling
the state of the art and impact-assessment information that was gathered from interviews, web
surveys, questionnaires and workshops, will be prepared according to CAPPADOCIAs methodological
approach.

252

The results gathered here will impact the strategic

research policy within aeronautics and air transport
via its main stakeholders, such as the European Commission, ACARE, the Industry Management Groups, the
Association of European Research Establishments in
Aeronautics, and the European Aeronautics Science
Network. This will be achieved by providing recommendations and appropriate dissemination actions.

CAPPADOCIA CONSORTIUM
Cost eciency
Input

Advisory Boards
Methodology

Overall cost
eciency RTD
community

Design
systems
and Tools

Progress of
the SOTA

Impact
assessment

Production

Cost eciency
projects level
1 & 2 in FP7
Management information System
Avtonics
Yearly Strategic Recommendation Report
ACARE SRA
& other
initiatives

Dissemination

FP7-H2020 Cost eciency funded projects

CSAs
funded

Cross Cutting Activities

Acronym:

CAPPADOCIA

Name of proposal: Coordination Action Pro 'Production, Avionics, Design' On Cost-eciency

In Aeronautics
Grant agreement:

605414

Instrument:

CSA-CA

Total cost:

1.195.038

EU contribution:

1.195.038

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.10.2013

Ending date:

30.09.2017

Duration:

48 months

Coordinator:

Fabien Marty
Ecient Innovation SAS
Avenue Clement Ader 55
FR 34170 Castelnau-le-Lez

E-mail:

[email protected]

Tel:

+33 (0)4 67 13 82 40

Fax:

+33 (0)4 67 13 82 49

EC Ocer:

Eric Lecomte

Partners:

Aernnova Aerospace SAU

ES

Aerospace Valley

FR

Airbus SAS

FR

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

EASN Technology Innovation Services BVBA

IT
BE

Eurocopter Deutschland GmbH

DE

INCAS - Institutul National de Cercetari Aerospatiale Elie Carafoli S.A.

RO

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

TUSA - Trk Havaclk ve Uzay Sanayi A.S.

TR

253

Cross Cutting Activities

CATER

Coordinating Air transport Time-Eciency

Research
European Sky Air trac management Research (SESAR),
but also those stakeholders covering non aviation
domains which impact ACARE goals in order to provide
that panoramic view.
As a valuable complementary service CATER will provide
a dashboard of relevant funding programmes.

Description of Work
State of the Art - Background
In its Strategic Research & Innovation Agenda, the Advisory Council for Aviation Research and Innovation in
Europe (ACARE) has set-out a vision for air transport to
meet societal and market needs over the next 30 years.
Central to this is time eciency, meaning reduced doorto-door journey times, seamless intermodal connections
and reliability. For this Europe will continue to engage
in large-scale, intensive and coordinated research and
innovation.

254

In order to plan and manage this process, policy-makers

and research directors need a complete picture of what
Research and Innovation (R&I) is being conducted, of the
gaps present and how research and innovation funded by
the European Union (EU) meets Europes goals.
CATER is a coordination project that is designed as a
Research and Innovation (R&I) observatory and policy
centre. It is run by an authoritative group with deep industry knowledge, and with an access to a network of all relevant R&I organisations, excellent information gathering
and knowledge management processes and tools.

Objectives
CATER will deliver valuable and insightful reports and
recommendations, which will be packaged and disseminated eectively. It will conduct an annual review of the
state-of-the-art R&I, identify gaps in the landscape and
bottlenecks to innovation, and formulate strategic recommendations to address these. It will review the landscape
in the context of the activities dened in the Strategic
Research & Innovation Agenda of ACARE, tightly connected to the ACARE goal of Meeting societal and market
needs.
From an R&I perspective, CATER will cover the entire doorto-door set of domains which inuence air transport time
eciency in order to provide stakeholders with a panoramic view. Where appropriate, it will complement other
EU research coordination initiatives, in particular Single

Dissemination of the reports and ndings will be through

consultation with stakeholder leaders and through the
online platform, workshops, outbound communications
and piggy-backing on industry events and organisations.
The assets developed here are designed for the long term
and to be assimilated into some permanent organisation
when CATER comes to a close.
Existing strong links among the partners will be consolidated into a rm time-eciency community with formal
aliation, involvement and recognition. This community
will assist in information gathering, impact assessments
of completed EU-funded R&I, authoring and reviewing
recommendations and reports, as well as disseminating
the CATER publications.
The project will develop a website and toolset, and a
knowledge base that centralises and updates information
by way of advanced automated information search tools.
The centre will act as network hub for time-eciency
stakeholders, enabling them to supply and harvest relevant knowledge. An annual cycle of processes to support information gathering, knowledge management, R&I
expert analysis, impact assessment and reporting will be
put in place. The project will operate on the basis of formal project management techniques ensuring that progress is monitored and quality results achieved.

Expected Results
CATER will deploy a Cater Search and Knowledge management environment (CASK), its own dedicated cloudbased environment, for performing exhaustive, continuous
and intelligent automated semantic web searches, plus
rational information storage and retrieval facilities. The
environment will be easy to use and include crawler,
analyser, indexer and store functions, as well as an information database containing R&I information (classied
according to type, organisation, status, relevance, topic,
etc.) with documents, links, summaries, press cuttings
and reports. The database will include CATER community
contact and subscriber information, as well as project

Cross Cutting Activities

CATER technology environment

255

Door-to-door reference model

reference information, a team workbench and published

deliverables.
The objectives will be achieved when CATER becomes
a valued source of fresh, original, independent and well
packaged strategic information for air transport R&I
directors and policy makers.
In addition to authoring a number of professionally published keynote reports each year (state of play, impact
assessments and recommendations), the project will
participate in ongoing interactive consultation with R&I
policy-makers, it will present at two or three key conferences annually (as agreed with the policy-makers), and it
will make available a knowledge base that will become
a valuable reference source for all interested industry
professionals.

Cross Cutting Activities

Acronym:

CATER

Name of proposal: Coordinating Air transport Time-Eciency Research

Grant agreement:

605497

Instrument:

CSA-CA

Total cost:

1.199.470

EU contribution:

1.199.470

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.10.2013

Ending date:

30.09.2017

Duration:

48 months

Coordinator:

Francesca Matarese
Soluzioni Evolute per la Sistemistica e i Modelli SCARL
Via Circumvallazione Esterna, Loc. Pontericcio
IT 80014 Giugliano In Campania (NA)

256

E-mail:

[email protected]

Tel:

+39 (0)81 8180323

Fax:

+39 (0)81 8180404

EC Ocer:

Remy Denos

Partners:

ICTS (UK) Ltd

UK

Transilvania Trgu Mure Airport

RO

ISDEFE - Ingenieria de Sistemas para la Defensa de Espaa S.A.

ES

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Altran AG

CH

CiaoTech Srl
EASN Technology Innovation Services BVBA

IT
BE

COordinating REsearch and innovation of

JET and other sustainable aviation FUELs
State of the Art - Background

Description of Work

For a number of ecological and economic reasons, the

aviation industry needs alternative fuels. Highly ambitious goals to reduce the sectors overall greenhouse
gas emissions imply sustainable alternative fuels as
a major contribution. To meet these high expectations,
research and innovation eorts are required in order to
develop pathways for an economically feasible largescale production of such fuels for aviation.

The project will evaluate the research and innovation

landscape in order to develop and implement a strategy for sharing information, for coordinating initiatives,
projects and results, and for identifying needs in research,
standardisation, innovation and deployment, as well as
policy measures at European level.

The transformation of an energy base from fossil fuels

to a secure supply of renewable, climate-friendly,
sustainable and suciently scalable alternative fuels
represents a tremendous challenge for aviation. Many
dierent types of renewable feedstocks and various
kinds of conversion technologies can be utilised for the
production of alternative jet fuel.
However, none of the production pathways identied
so far oers the promise of fullling all three highlevel criteria of suitability, sustainability and scalability. Several alternative fuel production pathways are
being researched, developed and certied as drop-in
fuel technologies to best meet the suitability criterion,
thus guaranteeing the lowest implementation barrier
into the aviation system. But a credible scenario for a
suciently large supply of sustainable feedstocks and
an economically ecient method of implementation
using well-functioning market mechanisms remain
major challenges.

Objectives
CORE-JetFuel supports the European Commission in its
dynamic and informed implementation of research and
innovation projects in the eld of sustainable alternative fuels for aviation. It links initiatives and projects
at the European Union and Member State levels, acting as a focal point in this area to all public and private stakeholders. The project addresses competent
authorities, research institutions, feedstock and fuel
producers, distributors, aircra and engine manufactures, airlines and non-governmental organisations.
The project aims to set up a European network for
alternative fuels in aviation that brings together technical expertise from across this complex thematic eld
and helps to coordinate research and development, as
well as implementation eorts.

Cross Cutting Activities

CORE-JETFUEL

Bottlenecks of research and innovation will be identied

and, where appropriate, recommendations to the European
Commission will be elaborated with respect to re-orientation and re-denition of priorities in the funding strategy.
The project work will cover the entire alternative fuel production chain, which is divided into four thematic domains:
- feedstocks and sustainability;
- conversion technologies and radical concepts;
- technical compatibility, certication and deployment;
- policies, incentives and regulation.
Evolutionary technologies for short and medium-term
implementation, as well as potentially disruptive technologies for long-term options, will be analysed.

257

Cross Cutting Activities

Expected Results
CORE-JetFuel will ensure co-operation with other European, international and national initiatives and with the
key stakeholders in the eld.
The expected benets are:
- An enhanced knowledge for decision-makers, support for maintaining coherent research policies, and
the promotion of a better understanding of future
investments in aviation fuel research and innovation.
- An informed view for decision-makers, including decision elements for maintaining a coherent strategic
research policy, and re-dened specic priorities of
research and innovation on sustainable alternative
fuels.
- Providing stakeholders with a broad and comprehensive view of the research and innovation landscape
in Europe that will help them to forge alliances for
future research supporting activities, and bring
together a European community of practice.

Acronym:

- Promoting the breakthroughs in basic research

through mapping and analysis of research projects,
and through an informed dialogue with all relevant
stakeholders. All European initiatives for alternative
aviation fuels and other potentially important initiatives outside Europe will be included in the mapping
and evaluation process via the network of the projects partners.
- Identifying research needs based on future drivers,
lessons learned from past and current research
projects and from panel discussions with external
experts.

CORE-JETFUEL

Name of proposal: COordinating REsearch and innovation of JET and other sustainable aviation FUELs
Grant agreement:

258

605716

Instrument:

CSA-CA

Total cost:

1.199.134

EU contribution:

1.199.134

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.09.2013

Ending date:

31.08.2016

Duration:

36 months

Website:

http://www.core-jetfuel.eu

Coordinator:

Vincent Pelikan
Fachagentur Nachwachsende Rohstoe e.V.
Hofplatz 1
DE 18276 Glzow

E-mail:

[email protected]

EC Ocer:

Christiane Bruynooghe

Partners:

Bauhaus Lufahrt e.V.

DE

EADS France SAS - European Aeronautic Defence and Space Company

FR

IFP nergies nouvelles

FR

Servicios y Estudios para la Navegacin Area y la Seguridad Aeronutica SA

ES

Wirtscha und Infrastruktur GmbH & Co. Planungs KG

DE

Support for the Tenth European

Conference on Turbomachinery, Fluid
Dynamics and Thermodynamics,
Lappeenranta, Finland, 15-19 March 2013
State of the Art - Background
Various national turbomachinery conferences take
place in Europe. The idea here is to replace these with
a single major event to provide a broader basis for scientic exchange within the European turbomachinery
community and so move towards greater scientic and
technological integration in Europe.
By providing a European forum, all the results from
turbomachinery research across Europe can be presented, including the research obtained in programmes
funded by the European Commission. This will result
in an improved exchange on leading technologies and
can include not only the less advanced technologies
that are present in other elds of application but also
the transfer of technology from a national level to the
European one.
A high-level conference in Europe will provide a forum
to facilitate the access of young researchers in Europe
and so help them to become recognised European
scientists and research groups in this eld. This will
create a unique opportunity for young researchers
to assess and evaluate their latest achievements. It
will also create a stable, high-level scientic event
that supports turbomachinery and energy conversion
system industries by addressing any problems and
needs arising from research.

Objectives
Based on a rigorous review process, the organisers
guaranteed a high-quality scientic conference,
thereby attracting and stimulating the best intellectual
capability in the eld of European propulsion systems
and energy conversion processes.
Through the presentation of the latest developments
and best practices, the conference was intended to be
a primary event for technology transfer across Europe.
It also acted as an integrating element between the
existing and the newly integrated countries in the European Union, as well as those to be integrated in the
future, and provided an ideal forum for promoting and
disseminating the results of turbomachinery research
funded by the European Commission.

At the Ninth European Turbomachinery Conference

(ETC) in 2011 in Istanbul, Turkey, 29% of the papers
acknowledged funding by the European Union. The
number of accepted papers went up by 6.4% compared to the preceding conference in Graz, Austria
(2009). A high quality standard was maintained as
23% of the papers submitted for review were rejected.
The best papers (10%) were published in September
2011 in a special issue of the Journal of Power and
Energy (Institute of Mechanical Engineers).

Cross Cutting Activities

EUROTURBO 10

Description of Work
EUROTURBO 10 was of interest to researchers, design
engineers and users of turbomachines. There were
reduced fees for students from all over Europe, and for
all participants from the newly integrated countries and
those countries due to be integrated in the European
Union. There were no fees for students and presenters
coming from the newly integrated countries and those
countries to be integrated in the European Union. This
helped to make this conference a prime event for European integration in the eld of turbomachinery.
As the conference took place near the Russian border
and only 250 km from St Petersburg, there were specic actions to improve the submission and approval
rate of Russian participants.
For those attending the event, there was unique access
to a formidable concentration of top-level scientists in
the eld. The outcome of the forum was appreciated
and accessed through several channels. The proceedings of the conference in the form of bounded volumes
and electronic versions will be made available at the
cost of producing the material. The lectures will also
be made available through the organisations website
www.euroturbo.eu, which is being developed and will
be updated continuously in view of its relevance as a
dissemination tool.

259

Cross Cutting Activities

Expected Results
The scientic impact of the event was guaranteed by
the genuine quality of the research gathered, which
was ensured by the strict blind review process through
which every contributed paper had to proceed before
being accepted for presentation. Not only were the
referees selected with the greatest care, but their output was cross-checked by the review chairman who
brought to the attention of the committee any technical evaluation that did not respond with the strict criteria adopted for reviewing.

The reviewing was carried out with the help of

the information technology tools developed in the
E-CAero project and an electronically managed central
database that was constructed and maintained by
the permanent secretary and the review chairman,
together with contributions from more than 50 review
organisers, selected from the top scientists in their
specic elds. The selection procedure was invisible
to all individuals playing a role in the nal decision,
including the committee members and the conference
chairman. Privacy and condential information were
preserved at all times, but individual contributions
were analysed one by one at a collective level.
The increasing relevance of the ETC events and the
high quality of the review process ultimately resulted
in a set of excellent papers being accepted for publication in a European journal.

Acronym:

EUROTURBO 10

Name of proposal: Support for the Tenth European Conference on Turbomachinery, Fluid Dynamics
and Thermodynamics, Lappeenranta, Finland, 15-19 March 2013
Grant agreement:

260

314039

Instrument:

CSA-SA

Total cost:

17.542

EU contribution:

15.000

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.12.2011

Ending date:

31.05.2013

Duration:

18 months

Technical domain:

Propulsion

Website:

http://www.etc10.eu

Coordinator:

Prof. Jari Backman

Lappeenrannan teknillinen yliopisto
PO Box 20
FI 53851 Lappeenranta

E-mail:

jari.backman@lut.

EC Ocer:

Dietrich Knoerzer

Partners:

VKI - von Karman Institute for Fluid Dynamics

BE

ULG - Universit de Lige

BE

Shaping the New Evolving Generation of

Aeronautic Professionals
State of the Art - Background
The aeronautical industry is a key driver of European
cohesion and competitiveness, playing a fundamental
role in facilitating economic growth and social inclusion, providing revenues to otherwise isolated regions
and helping people to enlarge their horizons. However,
the unprecedented economic crisis has posed several
challenges that aect European competitiveness, performance and sustainability.
From its early days at the beginning of the 20th century until today, the aerospace sector has required a
highly educated and innovative workforce. As this
sector operates on a long-term perspective of 20 to
30 years, the actual policy framework which is being
implemented today and its assigned resources will
shape and determine the performance and success of
this industry for decades to come.
In the ongoing demographic trend, this sector is competing with other sectors and requires a quantitative
and qualitative employment preparation and forecast.
Additionally, Europe is also assisting in a main demographic development that is characterised by both
an ageing population and a decreasing younger age
group. In this context, a shortage of qualied personnel
is aecting, and will continue to aect, the aeronautic sector unless there is a joint eort to attract young
Europeans to future careers in the eld of aeronautics.

Objectives
The main aim of the project is to attract, motivate and
encourage young Europeans to embrace future careers
in the eld of aeronautics by raising young peoples
awareness about future career paths and by fostering
a close, open, informal dialogue and sustained interactions and networking activities between the aeronautics research community and education, in particular
primary and secondary schools.
The Fly Higher Mission pathway to success will
highlight the scholastic communitys role for important
future decisions, bringing awareness to careers in the
eld of aeronautics. More specically, the Fly Higher
Mission comprises a wide range of well-balanced
activities that intend to reach three main target groups:
children and youth; teachers and educators; counsellors and career advisors.

The project will implement a wide programme of edutainment activities, including hands-on experiments,
games, simulations, visits, open labs, workshops, exhibitions, competitions, science cafes, training for teachers and career advisers, the organisation of a national
event called Air Day, etc., in order to promote the
establishment of a closer dialogue and to allow direct
contact in a friendly, informal and fun environment.

Cross Cutting Activities

FLY HIGHER

Description of Work
The eagerness to create an innovative programme of
activities that links the science-teaching world with
aeronautical research centres and industry is directly
derived from the main project goal of bringing together
education, research and innovation. The added-value
of this project is that it will tackle, using a holistic
approach, dierent target groups, from primary and
secondary school students to teachers, as well as
career advisors and key aeronautic actors.
The project comprises the following activities:
- develop an aeronautical study on future skills needs;
- create a framework for the promotion of educational
aeronautic activities in schools that include ve tutorials dedicated to science, technology, engineering
and mathematics (STEM) in aeronautics so as to
promote ecient scientic subjects, and also training
and networking activities for teachers and schools;
- design a programme of activities to support career
advisors with knowledge, tools and networks to promote and explore the importance of careers in the
aeronautical sector;
- implement an edutainment programme of activities
that include:
- ve Aero Days at a selected local school, with the
aim of inspiring students and educators about
careers in STEM;
- ten active-learning study visits;
- the promotion of European competitions and virtual events (at European level).

261

Cross Cutting Activities

Expected Results
Over the years, the aeronautic sector has changed
under the impact of the internal market and globalisation. The potential shortage of human resources in key
professions, combined with the economic crisis, cries
out for modernising the teaching of science in schools,
so that students motivation and interest toward
careers in STEM is boosted and teachers are keener to
educate future aeronautic professionals. Europe needs
to take advantage of its potential and young citizens
should be motivated to learn more about careers
in this eld. This implies that schools, universities,
research and development (R&D) and industry need
to work more closely together to promote the engagement of students and thus reverse the current trend.
In this sense, the project will be an opportunity to:
- connect aeronautic R&D centres with industry and
schools;
- inspire students and teachers to study and explore
science;

Acronym:

- implement activities with the purpose of:

- providing teachers and schools with the knowledge,
training and tools to put theoretical frameworks in
place;
- promoting networking between end-users and
aeronautic research centres and industry;
- raising awareness on future career paths in aeronautics and fostering enthusiasm for STEM.

Fly Higher project

FLY HIGHER

Name of proposal: Shaping the New Evolving Generation of Aeronautic Professionals

Grant agreement:

262

314383

Instrument:

CSA-SA

Total cost:

620.202

EU contribution:

479.843

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.06.2012

Ending date:

31.05.2014

Duration:

24 months

Website:

http://www.yhigher.eu

Coordinator:

Prof. Gil Gonalves

Inovamais - Servios de Consultadoria em Inovao Tecnolgica SA
Rua Dr. Afonso Cordeiro, 567
PT 4450-309 Matosinhos

E-mail:

[email protected]

Tel:

+351 (0)229 397 130

Fax:

+351 (0)229 397 131

EC Ocer:

Eric Lecomte

Partners:

Boeing Research & Technology Europe SLU

ES

Coventry University

UK

European School Heads Association

NL

Universidad Politcnica de Madrid

ES

Universit Paul Sabatier - Toulouse III

FR

FORUM on Aviation and Environment

State of the Art - Background
Aviation has shown strong growth in recent years,
and the average annual passenger trac growth rate
between 2010 and 2020 is expected to be around
5.3%. This growth justies addressing the environmental impacts of aviation; more precisely on climate
change and air quality.
The most recent research on the impact of climate
change was performed in 2009 (Lee et al); estimating
it in terms of radiative forcing, and including the eect
of aviation-induced cirrus, it represented around 4.9%
of the total anthropogenic forcing in 2005. New scientic assessments have been performed since then.

Ignition

Air quality around airports is a key concern, and it

requires harmonised approaches to estimate the
impact of aviation emissions, in particular NOx and
ne particles. In order to mitigate these impacts, many
technical solutions are investigated and developed
here. This eort has been and is still strongly supported by a number of European research and technology development (RTD) projects, and the Advisory
Council for Aviation Research and Innovation in Europe
(ACARE) proposes ambitious environmental objectives
for 2050.

Cross Cutting Activities

FORUM-AE

In parallel, regulations for international aviation are

very active on environmental issues. In addition to
the existing NOx standard, which becomes periodically
more stringent, two new standards on CO2 and on ne
particles are targeted for 2016.

Combustion
Instabilities

Alternative fuels

CFD Modelling

Fuels Atomisation
And Spray

Combustor/Turbine
Interaction
Advanced Combustor
design

Diuser
Aerodynamics

Extinction

Staged injection
Systems
Cooling &
Heat Transfer

Fuel Coking
Soot Modelling

Examples of mitigation solutions: new aircra architecture, open rotor, low-emission combustor

263

Cross Cutting Activities

Objectives

Description of Work

The main objectives of the FORUM-AE project are:

FORUM-AE will create a European network of technical specialists on key environmental issues on aeronautical emissions. Some coordination will also occur
with the European coordinated actions Aviation Noise
Research Network and Coordination (X-NOISE EV),
Coordinating Research and Innovation of Jet and other
Sustainable Aviation Fuels (COREjet-fuel), Coordinating Air transport Time-Eciency Research (CATER) and
Observation Platform for Technological and Institutional Consolidation of Research in Safety (OPTICS).

- to monitor and assess European research and innovation in the eld of aeronautical environmental
issues linked to emissions with:
a exchanging and compiling relevant information
from all existing national or European projects;
a assessment against ACARE goals;
- to determine a state of the art for three complementary aspects:
a the understanding and assessment of impacts;
a the potential solutions, their expected benets and
their maturity;
a the technical problems of the regulation;
- to provide high visibility to the European Commission,
the European Aviation Safety Agency and European
stakeholders (academics, industry);

264

- to disseminate high quality information at the

appropriate level inside the consortium, among the
European aeronautical community, to the technical and scientic community (through publications),
to the public (via a website) and to the European
Commission;
- to identify the main priorities or driving developments and compile recommendations in terms of
future requirements and strategic roadmaps, supporting in particular the ACARE Strategic Research
and Innovation Agenda (SRIA).

The work is divided into three technical work-packages (WP) which address, respectively: environmental
impacts, mitigation solutions and technical regulation
issues.
Two activities will be carried out jointly:
- A continuous monitoring of all relevant European
projects will be performed, including major ones
such as Clean Sky Joint Technology Initiative (JTI),
Single European Sky ATM Research Joint Undertaking
(SESAR JU), Low Emissions Core-Engine Technologies
(LEMCOTEC); it will be completed by monitoring the
main national projects in Europe as well as international ones..
- Technical workshops will be organised periodically,
each of them being focused on a topical subject
belonging to one of the three technical work packages. Key subjects cover a very wide spectrum (climate change assessment uncertainties, range of
technological solutions, non-CO2 alternative fuel
benets, CO2 standard for future architectures, etc.).
A fourth work package is dedicated to management
and dissemination work, based on the material delivered by the technical work packages. It will support, in
particular, ACARE by providing inputs to SRIA, and by
determining their importance against the ACARE goals.

Expected Results
The following specic results are expected:
WP1 (Environmental impact) will provide awareness
and better scientic understanding of the environmental priorities to be addressed when developing and
optimising technology in all European and national
programmes that are aimed at mitigating environmental impacts. For instance, which eort should be
dedicated to particles in terms of characterisation or
reduction? Is the current scientic knowledge sucient
to optimise trajectories in a benecial way?

WP3 (Technical regulation issues) will facilitate European stakeholders analysis on regulatory requirements, which cannot be ignored when developing
future mitigation solutions. Adapting the NOx landing-

take-o standard to new engine architectures such as

the open rotor, or dening an appropriate metric for a
future standard on particles are typical examples.
Exchanges between specialists at the European level
on environmental issues for aviation will be fostered
and awareness in the aviation community and the
public further improved.

Cross Cutting Activities

WP2 (Mitigation solutions) will substantiate the strategic future choices, by determining a state of the art
for technical solutions based on ongoing programmes,
and by recalling ACARE goals and providing visibility on
where we are in relation to these goals by exploring all
types of innovative solutions.

Environmental impacts: induced cirrus impact, air-quality monitoring around airports

265
Acronym:

FORUM-AE

Name of proposal: FORUM on Aviation and Environment

Grant agreement:

605506

Instrument:

CSA-CA

Total cost:

1.403.310

EU contribution:

1.199.683

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.07.2013

Ending date:

30.06.2017

Duration:

48 months

Website:

http://www.forum-ae.eu

Coordinator:

Dr Olivier Penanhoat
SNECMA - Socit Nationale d'tude et de Construction de Moteurs d'Aviation
Site De Villaroche Rondpoint Ren Ravaud Rau
FR 77750 Moissy Cramayel

E-mail:

[email protected]

Tel:

+33 (0)1 60 59 89 64

Fax:

+33 (0)1 60 59 89 64

EC Ocer:

Marco Brusati

Cross Cutting Activities

266

Partners:

Airbus Operations SAS

FR

Airbus SAS

FR

Deutsche Luhansa AG

DE

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

ECATS International Association AISBL

BE

Flughafen Zrich AG

CH

IFP nergies nouvelles

FR

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Rolls-Royce plc

UK

Rolls-Royce Deutschland Ltd & Co. KG

DE

Servicios y Estudios para la Navegacin Area y la Seguridad Aeronutica SA

ES

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Manchester Metropolitan University

UK

GReener Aeronautics International

Networking-2

State of the Art - Background

The number of passengers transported by air is
increasing in both Europe and China every year. Joint
eorts in research and innovation for more sustainable
aviation will therefore benet both regions.
This network-building support action, co-funded by the
European Union (EU) and China, aims to provide inputs
and contributions to technology roadmaps for greening
aviation and so meet future requirements, such as the
reduction of aviation emissions, fuel consumption and
perceived noise.
These objectives are fully in line with Flightpath 2050:
Europes Vision for Aviation which targets a 90%
reduction in NOx emissions, a 75% reduction in CO2
emissions per passenger kilometre and a 65% reduction in noise levels by 2050 when compared to the
gures for 2000.
GRAIN2 follows the win-win strategy developed by
its predecessors, the EU-China initiatives Promoting
Scientic Cooperation between Europe and China in the
Field of Multiphysics Modeling, Simulation, Validation,
Experimentation and Design Methods in Aeronautics
(AeroChina) and Greener Aeronautics International
Networking (GRAIN).

Objectives
The main objective of GRAIN2 is to focus its greening
activities on the very ambitious challenge of protecting the environment and the energy supply in three
major areas:
- greening the air vehicle;
- greening the air transport system;
- reducing the carbon footprint of aviation via sustainable alternative fuels.

Cross Cutting Activities

GRAIN 2

Using joint European-Chinese teams of experts and networking events, GRAIN2 will identify innovative research
and development (R&D) methods, tools and high-performance computing (HPC) environments according to the
aeronautical industries needs. The goals are:
- to improve the understanding of engine exhaust
emission mechanisms;
- to improve fuel eciency and environmental
performance;
- to lower the airframe noise;
- to introduce new materials with multiple functions;
- to develop aeronautical biofuels for greenhouse gas
emission reductions.
These objectives will be met by GRAIN2 supporting joint European-Chinese networking actions by a
series of open dissemination events, including key
green technology groups, R&D prospecting activities
like open forums, workshops, short courses involving
experts from Europe and China.

Description of Work
The project activities are organised around the following key green technology (KGT) areas:
KGT1: Propulsion-related green technologies (including
NOx and CO2 reduction, contrails, mission modelling,
new energies for aviation, etc.).
KGT2: Airframe ight physics (including drag reduction,
noise reduction, HPC innovative architecture, numerical
simulation, etc.).
KGT3: Environmentally friendly materials and structures
(including smart structures and materials, bio-sourced
materials, composite technologies, metal alloys, surface
coatings, structural health monitoring, etc.).
KGT4: Communications, navigation and surveillance
(CNS) and air trac management (ATM) for greener air
transport.

267

Cross Cutting Activities

A dissemination and communication platform for collecting and prospecting green applications will give
coordinated support to all KGTs. These technological
areas will be associated with one of the following work
packages (WP), each of which will have one European
and one Chinese leader:
WP1: Propulsion-related green technologies (KGT1)
WP2: Airframe ight physics (KGT2)
WP3: Environmentally friendly materials and structures
(KGT3)
WP4: CNS/ATM for greener air transport (KGT4)
WP5: Technical and strategic platform for green
applications
WP6: GRAIN dissemination activities: website, dissemination events
WP7: Management, project specications.

268

Expected Results
Access to state-of-the-art information on research and
technology development (RTD) activities on greener
technologies in both China and Europe will open opportunities for the development of new and enhanced
methods that aim to reduce the environmental impact
of aviation.
The technological prospects include advanced designs
of civil aircra, taking into consideration multidisciplinary eects currently not strongly accounted for and
mainly related with environmental issues. The GRAIN2
guidelines will dene the strategic lines and methodologies (numerical modelling and experiments) to be
developed in the near future for reducing aviations
environmental impact. These guidelines will bring
added values as a basis for setting up new joint RTD
projects.
The expected achievements of GRAIN2 are:
- identication of greener technologies, new largescale simulation tools, and the investigation and
evaluation of their maturity and benets;
- development of strategies for their implementation
into a greener digital aircra/engine;
- multidisciplinary assessment of greener candidate
technologies for digital design congurations;
- dissemination of project information and results via
the GRAIN2 communication platform;
- support on collaborative international joint projects.

Cross Cutting Activities

Acronym:

GRAIN 2

Name of proposal: GReener Aeronautics International Networking-2

Grant agreement:

605119

Instrument:

CSA-SA

Total cost:

507.145

EU contribution:

507.145

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.10.2013

Ending date:

30.09.2015

Duration:

24 months

Website:

http://www.cimne.com/grain2

Coordinator:

Prof. Gabriel Bugeda

CIMNE - Centre Internacional de Mtodes Numrics en Enginyeria
C/ Gran Capitan s/n, Campus Nord UPC, Edici C1
ES 08034 Barcelona

E-mail:

[email protected]

Tel:

+34 (0)93 401 6494

Fax:

+34 (0)93 401 6517

EC Ocer:

Dietrich Knoerzer

Partners:

Acondicionamiento Tarrasense Asociacin

ES

Airborne Technology Center BV

NL

Airbus Operations S.L.

ES

CERFACS - Centre Europen de Recherche et de Formation Avance en Calcul Scientique FR

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

IT

Craneld University

UK

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

EUROCONTROL - European Organisation for the Safety of Air Navigation

BE

EADS France SAS - European Aeronautic Defence and Space Company

FR

Honeywell International s.r.o.

CZ

INRIA - Institut National de Recherche en Informatique et Automatique

FR

VKI - von Karman Institute for Fluid Dynamics

BE

NUMECA - Numerical Mechanics Application International S.A.

BE

RWTH - Die Rheinisch-Westflische Technische Hochschule Aachen

DE

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

University of Manchester

UK

University of Sheeld

UK

FOI - Totalfrsvarets Forskningsinstitut

SE

Universidad Politcnica de Madrid

ES

Universitat Politcnica de Catalunya

ES

269

Cross Cutting Activities

ICARUS

Innovative Changes in Air transport

Research for Universally-designed Services

State of the Art - Background

270

ICARUS is squarely targeted to support the European

Disability Strategy 2010-2020 and its implementation plan. The project tackles the stumbling blocks that
are currently hindering freedom of movement. It also
aims to improve access to air transportation for disabled and elderly people. This will provide a solid base
to the European Community and direct stakeholders to
undertake changes in aircra cabins. Moreover, it will
provide easier and more comfortable access for disabled people throughout the chain of services involved
in air transportation.
Existing European Union legislation on air passenger
rights, Regulation EC 1107/2006, came into force in
full in July 2008 and ensures the right to non-discrimination on the basis of disability or reduced mobility.
Disabled people and persons with reduced mobility
have the same right to travel as persons without such
mobility limitations.
Accessibility of disabled and elderly people in air
transport is currently not as satisfactory as it should
be. Considering the importance of air travel in terms
of leisure and freedom of movement, and in spite of
the improvements already made in the common legal
framework, the current conditions are still not entirely
acceptable.

Objectives
The general objective of ICARUS is to identify, characterise, justify and prioritise research and analysis
approaches in those solution areas that have the
potential for improving access to air transportation for
people with disabilities and the elderly.
The overall aim of the project is aligned with the European Disability Strategy 2010-2020: empower people
with disabilities so that they can enjoy their full rights,
and benet fully from participating in society and in the
European economy, notably through the Single Market.

The main objectives of the project are:

- to identify, prevent and eliminate obstacles and
barriers to accessibility. Key areas include the built
environment, transport and information and communications, including technologies and services;
- to explore the possibility of completing the legal
framework that addresses the rights of persons with
reduced mobility by covering all relevant modes of
transport.

Description of Work
Building on the preliminary list of priority solution areas
identied, the exploration will be carried out not only in
the research and development eld, but also in areas
of innovation (e.g. services using existing technologies,
processes, etc.), and in the existing best practices in
this eld, which do not reach a high level of implementation. Whenever feasible, ICARUS will also strive to
initiate actual change, specically through awareness
and knowledge dissemination among the main players in the accessibility chain that fosters adoption of
eective solutions.
ICARUS will bring together the project ndings and
provide an integrated, socio-economical analysis
of the foreseeable impact of the solution areas
explored. It will thus identify the solution areas with
the greatest achievable contribution to the stated
European Commission objective of ensuring access to
transportation. Taking into account the characterisation
performed in terms of eectiveness, cost, risks,
bottlenecks and technical and social obstacles, as well
as the added value of community involvement, the
project recommendations will be prepared. They will
encompass the proposal and justication of appropriate
research and analysis approaches for the most
promising solution areas.

Expected Results
The main results chapter is organised into four
subsections:
The rst subsection, Disabled people and elders in
Europe, provides an insight into the evolution of the
population in recent years in Europe, from the point of
view of the elderly and people with disabilities, including a part dedicated to exploring the diculties found
by the target population when they use air transport.

Cross Cutting Activities

The second subsection, Policy and regulatory statements, is a detailed desk research covering international and European law.
The third subsection, Air sector processes and procedures for disabled and elder travellers, analyses the
dierent strategies developed by various stakeholders
in the chain of services in the aviation sector to enable
them to adapt to the legislation.
The fourth subsection, Air transport accessibility from
the position of older and disabled users, analyses the
accessibility chain in the air transport sector: from the
time when the decision is made to y by plane to a
destination up to and including exiting the terminal
building at the arrival airport.

Acronym:

271

ICARUS

Name of proposal: Innovative Changes in Air transport Research for Universally-designed Services
Grant agreement:

314563

Instrument:

CSA-SA

Total cost:

745.038

EU contribution:

562.540

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.06.2012

Ending date:

31.05.2014

Duration:

24 months

Website:

http://www.icarusproject.eu

Coordinator:

Jesus Hernandez
Fundacin ONCE para la Cooperacin e Inclusin social de Personas con Discapacidad
Sebastian Herrera 15
ES 28012 Madrid

E-mail:

[email protected]

Tel:

+34 (0)91 506 8874

EC Ocer:

Ivan Konaktchiev

Partners:

Aeroconseil SA

FR

Alitalia - Compagnia Aerea Italiana SpA

IT

Fundosa Accesibilidad SA

ES

Fundosa Technosite SA

ES

Universidad Carlos III de Madrid

ES

Cross Cutting Activities

META-CDM

Multimodal, Ecient Transportation in

Airports and Collaborative DecisionMaking
study is the analysis of alternative transport modes
and communication that could be used to minimise
passenger disruption during crisis situations that
impact air transport.
Three workshops have been set up to gather the
experts and key players in the CDM activities within
airport operations.

State of the Art - Background

The air transportation system continues to grow in
Europe and across the world, owing to a near-perfect
safety record on the one hand, and low transportation
costs and constant attention to the passengers travel
timeliness and comfort on the other.

272

It has been found that both the better integration of

airports into network management (including ground
delay programmes) and the airport collaborative
decision-making (CDM) initiative (supported by airport
departure management systems) can successfully
contribute to improving everyday ight punctuality and
reducing environmental impacts.
These processes, facilitated by new technologies,
require extensive information exchange and the
involvement of all stakeholders. However, despite
these improvements, crisis events such as snow, volcanic ash or strikes impose huge costs on air transport
systems and society, and it is the passenger who bears
the practical consequences.

Objectives

Description of Work
The project has three main phases:
- a comprehensive literature review of existing CDM
eorts and responses to disruptive events;
- a series of stakeholder interviews to gain insight into
how disruption is currently handled;
- a concept development phase in which the lessons learned are used to formulate a framework for
passenger-centric CDM processes in response to disruption. The potential economic and environmental
benets of utilising this framework are assessed.
The Meta-CDM project is centred on a series of workshops at which stakeholders can review the outcomes
of the project so far, advise on future steps and inuence the concepts being developed. The practical
advice of those who have had to deal with air transport
system disruption will be vital at every stage.
Workshop 1, in January 2013, reviewed the current
state of CDM and the response to crisis events.
Workshop 2, in November 2013, focuses on the lessons learned from Meta-CDMs series of on-site interviews with aected stakeholders.

The Meta-CDM project aims to improve passenger

inclusion in the airport CDM, particularly improving the
management of crisis events. The project focuses on
how airside and landside CDM can be integrated and
potentially interlinked with other transport modes to
minimise the impact of severe disruptions on the passengers, the airline and the airport.

Workshop 3, in the summer of 2014, aims at discussing the nal project outcomes, future directions and
steps towards a new passenger-centric concept of
operations.

This project examines the coherence and coordination of the many systems that make up a passengers
journey through an airport, primarily during disruptive
events but also for everyday operations. This is done
by considering airside and landside CDM systems and
their eectiveness. An additional dimension of this

Expected Results

Further details on the Meta-CDM workshops can be

found on the project website.

Meta-CDM provides the data-gathering and information synthesis which is a vital rst step to bringing
together a new CDM concept one in which airside,
landside and ground transportation providers work
together to optimise the passenger experience and

Cross Cutting Activities

reduce disruption costs to all stakeholders. The nal

outcome of the project will be a framework for airport
CDM processes which can be used both as a set of
recommendations based on best practice for European
or global airports, and as a roadmap for future research
areas.
These recommendations for greater eciency will contribute to the following:
- determining how far the currently available research
and development (R&D) results assist the plans for
enhancing operational practice;
- dening future R&D work that contributes towards
ecient and intermodal transportation at airports,
especially during highly disruptive events.
The research issues arising from this concept development will not be investigated in the project but will
be discussed so as to provide a roadmap for further
research.
Acronym:

META-CDM

Name of proposal: Multimodal, Ecient Transportation in Airports and Collaborative Decision-Making

Grant agreement:

314453

Instrument:

CSA-SA

Total cost:

665.487

EU contribution:

593.202

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.07.2012

Ending date:

30.06.2014

Duration:

24 months

Technical domain:

Avionics, Human Factors and Airports

Website:

http://www.meta-cdm.org/

Coordinator:

Dr Isabelle Laplace

273

cole Nationale de l'Aviation Civile

Avenue Edouard Belin 7
CS54005
FR 31055 Toulouse Cedex 4
E-mail:

[email protected]

Tel:

+33 (0)5 62 25 95 42

EC Ocer:

Remy Denos

Partners:

Barco Orthogon GmbH

DE

The Chancellor, Masters and Scholars of the University of Cambridge

UK

Co-MODal AIRport
State of the Art - Background

d
in

a
Tr

The Airport
Local

Urban transport

However, in the concept of seamless travel for passengers, air transport needs to be well connected to
other transport modes. In this respect, airports play
an important role as nodal points to facilitate this.
The challenge is enabling such an intermodal journey
that will typically cross many boundaries (e.g. national,
regional, modal, private-public).

ee
Sp

In addition to rail, air transport plays an important role

in the mobility of European citizens. It is oen the only
way to travel over longer distances and air transport
provides access to regions of Europe that are not connected by high-speed train networks.

gh
Hi

Cross Cutting Activities

MODAIR

Mess transport
Individual transport

Regional
National
International

Objectives

274

The ModAir project aims at designing and setting up a

European Forum on Airport Passenger Intermodality: a
mode-overlapping forum or association where representatives from air, rail and urban transport, as well as
any other relevant actor, will contribute to the development and improvement of co-modality and intermodality for passengers in European airports.
The number of stakeholders involved in such intermodal travel requires an adequate collaboration
environment. Ensuring modal neutrality is the key in
ensuring progress in this quest for intermodality. The
ModAir consortium believes that taking the passengers point of view in the airport context enables this
approach. Airports are, by denition, nodes between
ground transportation and air transportation but, in
addition, some passengers in todays large intermodal
airports already transit through the airport without taking the plane.

Description of Work
These activities are based on a database of European
airports, made as part of the ModAir project activities,
to provide the current state of co-modal connectivity.
Building this database has generated initial inputs
which will be completed through a stakeholder forum
to be held in Madrid in July 2012, and through further
analyses.
Solutions to improve the co-modal links will be listed
and reviewed. Solutions on the information and communication technology side will include better interconnected information exchange systems that will provide
a single reservation and a single ticket for the whole
journey, in which several transport modes will be used.
On the logistical side, ModAir will focus on the issues
behind luggage transfer between transport modes.

Expected Results
ModAir will contribute on research, development and
innovation needs on these topics but will also provide
organisational recommendations to ensure that the
European Forum on Airport Passenger Intermodality
can, in time, develop an agreed-upon SRIA (Strategic
Research and Innovation Agenda).
Given the planned evolutions of the high-speed train
infrastructures described in the Trans-European Transport Network (TEN-T) implementation plans, ModAir
will pay special attention to the connection between
air and longer range high-speed train lines in Europe,
providing an approach to improve the performance of
airport-centred co-modality and intermodality.

Cross Cutting Activities

WP1: Management
Data collection
WP2: Passenger
requirements

WP3: Co-modal
mapping of airports

WP4: Framework design

WP5: Identication of R&D needs

Preparation of future EU research

Acronym:

MODAIR

Name of proposal: Co-MODal AIRport

Grant agreement:

314348

Instrument:

CSA-SA

Total cost:

799.524

EU contribution:

599.747

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.09.2012

Ending date:

30.04.2014

Duration:

20 months

Technical domain:

Avionics, Human Factors and Airports

Coordinator:

Jean-Francois Perelgritz

275

EADS France SAS - European Aeronautic Defence and Space Company

Rue Pasteur 12
BP 76
FR 92152 Suresnes
E-mail:

[email protected]

EC Ocer:

Ivan Konaktchiev

Partners:

Ad Cuenta BV

NL

Advanced Logistics Group SAU

ES

Aroports de Paris

FR

European Intermodal Association

BE

Fundacin Ferrocarriles Espaoles

ES

Cross Cutting Activities

OPTICS

Observation Platform for Technological

and Institutional Consolidation of research
in Safety

State of the Art - Background

276

The advances in aviation safety since the 1960s are

impressive. We have learnt from the accidents of the
past, implementing eective mitigations to reduce the
probability of similar events today. While the major
causes have been more or less eradicated through
eective mitigations, aviation is now seeing the emergence of incidents, albeit rare, of causes that were previously masked or unknown.
Further improvements to aviation and air transport
safety, identied by the industry through Flightpath
2050: Europes Vision for Aviation, are very ambitious:
- less that one accident per 10 million commercial
ights;
- 25 million commercial ights arriving within one minute of plan, etc.
However, it is unlikely that we already know the typical
root causes that will have to be cured.
The Strategic Research and Innovation Agenda (SRIA)
provides a path upon which European Union (EU)
research may address the challenges and progress
towards the safety goals, ultimately increasing societal
well-being and maintaining the EUs industrial leadership in the global aviation market.
In order to full these challenging goals, it is imperative to ensure that scarce EU, national and regional
resources, dedicated to research in aviation safety and
related security aspects, are focused on doing the right
research and that this delivers the expected benets.

Objectives
This coordination action will implement sustainable
processes to support the European Commission and
stakeholders with strategic recommendations and a
comprehensive vision of the safety research landscape.

OPTICS will assess the relevance of research and

innovation in aviation and air transport in attaining
the identied safety goals. The project will, through
iterative and interactive reviews of recent and ongoing research, assess the progress of this research, the
gaps and the eventual bottlenecks which may prevent
innovation, including a lack of capacity (e.g. resources,
competences, etc.) or market failure. Furthermore, an
assessment of the impact of the research from a societal and market perspective will also be performed,
aiming to provide policy-makers with evidence of positive improvements and the investments required to
attain the expected goals.
The scope of the assessment will be extended to
selected security activities where these have a direct
impact upon safety or when similar or complementary approaches are identied. The assessment will
also consider international initiatives and will underpin
the European Commissions international relations, for
instance through established relationships with third
countries.

Description of Work
A number of major actions form the basis of the
activities:
- perform an extensive survey of research and
innovation activities in the eld of aviation safety to
establish the initial state-of-play conditions;
- establish a data repository linking Volume 2 of SRIA
(challenges and goals, enablers, capabilities and targeted achievements) with relevant project data;
- establish a methodological framework and engage
with identied projects to assess progress and
impact towards the goals covering the research landscape and the socio-economic impact of research
outcomes;
- assess maturity of processes and policies which
support the implementation of safety objectives
(linking safety objectives to safety outcomes) and
identify obstacles and/or bottlenecks to research and
innovation;
- identify gaps (including capacity) within safety
research and innovation, which are considered
essential to achieve the identied safety goals;
- assess the impact and socio-economic benets of
past or current safety research outcomes;

Expected Results
OPTICS will focus its activities on supporting three
main areas:
- strategic research policymaking;
- impact;
- dissemination.
In the challenging economic environment of today,
it is imperative to ensure that scarce EU resources
dedicated to research in aviation safety are focused on
the right research and that this delivers the expected
societal and market benets. Consequently, through
the extensive survey of relevant activities within a
common, goal-orientated framework, OPTICS will
provide evidence of coverage, progress and quality
of research, identifying dependencies, overlaps and
gaps for achieving the Flightpath 2050 goals, and will
assess the societal and market impact of this research,
formulating strategic recommendations for further
consideration.

OPTICS safety research relational repository

OPTICS will aim to become the one-stop gateway for

knowledge and information exchange in safety-orientated research. Through its dissemination events, web
interface and repository, it will provide a vehicle for
organisations, companies and projects to promote and
disseminate the results from initiatives.

Cross Cutting Activities

- collate and deliver an annual state-of-the-art review

of relevant safety research (achievements, progress
towards long-term objectives, capacity, gaps and
impact assessment) together with the main results
and recommendations;
- disseminate the ndings of the action towards relevant aviation stakeholders, in particular to support
strategic research policy decisions.

277

Cross Cutting Activities

Acronym:

OPTICS

Name of proposal: Observation Platform for Technological and Institutional Consolidation of research in Safety
Grant agreement:

605426

Instrument:

CSA-CA

Total cost:

1.591.003

EU contribution:

1.188.254

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.09.2013

Ending date:

31.08.2017

Duration:

48 months

Coordinator:

David Young
EUROCONTROL - European Organisation for the Safety of Air Navigation
Centre du Bois des Bordes
FR 91222 Bretigny-sur-orge

E-mail:

[email protected]

Tel:

+33 (0)1 69 88 76 55

EC Ocer:

Pablo Perez-Illana

Partners:

Bauhaus Lufahrt e.V.

IT

CDTI - Centro para el Desarrollo Tecnolgico Industrial

ES

Deep Blue Srl

278

DE

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

IT

DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DE

EASA - European Aviation Safety Agency

DE

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

Rolls-Royce plc

UK

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

PROMOting Aeronautic Innovation and

Research

State of the Art - Background

Europe has succeeded in having a relatively large and
steadily increasing share of the civil aeronautics and
air transport market. A signicant portion of this success should be attributed to the highly skilled aeronautical engineers and researchers who are part of the
demanding eld of the aeronautical industry. In order
to maintain and further strengthen the competitiveness of Europe in the global market, it is imperative
that this sector sustains the volume and quality of
aeronautical engineers and researchers.
During recent years it has been realised that aeronautic-related studies are not considered as prestigious
as other elds, such as medicine or law. As a result,
the number and quality of engineering students is
decreasing with time, to the point where the European
aeronautics industry has a shortage of high-quality
engineers.
The motivation for the next generation to become
interested in aeronautics has been selected to be one
of the main issues to be addressed by the Advisory
Council for Aviation Research and Innovation in
Europes (ACARE) Human Resources Group.
A potential aeronautic-related career should become
a more fascinating choice for European secondary
and technical school students. Exploring the world of
aeronautics, by combining fundamental theory and
practice, could become the key factor for motivating
the next generation to become interested in this eld.

Objectives
The concept of Promo-Air is to raise the interest of
young Europeans and promote scientic and technical
studies and careers in aeronautics and air transport
research and industry by producing attractive educational material that incorporates state-of-the-art
research results of recent and current aeronautic and
air transport projects. The communication of such material within secondary and engineering schools makes the
close collaboration of experts vitally important. The con-

sortium of Promo-Air fulls this requirement by including

experts from both aviation and education. The foreseen
actions, which are also the main objectives of this project, are summarised as follows:
- identication of representative aeronautic and air
transport research and technology development projects, and the establishment of a contact point;
- analysis and selection of the main research results to
be used as input for the educational material;
- preparation of digital educational material. The
material will include: a) lms highlighting the cuttingedge technologies of the aeronautical industry, and
b) serious games providing the opportunity for secondary and technical school students to explore and
interact with the world of aeronautics;
- development of policies for disseminating and
communicating the produced educational material
through forums, the Internet and schools.

Cross Cutting Activities

PROMO-AIR

Description of Work
The project activities can be classied into three main
areas. These are:
1. Collection of information, namely by:
- identifying the projects to be selected into the
scope of Promo-Air;
- setting up the methodology of an objective and
comprehensive selection;
- selecting at least 20 projects for processing;
- creating the messages to be transferred via the
dissemination material;
2. Creation of digital products, including the creation
of:
- lms and 2-D and 3-D animations;
- presentations and e-brochure;
- a web-enabled quiz game, and testing it;
3. Dissemination, such as:
- distributing the material created;
- spreading the information about the project itself;
- promoting and raising interest in the quiz game.
The quality of the output is further enhanced by
ensuring that products in the development phase are
checked by experts and when they reach a mature
stage, another validation will be carried out by another
group of people who are representative of the intended
nal user community (e.g. students in the case of
games). The feedback received will then be used to
improve the products before nalisation.

279

Cross Cutting Activities

Expected Results
The expected impact, according to the call, is that the
action is expected to raise the interest of young Europeans and promote scientic and technical studies and
careers in aeronautics and air transport research and
industry.

of Promo-Air, more students will realise how interesting

careers in aeronautics and air transport are. With an
increased interest among secondary school students,
there will be more applicants to aeronautic-related
college and university faculties, thus ensuring that a
larger number of the best students will be available for
the aeronautical industry.

Promo-Air will be well received by students as the key

driver of the whole project is to raise a greater interest in aeronautics. All the materials (animations, brochures, lms, presentations, games) produced by the
project will be designed in an attractive way and will
be continuously validated by young students and their
teachers as members of the so-called mirror groups.
Appropriate dissemination channels (e.g. social media,
teachers, website, etc.) will be chosen to ensure that
the message gets to the right audience.
By raising the interest we will also promote the scientic and technical studies and careers in aeronautics
and air transport research and industry. With the help

Acronym:

PROMO-AIR

Name of proposal: PROMOting Aeronautic Innovation and Research

Grant agreement:

280

605007

Instrument:

CSA-SA

Total cost:

550.436

EU contribution:

550.436

Call:

FP7-AAT-2013-RTD-1

Starting date:

01.05.2013

Ending date:

30.04.2015

Duration:

24 months

Website:

http://promo-air.eu

Coordinator:

Prof. Spiros Pantelakis

University of Patras
Laboratory of Technology & Strength of Materials
Campus University, Rion
GR 26500 Patras

E-mail:

[email protected]

Tel:

+30 (0)2610 969498

Fax:

+30 (0)2610 997190

EC Ocer:

Eric Lecomte

Partners:

BluSky Services Zerkowitz GCV

BE

EASN Technology Innovation Services BVBA

BE

Eurofast SARL

FR

Fraunhofer Gesellscha zur Foerderung der Angewandten Forschung e.V.

DE

Slot Consulting Ltd

HU

Unmanned Aerial Systems in European

Airspace
Objectives

State of the Art - Background

Remotely piloted aircra systems (RPAS) have been
used for several decades, proving their advantages
over other systems (including manned aircra) with
their capabilities and/or cost-eciency in achieving
their designated objectives.
However, that vast experience with RPAS over the
years has been obtained almost exclusively in the
military domain, where it has been increasingly and
successfully used in theatres of operation and peacekeeping missions.
Recently there has been a global increase in the
political and social awareness of the great potential
of RPAS for civil applications. In Europe it has already
been recognised that the expansion of this new market
will contribute to the economic growth and creation
of highly qualied jobs. Furthermore, the European
technological and industrial capabilities could position
this continent as a global leader in the RPAS business,
as part of the overall aeronautical industry.
However, in order to unlock the potential of RPAS for
the civil market, stakeholders need to break a series of
entangled challenges. Among these there are a number of regulatory and technological gaps making the
development of RPAS solutions risky and expensive for
industry.
Aiming at contributing to ll those gaps, the European
Union has launched some initiatives, among which are
a number of projects within the dierent Framework
Programmes.

The overall objectives for the project are:

- provide a comprehensive set of recommendations for
the incremental insertion of civil light RPAS (aircra
with an operating mass of up to 150 kg) in European
airspace in the short term (within ve years);
- provide specic recommendations for selected use
cases to be explored as quick win business cases;
- highlight what needs to be done in order to unlock
the full potential of the civil light RPAS market in the
long term (i.e. 10 to 15 years from now).
These overall objectives are further divided into the
following technical objectives:
- analyse current and past work that is relative to civil
RPAS, including best practices, and propose a starting
point for light RPAS operations in the short term;
- explore realistic business models and short-term
high-value applications for civil light RPAS, and analyse their sustainability and level of impact on European industry and society;
- perform an in-depth analysis on how to overcome
the barriers and mistrust of (light) RPAS by the general public and build trust between the (light) RPAS
industry and the regulators;
- foster innovation in and support for small and
medium-sized enterprises access to market;
- develop recommendations to support a sustainable
civil light RPAS market in the short term and highlight
the steps needed in order to unlock its full potential
in the long term.

Description of Work
The project work is organised into work packages (WP).
WP1: Regulatory and certication base
- identication of gaps and new/modied regulations
within the existing regulatory framework;
- proposed set of actions to ll the gaps in the existing
regulatory framework.
WP2: Adaptation of infrastructures
- state-of-the-art report on civil RPAS solutions and
enabling technologies;
- time-phased alternative solutions for all equipment
and infrastructure enablers.
WP3: Safety and social acceptance
- safety aspects of civil (light) RPAS operations;
- the social dimension of civil (light) RPAS operations;
- impact of (light) RPAS on society.

Cross Cutting Activities

ULTRA

281

Cross Cutting Activities

WP4: Business case and impact on European industry

- most relevant use cases for civil (light) RPAS in
Europe in the 2013-2014 timeframe;
- civil (light) RPAS applications in Europe: deployment
plan and economic sustainability of the business
case.
WP5: Conclusions and recommendations
- project nal report;
- dissemination activities and material, and the project
website.WP6: Coordination.

Expected Results
The main expected result from the ULTRA project is
a comprehensive set of recommendations on the
required measures to provide solutions for the regulatory and standardisation issues, technological needs,
and safety and social issues in order to facilitate light
RPAS business cases, both short and long-term operations, that have full access to non-segregated airspace.

The dierent work packages will feed the key aspects

addressed in the project into the selected use cases in
order to provide specic recommendations that support the development of quick win business cases.

Acronym:

ULTRA

Name of proposal: Unmanned Aerial Systems in European Airspace

Grant agreement:

282

314680

Instrument:

CSA-SA

Total cost:

830.576

EU contribution:

597.417

Call:

FP7-AAT-2012-RTD-1

Starting date:

01.06.2012

Ending date:

30.11.2013

Duration:

18 months

Technical domain:

Breakthrough and Novel Concepts

Website:

http://www.ultraconsortium.eu/

Coordinator:

Daniel Cobo-Vuilleumier
Indra Sistemas SA
Ctra. Loeches 9
Torrejn de Ardoz
ES 28850 Madrid

E-mail:

[email protected]

Tel:

+34 (0)91 627 1168

Fax:

+34 (0)91 627 1003

EC Ocer:

Pablo Perez-Illana

Advanced Aviation Technology Srl

IT

Anna Masutti

IT

Blyenburgh et Co. SARL

FR

Boeing Research & Technology Europe SLU

ES

Craneld Aerospace Ltd

UK

Deutsche Flugsicherung GmbH

DE

Honeywell International s.r.o.

CZ

Integra Consult AS

DK

ONERA - Oce National dtudes et de Recherche Arospatiales

FR

NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

NL

Thales Alenia Space France

FR

Cross Cutting Activities

Partners:

283

Acronym

Project name

2050AP

Grant Agreement

Vol

The 2050+ Airport

284529

121

4DCO-GC

4-Dimension Contracts - Guidance and Control

266296

123

A-PIMOD

Applying PIlot MODels for safer aircra

605141

69

AAS

Integrated Airport Apron Safety Fleet Management

213061

49

ACCENT

Adaptive Control of Manufacturing Processes for a

New Generation of Jet Engine Components

213855

169

ACFA 2020

Active Control of Flexible 2020 Aircra

213321

88

ACHEON

Aerial Coanda High-Eciency Orienting-jet Nozzle

309041

179

ACROSS

Advanced Cockpit for Reduction Of StreSs and

workload

314501

65

ACTUATION2015

Modular Electro Mechanical Actuators for ACARE

2020 Aircra and Helicopters

284915

79

ADDSAFE

Advanced Fault Diagnosis for Safer Flight Guidance

and Control

233815

101

ADMAP-GAS

Unconventional (Advanced) Manufacturing

Processes for Gas-engine turbine components

234325

172

ADVITAC

ADVance Integrated Composite Tail Cone

234290

144

AERA-PRO

Aeronautics and Air Transport European Research

Agenda - Promotion

284875

155

AERO-UKRAINE

Stimulating Ukraine-EU Aeronautics Research

Co-operation

233640

260

AEROAFRICA-EU

Promoting European-South African Research

Co-operation in Aeronautics and Air Transport

234092

262

AEROCHINA2

Prospecting and Promoting Scientic Co-operation

between Europe and China in the Field of MultiPhysics Modelling, Simulation, Experimentation and
Design Methods in Aeronautics

213599

243

AERODAYS2011

Innovation for Sustainable Aviation in a Global

Environment

264602

157

AERODAYSUK2015

Aerodays 2015 - Aviation for Growth and

Sustainability

605512

241

AEROMUCO

Aerodynamic Surfaces by Advanced Multifunctional

Coatings

266029

23

AEROPLAN

Composites Repairs and Monitoring and Validation

- Dissemination of Innovations and Latest
Achievements to key players of the aeronautical
industry

285089

160

AEROPORTAL

Support for European aeronautical SMEs

200426

246

AFDAR

Advanced Flow Diagnostics for Aeronautical

Research

265695

82

Index by Acronyms

Index by Acronyms (All Calls)

285

Index by Acronyms

Acronym

Project name

AFLONEXT

Grant Agreement

Vol

Active FLOw loads and noise control on NEXT

generation wing

604013

27

AGEN

Atomic Gyroscope for Enhanced Navigation

322466

182

AHEAD

Advanced Hybrid Engines for Aircra Development

284636

126

AIM

Advanced In-ight Measurement Techniques 2

266107

85

AIRCRAFTFIRE

Fire-risk Assessment and Increase of Passenger

Survivability

265612

67

AIRTN-NEXTGEN

AIR Transport Network NEXT GENeration

604952

243

AISHA II

Aircra Integrated Structural Health Assessment II

212912

198

ALAMSA

A Life-cycle Autonomous Modular System for

Aircra material-state evaluation and restoring
system

314768

109

ALASCA

Advanced Lattice Structures for Composite

Airframes

265881

88

ALEF

Aerodynamic Load Estimation at Extremes of the

Flight Envelope

211785

141

ALFA-BIRD

Alternative Fuels and Biofuels for Aircra

Development

213266

227

ALICIA

All Condition Operations and Innovative Cockpit

Infrastructure

233682

91

ANULOID

Investigation of a Novel Vertical Take-o and

Landing Aircra Concept, Designed for Operations
in Urban Areas

334861

185

ARISTOTEL

Aircra and Rotorcra Pilot Couplings Tools and

Techniques for Alleviation and Detection

266073

69

ASCOS

Aviation Safety and Certication of new Operations

and Systems

314299

72

ASHLEY

Avionics Systems Hosted on a distributed modular

electronics Large-scale dEmonstrator for multiple
tYpes of aircra

605442

112

ASSET

ASSET Aeronautic Study on Seamless Transport

211625

95

ATAAC

Advanced Turbulence Simulation for Aerodynamic

Application Challenges

233710

31

ATLLAS II

Aero-thermodynamic Loads on Lightweight

Advanced Structures II

263913

129

ATOM

Airport detection and Tracking Of dangerous

Materials by passive and active sensors arrays

234014

221

ATOS2012

International Air Transport and Operations

Symposium 2012

314583

246

AirTN-FP7

Air Transport Net (AirTN) as one of the key enablers

for the prosperous development of Aeronautics in
Europe

234049

265

286

Project name

BEMOSA

Grant Agreement

Vol

Behavioral Modeling for Security in Airports

234049

218

BEWARE

Bridging East and West for Aerospace REsearch

605465

248

BOPACS

Boltless assembling Of Primary Aerospace

Composite Structures

314180

116

BRAINFLIGHT

BRAIN-controlled aircra FLIGHT using multiple

feedback mechanisms

308914

187

BUTERFLI

BUet and Transition delay control investigated

with European-Russian co-operation for improved
FLIght performance

605605

30

CANAL

CreAting NonconventionAl Laminates

605583

119

CANNAPE

Canadian Networking Aeronautics Project for

Europe

284663

163

CAPPADOCIA

Coordination Action Pro 'Production, Avionics,

Design' On Cost-eciency In Aeronautics

605414

251

CARGOMAP

Air-cargo Technology Roadmap

284551

166

CATER

Coordinating Air transport Time-Eciency Research

605497

254

CEARES

Central European Aeronautical Research Initiative

213280

249

CEARES-NET

Central European Aeronautical Research Network

Events

266136

168

CERFAC

Cost-eective Reinforcement of Fastener Areas in

Composites

266026

91

CHANGE

Combined Morphing-Assessment Soware Using

Flight-envelope Data and Mission-based Morphingprototype Wing Development

314139

33

CHATT

Cryogenic Hypersonic Advanced Tank Technologies

285117

132

COALESCE2

Cost Ecient Advanced Leading Edge Structure 2

233766

175

COBRA

Innovative Counter-Rotating Fan System for High

Bypass-ratio Aircra Engine

605379

35

COLTS

Casting of Large Ti Structures

265697

94

COOPAIR-LA

Guidelines for Cooperation of Latin American

Countries in European Aeronautics and Air
Transport Research

234321

268

COOPERATEUS

Conditions of Success for R&T Open Options

through a Platform of Communications and for
Expressing Recommended Actions to Team-up
Europe and the US

265211

171

CORE-JETFUEL

COordinating REsearch and innovation of JET and

other sustainable aviation FUELs

605716

257

CORSAIR

COld spray Radical Solutions for Aeronautic

Improved Repairs

605207

122

COSMA

Community Oriented Solutions to Minimise aircra

noise Annoyance

234118

72

Index by Acronyms

Acronym

287

Index by Acronyms
288

Acronym

Project name

CREAM

Grant Agreement

Vol

Innovative Technological Platform for Compact

and Reliable Electronic integrated in Actuators and
Motors

234119

156

CREATE

CREating innovative Air transport Technologies for

Europe

211512

252

CRESCENDO

Collaborative and Robust Engineering using

Simulation Capability Enabling Next Design
Optimisation

234344

178

CROP

Cycloidal Rotor Optimised for Propulsion

323047

190

DAEDALOS

Dynamics in Aircra Engineering Design and

Analysis for Light Optimised Structures

266411

26

DANIELA

Demonstration of Anemometry InstrumEnt based

on LAser

212132

104

DAPHNE

Developing Aircra Photonic Networks

233709

159

DELICAT

DEmonstration of LIdar-based Clear Air Turbulence

detection

233801

106

DERPHOSA

Technology DEvelopment of Remote PHOSphor for

Avionic cockpit displays

314509

125

DESIREH

Design, Simulation and Flight Reynolds-Number

Testing for Advanced High-Li Solutions

233607

35

DISPURSAL

DIStributed Propulsion and Ultra-high bypass Rotor

Study at Aircra Level

323013

193

DOTNAC

Development and Optimisation of THz NDT on

Aeronautic Composite Multi-layered Structures

266320

96

DREAM

valiDation of Radical Engine Architecture systeMs

211861

52

E-BREAK

Engine BREAKthrough components and subsystems

314366

38

E-CAERO

European Collaborative Dissemination of

Aeronautical Research and Applications

234229

271

EDUCAIR

Assessing the Educational Gaps in Aeronautics and

Air Transport

284899

173

ELECTRICAL

Novel Aeronautical Multifunctional Composite

Structures with Bulk Electrical Conductivity and
Self-sensing Capabilities

265593

29

ELUBSYS

Engine LUBrication SYStem technologies

233651

56

ENCOMB

Extended Non-Destructive Testing of Composite

Bonds

266226

32

ENDLESS RUNWAY

The Endless Runway

308292

196

ENOVAL

ENgine mOdule VALidators

604999

41

ERICKA

Engine Representative Internal Cooling Knowledge

and Applications

233799

59

ESPOSA

Ecient Systems and Propulsion for Small Aircra

284859

99

Project name

ESTOLAS

Grant Agreement

Vol

A Novel Concept of an Extremely Short Take-o

and Landing All-surface Hybrid Aircra: from a
Light Passenger Aircra to a Very High Payload
Cargo/passenger Version

308968

199

EUROTURBO 8

Support to Eighth European Conference

on Turbomachinery Fluid dynamics and
thermodynamics, Graz, March 2009

233666

255

EUROTURBO 9

Support for the Ninth European Conference

on Turbomachinery - Fluid Dynamics and
Thermodynamics, Istanbul, Turkey, 21-25 March
2011

265974

175

EUROTURBO 10

Support for the Tenth European Conference

on Turbomachinery, Fluid Dynamics and
Thermodynamics, Lappeenranta, Finland, 15-19
March 2013

314039

259

EVITA

Non-destructive EValuation, Inspection and Testing

of primary Aeronautical composite structures using
phase contrast X-ray imaging

314735

127

EXTICE

EXTreme ICing Environment

211927

183

FACTOR

Full Aero-thermal Combustor-turbine Interaction

Research

265985

35

FANTASSY

Future Aircra Design Following the Carrier-pod

Concept as an Enabler for Co-modal Seamless
Transport, Passenger Safety and Environmental
Sustainability

309070

202

FANTOM

Full-Field Advanced Non-Destructive Technique

for Online Thermo-Mechanical Measurement on
Aeronautical Structures

213457

201

FAST20XX

Future High-Altitude High-Speed Transport 20XX

233816

230

FFAST

Future Fast Aeroelastic Simulation Technologies

233665

186

FIRST

Fuel Injector Research for Sustainable Transport

265848

38

FLEXA

Advanced Flexible Automation Cell

213734

189

FLOCON

Adaptive and Passive Flow Control for Fan

Broadband Noise Reduction

213411

75

FLY HIGHER

Shaping the New Evolving Generation of Aeronautic

Professionals

314383

261

FLY-BAG

Blastworthy Textile-Based Luggage Containers for

Aviation Safety

213577

211

FLY-BAG2

Advanced Technologies for Bomb-proof Cargo

Containers and Blast Containment Units for the
Retrotting of Passenger Airplanes

314560

175

FORUM-AE

FORUM on Aviation and Environment

605506

263

FUSETRA

Future Seaplane Trac - Transport Technologies

for the Future

234052

274

Index by Acronyms

Acronym

289

Index by Acronyms
290

Acronym

Project name

FUTURE

Grant Agreement

Vol

Flutter-Free Turbomachinery Blades

213414

63

FUTUREWINGS

Wings of the Future

335042

204

GABRIEL

Integrated Ground and Onboard System for Support

of the Aircra's Safe Take-o and Landing

284884

134

GO4HYBRID

Grey-area mitigation for hybrid RANS-LES methods

605361

130

GRAIN

Greener Aeronautics International Networking

266184

177

GRAIN 2

GReener Aeronautics International Networking-2

605119

267

GREEN-WAKE

Demonstration of LIDAR-based wake vortex

detection system incorporating an Atmospheric
Hazard Map

213254

108

GreenAir

Generation of Hydrogen by Kerosene Reforming

via Ecient and Low-Emission New Alternative,
Innovative, Rened Technologies for Aircra
Application

233862

43

HAIC

High Altitude Ice Crystals

314314

75

HEXAFLY

High-speed EXperimentAl FLY vehicles

321495

207

HIKARI

HIgh-speed Key technologies for future Air

transport - Research and Innovation co-operation
scheme

313987

210

HIPOCRATES

Self-healing Polymers for Concepts on Self-repaired

Aeronautical Composites

605412

133

HIRF SE

HIRF Synthetic Environment research programme

205294

214

HISVESTA

High Stability Vertical Separation Altimeter

Instruments

213729

111

HUMAN

Model-Based Analysis of Human Errors During

Aircra Cockpit System Design

211988

126

HYPMOCES

HYPersonic MOrphing for a Cabin Escape System

341531

213

HYPSTAIR

Development and Validation of Hybrid Propulsion

System Components and Sub-systems for Electrical
Aircra

605305

216

HYSOP

Hybrid Silicide-based Lightweight Components for

Turbine and Energy Applications

266214

41

I-VISION

Immersive Semantics-based Virtual Environments

for the Design and Validation of Human-centred
Aircra Cockpits

605550

136

IAPETUS

Innovative Repair of Aerospace Structures with

Curing Optimisation and Life-cycle Monitoring
Abilities

234333

204

IASS

Improving Aircra Safety with Self-healing

structures and protecting nanollers

313978

79

ICARUS

Innovative Changes in Air transport Research for

Universally-designed Services

314563

270

Project name

ICOA.10.09

Grant Agreement

Vol

International Conference on Airports, October 2009,

Paris

233672

258

IDEALVENT

Integrated DEsign of optimAL VENTilation systems

for low cabin and ramp noise

314066

82

IDIHOM

Industrialisation of High-order Methods - A Topdown Approach

265780

103

IFARS

International Forum for Aviation Research Support

Action

282308

179

IMPACT-AE

Intelligent Design Methodologies for Low-pollutant

Combustors for Aero-engines

265586

43

Mac-Pro

Industrialisation of Manufacturing Technologies for

Composite Proles for Aerospace Applications

212014

IN-LIGHT

INnovative bifunctional aircra window for

LIGHTing control to enhance passenger comfort

314233

85

INFUCOMP

Simulation Based Solutions for Industrial

Manufacture of Large Infusion Composite Parts

233926

192

INMA

Innovative Manufacturing of Complex Ti Sheet

Aeronautical Components

266208

106

INNOVATION
PLATFORM

Innovation Management Platform for Aeronautics

266249

182

INTERACTION

INnovative TEchnologies and Researches for a new

Airport Concept towards Turnaround coordinatION

605454

61

ITAKA

Initiative Towards sustAinable Kerosene for

Aviation

308807

44

JEDI ACE

Japanese-European De-Icing Aircra Collaborative

Exploration

314335

88

JERONIMO

JEt noise from high bypass RatiO eNgine:

Installation, advanced Modelling and mitigatiOn

314692

47

KIAI

Knowledge for Ignition, Acoustics and Instabilities

234009

66

LAPCAT-II

Long-term Advanced Propulsion Concepts and

Technologies II

211485

234

LAYSA

Multifunctional Layers for Safer Aircra Composite

Structures

213267

149

LEMCOTEC

Low-emissions Core-engine Technologies

283216

46

LOCOMACHS

LOw-COst Manufacturing and Assembly of

Composite and Hybrid Structures

314003

139

MAAT

Multibody Advanced Airship for Transport

285602

136

MAAXIMUS

More Aordable Aircra through eXtended,

Intergrated and Mature nUmerical Sizing

213371

152

MAN4GEN

MANual operation for 4th GENeration airliners

314765

91

Index by Acronyms

Acronym

146

291

Index by Acronyms
292

Acronym

Project name

MARS

Grant Agreement

Vol

Manipulation of Reynolds Stress for Separation

Control and Drag Reduction

266326

50

MASCA

Managing System Change in Aviation

266423

108

MERLIN

Development of Aero-engine Component

Manufacture using Laser-additive Manufacturing

266271

53

META-CDM

Multimodal, Ecient Transportation in Airports and

Collaborative Decision-Making

314453

272

METROPOLIS

Urban Airspace Design

341508

218

MISSA

More Integrated System Safety Assessment

212088

138

MODAIR

Co-MODal AIRport

314348

274

MONITOR

Monitoring System of the Development of Global

Aviation

233999

277

MORPHELLE

MORPHing enabling technologies for propulsion

system nacELLEs

341509

221

MYCOPTER

Enabling Technologies for Personal Air-transport

Systems

266470

139

NEARS

New European Aviation Research Strategy

266176

185

NINHA

Noise Impact of Aircra with Novel Engine

Congurations in Mid-to-High Altitude Operations

266046

55

NIOPLEX

Non-Intrusive Optical Pressure and Loads

EXtraction for aerodynamic analysis

605151

50

NOVEMOR

Novel Air Vehicle Congurations: From Fluttering

Wings to Morphing Flight

285395

141

ODICIS

ODICIS - One DIsplay for a Cockpit Interactive

Solution

233605

129

ON-WINGS

ON-Wing Ice DetectioN and MonitorinG System

233838

114

OPENAIR

Optimisation for Low Environmental Noise Impact

Aircra

234313

78

OPTI

Observatory Platform Technological and

Institutional

265416

187

OPTICS

Observation Platform for Technological and

Institutional Consolidation of research in Safety

605426

276

ORINOCO

Co-operation with Russia in the Field of Advanced

EngIne Noise Control based on Plasma Actuators

266103

144

PEL-SKIN

PELskin: A novel kind of surface coating in

aeronautics

334954

224

PICASSO

Improved Reliability Inspection of Aeronautic

Structure through Simulation Supported POD

234117

135

PLASMAERO

Useful Plasma for Aerodynamic control

234201

237

Project name

POLARBEAR

Grant Agreement

Vol

Production and Analysis Evolution for Latticerelated Barrel Elements under Operations with
Advanced Robustness

605448

142

PPlane

Personal Plane: Assessment and Validation of

Pioneering Concepts for Personal Air Transport
Systems

233805

239

PRIMAE

Packaging of Future Integrated Modular Electronics

265413

110

PROMO-AIR

PROMOting Aeronautic Innovation and Research

605007

279

PROSPERO

PROactive Safety PERformance for Operations

314822

94

PUL-AERO

High-quality Curved Aerospace Composites using

Pultrusion Manufacturing

605613

145

PULSARPLANE

PulsarPlane: Worldwide air transport operations

335063

227

QUICOM

QUantitative Inspection of COMplex composite

aeronautic parts using advanced X-ray techniques

314562

148

RBF4AERO

Innovative Benchmark Technology for Aircra

Engineering Design and Ecient Design-phase
Optimisation

605396

151

REACT4C

Reducing Emissions from Aviation by Changing

Trajectories for the Benet of Climate

233772

37

RECEPT

Receptivity and amplitude-based transition

prediction

265094

58

RECONFIGURE

REconguration of CONtrol in Flight for Integral

Global Upset REcovery

314544

97

RECORD

Research on Core Noise Reduction

312444

53

RECREATE

Research on a Cruiser-enabled Air Transport

Environment

284741

147

REPAIR

Future REPAIR and maintenance for the aerospace

industry

605779

154

RESEARCH

Reliability and Safety-enhanced Electrical Actuation

System Architectures

605474

100

RESILIENCE2050.
EU

New Design Principles Fostering Safety, Agility and

Resilience for Air Trac Management

314087

230

REStARTS

Raising European Student Awareness in

Aeronautical Research Through School labs

233973

280

RETROFIT

Reduced Emissions of Transport Aircra Operations

by Fleetwise Implementation of New Technology

265867

189

SADE

Smart High Li Devices for Next-Generation Wings

213442

40

SAFAR

Small Aircra Future Avionics ARchitecture

213374

225

SAFUEL

The SAfer FUEL system

314032

103

SANDRA

Seamless Aeronautical Networking through

integration of Data links, Radios and Antennas

233679

162

Index by Acronyms

Acronym

293

Index by Acronyms
294

Acronym

Project name

SARISTU

Grant Agreement

Vol

Smart Intelligent Aircra Structures

284562

113

SAT-RDMP

Small Air Transport - Roadmap

265603

191

SCARLETT

SCAlable and RecongurabLe Electronics plaTforms

and Tools

211439

117

SHEFAE

Surface Heat Exchangers For Aero-Engines

314307

157

SMAES

Smart Aircra in Emergency Situations

266172

72

SME-AERO-POWER

Empowering European Aeronautical SMEs to

Participate in EU Research

285174

194

SOAR

DiStributed Open-rotor AiRcra

341455

234

SOLAR-JET

Solar Chemical Reactor Demonstration and

Optimisation for Long-term Availability of
Renewable Jet Fuel

285098

149

STARGATE

Sensors Towards Advanced monitoRing and control

of GAs Turbine Engines

314061

56

STORM

Ecient ice-protection Systems and simulation

Techniques Of ice Release on propulsive systeMs

605180

160

SUNJET

Sustainable Network for Japan-Europe Aerospace

Research and Technology Co-operation

284881

196

SUPRA

Simulation of UPset Recovery in Aviation

233543

132

SVETLANA

Safety (and maintenance) Improvement through

Automated Flight-data Analysis

265940

75

TAUPE

Transmission in Aircra on Unique Path wirEs

213645

166

TEAM_PLAY

Tool Suite for Environmental and Economic Aviation

Modelling for Policy Analysis

266465

61

TECC-AE

Technology Enhancements for Clean Combustion

211843

69

TEENI

Turbosha Engine Exhaust Noise Identication

212367

82

TFAST

Transition Location Eect on Shock Wave Boundary

Layer Interaction

265455

59

TIDE

Tangential Impulse Detonation Engine

335091

237

TITAN

Turnaround Integration in Trajectory and Network

233690

98

TOICA

Thermal Overall Integrated Conception of Aircra

604981

163

TRIADE

Development of Technology Building Blocks for

Structural Health-Monitoring Sensing Devices in
Aeronautics

212859

207

UFO

UltraFast wind sensOrs for wake-vortex hazards

mitigation

314237

106

ULTRA

Unmanned Aerial Systems in European Airspace

314680

281

UMRIDA

Uncertainty Management for Robust Industrial

Design in Aeronautics

605036

167

Project name

VALIANT

Grant Agreement

Vol

VALidation and Improvement of Airframe Noise

prediction Tools

233680

85

VIBRATION

Global in-ight health monitoring platform for

composite aerostructures based on advanced
VIBRATION-based methods

605549

170

VISION

Immersive Interface Technologies for Life-Cycle

Human-Oriented Activities in Interactive AircraRelated Virtual Products

211567

120

VR-HYPERSPACE

The innovative use of virtual and mixed reality

to increase human comfort by changing the
perception of self and space

285681

152

WASIS

Composite Fuselage Section Wafer-design

Approach for Increasing Safety in Worst-case
Situations and Minimising Joints

265549

117

WEZARD

Weather Hazards for Aeronautics

285050

198

WakeNet3-Europe

European Coordination Action for Aircra Wake

Turbulence

213462

46

X-NOISE EV

Aviation Noise Research Network and Coordination

265943

64

glFEM

Generic Linking of Finite Element based Models

234147

195

iSPACE

innovative Systems for Personalised Aircra Cabin

Environment

234340

123

Index by Acronyms

Acronym

295

Index by Instruments

Index by Instruments
CP-FP
ACHEON

Aerial Coanda High-Eciency Orienting-jet Nozzle

179

AGEN

Atomic Gyroscope for Enhanced Navigation

182

ALAMSA

A Life-cycle Autonomous Modular System for Aircra

material-state evaluation and restoring system

109

ANULOID

Investigation of a Novel Vertical Take-o and Landing

Aircra Concept, Designed for Operations in Urban Areas

185

A-PIMOD

Applying PIlot MODels for safer aircra

69

ASCOS

Aviation Safety and Certication of new Operations and

Systems

72

BOPACS

Boltless assembling Of Primary Aerospace Composite

Structures

116

BRAINFLIGHT

BRAIN-controlled aircra FLIGHT using multiple feedback

mechanisms

187

BUTERFLI

BUet and Transition delay control investigated with

European-Russian co-operation for improved FLIght
performance

CANAL

CreAting NonconventionAl Laminates

CHANGE

Combined Morphing-Assessment Soware Using Flightenvelope Data and Mission-based Morphing-prototype

Wing Development

33

COBRA

Innovative Counter-Rotating Fan System for High Bypassratio Aircra Engine

35

CORSAIR

COld spray Radical Solutions for Aeronautic Improved

Repairs

122

CROP

Cycloidal Rotor Optimised for Propulsion

190

DERPHOSA

Technology DEvelopment of Remote PHOSphor for Avionic

cockpit displays

125

DISPURSAL

DIStributed Propulsion and Ultra-high bypass Rotor Study

at Aircra Level

193

ENDLESS RUNWAY

The Endless Runway

196

ESTOLAS

A Novel Concept of an Extremely Short Take-o and

Landing All-surface Hybrid Aircra: from a Light Passenger
Aircra to a Very High Payload Cargo/passenger Version

199

EVITA

Non-destructive EValuation, Inspection and Testing of

primary Aeronautical composite structures using phase
contrast X-ray imaging

127

FANTASSY

Future Aircra Design Following the Carrier-pod Concept as

an Enabler for Co-modal Seamless Transport, Passenger
Safety and Environmental Sustainability

202

FLY-BAG2

Advanced Technologies for Bomb-proof Cargo Containers

and Blast Containment Units for the Retrotting of
Passenger Airplanes

175

FUTUREWINGS

Wings of the future

204

296

30

119

Grey-area mitigation for hybrid RANS-LES methods

130

HEXAFLY

High-speed EXperimentAl FLY vehicles

207

HIKARI

HIgh-speed Key technologies for future Air transport Research and Innovation co-operation scheme

210

HIPOCRATES

Self-healing Polymers for Concepts on Self-repaired

Aeronautical Composites

133

HYPMOCES

HYPersonic MOrphing for a Cabin Escape System

213

HYPSTAIR

Development and Validation of Hybrid Propulsion System

Components and Sub-systems for Electrical Aircra

216

IASS

Improving Aircra Safety with Self-healing structures and

protecting nanollers

79

IDEALVENT

Integrated DEsign of optimAL VENTilation systems for low

cabin and ramp noise

82

IN-LIGHT

INnovative bifunctional aircra window for LIGHTing

control to enhance passenger comfort

85

INTERACTION

INnovative TEchnologies and Researches for a new Airport

Concept towards Turnaround coordinatION

61

ITAKA

Initiative Towards sustAinable Kerosene for Aviation

44

I-VISION

Immersive semantics-based virtual environments for the

design and validation of human-centred aircra cockpits

JEDI ACE

Japanese-European De-Icing Aircra Collaborative

Exploration

88

JERONIMO

JEt noise from high bypass RatiO eNgine: Installation,

advanced Modelling and mitigatiOn

47

MAN4GEN

MANual operation for 4th GENeration airliners

METROPOLIS

Urban Airspace Design

218

MORPHELLE

MORPHing enabling technologies for propulsion system

nacELLEs

221

NIOPLEX

Non-Intrusive Optical Pressure and Loads EXtraction for

aerodynamic analysis

50

PEL-SKIN

PELskin: A novel kind of surface coating in aeronautics

224

POLARBEAR

Production and Analysis Evolution for Lattice-related Barrel

Elements under Operations with Advanced Robustness

142

PROSPERO

PROactive Safety PERformance for Operations

PUL-AERO

High-quality Curved Aerospace Composites using

Pultrusion Manufacturing

145

PULSARPLANE

PulsarPlane: Worldwide air transport operations

227

QUICOM

QUantitative Inspection of COMplex composite aeronautic

parts using advanced X-ray techniques

148

RBF4AERO

Innovative Benchmark Technology for Aircra Engineering

Design and Ecient Design-phase Optimisation

151

RECONFIGURE

REconguration of CONtrol in Flight for Integral Global

Upset REcovery

97

RECORD

Research on Core Noise Reduction

53

Index by Instruments

GO4HYBRID

136

91

94

297

Index by Instruments

REPAIR

Future REPAIR and maintenance for the aerospace

industry

154

RESEARCH

Reliability and Safety-enhanced Electrical Actuation

System Architectures

100

RESILIENCE2050.
EU

New Design Principles Fostering Safety, Agility and

Resilience for Air Trac Management

230

SAFUEL

The SAfer FUEL system

103

SHEFAE

Surface Heat Exchangers For Aero-Engines

157

SOAR

DiStributed Open-rotor AiRcra

234

STARGATE

Sensors Towards Advanced monitoRing and control of GAs

Turbine Engines

STORM

Ecient ice-protection Systems and simulation Techniques Of ice Release on propulsive systeMs

TFAST

Transition Location Eect on Shock Wave Boundary Layer

Interaction

TIDE

Tangential Impulse Detonation Engine

237

UFO

UltraFast wind sensOrs for wake-vortex hazards mitigation

106

UMRIDA

Uncertainty Management for Robust Industrial Design in

Aeronautics

167

VIBRATION

Global in-ight health monitoring platform for composite

aerostructures based on advanced VIBRATION-based
methods

170

ACROSS

Advanced Cockpit for Reduction Of StreSs and workload

65

AFLONEXT

Active FLOw loads and noise control on NEXT generation

wing

27

ASHLEY

Avionics Systems Hosted on a distributed modular

electronics Large-scale dEmonstrator for multiple tYpes
of aircra

112

E-BREAK

Engine BREAKthrough components and subsystems

38

ENOVAL

ENgine mOdule VALidators

41

HAIC

High Altitude Ice Crystals

75

LOCOMACHS

LOw-COst Manufacturing and Assembly of Composite and

Hybrid Structures

139

TOICA

Thermal Overall Integrated Conception of Aircra

163

CAPPADOCIA

Coordination Action Pro 'Production, Avionics, Design' On

Cost-eciency In Aeronautics

251

CATER

Coordinating Air transport Time-Eciency Research

254

298

56
160
59

CP-IP

CSA-CA

COordinating REsearch and innovation of JET and other

sustainable aviation FUELs

257

FORUM-AE

FORUM on Aviation and Environment

263

OPTICS

Observation Platform for Technological and Institutional

Consolidation of research in Safety

276

CSA-SA
AERODAYSUK2015

Aerodays 2015 - Aviation for Growth and Sustainability

241

AIRTN-NEXTGEN

AIR Transport Network NEXT GENeration

243

ATOS2012

International Air Transport and Operations Symposium

2012

246

BEWARE

Bridging East and West for Aerospace REsearch

248

EUROTURBO 10

Support for the Tenth European Conference on Turbomachinery, Fluid Dynamics and Thermodynamics, Lappeenranta, Finland, 15-19 March 2013

259

FLY HIGHER

Shaping the New Evolving Generation of Aeronautic

Professionals

261

GRAIN 2

GReener Aeronautics International Networking-2

267

ICARUS

Innovative Changes in Air transport Research for

Universally-designed Services

270

META-CDM

Multimodal, Ecient Transportation in Airports and Collaborative Decision-Making

272

MODAIR

Co-MODal AIRport

274

PROMO-AIR

PROMOting Aeronautic Innovation and Research

279

ULTRA

Unmanned Aerial Systems in European Airspace

281

Index by Instruments

CORE-JETFUEL

299

Index by Partners

Index by Partners
AAC Microtec AB

227

Acondicionamiento Tarrasense Asociacin

267

AcQ Inducom

27, 112

Ad Cuenta BV

274

ADS Group Ltd

241

Advanced Aviation Technology Srl

Advanced Logistics Group SAU
Advances & Innovation in Science & Engineering Co.
Aegean Airlines
Aernnova Aerospace SAU
Aernnova Engineering Solutions Iberica SA

281
61, 274
145, 170
61
251
27

Aernnova Engineering Solutions SA

175

Aeroconseil SA

270

Aeroporti di Roma SpA

Aroports de Paris
Aerospace Valley

300

38

Aalto-Korkeakoulusaatio

AeroTex UK LLP
Agentur Kronstadt GmbH
Agenzia per la Promozione della Ricerca Europea
Airborne Technology Center BV
Airbus Operations GmbH

94
274
248, 251
160
199
243, 248
267
27, 61, 65, 75, 112, 116, 139,
142, 148, 163

Airbus Operations Ltd

27, 44, 65, 103, 112, 139, 160,

163

Airbus Operations S.L.

27, 160, 267

Airbus Operations SAS

27, 44, 47, 65, 75, 91, 97, 112,

139, 163, 263

Airbus SAS

44, 61, 65, 75, 91, 210, 251, 263

Aircelle SA

41, 160

Aircra Research Association Ltd

Aix-Marseille Universit
Alcimed
Alenia Aermacchi SpA
Alitalia - Compagnia Aerea Italiana SpA
Alstom Power Ltd

27, 33
224
38
79, 112, 133, 139, 163, 167
94, 270
38

Altran AG

254

Anna Masutti

281

175

APR Srl

154

APSYS SA
ARTTIC
ASCO Industries NV
Asociacin de Investigacin de las Industrias Metalmecnicas, Anes y
Conexas - AIMME
Asociatia Centrul de Biotechnologiimicrobiene

72
41, 75, 103, 112, 139, 160, 163
27
154
44

Association Pgase

248

Aston University

103

Astrium SAS

210

Atard Savunma Ve Havacilik Sanayi Ileri Teknoloji Uygulamalari Arastirma

Ve Gelistirme A.S.

170

Athens International Airport SA

Atherm
ATMOSPHERE Systmes et Services SARL
Atos Spain SA

61, 94
163
75
154

Auxitrol SA

75

Avanssa Lda

72

Avantys Engineering GmbH & Co. KG

Aviapartner Holding NV
Avio SpA
Aviospace Srl
BAE Systems (Operations) Ltd
Barco NV

154
61
38, 41, 53, 122
213
27, 65
125

Barco Orthogon GmbH

272

Bauhaus Lufahrt e.V.

38, 41, 193, 221, 257, 276

Bayerisches Zentrum fr Angewandte Energieforschung e.V.

56

BCT Steuerungs- und DV-Systeme GmbH

139

Blastech

175

BluSky Services Zerkowitz GCV

279

Blyenburgh et Co. SARL

281

Boeing Research & Technology Europe SLU

Index by Partners

APC Composit AB

65, 91, 261, 281

Brandenburgische Technische Universitt Cottbus

41

Camelina Company Espaa SL

44

Carbures Europe SA

79

Carmel Cargo Network BV

175

Carr Communications Ltd

94

Cave Srl

53

301

Index by Partners

CDTI - Centro para el Desarrollo Tecnolgico Industrial

CENAERO - Centre de Recherche en Aronautique ASBL

38, 41, 116, 163

Central Research Institute for Special Machine Building

142

Centre for Research and Technology Hellas

Centre Suisse dElectronique et de Microtechnique SA - Recherche et
Developpement
Centro de Estudios e Investigaciones Tcnicas
Centro de Investigaciones Energticas, Medioambientales y Tecnolgicas
Centro di Progettazione, Design e Tecnologie
CERFACS - Centre Europen de Recherche et de Formation Avance en
Calcul Scientique
Certiyer BV
esk vysok uen technick v Praze
CFD Soware - Entwicklungs- und Forschungsgesellscha mbH
CFS Engineering SA
Chalmers Tekniska Hgskola AB
CIAM - Central Institute of Aviation Motors
CiaoTech Srl
CIMNE - Centre Internacional de Mtodes Numrics en Enginyeria

302

243, 276

CIRA - Centro Italiano Ricerche Aerospaziali S.C.p.A.

City University
Civil Aviation Authority
CNRS - Centre national de la recherche scientique
Cobham Advanced Composites Ltd
Coexpair SA
Commissariat l'nergie atomique et aux nergies alternatives
COMOTI - Institutul National de Cercetare-Dezvoltare Turbomotoare
Compaa Espaola de Sistemas Aeronuticos
Compaa Logstica de Hidrocarburos SA
Consiglio Nazionale delle Ricerche

170
127, 182
38, 41
224
175
27, 47, 53, 167, 267
65, 72
148
47, 130
27
38, 41, 56, 139, 163
35, 41, 193
254
167, 267
27, 75, 79, 160, 167, 207, 210,
243, 251, 267, 276
27
72
47, 50, 53, 59, 75, 109, 210
139
27
139, 148, 182
35, 237
100
44
103, 109, 145

Consorzio per la Ricerca e la Dimostrazione sulle Energie Rinnovabili

44

Consorzio Venezia Ricerche

85

Continental Automotive France SAS

65

Corballis Consulting Ltd

Coventry University
Craneld Aerospace Ltd
Craneld University
Creo Dynamics AB

94
56, 261
281
33, 75, 103, 145, 154, 160, 163,
199, 267
139

38, 41, 170

D'Appolonia SpA

175

D'Appolonia SpA

145

Danish Aerotech A/S

154

Dassault Aviation SA

27, 59, 65, 75, 88, 112, 119, 127,

139, 163, 167

Dassault Systmes SA
Deep Blue Srl
Deimos Space SLU
Delfoi Sweden AB
Department of Sustainability, Environment, Water, Population and
Communities

163
65, 72, 94, 276
97, 213
139
75

Deutsche Flugsicherung GmbH

281

Deutsche Luhansa AG

263

Deutscher Wetterdienst

106

Devlet Hava Meydanlar letmesi Genel Mdrl

230

Diehl Aerospace GmbH

Direction Generale de LArmement / DGA Essais Propulseurs
DLR - Deutsches Zentrum fr Lu- und Raumfahrt e.V.

DoKaSch GmbH Air Cargo Equipment and Repair

DutchAero BV
EADS Construcciones Aeronauticas SA
EADS Deutschland GmbH
EADS France SAS - European Aeronautic Defence and Space Company
EADS UK Ltd

65, 112
75
27, 30, 33, 35, 38, 41, 47, 53, 59,
65, 69, 75, 82, 91, 97, 106, 116,
130, 139, 142, 160, 163, 167,
196, 207, 210, 213, 218, 230,
234, 243, 263, 267, 276
175
38
122
27, 47, 65, 75, 85, 116, 122, 136,
148, 160, 193
44, 65, 112, 119, 136, 139, 163,
167, 210, 257, 267, 274
27, 30, 44

EASA - European Aviation Safety Agency

276

EASC e.V.

175

EASN Technology Innovation Services BVBA

Eaton Aerospace Ltd
Ebeni Ltd
ECATS International Association AISBL
ECL - Ecole Centrale de Lyon
cole Nationale d'Ingnieurs de Tarbes
cole Nationale de l'Aviation Civile

Index by Partners

CTA - Centro de Tecnologas Aeronuticas

75, 79, 85, 122, 136, 148, 167,

210, 251, 254, 279
112
72
263
41, 82
38
218, 272

303

Index by Partners

cole Normale Suprieure de Cachan

edevis GmbH

109

Ecient Innovation SAS

251

Embraer SA
EnginSo SpA
Enterprise Ireland
EPFL - Ecole polytechnique Fdrale de Lausanne

44, 82
38
243
44, 167

Epsilon Ingenierie

163

Erdyn Consultants

30, 35

Ergon Research SRL

ESA - European Space Agency
ESTECO SpA
EUROCONTROL - European Organisation for the Safety of Air Navigation

41
207, 210
167
267, 276

Eurocopter Deutschland GmbH

251

Eurocopter SAS

163

Eurofast SARL

279

European Intermodal Association

274

European School Heads Association

261

Europraxis Atlante SL

304

139

61

Eurostep AB

163

Fachagentur Nachwachsende Rohstoe e.V.

257

Fachhochschule Obersterreich - Forschungs & Entwicklungs GmbH

148

Fachhochschule Zentralschweiz - Hochschule Luzern

112

FanWing Ltd

234

Farnborough Aerospace Consortium

248

Federal State Unitary Enterprise 'All-Russian Scientic Research Institute

of Aviation Materials'

142

FESA s.r.o.

185

FFT - Free Field Technologies SA

53

Fibreforce Composites Ltd

145

Fischer Advanced Composite Components AG

148

Flughafen Zrich AG
FOI - Totalfrsvarets Forskningsinstitut
Fokker Aerostructures BV
Fraunhofer Gesellscha zur Foerderung der Angewandten Forschung e.V.
Fuji Heavy Industries Ltd
Fundao D. Anna Sommer Champalimaud e Dr. Carlos Montez
Champalimaud
Fundacin Andaluza para el Desarrollo Aeroespacial

263
27, 130, 267
27
27, 85, 88, 112, 116, 148, 279
88
187
85

85

Fundacin Ferrocarriles Espaoles

274

Fundacin Hlice

248

Fundacin Instituto de Investigacin Innaxis

94, 230

Fundacin ONCE para la Cooperacin e Inclusin social de Personas con

Discapacidad

270

Fundacin para la Investigacin, Desarrollo y Aplicacin de los Materiales

Compuestos

116

Fundacin Tecnalia Research & Innovation

100, 139

Fundacin Tecnalia Research & Innovation

133

Fundacin TEKNIKER

85

Fundosa Accesibilidad SA

270

Fundosa Technosite SA

270

GDL - Gas Dynamics Ltd

207

GE Aviation Systems Ltd

GKN Aerospace Services Ltd
GKN Aerospace Sweden AB

112
27, 75, 85, 139
38, 41, 139, 157, 160, 163

Global Design Technology SA

41

Global Training Aviation SL

91

GMI Aero SAS

GMVIS Skyso SA

127, 133
65, 112

GosNIIAS - State Research Institute of Aviation Systems

112

GR Aero Ltd

243

Grob Aircra AG

190

GTD Sistemas de Informacin SA

65, 112

Hellenic Aerospace Industry SA

65, 145

Hochschule fr Technik Rapperswil

38

Honeywell International Inc.

75

Honeywell International s.r.o.

69, 75, 267, 281

HS Elektronik Systeme GmbH

112

Hydro-Qubec
IAI - Israel Aerospace Industries Ltd

85
27, 109, 119, 139, 145, 170

IAT 21 Innovative Aeronautics Technologies GmbH

190

Iberia Lneas Areas de Espaa SA Operadora

122

IBK-Innovation GmbH & Co. KG

iChrome Ltd
ICTS (UK) Ltd
IFP nergies nouvelles
Iguassu Soware Systems a.s.

Index by Partners

Fundacin CIDETEC

27
204
254
257, 263
112

305

Index by Partners

ILOT - Instytut Lotnictwa

Impact Innovations GmbH
INCAS - Institutul National de Cercetari Aerospatiale Elie Carafoli S.A.
Indra Sistemas SA
Ingeniera y Economa del Transporte SA
Inovamais - Servios de Consultadoria em Inovao Tecnolgica SA
INRIA - Institut National de Recherche en Informatique et Automatique
Institut de Radioprotection et de Sret Nuclaire
Institut National Polytechnique de Toulouse
Institut Suprieur de l'Aronautique et de l'Espace
Institut von Karman de Dynamique des Fluides AISBL
Institute of Applied Physics of the Academy of Sciences of Moldova

306

72
122
27, 75, 248, 251
61, 281
61
261
160, 167, 267
75
59
38, 41
82
237

Institution of the Russian Academy of Sciences Joint Institute for High

Temperatures

30

Instituto de Engenharia de Sistemas e Computadores, Investigao e

Desenvolvimento em Lisboa

227

Instituto de Engenharia Mecnica e Gesto Industrial

157

Instituto de Soldadura e Qualidade

112

Instituto Superior Tcnico

103

Instytut Lotnictwa
Instytut Maszyn Przepywowych - Polskiej Akademii Nauk
INTA - Instituto Nacional de Tcnica Aeroespacial
Integra Consult AS
Integrated Aerospace Sciences Corporation OE
International Development of Technology BV
Intertechnique SAS
Invent Baltics OU
Invent Innovative Verbundwerkstoerealisation und Vermarktung
Neuertechnologien GmbH
ISDEFE - Ingenieria de Sistemas para la Defensa de Espana S.A.
Isojet Equipements SARL
stanbul Teknik niversitesi
ITP - Industria de Turbo Propulsores SA
Japan Aerospace Exploration Agency
Jean-Pierre Claude Magny
Jeppesen GmbH
Joint Research Centre, European Commission

59, 196
38, 59
75, 196
281
47, 133, 175, 202
91
75, 112, 163
248
27, 33
65, 72, 254
145
50, 230
38, 41, 53
88, 210
72
65, 94
72

Joint Stock Company 'Kuznetsov'

35

Joint Stock Company 'NPO Saturn'

167

100

Kanagawa Institute of Technology

88

Karlsruher Institut fr Technologie

38, 136

Katholieke Universiteit Leuven

Khristianovich Institute of Theoretical and Applied Mechanics, Siberian
Branch of the Russian Academy of Sciences
King's College London
KITE Solutions Srl
Koninklijk Nederlands Meteorologisch Instituut
KTH - Kungliga Tekniska Hgskolan

82, 119, 148

30, 59
230
69, 94
75, 106
27, 30, 82, 94, 139, 221

KUL - Katholieke Universiteit Leuven

109

L'Urederra, Fundacin para el desarrollo tecnolgico y social

133

L-up SAS

27

LA composite s.r.o.

148

Lappeenrannan teknillinen yliopisto

259

LaVision GmbH
Leosphere

50
106

Liebherr-Aerospace Toulouse SAS

82, 112, 163

Linkpings Universitet

91, 139, 167

Lithuanian Aeronautics National Technology Platform

248

LMS Imagine SA

163

LMS International NV

82

Loughborough University

56

LPW Technology Ltd

122

Lufahrtcluster Metropolregion Hamburg e.V.

248

Luhansa Technik Aktiengesellscha

154

Lunds Universitet

237

M.B. Vision di Pinucci Massimiliano

216

Magyar Tudomnyos Akadmia Szmtstechnikai s Automatizlsi

Kutat Intzet
MAN Turbo Schweiz AG
Manchester Metropolitan University

97
167
44, 263

Manufacturing Technology Centre Ltd

139

Marc Grootjen - EagleScience

187

Martin-Luther-Universitt Halle-Wittenberg

79

Materia Nova

79

Materials Engineering Research Laboratory Ltd

133

MAYA Heat Transfer Technologies Ltd

163

MBDA France SAS

Index by Partners

Joint Stock Company 'United Aircra Corporation'

207, 210

307

Index by Partners

Medizinische Universitt Wien

91

Meggitt (UK) Ltd

56

Meggitt SA

56

Mendeleyev University of Chemical Technology of Russia

Meridiana Maintenance SpA
Messier-Bugatti-Dowty SA
METALogic NV AI Technologies & Engineering

175
27, 112
122

Mto-France

75

Middle East Technical University

33

Mondragon Goi Eskola Politeknikoa JMA, S. Coop.

Moravsk lesnick klastr o.s.
Moscow Institute of Physics and Technology State University

41
248
30, 35, 142

MSC Soware GmbH

142, 163

MTU Aero Engines AG

41

MTU Aero Engines GmbH

38

NANO4 SA
National Aerospace University Kharkiv Aviation Institute named by N.
Zukovskiy
National Research Council Canada

308

142

National Technical University of Athens

79
122
75
127, 145

NDF Special Light Products BV

125

NEDAERO Components BV

103

Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk

Onderzoek

133

Neste Oil Corporation

44

Neste Renewable Fuels Oy

44

New Technologies and Services LLC

Nik-Samara LLC
Nimbus Srl
NLR - Stichting Nationaal Lucht- en Ruimtevaartlaboratorium

Nord-Micro AG & Co. OHG

NUMECA - Numerical Mechanics Application International S.A.
O'gayar Consulting 2009 SL
OFFIS e.V.

82, 130
142
179
27, 38, 41, 65, 69, 72, 75, 91,
103, 106, 112, 116, 119, 125,
130, 139, 163, 196, 202, 210,
218, 227, 230, 243, 251, 263,
267, 276, 281
112
59, 167, 267
154
69

27, 30, 35, 38, 41, 47, 50, 53,

56, 59, 75, 97, 100, 106, 119,
130, 160, 163, 167, 193, 196,
207, 210, 213, 243, 254, 263,
276, 281

OPTIS

136

sterreichische Forschungsfrderungsgesellscha mbH

243

Oxford Economics Ltd

Oxsensis Ltd
Panepistimio Ioanninon
Phlox SA
Piaggio Aero Industries SpA
Pildo Consulting SL
PIPISTREL Podjetje za alternativno letalstvo d.o.o. Ajdovina
Podgorny Institute for Mechanical Engineering Problems of the National
Academy of Sciences of Ukraine
Politechnika Warszawska

210
56, 112
133
125
75, 145, 202, 204
61
145, 216
59
27, 65, 167

Politecnico di Milano

38, 53, 122, 190

Politecnico di Torino

38, 185

Progesa Srl

41

QualityPark AviationCenter GmbH

199

Queen's University Belfast

163

Reducing Risk Exposure AS

94

Reggio Emilia Innovazione SCARL

179

Rigas Tehniska Universitate

199

Rockwell Collins France

75

Rockwell Collins Inc.

75

Rolls-Royce Deutschland Ltd & Co. KG

Rolls-Royce plc
RWTH Aachen - Rheinisch-Westflische Technische Hochschule Aachen
Saab Aktiebolag
Schsisches Textilforschungsinstitut e.V.
Sagem Dfense Scurit
Samtech SA

38, 41, 47, 53, 56, 59, 263

38, 41, 53, 56, 157, 263, 276
38, 267
112, 139
175
112
139, 163

Sandu M. Constantin Persoana Fizica

53

Science Engineering Associates Inc.

75

Scientic-Production Enterprise Aerosila OAO

35

SCITEK Consultants Ltd

56

Selex ES SpA

65

Selex Galileo SpA

Index by Partners

ONERA - Oce National dtudes et de Recherche Arospatiales

65, 112

309

Index by Partners

Servicios y Estudios para la Navegacin Area y la Seguridad Aeronutica

SA
Short Brothers plc
Siemens AG
Siemens Industry Soware Ltd
Skyenergy BV

116, 139
56, 216
163
44

SLM Solutions GmbH

154

Slot Consulting Ltd

279

Smart Fibres Ltd

112

Smart Material GmbH

204

SMR Engineering and Development SA

142

SNECMA - Socit Nationale d'tude et de Construction de Moteurs

d'Aviation
Socit Lorraine de Construction Aronautique

35, 38, 41, 47, 53, 56, 75, 160,

163, 263
27, 41

Socits Anonyme Belge de Constructions Aronautiques

116

Soiski Universitet 'Sveti Kliment Ohridski'

227

Soluzioni Evolute per la Sistemistica e i Modelli SCARL

SONACA - Socit Nationale de Construction Arospatiale SA
Sonaxis SA

310

44, 257, 263

Sontech AB

254
27, 139
139
82

Spirit AeroSystems (Europe) Ltd

109

State Educational Institution of Higher Professional Education Moscow

Aviation Institute, State Technical University

100

Stielsen SINTEF

112

Stirling Dynamics Ltd

Stowarzyszenie Polskiego Przemysu Lotniczego
Sukhoi Civil Aircra
Sulzer Metco AG

65
248
30
38

Sumitomo Seimitsu Kogyo Kabushiki Kaisha

157

SupraPolix BV

133

Swansea University

33

Swerea SICOMP AB

41, 157

Symbio Concepts & Products SPRL

SYSGO AG
Technical University of Crete
Technische Universitt Bergakademie Freiberg
Technische Universitt Berlin
Technische Universitt Braunschweig
Technische Universitt Darmstadt

69
112
94
224
50
65, 75, 106, 112, 142
38, 53, 75

Technische Universitt Graz

Technische Universitt Hamburg-Harburg
Technische Universitt Mnchen
Technische Universiteit Del
Techspace Aero SA
Tecnatom SA
TEKEVER ASDS
Teknologian Tutkimuskeskus VTT
Teknologisk Institut
Tel Aviv University

38, 167
41
27, 103, 112
53, 187, 221
33, 50, 59, 65, 72, 97, 106, 109,
119, 167, 185, 218, 227, 246
38, 41, 160
139
33, 182, 187
85
154
27

Tlmaq

103

TELETEL Telecommunications & Information Technology SA

112

Thales Air Systems & Electron Devices GmbH

Thales Air Systems SA
Thales Alenia Space France
Thales Avionics SAS
Thales Nederland BV
Thales Systmes Aroports SA
Thales Training & Simulation SAS

72
72, 106
281
65, 75, 94, 112, 163
65
106
65

The Board of Trustees of The Leland Stanford Junior University

167

The Boeing Company

154

The Chancellor, Masters and Scholars of the University of Cambridge

The Chancellor, Masters and Scholars of the University of Oxford
The Provost, Fellows, Foundation Scholars and the other members
of Board, of the College of the Holy and Undivided Trinity of Queen
Elizabeth near Dublin
ThyssenKrupp Elevator Innovation Center

41, 47, 53, 56, 59, 97, 163, 272

38
65, 69, 94

61

TLD Europe SAS

61

Tony Henley Consulting Ltd

65

Transilvania Trgu Mure Airport

TriaGnoSys GmbH
TsAGI - Federal State Unitary Enterprise 'The Central Aerohydrodynamic
Institute named aer Prof. N.E. Zhukovsky'
Turbomeca SA
TUSA - Trk Havaclk ve Uzay Sanayi A.S.
Tusas Motor Sanayi A.S.
TWI Ltd
UCL - Universit Catholique de Louvain

Index by Partners

Technische Universitt Dresden

254
65
27, 30, 75, 100, 142
38, 41, 53, 167
27, 65, 75, 139, 251
145
122, 145, 170
116

311

ULB - Universit Libre de Bruxelles

ULG - Universit de Lige

259

Umbra Cuscinetti SpA

100

Universidad Carlos III de Madrid

Universidad Politcnica de Madrid
Universidad Rey Juan Carlos
Universidade da Beira Interior
Universit degli Studi di Firenze
Universit degli Studi di Genova
Universit degli Studi di Modena e Reggio Emilia

270
41, 53, 230, 261, 267
122
33, 179, 190
41, 53
38
179, 190

Universit degli Studi di Napoli 'Parthenope'

103

Universit degli Studi di Padova

163

Universit degli Studi di Roma 'La Sapienza'

Universit degli Studi di Roma 'Tor Vergata'
Universit degli Studi di Salerno

312

38

59
145
79, 139

Universit degli Studi Roma Tre

47

Universit della Svizzera italiana

112

Universit di Pisa

216

Universit ta' Malta

65

Universitat Autnoma de Barcelona

61

Universitt der Bundeswehr Mnchen

41, 50

Universitt des Saarlandes

234

Universitt Paderborn

154

Universitat Politcnica de Catalunya

267

Universitat Rovira i Virgili

Universitt Stuttgart
Universitt Wien
Universit catholique de Louvain
Universit de Technologie de Belfort-Montbliard

88
30, 109, 116, 119
91
106
38

Universit des Sciences et Techologies de Lille

103

Universit Paris Ouest Nanterre La Dfense

185

Universit Paul Sabatier - Toulouse III

261

Universit Pierre-et-Marie-Curie - Paris VI

106

Universiteit Gent
Universiteit Twente
University of Bath
University of Bristol
University of Calgary

38
75, 227
109
133, 221
50

University of Exeter

97

University of Leeds

142

University of Lincoln

179

University of Liverpool

59

University of Manchester

27, 127, 130, 224, 267

University of Nottingham

30, 38

University of Patras
University of Pisa - Department of Civil and Industrial Engineering,
Aerospace Unit
University of Sheeld
University of Southampton
University of Tokyo

79, 116, 133, 136, 148, 170,

175, 202, 279
204
190, 267
38, 41, 47, 50, 59, 136
157, 210

Univerza v Mariboru

216

Uppsala Universitet

38

Use2Aces BV

65

Veneto Nanotech
VKI - von Karman Institute for Fluid Dynamics
Volume Graphics GmbH
Volvo Aero Corporation
VUB - Vrije Universiteit Brussel
Vysok uen technick v Brn
VZLU - Vzkumn a Zkuebn Leteck stav, A.S.

122
56, 75, 145, 234, 237, 259, 267
148
56
167, 179
69
27, 79, 116, 119, 185

Wirtscha und Infrastruktur GmbH & Co. Planungs KG

257

Wolf Dynamics Srl

224

Wytwrnia Sprztu Komunikacyjnego 'PZL-Rzeszw' SA

38

XRG Simulation GmbH

163

Zemdlsk drustvo Rpety se sdlem ve Rpetech

109

ilinsk univerzita v iline

243, 248

Ziplast Srl

175

Zodiac ECE

65

Zodiac Intertechnique

103

Zrcher Hochschule fr Angewandte Wissenschaen

116

313

AUSTRIA
Mr. Hans Rohowetz
FFG-Austrian Research Promotion Agency
Sensengasse, 1
AT-1090 Vienna
+435-77554303
[email protected]

BELGIUM
Mrs. Tania Van Loon
Brussels Enterprise Agency (BEA)
Tour & Taxis, Avenue du Port, 86c B 211
BE-1000 Brussels
+32-2-4220025
[email protected]
Mr. Pierre Fiasse
Union Wallonne des Entreprises (UWE)
Chemin du Stocquoy, 3
BE-1300 Wavre
+32-10-471949
[email protected]
Mr. Luc De Ridder
Agentschap voor Innovatie door Wetenschap en Technologie (IWT)
Bischoseimlaan, 25
BE-1000 Brussels
+32-2-4324238
[email protected]

BULGARIA
Mr. Iasen Markov
Ministry of Transport, Information Technology and Communications
Diakon Ignatii 9
BG-1000 Soa
+359-2-9409502
[email protected]

CROATIA
Mr. Alan Keke
Agency for Mobility and EU Programmes
Ljudevita Gaja 22
HR-10000 Zagreb
+385-1-5005954
[email protected]

List of National Contact Points

List of National Contact Points

314

Nominated National Contact Points for Horizon 2020 as

of November 2013

CZECH REPUBLIC
Mr. Martin karka
Technology Centre ASCR
Ve Struhch 27
CZ-160 00 Praha 6
+420-234006113
[email protected]

List of National Contact Points

List of National Contact Points

CYPRUS
Ms. Eleana Gabriel
Research Promotion Foundation
P.O. Box 23422
1683 Nicosia
CY-PO Box 23422
+357-22-205046
[email protected]

DENMARK
Mrs. Barbara Spano
EuroCenter, Danish Agency for Science, Technology and Innovation
Bredgade 40
DK-1260 Copenhagen
+45-72-318274
[email protected]

ESTONIA
Ms. Maria Habicht
Estonian Research Council
Soola 8
EE-51013 Tartu
+372-7-300327
[email protected]

FINLAND
Ms. Elina Holmberg
Tekes
Kyllikinportti 2
FI-00240 Helsinki
+358-29-5055606
elina.holmberg@tekes.

FRANCE
Mr. Thilo Schnfeld
Aerospace Valley
Avenue Edouard Belin 23
FR-31400 Toulouse
+33-6-68851605
[email protected]

315

Ms. Nicole Ewinger

Deutsches Zentrum fr Lu- und Raumfahrt e.V., PT-LF
Knigswinterer Str. 522-524
DE-53227 Bonn
+49-228-447668
[email protected]
Mr. Kai-Michael Lochte
Deutsches Zentrum fr Lu- und Raumfahrt e.V., PT-LF
Knigswinterer Str. 522-524
DE-53227 Bonn
+49-228-447283
[email protected]
GREECE
Dr. Apostolos Dimitriadis
Diktyo Praxis/Help-Forward Network
Morihovou Square 1
GR-54625 Thessaloniki
+30-2310-552790
[email protected]

HUNGARY
Mr. Gergely Meszaros
National Innovation Oce
Andrssy t 12
HU-1061 Budapest
+36-1-4842567
[email protected]

ICELAND
Mr. Kristmundur Olafsson
Rannis
Laugavegur 13
IS-101 Reykjavik
+354-515-5800
[email protected]

IRELAND
Mr. Bob Flynn
Enterprise Ireland
Atlantic Avenue 4500
IE- Westpark, Shannon, Co. Clare
+353-61-777050
[email protected]

List of National Contact Points

List of National Contact Points

316

GERMANY
Mr. Peter Bentzinger
Deutsches Zentrum fr Lu- und Raumfahrt e.V., PT-LF
Knigswinterer Str. 522-524
DE-53227 Bonn
+49-228-447672
[email protected]

ITALY
Ms. Valentina Tegas
APRE - Agenzia per la Promozione della Ricerca Europea
Via Cavour no. 71, V piano
IT-00144 Roma
+39-06-48939993
[email protected]

List of National Contact Points

List of National Contact Points

ISRAEL
Ms. Ephrat Ben-Mayor
ISERD-Israeli Directorate for EU Framework Programme
29 Hamered St
IL-61500 Tel Aviv
P.O. Box 50436
+972-3-5118181
[email protected]

LATVIA
Dr. Kaspars Kalnins
Riga Technical University
Institute of Materials and Structures
Kalku 1
LV-1658 Riga
+371-26-751614
[email protected]

317
LITHUANIA
Dr. Viktoras Mongirdas
Agency for International Science and Technology
Development Programmes
A. Gostauto 12-219
LT-1108 Vilnius
+370-5-2644704
[email protected]

LUXEMBOURG
Mr. Jean-Michel Ludwig
Luxinnovation - National Agency for Innovation and Research
7, rue Alcide de Gasperi
B.P. 1372
LU-1615 Luxembourg
+352-43-62631
[email protected]

MACEDONIA, THE FORMER YUGOSLAV REPUBLIC OF

Mr. Radmil Polenakovik
National Centre for Development of Innovations and Entrepreneurial Learning
Karpos II bb, Pobox 464
MK-100 Skopje
+389-2-3099200
[email protected]

MONTENEGRO
Prof. Sreten Simovi
University of Montenegro
Szordza Vasingtona bb
ME-81000 Podgorica
+381-20-234019
[email protected]

NORWAY
Mr. ystein Strandli
The Research Council of Norway
St. Hanshaugen
0131 OSLO
NO-P.O. Box 2700
+47-22-037000
[email protected]

318
POLAND
Mr. Zbigniew Turek
The Institute of Fundamental Technological Research PAS
ul. Adolfa Pawinskiego 5B
PL-02-106 Warsaw
+48-22-8287483
[email protected]

PORTUGAL
Dr. Joo Romana
The Foundation for Science and Technology
Av. D. Carlos I, n.126
PT-1249-074 Lisbon
+351-21-3917635
[email protected]

ROMANIA
Dr. Ion Nedelcu
Romanian Space Agency
21-25, Mendeleev Street
RO-010362 Bucharest
+40-21-3168722
[email protected]

List of National Contact Points

List of National Contact Points

MALTA
Ms. Diana Spiteri
Malta Council for Science and Technology
Villa Bighi
MT-1320 Kalkara
+356-2360-2128
[email protected]

SLOVENIA
Dr. Fedor Cerne
Ministry of Transport
Langusova 4
SI-1000 Ljubljana
+386-1-4788319
[email protected]

List of National Contact Points

SERBIA
Ms. Nada Milosevic
Ministry of Education and Science
Nemanjina Str. 22-26
RS-11000 Belgrade
+381-11-3616529
[email protected]

SPAIN
Mr. Alejandro Ruiz Merino
Centro para el Desarrorro Tecnologico Industrial (CDTI)
C/ Cid, 4
ES-28001 Madrid
+34 91 5815562
[email protected]

SWEDEN
Mr. Esa Stenberg
VINNOVA (Swedish Governmental Agency for Innovation Systems)
International Collaboration & Networks
Mster Samuelsgatan 56
SE-101 58 Stockholm
+46-84-733239
[email protected]

SWITZERLAND
Dr. Julien Randall
Euresearch
Engerstrasse 19
3001 Bern
CH-P.O. Box 7924
+41-31-3806010
[email protected]

THE NETHERLANDS
Mr. Erik Van De Burgwal
Agentschap NL
Prinses Beatrixlaan 2
2509 AC The Hague
NL-P.O. Box 93144
+31-88-6025250
[email protected]

319

UNITED KINGDOM
Ms. Gill Richards
Technology Strategy Board
North Star House, North Star Avenue
GB-SN2 1UE Swindon
+44-1908-583916
[email protected]

List of National Contact Points

List of National Contact Points

320

TURKEY
Mr. Serhat Melik
TUBITAK
Atatrk Bulvari No:221
TR-6100 Ankara
+90-312-4272302
[email protected]

Directorate H : Transport
European Commission
COV2
16, Place Rogier
B-1049 Brussels
Belgium
Director

Assistant

Assistant

Assistant

Ms. Manuela SOARES

Tel. + 32 (0)2 29 62148
[email protected]

COV2 6/120

Mr. Alex TALACCHI

Tel. + 32 (0)2 29 98501
[email protected]

COV2 6/114

Ms. Aida RAMOSKIENE

Tel. +32 (0)2 29 60180
[email protected]

COV2 6/115

Ms. Mirella FARACI

Tel. +32(0)2 29 81179
[email protected]

COV2 6/115

Mr. Tiit JRIME

Tel. + 32 (0)2 29 92059
[email protected]

COV2 6/145

Ms. Marie SCHILTZ

Tel. + 32 (0)2 29 96102
[email protected]

COV2 6/144

Mr. Daniel CHIRON

Tel. + 32 (0)2 29 52503
[email protected]

COV2 6/149

Ms. Christiane BRUYNOOGHE

Tel. + 32 (0)2 29 50646
[email protected]

COV2 6/152

Mr. Rmy DENOS

Tel. + 32 (0)2 29 86481
[email protected]

COV2 6/153

Mr. Hugues FELIX

Tel. + 32 (0)2 29 86172
[email protected]

COV2 6/111

H.3 Aeronautics
Head of Unit

Assistant

Deputy HoU

Project Ocer

Project Ocer

Project Ocer

European Commission Sta Contact List

European Commission Sta Contact List

Directorate General for Research & Innovation

321

Project Ocer

Project Ocer

Project Ocer

Assistant

Assistant

Assistant

Mr. Dietrich KNOERZER

Tel. + 32 (0)2 29 61607
[email protected]

COV2 6/105

Mr. Eric LECOMTE

Tel. + 32 (0)2 29 84693
[email protected]

COV2 6/108

Mr. Pablo PREZ ILLANA

Tel. + 32 (0)2 29 84928
[email protected]

COV2 6/110

Mr. Stanley TANG

Tel. + 32 (0)2 29 59695
[email protected]

COV2 6/156

Mr. Ciprian DIACONESCU

Tel. + 32 (0)2 29 92271
[email protected]

COV2 6/133

Ms. Marta HADYNIAK

Tel. + 32 (0)2 29 56750
[email protected]

COV2 6/133

Ms. Nina MARIC

Tel. + 32 (0)2 29 69118
[email protected]

COV2 6/166

Ms. Paula MARTINEZ ORDONEZ

Tel. + 32 (0)2 29 59825
[email protected]

COV2 6/144

322
Assistant

Sector Environmental Aspects of Aeronautics

Head of Sector

Project Ocer

Project Ocer

Legal Ocer

Assistant

Mr. Marco BRUSATI

Tel. + 32 (0)2 29 94848
[email protected]

COV2 6/164

Mr. Ivan KONAKTCHIEV

Tel. + 32 (0)2 29 80274
[email protected]

COV2 6/157

Mr. Michail KYRIAKOPOULOS

Tel. + 32 (0)2 29 85575
[email protected]

COV2 6/160

Ms. Kristina JANKOVICH

Tel. + 32 (0)2 29 67211
[email protected]

COV2 6/161

Ms. Irene MARINANGELI

Tel. + 32 (0)2 29 59925
[email protected]

COV2 6/166

European Commission Sta Contact List

European Commission Sta Contact List

Project Ocer

323

Index by Partners

European Commission
Aeronautics and Air Transport Research in the 7th Framework Programme (2007-2013) Project synopses - Volume 3
Luxembourg: Publications Oce of the European Union
2013 324 pp. 14.8 x 21.0 cm
ISBN 978-92-79-29733-5
doi
10.2777/14083

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KI-01-13-037-EN-C

Aeronautics and Air Transport Research in the

Seventh Framework Programme
The aim of this publication is to provide information
on 87 projects which were selected in the
Seventh Framework Programme for Research
and Technological Demonstration (FP7) 2012 and
2013 calls for proposals in the aeronautics and air
transport sectors.
The background, objectives, description of work
and expected results of each project are described
as well as the composition of the partnerships
and contact details of the project coordinators.
Comprehensive index lists by technical discipline,
acronym, partner and instrument are also provided
to facilitate your search.

Project information