aeronautics research

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Contents of this volume

During the Sixth Framework Programme(FP6, 2002-2006), there were nine callsfor proposals related to aeronautics in thepriority Aeronautics and Space. Whilethe first synopsis volume provided anoverview of projects selected for fundingin the three first calls, this second volumecovers the subsequent calls.Overall, during FP6, almost 900 millionof funding was made available, mostlyfor research actions. This resulted in the

funding of 130 Specific Targeted ResearchProjects, 23 Integrated Projects, 2 Net-works of Excellence, 7 CoordinationActions and 24 Specific Support Actions.This represents an amazing mass of workand knowledge created. The two volumesof this synopses book intend to give youa quick overview of the content of theprojects. Each project is the subject of ashort summary providing its background,its objectives, a description of the work,the expected results, the partnership andthe contact details of the coordinators.

We hope that this information will be veryuseful to those readers who want to beaware of past and ongoing projects. It canalso be helpful to those who wish to par-ticipate in proposals within FP7. Finally, itis an important source of information forthe scientific community, industry, policy-makers and the general public.

Similar to Volume 1, the projects aregrouped in the following categories:- Strengthening competitiveness- Improving environmental impact- Improving aircraft safety and security- Increasing operational capacity.These were the four research areas calledfor in the work programme.Two indexes allow the identification of

projects by their acronym (including theprojects described in the first volume) andby contract number. Finally, an alphabeti-cal index of all project participants givesthe page number of every project in whichthe participant is involved. The contactdetails of the Commission staff involved inaeronautics and air transport is also pro-vided. The European Commission wouldlike to thank the project coordinators forproviding the most up-to-date informa-tion on their projects.The book also includes a list of National

Contact Points. Should you have anyquestion on activities related to aeronau-tics within the Framework Programme,you may contact them.Note that an electronic version of the firstvolume can be found athttp://ec.europa.eu/research/transport/transport_modes/aeronautics_en.cfmin the section More info: publications.



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Foreword

Aeronautics has become a key strategicsector for Europe. Growth in theaeronautics sector is dynamic, with anannual increase in passenger numbersover recent years of around 8.5%. Alreadyin 2005, 3.3 million persons were employedacross the air transport system as a wholein Europe, with a turnover of 500 billionand a total of 1.3 billion air transportpassengers. But outside Europe, certainregions are seeing more rapid growth than

within the EU 25: Russia, China, India, inparticular, all being regions of growth andall calling for cooperation across the airtransport sector.

With more than 14% of turnover investedin research and development, aeronauticsis recognised to be a research intensivesector. But investments in research onlyproduce useful results if the funds arecarefully invested, based on a soundand visionary policy. The role of theCommission is to develop such a policyat European level. For this purpose,

in its Sixth Framework Programmefor Research and TechnologicalDevelopment, the European Union hasdefined a Thematic Priority Aeronauticsand Space. The content of this priorityhas been based on the input of a largenumber of stakeholders, includes policymakers, industry, research centres,universities, etc. In particular, theStrategic Research Agenda, produced bythe Advisory Council for Aeronautics inEurope, has been very useful as a basison which to structure our policy (http://

www.acare4europe.org). Similar to theStrategic Research Agenda, our workprogramme adopts a holistic approach toair transport, i.e. it considers not only theaircraft but also all the components ofthe sector (e.g. Air Traffic Management,Airports, etc.)

Over the four years of the Sixth FrameworkProgramme (FP6, 2002-2006), almost 900 million of funding was madeavailable in the successive calls for

proposals, which were run jointly by the Directorate-General for Research and theDirectorate-General for Energyand Transport. These researchactions also serve otherpolicies which are important forEurope. The actions constitutethe building blocks of theEuropean Research Area. Notonly was particular attention

given to the participation ofthe countries which joined theUnion in 2004 but in addition,the programme encouragesparticipation of SMEs.

It is my pleasure to provide youhere with the description of the latestresearch projects that were funded underthe Sixth Framework Programme.

Our support to aeronautics research doesnot end with FP6. Quite the contrary: thelast contracts were signed in 2006 andsome of them will run until at least 2010.The SESAR joint undertaking is beingestablished with a view to convergingunder a single European sky in the fieldof air traffic management.The SeventhFramework Programme has beenlaunched. In addition to CollaborativeResearch, which will continue to adaptto a changing society, a new action hasbeen proposed in the field of Aeronauticsand Air Transport: the Clean Sky JointTechnology Initiative.

We have a number of interesting

challenges before us. A strong EuropeanUnion can help us meeting thesechallenges.

Janez PotonikEuropean Commissioner for Research



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Introduction

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Aeronautics and airtransport in Europe

European air transport system

The air transport system (ATS) encom-passes the aeronautics manufacturingindustry, the airports, the airlines andthe air navigation service providers. TheEuropean ATS is vital for the growth ofthe entire European economy and for thecohesion of the Union and its regions. Inaddition to its role in facilitating economicactivity, the European ATS represents asignificant economic factor: in 2005, it

contributed 500 billion to the Europeangross domestic product. The aeronauticsmanufacturing industry also contributesto EU exports, with 53% of its total produc-tion sold outside of Europe. This industryis very research intensive with 14.5% of itsturnover invested in R&D.

Some key air transport figures (2005):

3.3 million jobs(1.4% of all jobs in the EU)

130 airlines and 450 airports

5 500 aircraft fleet 1.3 billion passengers

18 million aircraft movements.

Societys growing transport needsin a changing context

In 2004 and 2005, the increase of air pas-senger transport amounted to 8.8% and8.5% respectively. In particular, the low-cost airlines allowed an increasing num-ber of citizens to have access to the airtransport system. In addition, developingcountries started to play an important rolein the sector. For example, in 2005, out ofa total of 2 448 aircraft orders, 15% werefrom India and 14% from China. Basedon these figures, 51 000 aircraft will beneeded over the next 20 years.

But these growing needs must be placedin the current context. The growth of airtransport also generates increasing noisedisturbance for the population. The useof hydrocarbon fuel results in the emis-sion of CO2 and NOx, i.e. greenhousegases and pollutants. Currently, theEuropean Commission is developing aplan to include aviation into the existingEmissions Trading Schemes, limited forthe moment to industrial sectors produc-ing large amounts of greenhouse gases.During the last few years, the oil price

has grown continuously, making a profit-able operation in these sectors more andmore difficult. Its evolution is difficult topredict because it is linked to the politicalsituation in oil producing countries, to theincreasing oil requirements of develop-ing countries and to the knowledge of the

Increase of passengers over 2004 in the top 20 airports (by passengers) in the worldSource: ACI



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available reserves. Security also has to bea growing priority, especially in the lightof preventing terrorist attacks; a highlevel of safety continues to be an impor-tant concern.

Therefore the research policy must alsointegrate these factors and take intoaccount aspects linked to the environ-ment, the economy, safety and security.

Vision 2020and the StrategicResearch Agenda

In 2000, the Commissioner for Research,Philippe Busquin, initiated a group of

personalities to draft a European visionregarding the future of aeronautics. Thisvision was published in the Vision 2020report. Two top-level objectives were laidout:

Meeting societys needs, in terms ofdemand for air transport, travel fares,travel comfort, safety, security andenvironmental impact;

Ensuring European leadership inthe global civil aviation market, byenabling it to produce cost-effective,operationally attractive and, from a

performance point of view, highly effi-cient products at the pinnacle of cur-rent technologies.

Based on this vision, the Advisory Coun-cil for Aeronautics Research in Europe(ACARE) was created with the role of defin-ing and maintaining a Strategic ResearchAgenda (SRA) i.e. a roadmap for researchinto new technologies which were identi-fied as critical to fulfil the objectives of theVision 2020. Some of the ambitious goalsfor 2020, as defined in the SRA, taking thestate of the art in the year 2000 as a refer-ence point, are as follows:

80% reduction in NOx emissions

Halving perceived aircraft noise

Five-fold reduction in accidents

An air traffic system capable of han-dling 16 million flights per year

50% cut in CO2 emissions per passen-ger kilometre

99% of flights departing and arrivingwithin 15 minutes of scheduled times.

This first edition of the Strategic ResearchAgenda provided a main input for the defi-nition of the aeronautics work programmein FP6.

A second edition of the SRA was published

in March 2005, building upon and extend-ing the original SRA, and illustrating thedynamic fashion in which the Agenda con-tinues to develop and evolve. This versionwill constitute a solid basis for the FP7work programme.

Cover page of the Vision2020 report

http://ec.europa.eu/research/transport/more_info/

publications_en.cfm



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The European ResearchArea and the FrameworkProgrammes

The European Research Area

In 2000, at the Lisbon European Summit,Europe sets itself the ambitious goal of

becoming the worlds most competitiveand dynamic knowledge-based economyby 2010. To overcome the fragmentationof research and an absence of adequatenetworking and communication among agrowing number of Member States, it wasdecided to create a European ResearchArea (ERA). The goals of the ERA are:

to enable researchers to move andinteract seamlessly, benefit fromworld-class infrastructures and workwith excellent networks of researchinstitutions;

to share, teach, value and use knowl-edge effectively for social, businessand policy purposes;

to optimise and open European,national and regional research pro-grammes in order to support the bestresearch throughout Europe and coor-dinate these programmes to addressmajor challenges together;

to develop strong links with partnersaround the world so that Europe ben-efits from the worldwide progressof knowledge, contributes to globaldevelopment and takes a leading rolein international initiatives to solveglobal issues.

As stated in the Green Paper, The Euro-pean Research Area, New perspectives,

the Sixth Framework Programme is a keycontributor to the ERA.

Aeronautics researchin the Framework Programmes

Specific aeronautics research at Europeanlevel was first introduced in 1989, underFP2, in the form of a pilot programme.The focus of the Framework Programmeshas changed over time, reflecting the evo-lution of the programme, from modestbeginnings to the current status:

- FP2 (1990-91), budget 35 million: apilot phase aimed at stimulating Euro-pean collaboration;

- FP3 (1992-95), budget 71 million: aconsolidation phase with emphasis onkey technical areas;

- FP4 (1995-98), budget 245 million:focused on industrial competitiveness

The challenge of theenvironment as depicted in theStrategic Research Agenda 1.http://www.acare4europe.org



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with increasing emphasis on subjects of

wide public interest;- FP5 (1999-2002), budget 700 million:

a specific key action aimed at industrialcompetitiveness and sustainable growthof air transport;

- FP6 (2002-2006), indicative budget 900 million: part of the Aeronauticsand Space thematic priority, with equalfocus on issues of public interest andindustrial competitiveness.

The EU programme now contributes morethan 30% of all European public funding

of civil aeronautics RTD. Public funding,in turn, represents only 10% of the totalspent on civil aeronautics RTD in Europe.

Aeronautics research under FP6

Elaboration and scope of the workprogramme

The work programme is a key documentthat is updated for every call. It definesthe strategic fields in which Europe wantsto concentrate its research and only the

topics mentioned in its text are eligible forfunding. The work programme is thus atthe crossroads between EC policy and theresearch needs of the air transport sec-tor.

The content of the FP6 work programmeis the result of a broad consultation pro-cess that involves all the stakeholders inthe field of aeronautics. The guidelines

and objectives laid out in the ACARE Stra-

tegic Research Agenda were instrumen-tal in defining the structure of the workprogramme. In this task, the Commissionwas assisted by the Aeronautics AdvisoryGroup which checked the consistency ofthe document with the ACARE guidelinesand the proposed strategic orientations.The work programme also adheres toguidelines set out in the Lisbon Strategyand in the White Paper on transport, enti-tled European Transport Policy for 2010:time to decide. It also takes into accountthe observations provided by research

centres, universities and the industry.Finally, the work programme integratesthe comments and receives the approvalof the Programme Committee which rep-resents the Member States and Associ-ated States.

The content of the aeronautics work pro-gramme follows an all-encompassing,global approach to commercial aviation,focusing not only on the improvementof aircraft technologies but also on theinfrastructure of the operational environ-

ment.The programme covers commercialtransport aircraft, ranging from large civilaircraft to regional and business aircraftand rotorcraft, including their systemsand components. It also encompassesairborne and ground-based elements ofair traffic management and airport opera-tions. However, note that the EU does notfund military aeronautics research.

Information on current and past FrameworkProgrammes can be found at the

Community Research & Development Information Service

http://cordis.europa.eu/en/home.html



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Main research areas

Aeronautics research activities are dividedinto four general areas:

1. Strengthening competitiveness (of themanufacturing industry)

Objectives: Reducing development costs by 20%

and 50% in the short and long term,respectively;

Reducing aircrafts direct operatingcosts by 20% and 50% in the shortand long term, through improved air-craft performance, reduction in main-

tenance and other direct operatingcosts; Increasing passenger choice with

regard to travel costs, time to destina-tion, onboard services and comfort.

2. Improving environmental impact withregard to emissions and noise

Objectives: Reducing CO2 emissions (and fuel

consumption) by 50% per passengerkilometre in the long term, throughimproved engine efficiency as well as

improved efficiency of aircraft opera-tion;

Reducing NOx emissions by 80% in thelanding and take-off cycle and con-forming in the long term to the NOxemissions index of five grams per kilo-gram of fuel burnt while cruising (10 gper kg in the short term), and reducingother gaseous and particulate emis-sions;

Reducing unburned hydrocarbons andCO emissions by 50% in the long termto improve air quality at airports;

Reducing external noise per opera-tion by 4 to 5 dB and by 10 dB in theshort and long term, respectively. Forrotorcraft, the objective is to reducethe noise footprint area by 50% andexternal noise by 6 dB and 10 dB overthe short and long term;

Reducing the environmental impact ofthe manufacturing and maintenanceof aircraft and their components.

3. Improving aircraft safety and security

This means ensuring that, irrespectiveof the growth of air traffic, there will befewer accidents and aircraft will be moresecure against hostile actions. Overallobjectives include: Reducing the accident rate by 50%

and 80% in the short and long term,respectively;

Achieving 100% capability to avoid orrecover from human errors;

Increasing the ability to mitigate theconsequences of survivable aircraftaccidents;

Reducing significant hazards associ-

ated with hostile actions.

4. Increasing the operational capacity ofthe air transport system

This entails major changes in the wayair traffic services are provided. Overallobjectives include: Improving safety, taking into account

projected traffic levels by providingbetter information on surroundingtraffic to both pilots and controllers;

Increasing system capacity to safely

handle three times the current airmovements by 2020 through animproved planning capability, coupledwith a progressive distribution of tasksand responsibilities between aircraftand ground facilities;

Improving system efficiency and reli-ability, aiming to achieve an averagemaximum delay of one minute perflight;

Maximising airport operating capac-ity in all weather conditions throughimproved systems to aid controllers

and pilots.



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Sixth Framework

Programme: instrumentsand implementation

FP6 research instruments

In order to best support different types ofresearch activities or initiatives in sup-port of research, the Sixth FrameworkProgramme proposed five instruments,two of which were new to FP5 (IntegratedProject and Network of Excellence).

Specific Targeted Research Project

(STREP)These projects support research, techno-logical development and demonstrationor innovation activities that are locatedupstream along the line of technologydevelopment. In the field of aeronautics,the number of partners is typically below20 and the total cost below 10 million.

Integrated Project (IP)

These projects support objective-drivenresearch, where the primary deliverable

is knowledge for new products, processes,

services, etc. The research activities arethus more downstream along the line of

technology development and the aspect ofintegration is key to the project. IPs bringtogether a critical mass of resources toreach ambitious goals aimed either atincreasing Europes competitiveness or ataddressing major societal needs. In aero-nautics, the partnership typically rangesbetween 20 and 60 with total costs ofbetween 10 and 100 million.

Network of Excellence (NoE)

These multiple partner activities aim atstrengthening excellence on a research

topic by networking a critical mass ofresources and expertise. This expertisewill be networked around a joint pro-gramme of activities aimed primarily atcreating a progressive and lasting inte-gration of the research activities of thenetwork partners while, at the same time,advancing knowledge on the topic.

Coordination Action (CA)

CAs are not about doing research butcoordinating research. Their goals are

to promote and support networking and

The place of STREP and IPinstruments along the line

of research and technologyacquisition

Research and technology acquisition Product development

ProductionEU Framework Programme

STREP

Integr. Proj. (IP)

Fundamental knowledge

Technology development

Technology validation

Demonstrators Prototypes

Product definition

Product design and development

Product desmonstration

-10 +5years0-5



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2002 | 2003 | 2004 | 2005

Call 1A12/2002

243 m

Call 2A12/2003

309 m

Call 3A3/2005

245 m

Call 1B12/200219.2 m

Call 4B7/200553 m

Call 3B6/200414.2 m

Call 2B6/200311 m

to coordinate research and innovationactivities. This covers the definition,organisation and management of jointor common initiatives, as well organis-

ing conferences, meetings, exchanges ofpersonnel, exchange and disseminationof best practice, performing studies, andsetting up common information systemsand expert groups.

Specific Support Action (SSA)

These single or multiple partner activitiesare dedicated to supporting the Commu-nity research policy. They support confer-ences, seminars, studies and analyses,working groups and expert groups, oper-

ational support and dissemination, infor-mation and communication activities, ora combination of these.

EU funding under FP6 covers up to 50%of eligible costs for research and indus-trial participants. For academic institu-tions, up to 100% of additional costs arecovered. NoEs, CAs and SSAs are nor-mally provided financing of up to 100% ofactual costs.

FP6 implementation

During the Sixth Framework Programme(2002-2006), there were nine calls for pro-

posals which were related to aeronauticsin the priority Aeronautics and Space.The responsibility was shared betweenthe Directorate-General for Research(DG RTD) and the Directorate-General forTransport and Energy (DG TREN). Calls 1A,2A and 3A from DG Research and 1B, 2B,3B and 4B from DG TREN were targetingresearch projects or actions to coordinatethe research, i.e. the tools were STREPs,IPs, NoEs and CAs. The indicative budgetsand call dates are provided in the chartbelow. There was also one permanently

open call for SSAs in DG RTD for actionsmostly in support of the research policyand strategy, specific support for SMEs,international co-operation, etc. with anindicative budget of 7 million.

Finally, the last call from DG RTD intendedto reinforce the presence of partners fromtargeted third countries (TTC) in runningprojects, or in other words, to improve thedimension of international co-operation,

In addition to the calls in the chart above, there was a permanent open call for SSAs with 7 million and a TTCcall with 1.9 million

1A

DG RTD

SSA2A3A

TTCSum

Date12/200212/200212/20033/20052/2006

Indicative

budget (M)

243.07.0

309.0245.0

1.9805.9 903.3

1B

DG TREN

2B3B4B

Sum

Date12/20026/20036/20047/2005

Indicative

budget (M)

19.211

14.253

97.4



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and had an indicative budget of 1.9 mil-lion. Overall, funds to the order of 900

million were made available over fouryears for these actions.

The selection process

In order to evaluate the proposals receivedin response to each call, the Commissionis assisted by evaluators who are expertsin the technical fields of the proposalsand who are independent of the partnersinvolved.

A proposal is first evaluated independentlyby the individual evaluators (typically three

evaluators for STREPs, CSAs and CAs, andup to seven for IPs and NoEs). In manycases, the different evaluations providinga coherent assessment and the grades toattribute to the different criteria are easilyagreed. When there are some divergencesof views, a consensus discussion takesplace, moderated by a Commission rep-resentative. If necessary, additional evalu-ators will be asked to provide their inputbefore finding a consensus.

The pre-defined main selection criteriadepend on the type of instrument a given

proposal applies to. All projects have tobe relevant to the objectives of the Pro-gramme and their potential impact mustbe apparent. Proposals must demonstrategood quality of project management, a

crucial factor for mission success, andadequate mobilisation of resources to

achieve the critical mass needed to carryout a project. Scientific and technologi-cal excellence is especially important forthe technical aspects of IPs and STREPs.Quality of coordination is more crucial forCAs, while a degree of integration is anindicator of potential success in creatinga NoE. The quality of the consortium mustalso be taken into account when assess-ing any type of instrument and, especiallyin the case of NoEs, all participants mustdemonstrate a high level of excellence.

Proposals that pass the individual evalu-

ation phase are then submitted to anextended panel consisting of selectedexperts. The panel establishes a rankedlist of projects. When the budget isexhausted, proposals are put on a reservelist. It is the responsibility of the Commis-sion to propose the final list of proposalseligible for funding.

Call results

The results of the selection process areprovided below in two charts. One indi-

cates the number of projects per instru-ment while the second provides the budgeteffectively allocated per instrument. Onehundred and thirty STREPs have beenfunded for a total budget of 368 million,

SSA(24 - 13%)

CA(7 - 4%)

NoE(2 - 1%)

IP(23 - 12%)

STREP(130 - 70%)

SSA(7.6 - 1%)

CA(12.9 - 1%)NoE

(14.1 - 2%)

IP(496.1 - 55%)

STREP(368.1 - 41%)

Number of projects per instrument and theirassociated percentage

EC funds allocated per instrument (M, %)



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i.e. the average EC funding per project is 2.8 million. A typical funding rate ranges

between 50% and 60%; thus a typical aver-age project total cost ranges between 4.7 and 5.6 million. To provide a very roughapproximation of the effort that this rep-resents, assume that the cost of an engi-neer is 100 000 per year, that the budgetis made up of only engineer manpowerand that the duration of the project is fouryears: 5.6 million represents 14 engi-neers working for four years.

IPs are much larger initiatives becausepart of their success lies in their capacityto gather a critical mass that is adequately

integrated during the course of the proj-ect. The average EC funding of the 23 IPsis 21.5 million; thus a typical total costranges between 35.8 and 43 million.

Only two NoEs have been financed in sucha way this instruments contributionis modest in the domain of aeronautics.Seven CAs help to provide an overview insectors such as, for example, low emissioncombustion, noise, air traffic services, etc.

With an average EC funding of 320 000,the 24 SSAs have modest budgets but these

actions can have strategic importance.

A full analysis can be found in the finalreport of the Advisory Group on Aeronau-

tics Research under the Sixth FrameworkProgramme.

Participation of small andmedium-sized enterprises

In Europe, 99% of all enterprises areSMEs. They account for 67% of EuropeanGDP and provide 55% of total jobs in theprivate sector. These numbers explainwhy Europe pays such special attentionto SMEs.

While the aeronautics sector is mostly

composed of large companies, SMEsplay a key role in the supply chain andthe Commission is supporting them toensure an appropriate participation in theresearch projects.

FP6 has seen the introduction of SpecificSupport Action projects, such as AeroSME,SCRATCH, ECARE+ and DON Q AIR, allinitiatives dedicated to helping SMEs gainaccess to EU funding. The graphic below isself-explanatory and proves the success-fulness of the approach taken. Overall, inFP6 projects, 18% of the partners were

SMEs that garnered 10% of EC funds.

Evoluton o SMEs' partcpaton n Aeronautcs(retaned proposals beore negotaton)

All nstruments

25%

20%

15%

10%

5%

0%

Grant (M) Partcpaton1 FP5 2 FP5 3FP5 1FP6 2 FP6 3FP6 1 FP5 2 FP5 3FP5 1FP6 2 FP6 3FP6

FP5 Growth 1999

FP5 Growth 2000

FP5 Growth 2001

FP6 FP6-2002-aero-1

FP6 FP6-2003-aero-1

FP6 FP6-2005-aero-1

2.8%

5.6%6.2%

8.6%9.4%

11.9%

6.2%

9.9%

11.4%

17.1%17.9%

19.4%



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Abbreviations

Countries

AT Austria

AU Australia

BE Belgium

BG Bulgaria

BR Brazil

CA Canada

CH Switzerland

CN China

CS Serbia And Montenegro

CY CyprusCZ Czech Republic

DE Germany

DK Denmark

EE Estonia

ES Spain

FI Finland

FR France

GR Greece

HR CroatiaHU Hungary

IE Ireland

IL Israel

IT Italy

LT Lithuania

LU Luxembourg

LV Latvia

MK The former Yugoslav

Republic of MacedoniaNL Netherlands

NO Norway

PL Poland

PT Portugal

RO Romania

RU Russian Federation

SE Sweden

SI Slovenia

SK Slovakia

TR Turkey

UA Ukraine

UK United Kingdom

WW Internationnal

ZA South Africa

Instruments

CA Coordination Action

IP Integrated Project

NoE Network of Excellence

STP Specific TargetedResearch Project

SSA Specific Support Action



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Table of contents

Strengthening Competitiveness

CESAR Cost-Effective Small AiRcraft 25

FASTWing CL Foldable, Adaptable, Steerable,Textile Wing structure for delivery of Capital Loads 29

PLATO-N A PLAtform for Topology Optimisation incorporating Novel,large-scale, free material optimisation and mixed integerprogramming methods 32

SimSAC Simulating Aircraft Stability and Control Characteristicsfor Use in Conceptual Design 36

SmartFuel ADSP Automated digital fuel system design and simulation process 39

TIMECOP-AE Toward Innovative Methods for Combustion Predictionin Aero-engines 42

AIM Advanced In-Flight Measurement Techniques 46

AVERT Aerodynamic Validation of Emission Reducing Technologies 50

ADIGMA Adaptive Higher-Order Variational Methods forAerodynamic Applications in Industry 53

NODESIM-CFD Non-Deterministic Simulation for CFD-basedDesign Methodologies 56

KATnet II Key Aerodynamic Technologies to meetthe Vision 2020 challenges 59

DIANA Distributed equipment Independent environmentfor Advanced avioNic Applications 62

MINERVAA MId-term NEtworking technologies Rig andin-flight Validation for Aeronautical Applications 65

COSEE Cooling of Seat Electronic box and cabin Equipment 68

E-Cab E-enabled Cabin and Associated Logistics for ImprovedPassenger Services and Operational Efficiency 71

SEAT Smart Technologies for stress free AiR Travel 75

MOET More Open Electrical Technologies 78

NEFS New track-integrated Electrical single Flap drive System 82DATAFORM Digitally Adjustable Tooling for manufacturing ofAircraft panels using multi-point FORMing methodology 85

FANTASIA Flexible and Near-net-shape Generative ManufacturingChains and Repair Techniques for Complex-shapedAero-engine Parts 88

RAPOLAC Rapid Production of Large Aerospace Components 92



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MAGFORMING Development of New Magnesium Forming Technologiesfor the Aeronautics Industry 96

PreCarBi Materials, Process and CAE Tools Development forPre-impregnated Carbon Binder Yarn Preform Composites 99

SENARIO Advanced sensors and novel concepts for intelligentand reliable processing in bonded repairs 102

MOJO Modular Joints for Aircraft Composite Structures 105

ABITAS Advanced Bonding Technologies for Aircraft Structures 108

AUTOW Automated Preform Fabrication by Dry Tow Placement 112

BEARINGS New generation of aeronautical bearings for extremeenvironmental constraints 115

TATMo Turbulence and transition modelling for special

turbomachinery applications 118PREMECCY Predictive methods for combined cycle fatigue

in gas turbine blades 122

HEATTOP Accurate high-temperature engine aero-thermalmeasurements for gas turbine life otimisation,performance and condition monitoring 125

NICE-TRIP Novel Innovative Competitive EffectiveTilt-Rotor Integrated Project 128

ATLLAS Aerodynamic and Thermal Load Interactions withLightweight Advanced Materials for High-speed Flight 132

FLACON Future high-altitude flight an attractive commercial niche? 135

Improving Environmental Impact

MAGPI Main Annulus Gas Path Interactions 139

NEWAC NEW Aero engine Core concepts 141

ENFICA - FC ENvironmentally Friendly, InterCity Aircraft poweredby Fuel Cells 145

ERAT Environmentally Responsible Air Transport 149

TIMPAN Technologies to IMProve Airframe Noise 151

CREDO Cabin noise Reduction by Experimental andnumerical Design Optimisation 154

MIME Market-based Impact Mitigation for the Environment 158



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Improving Aircraft Safetyand Security

X3-NOISE Aircraft external noise research network and coordination 161

ADVICE Autonomous Damage Detection and VibrationControl Systems 165

CELPACT Cellular Structures for Impact Performance 168

LANDING Landing software for small to medium-sized aircrafton small to medium-sized airfields 172

PEGASE helicoPter and aEronef naviGation Airborne SystEms 174

VULCAN Vulnerability analysis for near future composite/hybridair structures: hardening via new materials and design

approaches against fire and blast 178ADHER Automated Diagnosis for Helicopter Engines and

Rotating parts 181

SHM in Action Structural Health Monitoring in Action 183

SICOM Simulation-based corrosion management for aircraft 185

SUPERSKYSENSE Smart maintenance of aviation hydraulic fluid using anonboard monitoring and reconditioning system 188

ILDAS In-flight Lightning Strike Damage Assessment System 191

DRESS Distributed and Redundant Electro-mechanical nosewheel Steering System 195

COFCLUO Clearance of Flight Control Laws using Optimisation 198

NESLIE NEw Standby Lidar InstrumEnt 200

SOFIA Safe automatic flight back and landing of aircraft 203

CASAM Civil Aircraft Security Against MANPADS 207



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Increasing Operational Capacity

ART Advanced Remote Tower 211

EMMA2 European airport Movement Managemnt byA-smgcs - Part 2 213

SINBAD Safety Improved with a New concept by Better Awarenesson airport approach Domain 216

SKYSCANNER Development of an innovative LIDAR technologyfor new generation ATM paradigms 218

SPADE-2 Supporting Platform for Airport Decision-makingand Efficiency analysis - Phase 2 222

CREDOS Crosswind-reduced separations for departure operations 225RESET Reduced separation minima 227

NEWSKY Networking the sky for aeronautical communications 231

SUPER-HIGHWAY Development of an operationally driven airspace trafficstructure for high-density high-complexity areas basedon the use of dynamic airspace and multi-layered planning 234

SWIM-SUIT System-Wide Information Management supported byinnovative technologies 237

ERASMUS En Route Air traffic Soft Management Ultimate System 241

ASPASIA Aeronautical Surveillance and Planning by Advanced

Satellite-Implemented Applications 244CATS Contract-based Air Transportation System 247

iFly Safety, complexity and responsibility-based designand validation of highly automated air traffic management 250

CAATS-II Co-operative Approach to Air Traffic Services II 254

INOUI INnovative Operational UAV Integration 257

EP3 Single European sky implementation support throughvalidation 260

STAR Secure aTm cdmA software-defined Radio 264



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Support Actions

EASN II European Aeronautics Science Network Phase II 267

USE HAAS Study on high-altitude aircraft and airships (HAAS)deployed for specific aeronautical and space applications 270

VEATAL Validation of an Experimental Airship Transportation forAerospace Logistics 273

AeroSME VI Support for European aeronautical SMEs (Phase VI) 276

ECARE+ European Communities Aeronautics Research Plus 279

AEROCHINA Promoting scientific co-operation between Europe

and China in the field of multiphysics modelling, simulation,experimentation and design methods in aeronautics 281



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Background

This project is aimed at providing Euro-pean manufacturers of regional, com-muter and business aircraft with anenhanced ability to become fully com-petitive in the world market of small-sizecommercial aircraft.

The European manufacturers of largeraircraft have achieved leadership on theglobal market and this part of European

aviation industry is nowadays highly com-petitive. In the area of regional and small-size commercial aircraft the situation iscompletely different. In the past, a num-ber of traditional aircraft manufacturersin this category have gone bankrupt orstruggled with economic problems; only afew European aircraft manufacturers suc-ceeded in establishing themselves in theworld markets. In general, there is stillsufficient potential for European aircraftmanufacturers to regain an influentialposition in the world market of small-size

commercial aircraft, which is nowadaysdominated, in particular, by the Americanaircraft industry (predominantly by theUSA, Canada and Brazil).

Objectives

CESARs objective is to improve the com-petitiveness for European manufactur-ers and developers of small-size aircraftused for commercial purposes. The com-petitiveness in this aircraft category com-prises complex quantitative as well asqualitative factors as perceived by poten-tial customers the aircraft operators.First of all it concerns the sale price and

low operating costs. Besides these quan-titative requirements, further qualitativecharacteristics are required, for examplesafety and reliability, sufficient passengercomfort and ecological aspects.

Affordable price: according to the eco-nomic theory, the sale price is determinedby the competitive environment in themarket. In the case of a twin-engine pis-ton aircraft for nine passengers, potentialcustomers nowadays expect to pay lessthan 1 million. For a double-engine tur-boprop for nine people they expect a price

of less than 1.1 million, while for a fourto five-seater biz-jet the expected priceshould be in the region of 2.5-3 million.To be price competitive puts stringent

CESAR

Cost-Effective Small AiRcraft

1. 2.PROJECT

DELIVERABLESNEW

DEVELOPMENT

CONCEPT FOR

SMALL A/C

NEW SOLUTIONS

FOR SELECTED

AIRCRAFT

SYSTEMS

WP 5

Development Concept Integraton and Valdaton

Integraton and asessment of project's results

on two baselne a/c coniguratons

WP 1Aerodynamc

Desgn

WP 2Structural

Desgn

WP 3PropulsonIntegraton

WP 4Optmzed

Systems

WP 0 Management and Tranng

modied economcal use otechnologes appled onlarge commercal arcrat



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Acronym: CESAR

Name of proposal: Cost-Effective Small AiRcraft

Contract number: AIP5-CT-2006-030888

Instrument: IP

Total cost: 33 785 228

EU contribution: 18 100 000

Call: FP6-2005-Aero-1

Starting date: 01.09.2006

Ending date: 31.08.2009

Duration: 36 months

Objective: Competitiveness

Research domain: Advanced Design Tools

Coordinator: Mr Paiger Karel

Vyzkumny a zkusebni letecky ustav, a.s.

Beranovych 130

CZ Prague

E-mail: [email protected]

Tel: +420 (0)225 115 332

Fax: +420 (0)286 920 930

EC Officer: J. Martin Hernandez

new technologies will be gained throughCESAR for selected aircraft systems and

propulsion systems.

Results

The expected achievements are: Proven high-fidelity aerodynamic

tools customised for use on the devel-opment of small size aircraft,

A catalogue of advanced airfoils, Advanced wing concept Reliable wing contamination tool More consistent tool chain and data-

base for flight dynamics analyses,

Affordable and complex tool for esti-mation of operational and fatigue load Advanced structure technologies cost-

effectively tailored for small aircraft Reliable and relatively fast methods

and tools for strength evaluation forcategory of CS 23 aircraft

Real-time structural health monitor-ing system

New approaches and methods for fastand reliable prediction of aero-elastic

stability for CS 23 category Design tools and technologies nec-essary for efficiently supporting thedevelopment of modern turbopropengines

Complex power-plant control systemincluding propeller control for smallercategory of engines

Reliable and accurate prediction toolcapable of estimating noise emissionlevels

Competitive integrated environmen-tal control system and cabin pressure

system Integrated diagnostics and on-condi-tion maintenance

Integrated design system coveringintegration of software tools

Distributed development of small air-craft by various companies on variouslocations in the EU. Optimised pro-cesses and knowledge management



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Partners: Aero Vodochody a.s. CZ

ARC Seibersdorf research GmbH AT

Centre de Recherche en Aronautique, ASBL BECentro Italiano Ricerche Aerospaziali ScpA IT

Deutsches Zentrum fr Luft- und Raumfahrt e.V. DE

EADS Deutschland GmbH DE

Eurocopter S.A.S. FR

EVEKTOR, spol. s r. o. CZ

Swedish Defence Research Agency SE

GAMESA DESARROLLOS AERNONAUTICOS, S.A.U. ES

Hellenic Aerospace Industry S.A. GR

HEXAGON Systems, s.r.o. CZ

National Institute for Aerospace Research ROInstytut Lotnictwa - Institute of Aviation PL

IVCHENKO PROGRESS SE UA

Jihlavan a.s. CZ

Jihostroj a.s. CZ

Liebherr Aerospace Toulouse S.A.S. FR

Materials Engineering Research Laboratory Ltd UK

MESIT pristroje spol. s r.o. CZ

Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL

Office National DEtudes et de Recherches Aerospatiales FR

Prvn brnensk strojrna Velk Btes, a.s. CZPiaggio Aero Industries S.p.A. IT

Polskie Zaklady Lotnicze Sp. z o.o. PL

SICOMP AB SE

EADS SOCATA FR

SPEEL PRAHA Ltd CZ

Svenska Rotor Maskiner AB SE

Technofan SA FR

TURBOMECA FR

UNIS, spol. s r.o. CZ

University of Manchester UKBrno University of Technology CZ

RWTH Aachen University DE

Universit de Lige BE

Technische Universitt Mnchen, Intitute of Energy Systems DE

Laboratory for Manufacturing Systems & Automation- University of Patras GR



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Background

FASTWing CL aims to develop a parafoil/payload system for cargoes of up to 6000 kg that can navigate using a GlobalNavigation Satellite System GNSS (e.g.GPS/EGNOS/Galileo). FASTWing CL is

the successor to the Fifth FrameworkProgrammes FASTWing which was suc-cessfully completed in June 2005. Thelatter has developed a technology modelcapable of flying independently, success-fully demonstrating this technology bydropping loads of up to 3 tons. This wasthe first time that such a heavy payloadwas dropped by a parafoil in Europe.

This approach is a clear step beyond thestate of the art; currently such a systemdoes not exist in Europe. All functions of

the developed system will be tested andvalidated in a real drop test.

FASTWing technology will allow for a pre-cise delivery of heavy loads, e.g. mobilemedical aid units in disaster areas whichare not accessible overland. In a secondstep, exploitation of the technology isexpected for aircraft and space vehiclerescue systems, targeted in accordancewith the European Space Agencies futureplanning scenario.

Objectives

The objectives are: Development and manufacture of a

high performance parafoil with a highglide ratio (>5) and a forward speedof more than 18m/s with high stand-off distances and independent of winddirection;

Development and manufacture of aneffective parachute system for low

g-forces during deployment (


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for different payloads, such as medicalequipment, rice bags, vehicles.

In a number of cases, deployment andsteerable flights will be performed to vali-date and optimise the different concepts.

Description of work

The following components will bedesigned and developed during theFASTWing CL project: parachute system parafoil steering box payload system

actuation system emergency flight termination system power supply flight data acquisition system design and analysis software tool for

dynamic flare manoeuvre.

The following components will beadvanced during the project: Guidance and Navigation System Telemetry and Ground Control Deployment Analysis Software Tool Aerodynamic Design Tool.

The following components will be boughtand adapted during the project: measurement devices for data acqui-

sition system motors for actuation system submission device for radio signal for

emergency system.

Results

The following results or developmentswill be available: A non-steered technology model for

parachute verification tests allow-

ing analysis of opening and in-flightbehaviour of the parachute system; A technology model, a steering system

and a flight control software capableof performing remotely controlled andindependent flights to a pre-definedtarget with a payload of between 3 000kg and 6 000 kg;

Software capable of directing a num-ber of flight systems to one single

or to different targets and capable ofcontrolling multiple co-operative sys-tems;

A modular lightweight and low-volumesteering system;

A reliable parachute system showingsoft opening shocks below 4g and witha glide ratio of 5g, mostly independentfrom wind influence;

Low energy-consuming actuation sys-tem;

A landing shock below 3g to be rea-lised by a new flare strategy and

damping system for fragile payloadslike medical equipment; An autonomous emergency system

able to terminate flight in order toreduce the horizontal

An adaptable flight data acquisitionsystem capable of measuring location,altitude, accelerations, etc. for flightanalysis during and after flight;

Design software tools for the aero-dynamic design and analysis of para-foils;

Design software capable of analysing

material selection and opening stag-ing of the parachute system in order toreach a minimised opening shock;

Software capable of analysing theinteraction between parafoil and pay-load prior to landing in order to findthe optimal activation of the flaremanoeuvre;

Two flight tests with the emergencysystem;

Five non-steered parachute verifica-tion tests;

Engineering tests with lower payload;

Five remotely controlled steerableflight tests from a minimum drop alti-tude of 2 000 m

Five independent flight tests from aminimum drop altitude of 2 000 m.



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Acronym: FASTWing CL

Name of proposal: Foldable, Adaptable, Steerable, Textile Wing structure for delivery of

Capital LoadsContract number: AST5-CT-2006-030778

Instrument: STP






Duration: 38 months


Research domain: Advanced Design ToolsCoordinator: Mr Krenz Holger

Autoflug GmbH

Industriestrasse 10

DE 25462 Rellingen


Tel: +49 (0)4101 307 349

Fax: +49 (0)4101 307 152


Partners: Compania Espanola de Sistemas Aeronauticos, S.A. ES

CFD norway as NOCIMSA Ingeniera de Sistemas, S.A. ES


Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL

Technion - Israel Institute of Technology IL

Dutch Space NL



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Background

Developing safe and minimum weightstructures is the driving factor in aircraftstructural design. Usually weight reduc-tion programmes have to be launcheddeep into the detailed design phase, andare characterised by local, manual modi-fications to the design, applying moreexpensive materials or adjustments tothe manufacturing process.

An improved overall arrangement ofmaterials provides the largest potentialfor saving structural weight in airframedesign. Tools for topology optimisation

support these early, important decisionsby suggesting optimal material distribu-tions. Current commercial design toolsdo not allow the full potential of compos-ite materials to be exploited in airframedesign. This requires new tools that aretargeted at the specific requirementswithin aerospace structural design.

PLATO-N will enable the operationalintegration of optimisation assistance asa standard procedure in the conceptualdesign process for the European aero-

space industry. PLATO-N will be vali-dated against real case studies and willbe implemented as a suite of softwares,integrated in a common environment,and its improvement in performance willbe benchmarked against state-of-the artcommercial products.

PLATO-N will help to win global leader-ship for European aeronautics, by provid-ing advanced tools that reduce the time

and cost of designing and developing newaircraft.

Objectives

PLATO-N aims to overcome the limita-tions of current state-of-the-art topologyoptimisation tools in order to enable inte-gration into the conceptual design pro-cess of the European aerospace industry.The following operational parameters,performance criteria and novel featuresare targeted: reduction of turnaround time for prac-

tical solutions

increase of manageable problem size increase in the number of manage-able load cases

consideration of composite materials,including post-processing

PLATO-N

A PLAtform for TopologyOptimisation incorporatingNovel, large-scale, free materialoptimisation and mixed integerprogramming methods

A design study using topology optimisation - a newlayout of an aircraft tail section

E

ADS-Munich



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extension to multidisciplinary designcriteria (stress, displacements, etc.).

The research goals are:1. The platform should be flexible with

respect to the inclusion of new opti-misation algorithms and visualisationtools, and it should be geared to aero-nautical needs.

2. The large-scale optimisation algo-rithms should employ some form ofdedicated first-order algorithm.

3. The method should be extended toplate and shell problems and shouldbe able to handle multiple objectivessuch as stiffness, vibration and buck-

ling.4. An algorithm should be developed in

order to handle local constraints.5. Benchmark examples should be gen-

erated using mixed-integer convexmodels.

6. The results should be interpreted andvisualised in a manner consistent withaerospace needs, e.g. shell structuresusing laminate lay-ups.

7. The platform should be tested onexamples of industrial origin.

Description of work

The core of the project, which binds thepieces together in terms of operationalsoftware, is the software platform PLATO.It provides a library of common subrou-tines, manages the dataflow betweenthe modules and provides a graphicaluser interface. As well as the platform,an example library, called PLATOlib,of industrial and academic benchmarkexamples will be generated. For the indi-vidual parts there are different aspects

to be developed, all in terms of upstreamfundamental research. This encompassesthe development of fast sub-algorithmsfor the optimisation methods, inclusionof these in the overall optimisation meth-ods and the integration of these with thefinite element analysis (FEM), which isrequired for the application at hand. Forfree material optimisation (FMO), the FEManalysis is an integrated part of the opti-

misation code itself while a supplemen-tary approach using sequential convex

programming results in an integration inthe platform that is somewhat different.A central aspect of the software systemcalled PLATO-N is the interpretation andvisualisation of topology optimisationresults in order to derive the design con-cepts. Likewise it is considered importantto provide benchmark examples and anexample library. For the latter, globaloptimisation will be pursued and thesemethods also constitute an aspect of datainterpretation for FMO in terms of lami-nates.

Results

The main innovations and products are:

PLATO: A generic software platform fortopology optimisation, which is specificfor aeronautics applications.

PLATOlib.: A sample case library, whichcan be used as a benchmarking libraryfor the topology optimisation communityincluding challenging applications fromindustrial design problems.

PLATO-N: A high-performance softwaresystem integrating the implementationsof algorithms and methods developed inthe project.

Benefits from the multidisciplinaryresearch approach are expected at alllevels: The research community will profit

from the technology pull applied bythe aeronautic industry.

It will improve the awareness of enti-ties outside the research communityof the potential of topology optimisa-

tion. PLATO-N greatly extends the scopeof topology optimisation and expandsboth its applicability and acceptancein the European aerospace industry.It provides a means for shorteningdevelopment times and reinforcesthe competitiveness of the Europeanairframe manufacturers on the globalmarket.



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The European aeronautic industrywill be more capable of responding

to the growing demand of the Euro-pean society for a more effective andsustainable air transport system, bybeing able to design and manufac-ture conventional and novel aircraftconfigurations at a reduced cost, withlower operating costs and reducedenvironmental impact.

A topology optimisation-based design for

integrally stiffenedmachined ribs for the

inboard inner fixedleading edge of the

Airbus 380

E

ADS-Munich



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Acronym: PLATO-N

Name of proposal: A PLAtform for Topology Optimisation incorporating Novel, large-

scale, free material optimisation and mixed integer programmingmethods

Contract number: AST5-CT-2006-030717

Instrument: STP






Duration: 36 months



Coordinator: Prof. Bendse Martin P.

Technical University of Denmark

Anker Engelundsvej 101A

DK 2800 Kgs. Lyngby


Tel: +45 (0)45253045

Fax: +45 (0)45881399

EC Officer: A. Podsadowski

Partners: Technion - Israel Institute of Technology IL

Institute of Information Theory and Automation ofthe Academy of Sciences of the Czech Republic CZ

Friedrich-Alexander-University of Erlangen-Nuremberg DE

Universitt Bayreuth DE

Altair Engineering Ltd UK

RISC Software GmbH AT

EADS Deutschland GmbH, Military Aircraft DE

Airbus UK Ltd UK

Eurocopter Deutschland GmbH DE



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Background

Present trends in aircraft design, towardsaugmented stability and expanded flightenvelopes, call for an accurate descrip-tion of the non-linear flight-dynamicbehaviour of the aircraft in order to design

the flight control system (FCS) properly.Hence the need to increase the knowl-edge about stability and control (S&C) asearly as possible in the aircraft develop-ment process in order to be right firsttime with the FCS design architecture.

FCS design usually starts near the endof the conceptual design phase when theconfiguration has been tentatively frozenand experimental data for predicted aero-dynamic characteristics are available. Upto 80% of the life-cycle cost of an aircraftis incurred during the conceptual design

phase so mistakes must be avoided.Today, prediction errors related to S&Cresult in costly fly-and-try fixes, some-times involving the loss of prototype air-craft and crew.

Testimony to this problem is NASAsCOMSAC project on computing S&C usinglinear aerodynamics. Indeed its rallyingcall is inaccurate prediction of aero-dynamic stability and control parameterscontinue to have major cost impactsin virtually every aircraft class. These

impacts include unacceptable increasesin program costs, fly-and-try approachesto fixing deviances, extensive develop-ment delays and late deliveries

Objectives

Todays common practice in conceptu-al-design sizing for stability and con-trol employs the so-called tail volumeapproach, basically achieving static sta-

bility of the design by empirical handbookmethods. The design methodology rarelygoes beyond static stability, does notdistinguish whether the design driver isrelated to flight handling or operationalperformance, hardly concerns itself withcontrol-surface sizing, and never consid-

ers static aero-elastic deflections thatdegrade the effectiveness of these controlsurfaces.

The SimSAC project objectives are:1. to create and implement a simulation

environment, CEASIOM (computerisedenvironment for aircraft synthesis andintegrated optimisation methods), forconceptual design sizing and optimi-sation suitably knitted for low-to-high-fidelity S&C analysis

2. to develop improved numerical tools

benchmarked against experimentaldata.

In addition to enhanced S&C analysis/assessment, CEASIOM supports low-fidelity aero-elasticity analysis withquantifiable uncertainty supporting air-craft-level technical decision-making,thus advancing the state of the art incomputer-aided concept design suitablefor procuring economically amenable andecologically friendly designs.

Description of work

The SimSAC project is organised into fourtechnical work packages (WP) and onedemonstration work package.

WP2: Development of the CEASIOM Simula-tion System: definition, development, imple-mentation and testing the CEASIOM designsystem including paying special attentionto geometry construction procedures andaccounts of aero-elastic deformation.

SimSAC

Simulating Aircraft Stability andControl Characteristics for Usein Conceptual Design



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WP3: Aerodynamic Modelling: link the lin-ear aerodynamic models into conceptual

design (WP2 and WP5); develop stabilityand control aerodynamic models fromsimulation; develop fast CFD methods fordata generation to populate stability andcontrol aerodynamic models; and link thehigh-fidelity aerodynamic models into thedesign process (WP2 & WP5).

WP4: Benchmark Aerodynamic Model:validate the different numerical tools ofWP3 by experimental data of the DLR-F12 geometry; review the accuracy andefficiency of the CFD codes pertaining toWP3; and review numerical data to be

used in the stability and control analysisin WP5.

WP5: Stability and Control Analyser/Assessor: compatibility with the CEASIOMSimulation System (WP2) and Aerody-namic Modelling (WP3) modules; inte-gration as a sub-space in the CEASIOManalysis environment; and performintegration and testing according to theresults from WP6.

WP6: Test and Assess Design Process:specify requirements for a number of air-

craft classes as test cases that span speedrange, size and unconventional morphology;demonstrate, test and evaluate the CAE-SIOM simulation system for each of thesecases and show that the enhanced designsare quantifiably better than those obtainedwith the contemporary design process are.

Results

The SimSAC project aims to addressright first time design, in which test-ing is about design verification with aminimum of post-freeze problem solving.The achievement of right first time willinitially lead to cost and time-to-marketadvantages resulting from minimisinglaboratory and flight-testing, and then arobust design methodology will allow thecontemplation of bolder designs and radi-cal new aircraft concepts. This is crucialsince it is widely recognised that cur-rent aircraft concepts are not likely to beadaptable to meet the Vision 2020 targets

for environmental impact. To this end, thenature of the SimSAC approach is inten-tionally of a generic nature, such that itwill be applicable to most novel aircraftmorphology configurations.

The outcome of the SimSAC project is theCEASIOM design environment. After theproject, CFS Engineering, as leader of thedissemination, will be responsible for: Maintaining and coordinating further

development of the CEASIOM soft-ware

Training and the organisation of usersmeetings Promotion of the CEASIOM environ-

ment Organising the SimSAC design work-

shop, possibly under the auspices ofthe EWADE group, or EASN, or someother suitable European body.

Controlability &

Maneuvrability

SmSAC envronment modules WP2

Iteraton loop/feedback on desgn

CFD solver

Flight state:

Control surface state:

SimSAC core:

S&C Analyser



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Acronym: SimSAC

Name of proposal: Simulating Aircraft Stability and Control Characteristics for Use in

Conceptual DesignContract number: AST5-CT-2006-030838

Instrument: STP






Duration: 36 months


Research domain: Advanced Design ToolsWebsite: http://www.simsacdesign.org/ http://gannet.pdc.kth.se:8080/

simsac/

Coordinator: Prof. Rizzi Arthur

Kungliga Tekniska Hgskolan

Aeronautics TR 8

SE 100 44 Stockholm


Tel: +46 (0)8 790 7620

Fax: +46 (0)8 207865


Partners: Alenia Aeronautica S.p.A. IT

University of Bristol UK

CERFACS - Centre Europeen de Recherche etde Formation Avancee en Calcul Scientifique FR

CFS Engineering SA CH

Dassault Aviation FR


EADS Deutschland GmbH, Militrflugzeuge DE

Swedish Defence Research Institute SE

University of Glasgow UK

J2 Aircraft Solutions Ltd UKOffice National d`Etudes et de Recherches Arospatiales FR

Politecnico di Milano IT

Saab AB (publ) SE

Central Aerohydrodynamics Institute RU

Vyzkumny a zkusebni letecky ustav, a. s. CZ

Politechnika Warszawska (Warsaw University of Technology) PL



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Background

Todays fuel system design and develop-ment process requires evaluation of thebaseline specification to manually extractand describe the functional requirements,which are mainly laid down as non-stan-dardised verbal descriptions.

Based on the specifications, rudimentalsimulations are performed, which canlead to initial feedbacks that influence thebaseline requirement definitions. Afterthe finalisation of rudimental simulationtasks, the software and hardware devel-opment/realisation begins.

Time-consuming and costly manufactur-ing of hardware is imperative for systemand component testing. The realisationphase for software and hardware hasto start at a very early stage of the pro-

gramme due to time constraints and inorder to get hardware available for veri-fication purposes on the rigs.

Representative test rigs are essential forsystem testing in the conventional designprocess. These rigs are expensive andrequire a long time to set up, contributing toa large extent to programme schedules andcosts. Any deviation in performance deter-mined in the later stage of a programme hasdirect influence on software and/or hard-ware, thus often requiring new componentsto be built. The time necessary to update

software and/or hardware directly extendsthe programme duration and requires rep-etition of rig and flight-testing.

Objectives

The scientific and technological objec-tives of SmartFuel ADSP are to developand test a tool-based automated design

and simulation process (ADSP) for aircraftfuel management systems. The systemdeveloped will also be applicable to otherliquid-containing aircraft systems sincethose systems are basically designed withsimilar kinds of components.

The automated design and simulation

system mainly comprises: the analysis of the general specifica-tion and automated system configu-ration/composition (i.e. definition ofsystem functionality and number, typeand arrangement of all necessary sys-tem components to fulfil the function-ality);

the automated generation of execut-able software codes;

the verification of the system via exten-sive and sophisticated simulation.

The main topics of SmartFuel ADSP are:

research and development on model-ling tools for fuel systems

standardisation of fuel system specifi-cation language

standardisation of fuel system hard-ware and software interfaces

research and technological develop-ment on tools for fuel system simula-tion

fuel system certification aspects anddocumentation

realisation of fuel system componentsto verify simulation in rig and flight

tests development of automated design andsimulation process tool chain

evaluation of automated design andsimulation process compliance withrig and flight tests

evaluation of verification/validationcompliance with certification authorityrequirements.

SmartFuel ADSP

Automated digital fuel systemdesign and simulation process



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The goal of the project is to show that anautomated system design process can

be successfully and satisfactorily verifiedand validated.

Description of work

SmartFuel ADSP develops a tool-sup-ported automated design and verificationprocess for digital fuel systems.

Automating the design process will mini-mise the costs and time needed, whileproviding a high-quality result. Todaythe design of a digital airborne fuel sys-tem is a laborious, iterative process to

be repeated each time a new aircraftvariant or engine model is employed. Itis expected that costly test benches maybe made redundant by the new designapproach, which will provide a significantcompetitive advantage to the user of thesystem.

In order to test the designed system, asimulation will be defined and developedfor the verification of compliance of itsfunctionality against the basic systemrequirements. Simulation of flight opera-tion procedures will be done, thus allow-

ing the testing and analysing of the newlydeveloped systems functionality beforeany hardware is build.

The programme is structured in five WorkPackages (WP).

WP1 specifies the fuel management sys-tem requirements and definition formatsfor automated transition from systemrequirements specification to a machine-readable system description/specificationin order to automatically generate execut-able code for the fuel management con-

trol logic and database protocol.

WP2 analyses the certification and safetyrequirements needs in order to stan-

dardise the hardware and software partsof the smart components.

WP3 defines and sets up a modular fuelsystem simulator ready to be used forautomated system design process verifi-cation and validation.

WP4 provides a complete airworthy set ofequipment to build up a smart fuel sys-tem for the demonstrator aircraft.

WP5 aims to integrate all the smart com-ponents into the test rig (and also into ahelicopter) to perform a ground and flight

test programme to validate the overallsmart fuel system. As preparatory workfor this testing, the safety of flight (SOF)clearance for each smart component andthe system will be achieved.

Results

It is anticipated that the automateddesigned system will produce the follow-ing benefits: 60% reduction in the time for develop-

ing a fuel system

70% reduction in the cost of develop-ing a fuel system 50% reduction in the time-to-market

for future complete fuel systems 25% improvement in the reliability of

those systems developed using ADSP 50% reduction in the cost of the new

system due to a better use of off-the-shelf components

40% reduction in maintenance costdue to the advanced quality of design.



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Acronym: SmartFuel ADSP

Name of proposal: Automated digital fuel system design and simulation process

Contract number: AST5-CT-2006-030798Instrument: STP






Duration: 36 months



Coordinator: Mr Frewer StefanAutoflug GmbH

Industriestrasse 10

DE 25462 Rellingen


Tel: +49 (0)4101 307 150

Fax: +49 (0)4101 307 213

EC Officer: M. Brusati

Partners: ASG Luftfahrttechnik und Sensorik GmbH DE

Eurocopter Deutschland GmbH DE

Secondo Mona S.p.A. ITGoodrich Actuation Systems SAS FR

Vysok uen technick v Brn CZ

Universidad Complutense de Madrid ES

University of Alcal ES

CSRC spol. s r.o. CZ

Piaggio Aero Industries S.p.A. IT



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Background

The pressing demand to reduce emissionsand noise levels in future aeroengines isof the greatest importance. These pointsare evidenced through the very ambitious

pollutant and noise reduction targets setfor 2020.

Several combustion technology-relatedprogrammes are underway to sup-port these objectives, e.g. LOCOPOTEP,INTELLECT D.M. However, these pro-grammes are not dedicated to improvemethodology. Within previous Europeanprogrammes (MOLECULES, CFD4C,LESSCO2, etc.) advanced computationfluid dynamics (CFD) models, lower ordermodels, and methodology rules havebeen developed in order to support the

design of a low emission levels combus-tion chamber that will satisfy these 2020targets. Within these projects, the mainfocus was on improving emissions at fullpower conditions. Little work was doneon the modelling of unsteady phenomenaincluding combustion and liquid spraymodelling.

In TIMECOP-AE, the next major stepforward is made: modelling aeroenginecombustors which operate on liquid fueland developing the capability to perform

transient analysis. For this step to takeplace, the development of improved tur-bulence, turbulence-chemistry interac-tion, spray dynamics and the buildingblocks to model unsteady phenomena arerequired. This next step will further closethe gap between the numerical modelcapabilities and the actual aero-enginecombustors operating on kerosene.

Objectives

The main objective of the project is toenable European industry to design anddevelop innovative, optimised, low emis-sions combustion systems within reduced

time and cost scales. This will be madepossible by the development of state-of-the-art methods in the field of combus-tion modelling. These prediction methodswill give the European industrial partnersthe advantage to improve in three perti-nent fields:

Operability: ability to model a wide range of oper-

ating conditions, ability to model and cope with tran-

sient conditions, ability to model and thus avoid com-

bustion instability, ability to model and secure capability

for altitude re-lights.

Emissions: capability to lower combustion sys-

tem emission levels during the designphase,

ability to handle different fuel chemis-try and calculate biofuelled engine.

Competitiveness: reducing development costs by attain-

ing higher combustion module matu-

rity before development tests, allowing more efficient design optimi-sation.

Within the MOLECULES project, signifi-cant advances were made in developingLES codes for turbulence modelling forcombustors operating on gaseous fuels.Within this TIMECOP-AE project, it is pro-

TIMECOP-AE

Toward Innovative Methodsfor Combustion Predictionin Aero-engines



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posed to extend this capability to liquid-fuelled combustors.

Description of work

Within TIMECOP-AE, the LES tools willgain the capability for modelling thecombustion process within conventionaland low-emission combustors over awide range of operating conditions onliquid fuels. The operating conditionsinclude mentioned transient phenomena.To be able to model these phenomena,improvements are required in the mod-els of turbulence, chemistry, turbulence-chemistry interactions and liquid spray

models. The methods and models willbe evaluated against high-quality valida-tion data which will be obtained by sev-eral validation experiments. Some aredesigned to validate specific models: oneis a generic combustor, representative ofan aero-engine combustor, and permitsassessing the full range of models.

Results

CFD tools based on the LES approachwill be developed to allow predictions

of whether a combustion chamber will

blow out or not at landing conditions.This is critical to the adoption of advanced

combustor concepts. Another impor-tant operability aspect is whether or notthe combustor will re-light at altitude. Itis extremely difficult to comply with therequirements for these aspects for leanburn combustors, since lean mixtures aremore difficult to ignite and are close to thelean extinction limit. Current CFD meth-ods are obviously lacking in predictingthese transient phenomena. These oper-ability issues are challenges that have tobe addressed before low-emission com-bustors can be realistically introduced

into the next generation of aero-engines.Currently it is prohibitively expensive andtime consuming to perform rig testingto determine the operability of advancedcombustor designs. TIMECOP-AE willdevelop the tools to allow virtual proto-typing of new concepts, which will sig-nificantly reduce the testing required,thereby reducing cost and time taken tointroduce innovative combustion technol-ogy into production engines.

Development o unsteady combuston predcton methods o uture engnes

Partners: 6 Industrals / 9 Laboratores / 8 Unverstes

BEFORE TIMECOP-AE

IN TIMECOP-AE

AFTER TIMECOP-AE

Validated reacting gaseous-phase LES for steady state operation

Code development and validation against experiments

4y

ears

Improved and validated reacting LES models includingspray dynamics and transient loads capability

PREDICTION CAPABILITY

OPERABILITY EMISSIONS COMPETITIVENESS

TIMECOP-AE overview

T

IMECOP-AE



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Acronym: TIMECOP-AE

Name of proposal: Toward Innovative Methods for Combustion Prediction in Aero-

enginesContract number: AST5-CT-2006-030828

Instrument: STP






Duration: 48 months


Research domain: Advanced Design ToolsWebsite: http://www.timecop-ae.com

Coordinator: Mr Hernandez Lorenzo

TURBOMECA

Combustion Group

FR 64511 Bordes Cedex


Tel: +33 (0)5 59 12 13 06

Fax: +33 (0)5 59 12 51 45

EC Officer: R. Denos

Partners: Rolls-Royce Deutschland Ltd & Co KG DERolls-Royce plc UK

MTU Aero Engines GmbH DE

SNECMA FR

AVIO S.p.A. IT

Centre Europen pour la Recherche et la Formation Avance enCalculs Scientifiques (CERFACS) FR

Office National dEtudes et de Recherches Arospatiales (ONERA) FR

Deutsches Zentrum fr Luft- und Raumfahrt e.V. (DLR) DE

Institut National Polytechnique de Toulouse FR

Centre National de la Recherche Scientifique (CNRS) FR

CENTRALE RECHERCHE SA FR

Foundation for Research and Technology GR

Centro de Investigaciones Energticas, Medioambientales yTecnolgicas ES

Institut Franais du Ptrole (IFP) FR

The Chancellor, Masters and Scholars ofthe University of Cambridge UK

Technische Universitt Darmstadt DE



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University of Karlsruhe, Institut fr ThermischeStrmungsmaschinen DE

Technische Universiteit Eindhoven NLImperial College of Science, Technology and Medicine UK

Loughborough University UK

Czestochowa University of Technology PL

Department of Mechanics and Aeronautics, University of RomeLa Sapienza IT



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Background

The research project Advanced In-flightMeasurement Techniques (AIM) has theaim of developing advanced, non-intru-sive, in-flight measurement techniquesfor the purpose of efficient, cost-effective,in-flight testing for certification and in-flight research for aircraft and helicop-

ters. In order to achieve this ambitiousgoal, AIM will organize and structurea close collaboration among leadingexperts from industry, research orga-nizations, universities and a SME withcomplementary knowledge of and experi-ence in in-flight testing, development ofimage-based measurement techniquesand operation of small airports.

The results of the design process andthus the quality of a new aircraft will beverified during flight tests for certifica-tion. Extrapolating data obtained in thewind tunnel or at low Reynolds numbersimulations to real flight is not trivial andprimarily based on engineering experi-ence, sometimes exhibiting considerabledeviations from the predictions.

In terms of measurement techniques,non-intrusive, optical image-based mea-surement methods have undergone con-siderable technological progress over thelast decades and are now used as stan-dard diagnostic techniques to measureplanar distributions of velocity, pressure,density and model deformation in indus-trial wind tunnels.

AIM

Advanced In-Flight MeasurementTechniques

Image PatternCorrelation Technique

applied to an AirbusA 340: Setup and result.

D

LR



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Objectives

Non-intrusive, optical image-based mea-surement techniques shall be further

developed such that they can be routinelyapplied to flight tests to provide compre-hensive information on various importantparameters such as wing and propellerdeformation, thermal loads on the struc-ture of helicopters, the planar pressuredistribution on a wing, density gradientsin strong vortices generated by airplanesand helicopters and velocity flow fieldsnear airplanes and helicopters.

The objectives of AIM are: To prepare new flight test measure-

ment techniques with a significantimprovement in accuracy, ease ofinstallation and measurement speedresulting in a major reduction in theduration and cost of flight test pro-grams for the industry. This advance isessential for both aircraft and helicop-ter development and certification,

To facilitate new collaboration betweenEuropean industry and the academic

sector for the application of advancedin-flight measurement techniques,

To assess the feasibility of implement-

ing existing advanced image basedmeasurement techniques for flowfield measurements during in-flighttests,

To validate the most promising tech-niques in an in-flight test performedwith a large industrial transport air-craft, a helicopter and a light aircraftcarried out by the flight testing depart-ment of the industrial partners.

Description of work

The work plan has been constructed ona fast-track with simultaneous effortson all technological aspects. The samemeasurement techniques will be adaptedto different applications. To avoid dupli-cation of work and increase the innova-tion per time unit, the work packagesare strongly linked. The work packagesthemselves are defined by the technologi-cal application:

P 180 after the take offP

iaggio


8/9/2019 Aeronaut

aeronautics research

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