annex iv - ec.europa.eu

Call for Core Partners (CPW02) Topic Descriptions

ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 1

ANNEX IV:

2nd Call for Core Partners (CPW02):

List and full description of Topics

- May 2015 -



Revision History Table

Version n° Issue Date Reason for change

V1 25/03/2015 NA

V2 07/05/2015 Minor corrections brought to topic JTI-CS2-2015-CPW02-LPA-03-

02 "Reduced Cockpit Workload," under section “Special skills,

Capabilities, Certification expected from the Applicant(s)” (pp.

56, main bullet points 9 and 11).

Clean Sky 2 Joint Undertaking

Amendment nr. 2 to Work Plan 2014-2015

ANNEX IV:

2nd Call for Core Partners (CPW02):

List and full description of Topics

Document ID N°: V2 Date: 07/05/2015



Index

1.1. Clean Sky 2 – Large Passenger Aircraft IAPD ............................................................................................. 6

1.2. Clean Sky 2 – Regional Aircraft IADP ....................................................................................................... 69

1.3. Clean Sky 2 – Airframe ITD .................................................................................................................... 103

1.4. Clean Sky 2 – Engines ITD ...................................................................................................................... 179

1.5. Clean Sky 2 – Systems ITD ..................................................................................................................... 211



List of Topics for Core Partners (CPW02)

Topic

Identification Code

Title Type of

Action

#

Topics

Value

(Funding

in M€)

JTI-CS2-2015-

CPW02-LPA

4 26,5

JTI-CS2-2015-

CPW02-LPA-01-07

Power Gear Box (PGB) of the flight demonstrator Contra

Rotative Open Rotor (CROR) engine

IA 5,5

JTI-CS2-2015-

CPW02-LPA-03-01

Maturation, validation and integration with the airframers

of cockpit functions and avionics technologies

IA 10

JTI-CS2-2015-

CPW02-LPA-03-02

Reduced cockpit workload IA 5

JTI-CS2-2015-

CPW02-LPA-03-03

Cockpit utility management system

Integrated cabinet for business jet and large passenger

aircraft cockpits

IA 6

JTI-CS2-2015-

CPW02-REG

2 8,5

JTI-CS2-2015-

CPW02-REG-01-03

Green and cost efficient Conceptual Aircraft Design including

Innovative Turbo-Propeller Power-plant

IA 4

JTI-CS2-2015-

CPW02-REG-02-02

Wing Integration Regional Demonstrator FTB#2 IA 4,5

JTI-CS2-2015-

CPW02-AIR

5 31,5

JTI-CS2-2015-

CPW02-AIR-01-03

Development of airframe technologies aiming at improving

aircraft life cycle environmental footprint

IA 7

JTI-CS2-2015-

CPW02-AIR-02-05

Optimized Composite Structures for Small Aircraft IA 6

JTI-CS2-2015-

CPW02-AIR-02-06

Airframe on-ground structural and functional tests of

advanced structures

IA 4,5

JTI-CS2-2015-

CPW02-AIR-02-07

More affordable small aircraft manufacturing IA 6

JTI-CS2-2015-

CPW02-AIR-02-08

Cabin systems and Ergonomics, comfort & human perception

improvements

IA 8

JTI-CS2-2015-

CPW02-ENG

4 14



Topic

Identification Code

Title Type of

Action

#

Topics

Value

(Funding

in M€)

JTI-CS2-2015-CPW02-ENG-01-04

Intermediate Compressor Frame for Ultra High Propulsive

Efficiency (UHPE) Demonstrator for Short / Medium Range

aircraft

IA 3,5

JTI-CS2-2015-CPW02-ENG-01-05

Turbine Vane Frame for Ultra High Propulsive Efficiency

(UHPE) Demonstrator for Short / Medium Range aircraft

IA 4

JTI-CS2-2015-CPW02-ENG-01-06

Business Aviation / Short Regional TP demonstrator -

Advanced Power & Accessory Gear Box

IA 3

JTI-CS2-2015-CPW02-ENG-01-07

Business Aviation / Short Regional TP demonstrator -

Advanced propeller & controls design & manufacturing and

IPPS aero-acoustic performance assessment

IA 3,5

JTI-CS2-2015-

CPW02-SYS

2 11

JTI-CS2-2015-CPW02-SYS-02-02

Adaptive Environmental Control System IA 5

JTI-CS2-2015-CPW02-SYS-03-02

Affordable future avionic solution for small aircraft, enablers

for single pilot operation

IA 6

GRAND TOTAL 91,5



1.1. Clean Sky 2 – Large Passenger Aircraft IAPD

I. Power Gear Box (PGB) of the flight demonstrator Contra Rotative Open Rotor (CROR) engine

Type of action (RIA or IA) IA

Programme Area LPA

Joint Technical Programme (JTP) Ref. JTP Version 5

Work Packages (to which it refers in the JTP) WP1.1.3

Leading Company SAFRAN/Snecma

Indicative Funding Topic Value (in M€) 5,5

Duration of the action (in Months) 96 months Indicative

Start Date1

01/04/2016

Identification Code Title

JTI-CS2-2015-CPW02-LPA-

01-07

Power Gear Box (PGB) of the flight demonstrator Contra Rotative Open

Rotor (CROR) engine

Short description (3 lines)

Flight Test Demonstrator CROR includes the Power Gear Box which is one major element of the

power system of this Contra Rotative Open Rotor. This PGB tranfers power from the PWT to the 2

propeller shafts. The two other elements of the power system are the Power Turbine (PWT) and the

shafts transmitting power to propeller blade system.

1 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all the

necessary elements are in place before.



1. Background

This Strategic Topic refers to the Joint Technical Proposal (JTP), addressing two Systems and

Platforms Demonstrators (SPD):

IADP_LPA: Platform 1 - Advanced Engine and Aircraft Configuration, WP1.1.3

This Platform will provide the environment to explore and validate

the integration of the most fuel efficient propulsion concept for

next generation short and medium range aircraft: the CROR engine.

The large scale demonstration will include extensive flight testing with

a full size demo engine (see below) mounted on the Airbus A340-600

test aircraft.

ITD Engine – WP1 Open Rotor Flight Test, 2014-2021

A second version of a Geared Open Rotor demonstrator carrying on

Clean Sky SAGE 2 achievements with the aim to validate TRL 6 will be

tested on ground and then on the Airbus A340 flying test bed (see IADP

LPA Program). From the initial SAGE 2 ground test demonstrator, some

engine modifications introducing various improvements, control system

update, and engine/aircraft integration activities will be necessary in

order to obtain a flightworthy demonstrator (Flight Test Demo-FTD)

and particularly :

o a demonstrator having compatible interfaces with the Airbus A340 flying test bed and its

systems

o a demonstrator whose parts are flightworthy parts

On the Engine Side, the objectives are to mature the following technologies, up to TRL6 through Flight

Testing of the FTD CROR Engine on the Airbus A340 flying test bed:

o New composite open rotor blades concepts optimized for aerodynamic and acoustics

o Pitch control full system for counter rotating blades

o Counter rotating structures supporting the blades

o High Power Gear Box with counter rotating outputs (PGB)

o High efficiency PoWer Turbine (PWT)

o Engine integration an installation in rear fuselage area

On the Aircraft/Engine Side, the objectives are to evaluate and demonstrate CROR

performance noise and vibration behavior through Flight Testing of the FTD CROR Engine on the

Airbus A340 flying test bed.



In the frame of this Call for Core Partner, the Applicant will be responsible for the tasks linked to the

PGB Module:

Power Gear Box for Flight Test CROR Demo Engine (FTD)

o Design adaptation of the gear box for FTD CROR Engine

o Taking into account airworthiness studies conclusions and available test data of the GTD and

the lessons learned from the GTD Gear Box. The GearBox (PGB) will need a design adaptation

and p a r t i a l tests to check the ability to fly.

o Manufacturing of new parts for demo PGB module

o Assembly / instrumentation of this demo PGB module

PGB Module for Scale 1 Component Tests

o Testing for Scale 1 Component. Note that the Rig and required adaptations parts will be of

the Applicant‘s responsibility.

o Manufacturing of two PGB Modules and of rig for Scale 1 Component Tests

o Assembly and instrumentation of the PGB module/parts and rig for Scale 1 Component Tests

o Scale 1 Component Tests: These tests are rotating, mechanically loaded, back-to-back tests

aiming at :

- demonstrating the mechanical capacity of the PGB parts and Module.

- checking the ability to fly

The associated tasks are part of WP1.1.3.1, WP1.1.3.2, WP1.1.3.4 and WP1.1.3.5 as described in the

Work Breakdown Structure (WBS) hereafter:



2. Scope of work

The Scope of work deals with the following strategic objectives:

On Engine Side,

‒ to mature PGB Technologies, up toTRL6 through Flight Testing of the FTD CROR Engine on the

Airbus A340. The flight test will be made with the FTD CROR Engine including the new PGB after

qualification of the engine through the Pass-Off test on the Ground Test Facility to validate the

design of the PGB for flight airworthiness to TRL5 through Scale 1 Mechanical Component Tests

of the PGB aiming at demonstrating performance (i.e. power consumption) and mechanical

behavior.

On the Aircraft/Engine Side, to contribute to the objectives of evaluating and demonstrating CROR

performance noise and vibration behavior through Flight Testing of the FTD CROR Engine on the

Airbus A340 flying test bed

As part of WP 1.1.3.1 of the IADP_LPA (Propulsion System Integration), it will cover:

‒ Analysis of flight test airworthiness

‒ Analysis of available test data on SAGE 2 PGB

‒ Participation in Propulsion System Integration studies, consisting in:

- Summarizing lessons learned from SAGE 2 PGB

- Taking into account these results into the updating of integration studies for the FTD CROR

As part of WP 1.1.3.2 of the IADP_LPA (Modules Adaptations or Modifications), it will cover:

‒ Adaptation of Design or Re-Design of PGB for Flight Test CROR Demo Engine (FTD)

‒ Manufacturing of one PGB for Flight Test CROR Demo Engine (FTD) and spare parts.

‒ Assembly and instrumentation of PGB for Flight Test CROR Demo Engine (FTD)

As part of WP 1.1.3.4 of the IADP_LPA (Components Maturation Plan), it will cover:

‒ Manufacturing of 2new PGBs and their equipment for Scale 1 rig tests (rotating, mechanically

loaded, back-to-back test). The configuration of theses PGBs is the same as the new PGB of the

FTD CROR Engine.

‒ Assembly and instrumentation of 2 PGB for Scale 1 Rig Test

‒ Design and Manufacturing of Scale 1 Rig Test (forward and aft adaptation sleeves, driving shafts,

bearings, bearing supports, oil and air sumps)

‒ Scale 1 Rig Tests of the PGB Modules.

As part of WP 1.1.3.5 of the IADP_LPA (Preparation and participation in Flight Test Demo) :

‒ Support for PGB Module during Flight Test CROR Demo Engine (FTD) including prior Pass-Off test

in Ground Test Facility. This support includes:



- participation in reviews before and after CROR Pass-Off test and Flight Test (Test Readiness

Reviews) for PGB

- monitoring of PGB parameters during CROR Pass-Off test and Flight Test

- participation in inspection of PGB parts if needed

- repair or replacement of PGB parts and measurements if needed

- delivery of two test reports for the PGB Module: CROR PGB Pass-Off test and Flight Test

Reports



3. Major Deliverables/ Milestones and schedule (estimate)

Deliverables

Ref. No. Title - Description Type Due Date

D1 Analysis of flight test airworthiness: conclusions of studies

for PGB of FTD CROR demo engine

R

T0 + 2 months

D2

Analysis of available test data on SAGE 2 PGB: Report of

lessons learnt especially versus capacity of Ground Test

Demo (GTD) PGB and ability of GTD PGB for Flight Test

R

T0 + 8 months

D3 PGB for FTD CROR demo engine: concept and feasibility

report

R and RM T0 + 11

months

D4

Adaptation of Design or Re-Design of PGB for Flight Test

CROR Demo Engine (FTD): Preliminary Design Review and

Report

R and RM

T0 + 14

months

D5 Design of PGB for Flight Test CROR Demo Engine (FTD):

Critical Design Review and Detailed Design Report

R and RM T0 + 26

months

D6

PGB: components tests plan

PGB components tests

Readiness review

R and RM

T0 + 28

months

D7 PGB: hardware delivery to Mechanical component test

facility

D T0 + 28

months

D8

PGB: Mechanical component testing completed

- completed with hardware

- inspection review and report

RM

T0 + 35

months

D9

PGB: component test reports

R T0 + 38

months D10 PGB: hardware delivery to engine test stand D T0 + 38 month

D11

Engine readiness review

Documentation for PGB:

- Delivered Hardware status

- Instrumentation

- Engine Test Plan requirements

R and RM

T0 + 44 month

D12 Engine Pass-Off test (ground test) report for PGB R T0 + 56 month

D13 Engine Flight Test report for PGB R T0 + 71 month

D14 Lessons learnt for PGB R T0 + 77 month



Milestones (when appropriate)

Ref. No. Title – Description Type Due Date

1 Decision for launching manufacturing and testing phases** R & RM T0 +17 months

*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone

**This decision will be made by Snecma before launching the supply of Long Lead Time Items , taking

into account several factors :

- Maturity of the design

- Capability for flight test operation

- Any other external factor

Call for Core Partners (CPW02) Topic Description


Overall CROR SNECMA Schedule

2014 2015 2016 2017 2018 2019 2020 2021 2022

3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4

Demonstrator ground test M0: 1st run ▼ ▼ D0: Results, GT Inspection (Clean Sky SAGE 2) Analysis of Gap between GT and FTD specifications ▼ M1: F-PDR Preliminary design phase ▼ M2: F-CDR Detailed Design Rawparts ▼ M3: Pylon/mounts delivery Manufacturing ▼ Instrumentation Build 2 (start of assembly flight engine) Rig tests for permit to fly Design, manufacturing & assembly of test bench

adaptation ▼ D1: Engine & bench ready for ground test

▼ M4: Flight test demo - 1st run on ground Pass-off test M5: Engine FRR ▼ ▼ M6: First Test in Flight Flight Test Demo - First Test D2: Engine delivery ▼ ▼ D3: Report on Flight Test Result analysis flight test results



4. Special skills, Capabilities, Certification expected from the Applicant(s)

‒ Expertise and skills

‒ Design of aeronautic commercial engine high Power high density geared systems: lubrication,

thermal mechanics, vibrations

‒ 3D modeling and 3D CFD

‒ Manufacturing of aeronautic commercial engine structural and rotating parts or modules

including gears

‒ Inspection means and expertise for quality assessment of produced part

‒ Material characterization especially for fatigue characteristics (HCF, LCF)

‒ Instrumentation and mechanical component test capability

‒ Quality manual to ensure quality of design, materials, manufacturing, instrumentation, test,

conditioning and shipping of hardware

‒ Risk Analysis, Failure Mode and Effect Analysis

‒ Demonstrated capability to deliver PGBs able to be integrated on an actual scale 1 Flying Test

Bed

‒ Capabilities and track record

‒ Company qualified as an Aeronautic Supplier for Product Commercial Engine Parts

‒ Company certified for Quality regulations (ISO 9001, ISO 14001) and for Design of engine

subsystems or modules (CSE, Part 21, Part 145)

‒ Competences to deal with risks associated to the action:

At SPD level:

‒ Background in Research and Technology for aeronautics especially on Geared Turbofan

Demonstrators and Gear System parts.

‒ Background in delivery of instrumented part(s) or module(s) for scale 1 engine

demonstrators, experience in design ,manufacturing and testing of high power high density

gear systems and associated parts (P=23 MW, weight 300 kg, indicative outer diameter

0.75m)

At applicant level:

‒ Background in Research and Technology for aeronautics

‒ Project Management capability for 10M€ project

‒ Quality Management capability for 10M€ project

‒ Exchange of Technical Information through network: 3D models of parts, Interface Control

Documents

‒ Digital Mock-Up

‒ 3D models available at CATIA format



‒ Expertise

‒ Available in the internal audit team

‒ Resources in house for design, manufacturing, material, instrumentation, tests

‒ Intellectual property and confidentiality

‒ Snecma will own the specification, while the Core Partner will own the technical solutions

that he will implement into the corresponding subsystems.

‒ Snecma information related to this programme must remain within the Core Partner; in

particular, no divulgation of this strategic topic to Core Partner affiliates will be granted.

‒ Ownership and use of the demonstrators

‒ The Core Partner will deliver demonstrator parts to Snecma. Each part integrated or added in

the demonstrator will remain the property of the party who has provided the part.

‒ Notwithstanding any other provision, during the project and for five (5) years from the end of

the project, each party agrees to grant to Snecma a free of charge right of use of the relevant

demonstrator and its parts.

‒ After the end of the period, each party may request the return of the parts of the

demonstrator(s) that it provided. If the concerned parts are returned, no warranty shall be

given or assumed (expressed or implied) of any kind in relation to such part whether in

regard to the physical condition, serviceability, or otherwise.



5. Glossary

ACARE Advisory Council for Aeronautics Research in Europe

AIP Annual Implementation Plan

ATM Air Traffic Management

CDR Critical Design Review

CFP Call for Proposals

CROR Counter Rotating Open Rotor

CS2 Clean Sky 2

CS2 JU Clean Sky 2 Joint Undertaking

EC European Commission

FTD Flight Test Demonstrator

GTD Ground Test Demonstrator

IADP Innovative Aircraft Development platform

ITD Integrated Technology Demonstrator

LLTI Long Lead Time Items

SPD Strategic Platform Demonstrator

STD Strategic Topic Description

TA Transverse Activities

TE Technology Evaluator

TP Technology Products

TRL Technology Readiness Level

WP Work Package



II. Maturation, validation and integration with the airframers of cockpit functions and

avionics technologies


Programme Area IADP LPA

Joint Technical Programme (JTP) Ref. JTP version 5

Work Packages (to which it refers in the

JTP)

WP3.1, 3.2, 3.3, 3.4, 3.5

Leading Company AIRBUS and DASSAULT-AVIATION

Indicative Funding Topic Value (in M€) 10

Duration of the action (in Months) 96 Indicative

Start Date2

01/04/2016

Identification Number Title

JTI-CS2-2015-CPW02-LPA-

03-01

Maturation, validation and integration with the airframers of cockpit

functions and avionics technologies


The purpose is to develop a large number of innovative cockpit functions and CNS technologies. The

objective is to reach TRL 5/6 maturity through integration in cockpit demonstrators. The final

objective is the large aircraft disruptive cockpit with spin offs for incremental development on

business jet and large aircraft.

2 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all

the necessary elements are in place before.



1. Background

This Core Partnership is to be hosted within the LPA Platform 3 “Next Generation Aircraft Systems,

Cockpit and Avionics”. The ultimate objective of the LPA platform 3 is to build a highly representative

ground demonstrator to validate a Disruptive Cockpit concept by 2023 to be ready for a possible

launch of a future European Large Aircraft (LA).

Most of the components of the ground demonstrator will be simulated. Integrating real equipment

and flight testing technologies will be done only when this adds a significant value: either to ensure

the validation of the disruptive cockpit concept or to check that individual technologies can be

properly integrated in a large aircraft cockpit.

Although the Disruptive Cockpit is the main target of LPA platform 3, some of the technologies that

will be worked out may find an earlier application. These technologies spin-offs would be candidate

for an incremental development of the existing family of commercial airplanes either LA or business

jets (bizjets). These technologies will be declared successful only if they are fully integrated together

with the operational concept and organisation of current state of the art cockpits. Such integration

platform is identified as an “Enhanced Cockpit”

On bizjets the ambition is to introduce incremental but significant innovations in terms of navigation,

sensors and MMI, in existing cockpit concepts. The focus will be on maturation to sufficient maturity

to support deployment in the early 2020s, and on integration in the cockpit and assessment of

installed performances, which will be specific to the operations of bizjets. So there will be three

major steps expected from the candidate for bizjets:

By the end of 2017, the concept must be established for the three main ingredients of the

innovative Bizjet cockpit:

o Guidance functions for “always easier flight”: identified functions are related to approaches,

see 3.1.1.1 and 3.1.1.2

o Navigation capacities using new sensors, see 3.1.1.4

o Innovative MMI concepts using multimodal tactile & voice based controls, see 3.1.3.2

By the end of 2018, each of the innovations will have been tested separately in a representative

environment which is described in the relevant paragraph. The choice of functions and

technologies integrated will be reviewed and amended as required based on available results on

all technologies, possibly integrating other developpements such as pilot monitoring and head

worn displays.

By the end of 2020, based on the results of the first step, a second more integrated design and

evaluation will have been performed, normally leading to a TRL of 6.

Between 2020 and 2022, the final tests integrating the new sensors will have been completed,

see 3.1.1.4

For both bizjets and LA, the studies will start at TRL 3 to 4 with the analysis of the intended functions

and elaboration of operational concepts, continue with integration and simulations based on

evolution of cockpit demonstrators, and when necessary lead to flight tests of an elementary

technology to reach TRL5/6.



Based upon airframer’s requirements, the future Core Partner (CP) is expected to support both

airframers Dassault Aviation and Airbus, starting with concept studies, capture of requirements,

development of demonstrators and testing. In particular integration and testing in representative

cockpits will be expected from the core partner using his own facilities, as well as providing hardware

and software for tests on Dassault Aviation and Airbus test facilities.

The innovations brought by this strategic topic are addressed across three main

domains:

Always easier flight functions, which will improve:

o Automatic approach and landing system availability,

o Situational awareness on ground through obstacle detection coverage,

o Head up man machine interface miniaturization,

o Navigation equipment performance & cost.

Man machine efficiency, which will improve:

o Communication with ATC thanks to embedment of voice to system technologies,

o Pilot immersion through multi-modal integration and tactile interface.

Air ground communication, which will improve:

o Quality of service and equipment cost thanks to modular radio avionics and routers

technology.



2. Scope of work

WP 3.1.1: Functions for « always easier flight »

The purpose of this sub-work package is to provide additional detection capabilities to further

decrease sensitivity of operations to external environment while maintaining high levels of safety.

Such capability provides to the pilot better and more reliable situational awareness during all phases

of operations, especially during approach and on the ground.

o WP 3.1.1.1: Guidance approaches & landing systems:

Two main objectives are pursued:

Develop and integrate an approach stabilisation assistant: develop and demonstrate an

application prototype of decision tool to optimize timing of configuration changes to

reduce both the number of unstable approaches and the fuel consumption noise

emission during last approach phase. Robustness to aircraft configuration and weather

conditions will be key to success.

- Cockpit concept,

- Define algorithms by use of aircraft performance data,

- Define HMI with respect to human-factors best practices and optimum user

experience,

- Demonstrate robustness, performance and compatibility with pilot work load.

Develop and integrate an advanced Continuous Descent Approach (CDA) guidance

approach mode: Demonstrate an operational and technical feasibility of a new control

mode to optimize Descent.

- Operational feasibility study (ATC and Crew perspective),

- FMS and automatic flight control high level requirements on implementation of new

control mode providing optimized Descent on fuel and noise,

- Validation on simulator.

To achieve these objectives, the CP will:

- Contribute to the requirements definition.

- Elaborate the functions

- Integrate the functions in existing bizjet concepts to the level required to support

demonstration

- Demonstrate the functions in a realistic environment, in cooperation with

Dassault Aviation

TRL Objectives : for the Guidance approaches & Landing systems, the target is to reach a

maturity level at completion comprises between 5 and 6

o WP 3.1.1.2: Collision avoidance on ground

Airport taxiway, apron and ramp are more and more crowded. Hence, in poor weather condition

the risk of collision at low speed with another airplane or a ground vehicle is real. Means to

support the crew navigating this area is thus needed.



This CP activity must be divided into two phases:

Investigation of potential enhancement of the currently installed sensors and

opportunities assessment to introduce new onboard sensors for the obstacle and debris

detection.

Design of the interfaces to the sensors and display unit, pre-processing of the

information to defined form and design of the fusion module shall be done.

The following innovative technologies shall be developed by the CP:

On-board obstacle, object and debris detection sensors,

Terrain and obstacles databases ,

Real-time surface data fusion via reliable data link,

3D external scene rendering capability,

Surveillance equipments to be integrated on ground cockpit demonstrator.

TRL Objectives: for the collision avoidance on ground, the target is to reach a maturity level at

completion comprises between 5 and 6.

o WP 3.1.1.3: Head Worn Display:

The main objective is to enhance crew operation by using visual projection technologies. Head

Worn Display activities are two-fold:

define System requirements for novel head-out vision systems,

explore new cockpit applications enabling higher situational awareness and operational

benefits.

Requirements for the implementation of Head Worn Display technologies deal both with

technological aspects (e.g. brightness …) and human factors (e.g.: induced fatigue …).

TRL Objectives: for the Head Worn Display, the target is to reach a maturity level at completion

comprises between 5 and 6

o WP 3.1.1.4: New navigation sensor and Hybridization:

Enhancement in navigation is required to support gate to gate navigation which will have a huge

impact on future cockpits and pilot tasks. Improvement axes are twofold:

in flight: increase integrity of attitude, speed, heading and possibly position data while

decreasing overall cost of the navigation platform. Special attention shall be given to the

robustness of the architecture during the approach and landing phase,

on ground: increase of speed and position accuracy, improvement of data integrity while

limiting cost impacts.

The CP activities shall address both LA and business jet. However, each will have their specific

requirements (among other in terms of architecture), goals (among other in terms of

expected operational benefits) and specific demonstration platform.

Dual Frequency Multi Constellation (DFMC) GNSS

The aim is to demonstrate improved attitude, velocity and position (integrity, availability

and accuracy) in all flight phases worldwide enabled by the use of several GNSS

constellations for the aircraft navigation system. The activities are to support



development effort to mature DFMC GNSS receiver.

High end Micro ElectroMechanical Systems (MEMS) inertial sensors

The aim is to demonstrate feasibility and mature necessary technologies to build a MEMS

inertial unit satisfying flight controls needs (including autopilot). This will allow to

drastically reduce the cost of inertial systems which are at the heart of aircraft navigation

architecture.

Hybridized Navigation systems

The aim is to achieve:

- better integrity on attitude and better accuracy on heading in all flight phases,

- better integrity and continuity of position and velocity data during approach and

landing,

- better accuracy of position and velocity data during taxiing,

- alternative navigation aids (or sensors) for the purpose of achieving above objectives.

TRL Objectives: for the new navigation sensor and hybridization system, the target is to reach a

maturity level at completion comprises between 5 and 6

WP 3.1.3: Functions and solutions for man-machine efficiency

The goal here is to simplify the relationship with the aircraft, enhance situational awareness and

manage crew workload by

- providing more intuitive interactions and representations (natural, quick, ...) ,

- keeping “man in the loop” knowing the “status” of the crew.

o WP 3.1.3.1: Pilot Monitoring System:

The studied pilot monitoring technologies activities are to:

identify the relevant physiologic parameter for stress and fatigue pilot measurement,

define pattern for pilot behavioural during complex environment, critical phase of flight

or degraded conditions,

develop new non-intrusive suite of parametric sensors,

have new data acquisition and processing pilot monitoring system,

develop new concept for prognostic and diagnostic techniques applied to pilot

monitoring.

TRL Objectives : for the pilot monitoring system, the target is to reach a maturity level at completion

of 6 and for fatigue monitoring, the same level of maturity is to be reached by 2020.

o WP 3.1.3.2: Voice to System & Multimodality

Multimodal cockpit is a key concept to reduce crew workload and facilitate functional using. The

purpose of this sub-work package is to provide new technologies to provide a multimodal cockpit

including: ATC/AOC to system voice recognition system, pilot to system natural voice recognition



system, multimodal integration. It relies on a HMI framework for an easy

modalities/commands/displays configurations.

System able to understand voice from ATC/AOC:

Understanding what Air Traffic Controller is communicating to the crew can be sometimes

difficult because of noisy transmission, controllers & crew English skills or pronounced

regional accents... Having the message in written would be therefore helpful. The CP activity

shall therefore consist in developing a voice recognition software fitted to aviation

application.

Multimodal integration: within the LPA platform 3, the “Multimodal integration” study

objectives are:

- To choose, define and prototype the well suited natural speech recognition engine

technology for the enhanced cockpits as well as the avionics integration taking into

account safety requirements

- To develop and assess speech applications examples taking into account airframer

functional and performance needs. These applications shall take into account the

integration in the avionics and how shall be the response to voice input.

- To define avionics integration constraints regarding safety constraints which shall be

defined (DAL level, partial or complete re-design, system & software architecture).

- To Define and develop the process & tool framework for prototyping, configuration

and V&V for multimodal interaction (touch, speech, …)

• Analyze and prioritize OEM needs in terms of prototyping, specification,

development and V&V of touch screen / speech HMI

• Conduct a survey of existing candidate tools, perform a gap analysis vs OEM

needs and down-select the preferred tool suite,

• Develop the framework

• Validate the framework: integration and evaluation of the framework

functionalities.

- To develop multimodal applications crossing touch, speech and eye-tracking.

TRL Objectives: for the HMI framework and speech application, the target TRL is 6. For multimodal integration the target TRL is 5.

Tactile HMI: as future cockpits have to be more intuitive, direct interactions (tangible

user interface) are key elements in the design of natural cockpits. Touch interaction is

well popularized by mass electronics consumer. The work is to choose fitted touch

technologies and functions for business aircraft cockpits as well as integration concept

regarding aircraft environment constraints. The “Tactile HMI” study objectives are:

- To choose, define and prototype the well suited touch screen hardware/software

technology for the enhanced cockpits as well as the avionics integration taking into



account safety requirements

- To develop and assess (cognitive and physical ergonomics) touch screen applications

examples taking into account airframer functional and performance needs,

- To define avionics integration constraints regarding safety constraints which shall be

defined (DAL level, partial or complete re-design, system & software architecture).

TRL Objectives: for the touch hardware, integration and ergonomics, as well as for the touch

application, the target TRL is 6.

WP 3.2.1: Flexible Communication

The purpose of this work package is to study and demonstrate the following innovative technologies:

Modular Radio Avionics and ATN/IPS router.

o WP 3.2.1.1: Modular radio avionics:

Software Defined Radios (SDR) are expected to bring benefits in term of weight, volume, cost,

wiring, and power consumption reduction and flexibility to accommodate the evolutions of air-

ground communication technologies. These benefits are expected to be first demonstrated in

phase 2 (cf. JTP LPA Platform 3), using real SDR equipments, in integration with the Enhanced

Cockpit, with the operation of current radio communication technologies , on ground or in flight

as appropriate. In phase 4, for the disruptive cockpit, convergence of SDR and future aircraft

platforms is expected to be demonstrated with the operation of multiple current and future

radio communication technologies hosted on a unified and converging shared platforms

environment (aircraft virtual platform). Part of the activity should also be the development of

integrated multi-band antennas. Smart antennas technology will have to be assessed for

Surveillance functions such as TCAS and Transponder.

The CP shall:

In phase 1 (Target TRL3):

Contribute to the study and assessment of the different possible flexible radio alternative

architectures for the Enhanced cockpit and for the disruptive cockpit, with consideration of

possible synergies in between modular radio avionics and other aircraft avionics technologies.

Define and start developing the generic technological bricks (generic SDR platform, waveforms,

and generic front end/antenna sub-systems)


- Develop a modular radios set for the Enhanced cockpit, in integration with other

systems, and able to provide a set of current air-ground radio communication services

offering VHF, VDL Mode 2, INMARSAT SBB (including IRIS precursor) communication

services in the scope of the Enhanced cockpit, in integration with other systems.

- Verification and validation activities on ground or in flight as appropriate.

In phase 3 (Target TRL5 & 6):



- Adapt and extend the modular radio components to study and demonstrate

convergence and unification of SDR and future avionics platform, and the capability to

operate multiple current and future radio communication technologies that will allow

to additionally mimic the services and performances of future LDACS, AeroMACS,

and future satellite radio systems, in interoperation with the ATN/IPS router, and to

assess a number of communication link reconfiguration and temporal/geographical

transition scenarios within the scope of the disruptive cockpit.

- Verification and validation activities.

o WP 3.2.1.2: ATN/IPS router:

ATN/IPS, based on Internet Protocol communications, is the future aeronautical network

technology being standardised by ICAO. It is intended to replace current solutions based on

ACARS and ATN/OSI protocols. The ATN/IPS protocols must be operated by a new ATN/IPS

router, which will have to be considerably more performant than current routers and will be able

to sustain the multi-mega-bits-per-second throughput of future high bandwidth air-ground

radiocommunication systems.

The main objective will be to design and develop an avionic ATN/IPS router that can be

integrated in the cockpit avionics environement. The deliverables of the project will provide the

evidences to reach a TRL 6 maturity.



The Core partner shall:


- Contribute to the requirements definition,

- Contribute to the high level architecture specification of ATN/IPS router,

- Provide an assessment of the expected performances,

- Provide an assessment of the capability to certify the function at the required Design

Assurance Level (as component of a safety impact function).


- Refine the architecture according to a phase 2 target validation environment,

- Perform the detailed design of the ATN/IPS router,

- Develop an ATN/IPS router (software and possibly hardware) compliant with Aircraft

interfaces (user applications, management systems, radio components),

- Test an ATN/IPS router prototype in a representative environment, including the

Avionics environment and the ground environment (ATN/IPS ground network).

In phase 3 (Target TRL5 & 6):

- Adapt and customize the ATN/IPS router according to the phase 3 final validation

environment (virtual or real),

- Validate an ATN/IPS implementation with an end-to-end ATM use-case application

provided by Airbus (demonstrate interoperability and performances), and in integration

with the modular radios components (virtual or real).

WP 3.3: Next generation cockpit functions flight demonstration:

The flight tests objectives are summarized in the table below:

Flight test Objectives

Pilot Monitoring Demonstration of the capability of a system to detect different levels of crew

incapacitation. The test vehicle would be airplanes in airline operations,

equipped with a crew monitoring system.

Approach Stabilization

Assistant

Demonstration of the function on a test airplane. Approach stabilisation

assistance flight test

Ground collision avoidance Demonstration of the capability of the onboard system to detect moving

vehicles and fixed building. The test vehicle will be a test aircraft, moving

around an airport in low visibility conditions.

Head Worn Display Demonstration of the capability to perform approaches and landing with the sole

means of this system. The test vehicle will be a test aircraft.



Flight test Objectives

Ground/board

communication

Smart Antennas

Demonstration of communication link performance (smart antenna and SDR

communication unit). The test vehicle will be a test aircraft.

Demonstration of surveillance function (TCAS, XPDR) performances of Smart

Antenna on test aircraft.

New navigation sensors and

hybridization

Validation of the accuracy, availability and integrity of navigation parameters

either directly measured or merged (hybridization) from different sources

(IRS/AHRS/GNSS). The test vehicle will be a flight test airplane.

Always and everywhere available localisation function based on MCMF

sensors: Flight tests to demonstrate the identified operational benefits.

Always and everywhere available localisation function based on hybridization:

Flight test campaign using prototypes to assess performance of GPS/INS and

to collect data for GNSS/INS

Voice to System Demonstration of the versatility of the system and of its robustness to different

accent and mother tongue of air traffic controllers. The test vehicle would

be airplanes in airline operations.

The CP activities for these tests are:

o Ground testing in representative cockpit simulator of new cockpit integrating innovations

from WP3.1 Flight testing of selected more critical function with one or both of these

options:

Deliver prototypes of some of these functions with a maturity level sufficient to be

qualified for flight testing and support aiframer or airline flight tests,

Flight test on CP aircraft.

WP 3.4: Enhanced cockpit demonstration with innovative functions & technologies:

The objective is to check that the value added to the airplane is worth the investment and to check

that the candidate technology can properly be integrated into the targeted platform. Components or

functions that are targeting embodiment on existing or derivative aircraft will be integrated in

existing simulators:

o a versatile one (like Airbus MOSART) to integrate a customized version of the generic Cockpit

Display System and of the Flight Management System (both from ITD Systems WP1),

functions and technologies developed in WP 3.1 and 3.2 and in SEFA, functions developed in

SESAR. The operational concept will be “one step beyond” A350 concept, although not a step

change (for the new technologies to be reasonably candidate for early embodiment in a

derivative version of an existing large passenger aircraft),

o specific ones (like an A320 simulator) to integrate technologies with a direct application on

an existing large passenger aircraft. When relevant, other specific simulator (e.g. bizjets) will



be pursued to demonstrate integration of the functions in a full cockpit environment.

The CP activities for the enhanced cockpit demonstration are:

o Deliver prototypes with a maturity level sufficient to be integrated onto the enhanced

cockpit,

o Support prototypes integration on the enhanced cockpit,

o Support testing phase.

WP 3.5 : Disruptive Cockpit demonstration:

The key objective is to develop a highly representative cockpit simulator, embedding all the novel

functionalities and allowing demonstrating the flight operations in a realistic (simulated)

environment. The ground demonstrator is foreseen to be similar to existing MOSART and is likely to

re-use existing components. The demonstrator will be built to:

o Simulate the complete cockpit and to be fully representative as seen by the crew,

o Integrate real and simulated components,

o Be flexible enough to support the evaluation of different configurations in term of physical

and functional organization (i.e. different seats location, different fly controls, different data

displayed) and to switch easily between real and simulated components.

This real time, crew-in-the-loop simulator will include all the functionalities needed to validate the

proposed concepts, and – when relevant – will include real hardware from avionic platforms and

embedded functions. To ensure that the simulation of a component is sufficiently representative,

testing of such component on a dedicated test bench may be required. Having an overall validation

plan is thus mandatory. It may prove simpler to integrate the component in the ground

demonstrator. This decision will be taken based on evidences during the gate review scheduled prior

to the demonstrator integration launch. Putting the crew in a quite realistic simulator (functions,

ergonomics, performances of the systems, external operational environment including adverse

conditions) will allow for comprehensive validation of the novel type of operations.

The CP activities for the disruptive cockpit demonstration are:

o Deliver prototypes and models with a maturity level sufficient to be integrated onto the

disruptive cockpit,

o Support prototypes integration on the disruptive cockpit,

o Support testing phase.

More specifically, for the aircraft virtual platform of WP3.5, the CP activities are detailed

hereunder. Within WP3.5.3, the CP shall support the airframer to set up a common methodology and

approach between airframer and supplier to be able to create a virtual platform in both simulated

and real environment necessary to demonstrate the new cockpit functions. To meet these objectives

the following activities will be done:

o The CP will support the Airframer in WP3.5.3.1 to define the architecture of the Platform

demonstrator and perform the selection of the simulated components and define the



representativeness. The participation to this WP will allow the core partner to define and

validate the platform component necessary for the demonstration.

o The CP will develop within WP3.5.3.2 a set of HW models based on aircraft virtual platform

methodology (TRL4/5) to be integrated in the aircraft virtual platform and to validate it.The

core partner will integrate and validate the behaviour of the applications on the aircraft

virtual platform based on the use cases defined for the Disruptive Cockpit (WP3.5.3.4.1).

o The CP will ensure the support and the update of the simulated components of the Virtual

Platform (WP3.5.3.4.2) all along the demonstration and perform the assessment of the

aircraft virtual platform.

Core Partner integration verification & validation

The Core Partner shall demonstrate that the proposed technologies are compatible amongst

themselves.

Examples of technologies to be integrated are:

o End to end interface with the crew, with on one hand guidance & landing systems (WP

3.1.1.1), collision avoidance (WP 3.1.1.2), voice to system (WP 3.1.3.2) and on another hand

head-worn display (WP 3.1.1.3) and tactile HMI (WP 3.1.3.3),

o Navigation system (WP 3.1.1.4) and related functions (from guidance WP 3.1.1.1 to tactile

HMI WP 3.1.3.3),

o End to end voice treatment, with on one hand “the pipe” (flexible communication WP 3.2.1)

to the “ATC voice to system” function (WP 3.1.3.2.1) and multimodal integration (WP

3.1.3.2.2).

An integration V&V plan shall be submitted for approval and then executed. Enhanced LA,

incremental bizjet and disruptive LA cockpits shall be covered.




Deliverables


Application

3.1.1.1 CDA Operational feasibility study Report T0 + 12 BJ

Validation Report of

validation

tests

T0 + 18 BJ

FMS and Flight Control high level

requirements on implementation of

new control mode providing optimized

Descent on fuel & noise

Concept

Specification

and

integration

report

T0 + 24 BJ

3.1.1.1 Asta Definition of algorithms by use of

aircraft performance data

Concept

specifiation

report

T0 + 18 BJ

Define HMI with respect to human-

factors best practices and optimum user

experience

Report T0 + 18 BJ

Laboratory / flight tests Report T0 + 24 BJ

3.1.1.1 Surv WP 3.1.1 Phase 2 Prototype validated in

the lab

Report T0 + 36 LA

Phase 1: Subset of prototypes available

for ground and flight testing in 2017

Flight

Prototype

T0 + 24 LA

Phase 2: Full set of prototypes available

for ground and flight testing in 2020

Prototype T0 + 48 LA

3.1.1.2 Surv Detection capability analysis Document T0 + 24 LA

Architecture description Document T0 + 24 LA

Test report Document T0 + 24 LA

3.1.1.3 HWD HWD fly-ready prototype Prototype T0 + 24 LA

Performance analysis Document T0 + 24 LA

3.1.1.4.1.1

Nav-

DFMC

Navigation Performance improvement

analysis using DFMC GNSS (simulation

results)

Report T0 + 24 LA

DFMC GNSS Go/NoGo decision gate Decision file T0 + 24 LA

DFMC in field data collection Flight tests

report

Report T0 + 48

T0 + 36

LA

BJ



Deliverables


Application

3.1.1.4.1.2

Nav-

inertia-

proto

MEMS AHRS with GPS hybridization Flight

prototype

T0 + 24 BJ, LA

Navigation test platform:

MEMS AHRS with GPS (*)

hybridization

IRS with GPS (*) hybridization

consolidation module

Flight

prototype

T0 + 48

T0 + 36

LA

BJ

MEMS AHRS hybridized with GPS (*)

and alternative sensors for Gate2Gate

demo

Flight

prototype

T0 + 96 BJ, LA

Flight tests using a DFMC GNSS/INS

prototype to demonstrate the identified

operational benefits of Hybridization

Flight

prototype

T0 + 84 BJ

3.1.1.4.1.3

Nav-

inertia-

models

Simulation model for MEMS AHRS Model T0 + 12 LA

Simulation model for MEMS AHRS with

GPS hybridization

Model T0 + 24 LA

Simulation model for MEMS AHRS

hybridized with GPS and alternative

sensors

Model T0 + 36 LA

3.1.1.4.1.4

Nav-

inertia-

reports

Phase 1: Validation report on

performance of MEMS GPS-AHRS

Report T0 + 24 LA, BJ

Validation report on performance of

high integrity navigation solution and

data collection report for GNSS/INS

Report T0 + 36 BJ

Phase 2:Validation report on

performance of high integrity

navigation solution

Report T0 + 48 LA

Validation report on performance of

DFMC GNSS/INS navigation solution

Report T0 + 84 BJ

Phase 3:Validation report on

performance of high accuracy / integrity

navigation solution for Gate2gate (LPA

only)

Report T0 + 96 LA

3.1.3.1 Pilot Detection coverage analysis Document T0 + 24

T0 + 48

LA, BJ



Deliverables


Application

Mon. Test report Document T0 + 24

T0 + 48

LA, BJ

Fly-ready prototype Prototype T0 + 24

T0 + 48

LA, BJ

3.1.3.2 Voice to

System

Test report Document T0 + 24

T0 + 48

LA, BJ

Fly-ready prototype Prototype T0 + 24

T0 + 48

LA, BJ

WP 3.1.3.2

HMI HMI Avionics constraints & qualification

process document

Specification T0 + 12 BJ

Touch technology & architecture

(display prototype)

Demonstrator T0 + 24 BJ

Touch & Speech applications demo 1 Demonstrator T0 + 36 BJ

Touch & Speech application assessment

report 1

Report T0 + 42 BJ

Touch & Speech applications demo 2 Demonstrator T0 + 48 BJ

Touch & Speech application assessment

report 2

Report T0 + 54 BJ

HMI process & tools description

document


HMI framework prototype Demonstrator T0 + 24 BJ

HMI framework prototype evaluation

report

Report T0 + 30 BJ

HMI framework v2 Demonstrator T0 + 36 BJ

HMI framework v2 evaluation report Report T0 + 42 BJ

Multimodal concept description

document


Multimodal prototype Demonstrator T0 + 48 BJ

Multimodal prototype 1 evaluation

report

Report T0 + 54 BJ

WP3.2.1.1

Modular

radios

systems

(Phase 1)

Study/ assessment of possible

alternative modular radio systems

architectures

Document T0 +12 LA

Study/ assessment of possible synergies

between modular radio systems and

future aircraft platform systems

Document T0 +12 LA



Deliverables


Application

Baseline modular radio components

requirements

Specification T0 + 12 LA

Dossier of the development of the

baseline modular radio components

Development

dossier

T0 + 18 LA

WP3.2.1.1

Modular

radios

systems

(phase 2)

Specification of the modular radio

systems for the enhanced cockpit



modular radio components for the

enhanced cockpit

Development

dossier

T0 + 36 LA

Modular radio components for the

enhanced cockpit

Equipment T0 + 48 LA

WP3.2.1.1

Modular

radios

systems

(phase 3)

Specification of the modular radio

systems for the disruptive cockpit



modular radio components for the

disruptive cockpit

Development

dossier

T0 + 60 LA

Modular radio components for the

disruptive cockpit

Equipment T0 + 72 LA

WP3.2.1.2

ATN/IPS

router

(Phase

1)

ATN/IPS Router functional

Requirements


ATN/IPS overall architecture document Document T0 + 12 LA

ATN/IPS Verification & Validation

strategy plan

Document T0 + 15 LA

WP3.2.1.1

ATN/IPS

(Phase

2)

ATN/IPS prototype specification phase 2 Specification T0 + 30 LA

ATN/IPS router prototype (SW & HW) Demonstrator T0 + 42 LA

ATN/IPS router prototype verification

report for phase 2

Document T0 + 42 LA

ATN/IPS validation report for phase 2 Document T0 + 48 LA

WP3.2.1.1

ATN/IPS

router

(Phase

3)

ATN/IPS prototype specification phase 3 Specification T0 + 54 LA

ATN/IPS router prototype update

(SW&HW)

Demonstrator T0 + 60 LA

ATN/IPS router prototype verification

report for phase 3

Document T0 + 62 LA

ATN/IPS validation report for phase 3 Document T0 + 68 LA



Deliverables


Application

WP3.5.3 Aircraft

Virtual

Platfor

m

WP 3.5.3.1 Compliance strategy with

respect to the virtual platform

requirements

Report T0 + 18 LA

WP 3.5.3.2 Equipments Model for

Aircraft Virtual Platform

Models T0+42 LA

WP 3.5.3.2 Aircraft Virtual Platform

Model Verification

Report T0+48 LA

WP3.5.3 Aircraft

Virtual

Platfor

m

WP 3.5.3.4.1 Aircraft Virtual Platform

Application Verification

Report T0+60 LA

WP 3.5.3.4.1 Aircraft Virtual Platform

Support & Lesson learnt

Report T0+72 LA

(*) Depending on DFMC GNSS decision gate results GPS hybridization will be extended to cover DFMC GNSS.



LA-gate1 Decision gate for possible technologies spin offs to be

customized and integrated onto the LA enhanced cockpit

RM T0 + 24

LA-gate2 Decision gate for possible technologies spin offs to be

customized and integrated onto the LA disruptive cockpit

RM T0 + 48

WP3.4.2

V&V plan

LA Enhanced Cockpit integration V&V plan R T0 + 12

WP3.4.2

V&V report

LA Enhanced Cockpit integration V&V report R T0 + 24

WP3.5.2

V&V plan

LA Disruptive Cockpit integration V&V plan R T0 + 36

WP3.5.2

V&V report

LA Disruptive Cockpit integration V&V report R T0 + 48

BJ-1 Review meeting of studies related to the BJ enhanced

cockpit

RM T0 + 24


cockpit

RM T0 + 48


cockpit

RM T0 + 72

LA equipment-

1

Equipments** requirements and architecture Review

Meeting

RM T0 + 12





LA equipment-

2

Equipments** Critical Design Review RM T0 + 18

LA equipment-

3

Equipments** for the enhanced cockpit – Critical Design

Review

RM T0 + 36

LA equipment-

4

Equipments** for the enhanced cockpit D T0 + 48

LA equipment-

5

Equipments** for the disruptive cockpit – Critical Design

Review

RM T0 + 60

LA equipment-

6

Equipments** for the disruptive cockpit D T0 + 72

ATN/IPS-1 ATN/IPS Router requirements and architecture Review

Meeting

RM T0 + 12

ATN/IPS-2 ATN/IPS router prototype (software and hardware) D T0 + 42

ATN/IPS-3 ATN/IPS router prototype update (software and hardware) D T0 + 60


**Equipments are: Ground surveillance system, HWD, DFMC, MEMS AHRS, pilot monitoring system, voice to

system, modular radio components




The CP shall have the skills and capabilities to deliver prototypes and models that are validated (own

lab and flight tests capabilities) and ready for integration.

Special Skills

The strategic topic applicants should provide a good understanding of the aircraft and aircraft

operations, with the ability to break down its technical knowledge to the systems level. The

experience with various equipment manufacturers and airframers will be a plus, enabling a wide

vision and a transversal capability. More specifically, the following skills are mandatory:

o Built-in non-classical aviation technologies: human physiological parameter and voice

characterization,

o strong experience with inertial sensors, GNSS receivers and hybridization techniques. This

addresses design, manufacturing, simulation and field experience,

o required skills to specify and develop advanced air-ground communications components are

various, and cover the full scope of the aircraft systems:

Aircraft cockpit systems architecture,

Communication routers (ACARS, ATN, IP) definition, integration and certification in the

Avionics environment,

Current and future radio communication technologies including VHF, VDL Mode 2,

INMARSAT SBB, IRIS Precursor, AeroMACS, LDACS, IRIS Long term, IRIDIUM,

Software Defined Radio technologies,

Multi band RF front end and antenna subsystems,

IP (Internet Protocol) technologies and infrastructures,

ATM environment (ground and airborne networks),

Aircraft flight operations,

Aerospace requirements and certifications,

Testing procedures in aeronautics.

o Experience in avionics certification,

o For the aircraft virtual platform activities, the Core Partner shall have the following skills: HW

Modelisation & simulation and real time simulation,

o Capabilities.

The Core Partner must be able to achieve the first verification and validation objectives with its own

test infrastructure.

o Test benches representative of LA and business jet cockpits,

o Flight test aircraft capable of innovative bizjet cockpit testing.



5. Glossary

ATC Air Traffic Control

Bizjet Business Jet

CDA Continuous Descent Approach

CNS Communication Navigation and Surveillance

CP Core Partner

FMS Flight Management System

HMI Human Machine Interface

HWD Head Worn Display

IMA Integrated Modular Avionics

LA Large Aircraft

MMI Man Machine Interface

SDR Software Defined Radios


V&V Verification and Validation



III. Reduced Cockpit Workload


Programme Area LPA


Work Packages (to which it refers in the JTP) WP3.1, 3.2, 3.3, 3.4

Leading Company Airbus Defense & Space - SA (CASA)


Duration of the action (in Months) 84 months Indicative

Start Date3

01/04/2016


JTI-CS2-2015-CPW02-

LPA-03-02

Reduced Cockpit Workload


Development and integration in the aircraft of technology lines directed towards the reduction of the

flight crew workload while maintaining the flight safety level and the mission effectiveness. Improve

situation awareness and effective means of control of aircraft functions.





1. Background

Flight crew members in commercial aircraft cockpits have evolved along the aviation history from 4/5

crew members to 2 due to the introduction of new technologies that have helped the crew to

perform their duties by introduction of automation and improving both the control of the systems

and the presentation of information. In the same way, recent developed display and control

technologies could be applied in future cockpits with the final objective of reducing pilots’ workload.

This Call for Core Partner (CP) deals with selected technologies developed within the last years

aimed to simplify the way how flight crew interacts in the cockpit to improve pilots Situational

Awareness (SA) and reducing pilots Workload (WL).

2. Scope of work

The overall goals are:

‒ Integrate / mutualise cockpit controls & displays resources over all aircraft functions while

minimizing cockpit dimensions.

‒ Head-up vs Head-down & Head-up Vision scope vs. actual business case Industrialization

‒ Design a consistent set of guidance & control laws and HMI (display, control devices,…) enabling

to drastically reduce need-to-know and workload associated with the flying task.

‒ Provide an integrated function to support the management of aircraft systems (avionics, utilities)

from the normal systems configuration in all flight phases and the systems reconfiguration in

case of failure

‒ Increase crew mental spare capacity for further pilots’ tasks, therefore reducing workload and

improving safety.

‒ Monitoring of the pilot by means of physiological parameters, the mental and physical conditions

could be extracted using signal filtering and processing filter in order to obtain the stress level.

These data will be compared with a predicted data pattern to determinate the level of pilot

response and potential performance degradation. Tthen the system could react to reduce the

WL.

‒ Provide a robust and reliable system for communication between aircraft and the ground

assistance segment

‒ Reduce the workload of the pilot(s) onboard by transferring some responsibilities to the support

on ground.

‒ Enable integration of the capabilities above mentioned into the existing airlines OCC (Operational

Control Center) infrastructure.



Figure 1. Pilot Workload Reduction – Technological Areas of Interest

A common strategy has been drawn to reach the above mentioned goals:

Design and implementation of some technologies into the cockpit environment

Validate how these technologies contribute to the specified goals (see Figure 2)

Demonstrations will be performed on a representative simulator where

expected

improvements on Human Factors aspects are validated up to some extent, considering the

limitations of the simulator/demonstrator. The demonstration of the technologies will

performed both individually and integrated with other technologies.



Figure 2. Pilot Workload Reduction – Technological Solutions

TECHNOLOGY LINE TECHNOLOGY CHALLENGES TECHNOLOGY

DEMONSTRATORS

Enhancement

Light Weight

Eye Visor

Light weight device presenting relevant head up

information with wide Field Of View (F.O.V),

helmet wearing no required. Comfortable device

for long civil flights.

Information, integration and data process from

sensors and systems to provide more

comprehensive information, relevant to crew

tasks during critical phases of flight (e.g. for head

up piloting in critical flight phases, voice

commands feedback, systems, operational

procedure lines…)

New smart Head-up symbology development in

order to improve Flight crew Situation Awareness

and minimize cluttering.

Visor prototype

Video Computer

prototype

To be integrated and

validated into the Cockpit

Simulator –TRL4

Information Relevant to the

task

Reliable Ground-Air data comm.

SystemFailureCockpit

Proc. Automation

Voice toSystem

Light Weight

Eye Visor

SystemFailureCockpit

Proc. Automation

PilotMonitoring

System

AircraftMonitoring

chain forgroundsupport




DEMONSTRATORS

Voice Command

(Voice to System)

New cockpit control means techniques by voice

commands using speech recognition technology.

Speech recognition rate in all phases of flight and

different cockpit noise condition.

Voice command structure definition for

improving crew usability. The crew need to feel

this means as a natural way of controlling the

cockpit systems.

Voice command recognition feedback using visual

means for the crew need to be developed either

for voice commands. (Integration with Light

Weight Eye Visor).

Speech recognition

computer prototype

Peripheral components

(e.g. microphone)



Simulator –TRL4

If sufficient TRL is reached

and it is feasible to adapt

the system demonstrator for

flight test It will be tested in

flight (FTB2) to reach TRL6 System Failure Cockpit

Procedure Automation

Further automation of procedure up to some

level, especially in situations of failure condition,

considering the need to maintain crew in-the-

loop during some steps.

New smart approach for checklist procedure

definition.

Visual Feedback means after automatic

procedure for crew verification, through the light

weight eye visor.

Failures Automation

computer prototype

Automatic System

Reconfiguration

prototype.



Simulator. TRL4




DEMONSTRATORS

Pilot data acquisition,

prognosis and

diagnostic system

(Pilot Monitoring

System)

Definition of the relevant physiological parameter

to determinate an accurate level of stress and

fatigue of the pilot. (Blood Volume Pressure

(BPD), Galvanic Skin Response (GSR), Skin

Temperature (ST), Breath (RR), Heart Rate

Variability (HRV), Eye movement,..

New non-intrusive suit of parametric sensors.(

Galvanic sensor, movement sensors…)

New data acquisition and processing pilot

monitoring system associated HW

Development new patterns and algorithms for

pilots based on machine learning.

Explore new concept for prognostic and

diagnostic techniques applied to pilot monitoring

Pilot Monitoring System

prototype, including:

Sensors devices

Electronic processing

system

To be integrated & validated

into the Cockpit

Simulator.TRL4

If sufficient TRL is reached

and it is feasible to adapt

the system demonstrator for

flight test It will be tested in

flight (FTB2) to reach TRL6 Aircraft Monitoring

Chain for Optimized

Crew Workload

Ground support operator to provide the proper

assistance to the on-board pilot(s) in order to

ensure a safe operation and to maintain the

aircraft(s) integrated into the Air Traffic

Management (ATM) infrastructure.

Adequate HMI for the remote operator to this

operational environment where several aircraft

are monitored simultaneously.

Concepts of possible improvements on

communication and ground control station for

such purposes (from ciphering to HMI and

transmission)

Ground Station

prototype,

Including new HMI.

Ground-“Air”

Communication means



simulatorTRL4

Table 1 Technologies and Demonstrators to be developed with the participation of the Core Partner

The activities required in this Call, which are led by Airbus Defence and Space SA (CASA), are linked to

the WBS of LPA IADP according to following Figure. They are identified with a green box:



Figure 3. IADP-LPA-Platform3 – Reduced Pilot Workload Technologies

The CP will closely work with the STM and other Partners from the conceptual design of the

technologies, design requirements, design and manufacturing prototypes, integration on the

demonstrator and validation testing. The contribution of the CP will be focused on the development

and implementation of the technology demonstrators.

The technology demonstrators will be integrated and the testing will be performed mainly on the

CASA demonstration facilities including the Active Cockpit Simulator and eventually the C295

demonstrator FTB2 which will be modified for the Clean Sky2 Regional IADP.

The objective of the activities in this call is to mature the described technologies in order that the

respective Technology Readiness Level is increased to a maturity level of TRL4-5 for the Active

Cockpit and TRL6 for flight tests.

A high level of concurrent engineering will be required all along the project between the CP and the

STM to coordinate design phases, manufacturing, integration into the demonstrator, including

testing and validation.

The operational validation of these technologies will be performed in order to evaluate how they are

contributing to the Pilot Workload Reduction goals, with an especial dedication to the Human Factors

aspects. The corresponding activities will be led by the STM, and performed in collaboration with the

CP.



Detailed Description of the Activities to be performed:

Conceptual Definition: An assessment of the State of the Art of the technologies will be performed by

the CP to down select the required equipment that will better satisfy the technological objectives. To

that end, innovative solutions from the CP are expected. A trade-off analysis of proposed candidate

solutions shall be performed to select the conceptual solution of each technology implementation.

Regarding the regulatory framework, two risks have been identified:

• Certification standards will not allow a feasible or affordable solution

• Legal regulation affecting pilot monitoring will not allow a feasible or affordable solution

Analysis of the regulatory framework to both identify the impacted current regulation and propose

how this regulation should be adapted for a future scenario where this technology will be used for

cockpit operations. This analysis will be performed with the contribution of the STM and CP.

Design work will be performed to adapt the equipment to the flight operation in accordance with the

technology design. The CP will lead the detailed design of the equipment for each technology and the

design, manufacturing and implementation of the technology system demonstrator components,

including software and hardware, as well as the verification and validation at the local level of each

of the system demonstrator components.

Integration into the Cockpit simulator: The system demonstrator will then be integrated into the

Cockpit simulator in the STM Laboratory. The Cockpit Simulator will be modified according to the

interfaces with the prototype and the defined validation scope. The integration activity, including its

validation will be led by the STM and performed with the contribution of the CP.

An analysis will be performed to determine the feasibility to adapt the system demonstrator for

Flight Test in the RA IADP FTB2, based on the C295 aircraft. As result of this analysis the system

demonstrator may require modification coming from additional requirements for the system and for

its interfaces with the aircraft demonstrator.

Finally, an operational evaluation will be performed in order to determine how each technology

contributes to the expected operational and Human Factors objectives. This activity will be led by the

STM with the participation of the CP, including technical support for the execution of the tests.

The operational evaluation will be performed in a first stage for each individual technological

solution. A second operational evaluation will be performed in a second stage, including more

complete scenarios with the integration of several technological solutions (i.e. Visor, Voice Command

and Procedure Automation technologies).

The plan of activities and the work-sharing distribution for the design, integration and validation

phases is equivalent for the first three described technologies. It needs to be considered that at the

end of the process the three technologies are planned to be integrated in the cockpit demonstrator

for a common final operational validation.

The following activities are considered for each of the technologies:

1. Concept Definition:

a. High-Level Requirements (STM)

b. Technology State-of-the-art review (CP)

c. Concept of Operation (STM with support from CP)



d. Analysis of Applicable Regulatory framework (STM and CP)

e. Technology Definition – Selection of concept solution (STM)

2. Preliminary Design:

a. System Architecture Definition (STM)

b. Prototype Technical Specification (CP with support of STM)

c. Prototype Validation Scope definition (STM)

d. Cockpit Simulator requirements (STM with support of CP)

e. Assessment of airworthiness certificability (STM with support of CP)

3. Detailed Design- Detailed Prototype System Specification (CP)

4. Feasibility Analysis for Flight Test (CP and STM) (Only Applicable to Voice Command Technology

and Pilot data acquisition, prognosis and diagnosis system).

5. Prototype Manufacturing and Implementation:

a. Prototype components manufacturing (CP)

b. SW Development and Implementation (CP)

c. Component Integration (CP)

d. Validation at component level (CP with support of STM)

6. System Prototype integration in the Simulator:

a. Integration of System Prototype (STM with contribution of CP)

b. Technical Validation of System Prototype (STM with support of CP)

7. System-Prototype Operational Validation in the Simulator:

a. Test Preparation (Test Requirements and Procedures) (STM)

b. Performance of Tests (STM with CP support)

c. Tests Results documentation (STM)

8. Operational Validation in the Simulator of prototypes:

a. Integration and validation of all technologies integrated (STM with support of CP)

b. Test Preparation (Test Requirements and Procedures) (STM)

c. Performance of Tests (STM with CP support)

d. Tests Results documentation (STM)

(*) Activity responsible in parenthesis (STM: Strategic Topic Manager, CP: Core Partner).

Description of Detailed Objectives for each Technology Line:

A. Enhancement Light Weight Eye Visor

Technology Objectives

The main objective of this technology is to enhance crew operation by using visual projection

technologies. In particular, the objectives are:

• To reduce visual transition in/out the cockpit in critical phases of flight (T/O, LDG, Approach)



• To increase, integrate and process data from sensors and systems providing to the crew the

needed information relevant to the tasks, especially at the critical flight phases.

• Help the crew by reducing the time and effort on accessing to the information, therefore,

reducing crew workload.

To achieve these objectives a “Light Weight Eye Visor” is proposed as a technological solution to be

applied and used within the Cockpit environment by the Flight Crew, as a help to perform their

duties during the flight.

Technological Solution Description

Flight crew operation needs to be analysed to determine what kind of information needs to be

displayed. The objective is to provide to the flight crew with more comprehensive information,

relevant to the crew tasks during the critical phases of flight, when crew workload increases. To that

end, the technology will include:

• The integration of information and data processing from sensors and systems.

• The light eye device will project the visual information in eye line of sight, not requiring

helmet wearing.

• A wide Field of View (F.O.V) is required.

• Information and symbology adequate to be used in the cockpit environment, required to be

visible in all external light conditions

• The provision of optimized intuitive information:

o Information easy to understand and interpret

o New smart Head-up symbology development in order to improve Flight crew SA and

minimize cluttering

o Information relevant to the task (e.g. for head up piloting in critical flight phases,

voice commands feedback, systems, operational procedure lines…) in a cockpit environment.

Figure 4. Light Weight Eye Visor– High Level Architecture



B. Voice Command


The main objective of this technology is to enhance crew operation by using speech recognition

technology as alternative control means. In particular, the objectives are:

• To reduce crew manual interaction in the cockpit

• To reduce the number of dedicated mechanical controls by proposing new alternative

control cockpit devices with better ways other than direct manual activation

• To increase manual crew spare activity capacity


The speech recognition technology has been considerably improved during the last ten years for

many uses and applications. The main objective of this line is to improve this technology, considering

the human factors aspects behind the cockpit operations. In particular, the following aspects need to

be considered:

• Speech recognition rate in all phases of flight and different cockpit noise condition

• Natural language voice command structure definition for improving crew usability. The crew

will feel this control means as a natural way of controlling the cockpit systems.

Finally, a voice command recognition feedback using visual means for the crew need to be developed

either for voice commands from the crew or from the ATC. The “Light Weight Eye Visor” is

considered for such purpose.

Figure 5. Voice to System– High Level Architecture

Specific Activities:

In this technology line the design phase will consider the following activities:

• Microphone design.

• Characterization of microphone and cockpit environment.



• Design and implementation of audio signal processing and filters.

• Definition of the set of required voice commands to control the cockpit systems. It is

required to analyse carefully the set of commands, because there is a trade off when defining the

commands: commands must be easily remembered by the pilot, and it is required to avoid similar

commands that may lead to a mistake of the recognition engine.

• Natural language voice command recognition engine. The voice recognition engine will

provide feedback to the pilot (either visual or audio) and if defined request for an acknowledgement.

• Interface with the cockpit systems.

C. System Failure Cockpit Procedure Automation


The main objective of this technology is to enhance crew operation by establishing further

automation of operational procedures, especially in failure conditions. In particular, the objectives

are:

To define a new approach in the crew action philosophy either during normal operation or after

system failure occurrence in order to increase procedure automation during the checklist

running

To increase crew mental spare capacity, especially during emergency situations

Re-orientate crew task from system management to other tasks that would request more

demand

To maintain crew alert status


The performance of operational procedures and check lists during the cockpit operations in flight are

considered time and effort consuming tasks, during which the flight crew need to be fully dedicated,

involving both Pilot Flying and Pilot Not Flying on the activity. The technological solution proposed

includes:

New developments with the objective of further procedure automation, especially in situations

of failure condition

New smart approach for checklist procedure definition

The use of visual Feedback means after automatic procedure for crew verification. The “light eye

visor” will be considered for this purpose.

The level of automation on procedures execution needs to be defined, considering the need to

maintain crew in-the-loop during some steps. The involvement level of the crew needs to be

managed.



Figure 6. System Failure Cockpit Proc. Automation– High Level Architecture

The system will provide the following functionality:

• Procedure definition:

o Definition of the checklist procedure. Every procedure will be divided in several

steps, defining for every step the required inputs and conditions, if needed action

from the pilots, and the outputs of the step. Outputs of the step can be messages to

the pilots, signals to devices and signals to other procedures.

o Validation of the checklist procedure. When defining complex procedures it is highly

recommended to have a way to validate the procedure definition and to detect

errors in the definition of the procedure. This validation can be static or dynamic.

Input signals are simulated during validation.

o Definition of recommendations for pilots in case of problems is detected as result of

the checklist procedure.

• Procedure execution

o Scheduling of procedures for execution.

o Procedure execution, getting input signals from real equipment.

o Monitoring of procedure execution progress, and presenting results to the pilots.

o Request pilot confirmation when required by procedure definition.

o Present recommendations for pilots in case a procedure detects a fault condition.

o

D. Pilot Data Acquisition, Prognosis and Diagnosis System


During operations in a complex environment, critical phase of flight or degraded conditions, which

require especially large concentration, the pilot health monitoring is crucial since the effectiveness of

the pilot could be reduced because of fatigue and stress. Advanced technologies are required to

obtain the stress level and pilot health status by means of physiological and biomedical parameters

of the pilot. This monitoring data will be used to determinate the mental and physical conditions



which could be extracted using signal filtering and data processing. This level would be compared

with a predicted pattern in order to determinate the level of pilot response and potential

performance degradation. The monitoring system will provide the information to aircraft control

systems to reduce the pilot workload.

This technology is proposed in alignment with the other technologies focused on pilot workload

reductions In particular, the objectives are:

• To identify the relevant physiologic parameter for stress and fatigue pilot measurement

• Definition of pattern for pilot behavioral during complex environment, critical phase of flight or

degraded conditions

• To develop and integrate pilot monitoring system

• To integrate pilot monitoring system in the management system to permit a workload reduction

(To be confirmed).


This technological solution proposed includes:

• The definition of the relevant physiological parameter needed to determine an accurate level of

stress and fatigue of the pilot. (Blood Volume Pressure (BPD), Galvanic Skin Response (GSR), Skin

Temperature (ST), Breath (RR), Heart Rate Variability (HRV), Eye movement, language usage,…

• New non-intrusive suit of parametric sensors. (Galvanic sensor, movement sensors…)

• New data acquisition and processing pilot monitoring system associated HW

• Development new patterns and algorithms for pilots based on machine learning.

• To explore new concept for prognostic and diagnostic techniques applied to pilot monitoring.

Figure 7. Pilot Monitoring– Technological Solution outline

Key design drivers need to be analysed in order to determine the required System Performances, the

Biometric parameters to be considered, the expected safety levels and the expected Security levels.



E. Aircraft Monitoring Chain for Optimized Crew Workload


Today, aircraft already send real time data to ground systems, typically consisting of data (basic

parameters) for engine and aircraft manufacturers, and position and status data for airlines

operation management systems.

With the great enhancement of air-to-ground communications expected in a few years it will be

possible to interchange large data streams among aircrafts and the ground segment. This will foster

the development of innovative solutions in support of aircraft operations and also allowing an

optimized workload assignment to the onboard crew.

This project intends to analyze the potential benefits of those technology evolutions and propose a

corresponding technical solution to provide support to the onboard crew operation under specific

situations (e.g. degraded systems, high workload, and emergency situations) via remote on-ground

support technologies.

This technology is proposed in alignment with the other technologies focused on pilot workload

reductions.

The technology proposals developed under this activity will be aligned and not overlapping in terms

of capabilities and regulatory constraints with parallel initiatives that are already in place for an

enhanced aeronautic infrastructure and operations, like SESAR (with a focus on Air Traffic

Management perspectives) and disruptive maintenance and ground operation concepts

The idea is also to take the maximum benefit of the role of the “Flight Dispatcher”, currently

available in some of the major airliners worldwide, which handles several sources of information

about different aspects (e.g. meteo, airports/airfields status and so on) and maximizes the usability


This technological solution proposed is aimed:

• To allow a Ground support operator(s) to provide the proper assistance to the onboard pilot(s) in

order to ensure a safe operation in the most adequate conditions taking into account external

information not available to the onboard crew.

• To provide this operator(s) with an adequate HMI to this operational environment where several

aircrafts could be monitored simultaneously.

• To perform a detailed analysis of the workload and tasks required to this remote operator(s), in

basis of the prototype of the on-ground system to be developed.

• To analyze the needs and necessary means in terms of communication system(s) to ensure the

capabilities above mentioned.

• As a practical demonstration of the technical solution developed, the system shall generate a

flight plan on the ground segment, which will be uploaded for its acceptance by the onboard

pilot(s), by means of the ground-air communication system.



Figure 8. Aircraft Monitoring Chain for Ground Support – Technological Solution outline

For this technology, three risks have been identified regarding the regulatory framework:

• Evolving Certification standards will not allow a feasible or affordable solution.

• Official Regulation and Standards for the role of the Ground Support figure could imply

modifications in the system design.

• Communication systems regulation and applicable standards are still in an early stage and

changes and evolutions are expected (especially in the frequency regulation perimeter).

Key design drivers need to be analysed in order to determine the required System Performances

(Latencies, Bandwidth) (CP), the expected safety levels (STM) and the expected Security levels (CP).

This analysis will be performed by the STM and CP. Special emphasis by the CP shall be made in the

scope of Security issues (Authentication, Accreditation and Audit).

Once the conceptual solution and corresponding technology proposals are defined and the key

design drivers analysed, the technological solution needs to be designed.

The STM will lead the detailed design of this technology and the design of the technology prototype

components (Ground Station and Communication System).

The STM will take the lead of specific software development, while the development, modification,

or development of hardware is a task which must be led by the CP.

The demonstrator software and hardware development will be performed by a close collaboration

between the STM and the CP, as well as the validation at the local level of each of the components.

The system demonstrator will be integrated into the Cockpit simulator in the STM Laboratory. The



Cockpit Simulator will be modified according to the interfaces with the demonstrator and the defined

validation scope. The integration activity, including its validation will be led by the STM and

performed with the contribution of the CP.

Finally, an operational evaluation will be performed in order to validate this technology by

determining how this technology contributes to the expected operational and Human Factors

objectives. This activity will be led by the STM with the participation of the CP for the execution of

the tests.

As indicated above, one specific practical application of this technology solution will be the

generation of a new flight plan from the ground station, that can be uploaded into the aircraft at any

time, and once the onboard pilot(s) would check and validate it, then this new flight plan is set as the

active flight plan.


Deliverables


Analysis of the State of the Art Report T0 + 07

Analysis of Applicable Regulations Report T0 + 12

Prototype System Specification Report T0 + 16

Prototype System Validation Plan Report T0 + 20

Prototype System Design

- Technical Documentation supporting PDR

- Technical Documentation Supporting CDR

Report T0 + 24

System Prototype delivery

- Associated documentation

HW,

SW,

Reports

T0 + 32

Contribution to System Prototype Integration Report T0 + 39

Contribution to System Prototype Validation Report T0 + 44

Contribution to Final assessment Report T0 + 50

Cockpit Demonstrator Technology Assessment Report T0 + 60

Integration and testing of Technologies in Cockpit

Demonstrator

Report T0 + 72

Cockpit Simulator Test Results and Validation Report T0 + 84





01 Kick Off with CP RM T0

02 Concept Review RM T0 + 10

03 Preliminary Design Review (PDR) RM T0 + 18

04 Critical Design Review (CDR) RM T0 + 22

05 Delivery Acceptance D T0 + 34

06 Integration Review RM T0 + 38

07 Test Readiness Review (TRR) RM T0 + 43

08 Operational Validation Review RM T0 + 46

09 Final Technology Assessment Review RM T0 + 50

10 Cockpit Demonstrator Technology Assessment Decission

Gate

RM T0 + 60

11 Technologies in Cockpit Demonstrator TRR RM T0 + 72

12 Final Cockpit Simulator Assessment Review RM T0 + 84





Global requirements:

- Experience in development of aeronautical systems, both HW and SW

- Experience in system safety analysis within an aircraft

- Experience on the application of Airworthiness Regulation for Cockpit Systems. In particular,

capacity to support documentation and means of compliance to achieve prototype “Permit to Fly”

with Airworthiness Authorities (i.e. EASA, FAA and any others which may apply).

- Experience in certification processes, including:

o Experience in qualification processes according to DO-160D

o Experience in SW development according to DO178B level B or A.

o Experience in HW development according to DO-254

- Experience in aeronautical interfaces (ARINC429, ARINC629, MIL-STD-1553, AFDX)

- Experience in ARINC 653 / Integrated Modular Avionics

- Experience in human factors in cockpit systems.

- Experience in wireless technology within the aeronautical domain

- Experience in Test Rig environments, including Signal Stimulation and Acquisition System

(SEAS).

- Capacity to provide support to system functional tests of large aeronautical equipment:

o Tests definition and preparation:

o Analysis of test results

- EN 9100 certification

- CMMI Level 3

For the Enhancement Light Weight Eye Visor:

- Experience in development of systems compliant with ARINC 661

- Experience in symbology use and development in previous projects

For the System Failure Cockpit Procedure Automation:

- Experience in development of Procedure Automation Systems in the Aerospace domain

- Experience in development of Automated Test Systems within the Aerospace domain

For the Voice Recognition Command:

- Experience with voice recognition in noisy environments under high workload situations

- Experience with Aircraft Audio and Communication Systems

- Experience designing audio filters.

For the Pilot Operation Monitoring Environment:

- Access to medical institutions and experts (for example if the candidate has a business unit

devoted to healthcare technologies)

- Experience in sensor fusion on-board

- Experience in statistical data processing and correlation on-board.

For the Aircraft Monitoring Chain for Ground Support:

- Experience in Air-to-Ground Data Link



- Experience in Data Link Security (authentication, data integrity, interoperability)

- Experience in Ground Segment of Aerospace Systems (Satellite Control Centers, RPAS Ground

Control Station).

- Experience in Trajectory Management

- Experience in software development for Aircraft Mission Planning Systems (ground and on-

board).

- Experience in previous ATM programmes (e.g. SESAR, EUROCONTROL)

- Experience in Cybersecurity (for the security of the Ground Support Station)

- Experience in Security Accreditation of Information Systems (for the security of the Ground

Support Station)



5. Glossary

ALIAS Aircrew Labor In-Cockpit

Automation System

LPA Large Passenger Aircraft

ATC Air Traffic Control MCDU Multifunction Control Display Unit

ATM Air Traffic Management MRO Maintenance, Repair, and Operations

BDP Blood Volume Pressure ND Navigation Display

CDR Critical Design Review OCC Operational Control Center

CP Core Partner PDR Preliminary Design Review

CTD Capability and Technology

Domain

PFD Primary Flight Display

DARPA Defense Advance Research

Project Agency

R&T Research and Technology

EASA European Aviation of Safety

Agency

SA Situational Awareness

EICAS Engine Indication and Crew

Alerting System

SEAS Signal Stimulation and Acquisition System

F.O.V Field Of View SESAR

FAA Federal Aviation

Administration

SMART Specific Measurable Achievable Realistic and

Traceable

GSR Galvanic Skin Response ST Skin Temperature

HMD Helmet Mounted Display STM Strategic Topic Manager

HMI Human Machine Interface SW Software

HRV Heart Rate Variability TBC To Be Confirmed

HUD Head-Up Display

HW Hardware

IADP Innovative Aircraft

Demonstrator Platforms

LDG Landing Gear (System)



IV. Cockpit utility management system: Integrated cabinet for business jet and large passenger

aircraft cockpits


Programme Area LPA


Work Packages (to which it refers in the

JTP)

WP3.2, 3.5

Leading Company AIRBUS and DASSAULT-AVIATION



Start Date†

01/04/2016


JTI-CS2-2015-CPW02-

LPA-03-03

Cockpit utility management system

Integrated cabinet for business jet and large passenger aircraft cockpits


The Utility Management System concept consists in providing with resources for the integration of

major I/O and Power distribution systems onto a single platform. The particularity of the Cockpit

Utility Management System is to closely interface on one side with the systems sensors and effectors

and the other side with the IMA computing shared resources to ensure the continuing and safe

operation of an aircraft through the local control of actuators. The benefit of a Cockpit Utility

Management System is to obtain the capability to control command cockpit systems up to the

highest safety critical level, with the prompt response time and thus mitigating the pilot workload,

and getting safer flight conditions.



1. Background

The ultimate objective of platform 3 is to build a highly representative ground demonstrator to

validate a Disruptive Cockpit concept by 2023 to be ready for a possible launch of a future European

Large Aircraft (LA). An aircraft virtual platform will be created in both simulated and real

environment to demonstrate the new cockpit functions. To that end, it is necessary to adapt and

configure some avionics equipment’s and framework delivered by previous funded R&T programmes

such as CORAC AME, ASHLEY and by the ITD Systems to the needs of the final WP3.5 demonstration.

The activities of this strategic topic serve as a basis for proving technology developments of an

integrated utility management system to be used within the LA disruptive cockpit aircraft virtual

platform and also within a business jet (bizjet) platform.

The Utility Management System concept consists in providing with a cabinet integrating remote I/O

data concentrators, control commands and power control resources for the integration of various

major systems onto a single platform. The benefit of a Cockpit Utility Management System is to

obtain the capability to control command cockpit systems up to the highest safety critical level, with

the prompt response time and thus mitigating the pilot workload, and getting safer flight conditions.

The system differs from a classical IMA approach as it doesn’t provide with computing resources to

host applications or pure I/O management as cRDC yet deployed in A350 or RCE which doesn’t

provide Power management. The platform must allow with good level of redundancy the

managment of I/O combined with associated power control and control command loop in a same

Remote Cabinet with high level of spare and configurability .

The improvement with such platform is to integrate for each of its system peripherals the electrical

protection, the adapted I/O and power interfaces for control command and associated closed loop

Boolean logic, and this with the required level of safety and availability.

Other benefits expected with this new platform, on the targeted functional perimeter of aircraft

systems are the mitigation of the complexity and the reduction of the quantity of aircraft wiring, as

well as the improvement of the generic features of platform resources, with a good level of flexibility

and maintainability.

Some prototypes have been studied and demonstrated in different R&T project such as CORAC AME,

ASHLEY. However, interoperability between Cockpit Utility Platform and IMA platforms and

resources need to be demonstrated, assessed and optimised for business jet and LA:

Capability to manage and configure Cockpit aircraft systems control loop,

Capability to interface with utilities specificities (including interfaces with optical sensors), to

control associated electrical loads, and to comply with the safety independent or dissimilar

features of its aircraft system,

Capability to provide with the required data for the maintenance and the data recording systems,

Capability to support multi-partners process development, integration and qualification.



The evolutions of Cockpit Utility Management platforms mainly consist in reusing building blocks, to

integrate in the appropriate way independent, dissimilar and safety local control logics, to read data

from the acquisition of shared data from system sensors, to control and protect electrical loads using

SSPC and to interface with centralized or distributed avionics platform (depending on the aircraft

type) hosting remote mission management applications.

The evolution consists as well in proposing a development process with the appropriate tool suite to

configure the platform with the required level of design assurance level, and with prepared

foundations to address the certification considerations.

Numbers of aircraft systems are candidates for this platform (hydraulic, fuel, venting, landing

gears...). For bizjet cockpit, and as examples, Windows Heat Control for the windshield de-icing

features as well as cockpit management panels (hardware logics) are typical candidates for the utility

management system.

These activities are hosted within the IADP LPA platform 3 WP3.2.3 and are divided into two phases:

short/medium term phase dedicated to bizjet and medium/long term phase dedicated to LA.



2. Scope of work

The purpose of the present Strategic Topic description is to find a Core-Partner(s) (CP) to develop

highly integrated utility platforms for bizjet and LA. The associated work to be performed for this CP

is targeting high TRL (TRL 6 ) close to pre-serial standard. Indeed, the requested Core Partner activity

is to integrate high TRL components, which technologies have been developed in previous R&T

programmes, into optimized physical and virtual hybrid platforms.

The CP activities are divided into two main phases:

- A short/medium phase dedicated to bizjet application. The activity consists in gaining in

maturity regarding the Cockpit Utility Management System (TRL 6) and in demonstrating and

qualifying the mechanical and functional integration of various components onto a final

bizjet platform.

- A medium/long term phase dedicated to the LA. The ultimate objective is to deliver a Cockpit

Utility management system to be integrated onto the LA disruptive cockpit final

demonstration of Platform 3. Demonstration on a virtual hybrid platform is mandatory to

demonstrate overall command panel at minimum TRL 4/5.

Short/medium term activities for bizjet application

o Functional architecture definition and optimisation:

- Participation with Dassault on the capture of system specific requirements to be used for

demonstrator’s,

- Define the list of aircraft systems or cockpit interfaces,

- Describe the functional perimeter and interaction between each system,

- Validate and optimize the architecture according to installation sizing, components

dissimilarity, aircraft segregation and environmental constraints. The main target is to

achieve overall weight of electronic, aircraft wiring and product or development cost

reduction.

o Process and certification:

- Process selection and management: Integration of shareable components for systems

with segregation, data integrity, fault tolerances and safety architectures constraints

requires a dedicated process with a defined contracted allocation of roles such as

platform supplier, system integrator and application supplier if any. Trade off and

selection of the relevant optimal process shall be proposed and validated on use cases.

- Certification: Platform, components and process approach is significantly different to the

federated certification as the platform consists in a first step the integration of modules

of different nature and in a second step the integration of associated systems

applications on the platform. IMA certification philosophy shall be evaluated for such

platform and a final certification process for platform acceptance shall be proposed.

o Components:



- Supervise the building or the adaptation of components and sub-assemblies fulfilling the

architecture definition. Each building block provides with its own characteristics and

constraints and is used for the architecture optimisation phase.

- Components adaptation will be required for specific safety, reliability, new specific

sensor or actuator or eventually simplification for cost reduction. Perform trade-off

studies for optimization.

- The interface components mainly consists in high performance and versatile analogue or

digital Inputs/outputs, standard avionics bus interfaces (ARINC-825, ARINC-429, ARINC-

664P7, …), Medium Power control and protection such as SSPCs, interfaces with highly

EMC isolated optical fibre interface, interfaces with specific optical sensors.

- The processing components are used to host the configuration of system utilities

applications.

- Services applications (monitoring, maintenance, data loading, supervision for the utility

system).

o Installation, Packaging and connectors:

- Consider the minimum weight impact from the packaging for modules and platform and

the associated cooling solution.

- The packaging shall include Innovative connector solution covering high range of

characteristics for any types of interfaces (High speed, signals and power) for easy

installation and to ease access and reduce time for maintenance.

o Tools:

- Deliver tool framework for modelling, configuration and functional simulation of the

platform.

- Modelling shall allow definition of hardware and/or software blocks in order to allocate

aircraft system applications models onto the platform.

- The tool framework shall allow the optimisation and the configuration of the platform

according to specific rules associated to the integrated components. Optimisation

objectives will consist in finding the best solution to limit part numbers, spare capacity

and provide possibilities for evolutions and upgrades with the minimum of design and

certification impacts.

o Integration, qualification and certification:

- Perform mechanical, thermal, electrical and functional integration of the different

components to the final platform.

- Demonstrate the capacity to integrate a maximum of systems with the lowest

dependencies between them.

- Perform Qualification of integrated platform and analyse differences or complementary

activities to be perform to individual modules or third party modules to be implemented

into the platform.



- Develop Integration and qualification harnesses and associated test rigs.

- Ensure at each step of activity, the capability to certify the solution

Long term activities for LA application

o Participation with Airbus on the capture of system specific requirements to be used for

demonstrator’s platform.

o Define the list of aircraft systems or cockpit interfaces.

o Participation with Airbus of the High level definition of components and platform for LA.

o Adaptation of design or re-design of components, packaging, and associated tools according

to High level definition, functional and environmental constraints.

o Design and build virtual components and platform with associated tooling for the

implementation into a virtual large aircraft environment.

o Rig adaptation parts of the adapted platform to be tested enabling the integration, assembly,

qualification of the respective modules and platform.

o Services applications adaptation.

o Analysis of the behaviour between tested virtual and hybrid platform. Conclusion to be

performed on certification credit.




Deliverables

Ref. No. Title - Description Type* Due Date

A1 Bizjet demonstrator Maturity review Report T0 + 10

A2 Bizjet demonstrator Specification documents Report T0 + 12

A3

Bizjet demonstrator Experimental process and trials

definition

Report

T0 + 12

A4

Bizjet demonstrator

Modules/Platform Hardware T0 + 12

Operating system & Service

Applications

Software

T0 + 12

Tool Framework Software T0 + 24

A5

Bizjet demonstrator

Integration and qualification test

environment

Report

T0 + 24

Qualification test results Report T0 + 36

Final Integration test results Report T0 + 48

A6 Bizjet demonstrator Results overview Report T0 + 48

B1 LA demonstrator Specification documents Report T1 + 12

B2

LA demonstrator

Modules/Platform adaptation Hardware T1 + 36

Operating system & Service

Applications adaptation

Software

T1 + 36

Tool Framework Software T1 + 36

B3

LA demonstrator

Virtual Modules/Platform Software T1 + 36

Virtual Operating system & Service

Applications

Software

T1 + 36

Tool Framework Adaptation for

virtual demonstrator

Software

T1 + 36

B4

LA demonstrator

Integration test environment Report T1 + 24

Pre-integration test results Report T1 + 44

Final Integration test results Report T1 + 48

T0: corresponds to project start date 01/2016

T1: corresponds to T0+24, start date 01/2018




Ref. No. Title – Description Type* Due Date

BJ-1 Demonstrator definition review RM T0 + 18

BJ-2 Cockpit Utility Management System Maturity review RM T0 + 48

LA-1 Decision Gate on Cockpit Utility Management System

perimeter demonstration for the Disruptive Cockpit

RM T1 + 2

LA-2 Decicison Gate on Cockpit Utility Management System

Integration into the disruptive cockpit

RM T1 + 38





The required skills to produce real and virtual utility platform with highly reliable modelling and

simulation environments shall cover the full scope of the aircraft systems:

Aircraft electrical network

Aircraft systems architectures

Power management and needs

Aircraft on-ground operations

Model and simulation programming

Software development methodology and deployed supporting tools

Hardware development methodology and deployed supporting tools

System methodology and deployed supporting tools

IMA methodology and deployed supporting tools

Optical

Power Over Data/Powe Line Communication

Dual I/O management AFDX & µAFDX End System

SSPC development

Aerospace requirements and certifications

Command and Control algorithms

Testing procedures in aeronautics

Competences to deal with risks associated to the action:

Background in Research and Technology (R&T) for aeronautics especially on Electrical systems,

Integrated Modular Avionics and on Virtual/Hybrid environment.

Lessons learnt on achievements in the frame of former R&T National or European programs (FP7

or Clean Sky): delivery of instrumented part(s) or module(s) for System platform demonstration

Experience on design, manufacturing and testing of Utility platform solution

The topic applicants should provide a complete understanding of the aircraft and aircraft operations,

with the ability to break down its technical knowledge to the systems level. The experience with

various equipment manufacturers and airframers will be a plus, enabling a wide vision and a

transversal capability.

In addition, the applicant must be able to manage a transversal activity high level work package,

including the participation to the high level steering committees during the program life duration.

Moreover, the selected CP will have to deal with IP aspects in managing a collaborative work

between all actors.



5. Glossary

Bizjet Business Jet

CP Core Partner

IMA Integrated Modular Avionics

IP Intellectual Property

LA Large Aircraft





1.2. Clean Sky 2 – Regional Aircraft IADP

I. Green and cost efficient Conceptual Aircraft Design including Innovative Turbo-Propeller

Power-plant


Programme Area REG


Work Packages (to which it refers in the JTP) WP1 & WP2.3.6

Leading Company Alenia Aermacchi



Start Date4

01/04/2016


JTI-CS2-2015-CPW02-

REG-01-03

Green and cost efficient Conceptual Aircraft Design including Innovative

Turbo-Propeller Power-plant


The topic in object aims at improving the efficiency of regional aircraft in the 90+ turboprop segment.

This will be applied to two different regional aircraft platforms: a conventional architecture and an

innovative one. The topic includes activities on innovative turbo-propeller power-plant.





1. Background

The topic in object aims at improving the efficiency of regional aircraft in the 90+ turboprop segment.

This will be applied to two different platforms: a conventional architecture and an innovative one.

The first one, a wing mounted turboprop configuration, represents the evolution with respect to the

final outcomes of the CS GRA T/P 90 seats configuration, while the second architecture is intended to

be the revolution due to its innovative platform design. The environmental and cost benefits coming

from the technological studies performed within CS2 will be evaluated at aircraft level for both

configurations.

On that basis, the Core partner is asked to participate to the design and to perform the safety

assessment of the innovative configuration as well as the aerodynamic design (devoted mainly to the

laminar concept) and the relative Wind Tunnel Tests specifications and models, whereas for both

configurations to carry out the sizing of the power-plant, including noise data and to develop a

module able to calculate the Life Cycle Costs. Furthermore, for the conventional configuration, the

studies shall include the propeller full size model manufacturing and testing and, the sizing and

integration studies of an innovative propeller anti-icing system. The main activities exploited in this

CP belong to two main work packages of Clean Sky 2 JTP:

WP 1 High Efficiency Regional Aircraft

WP 1 High Efficiency Regional Aircraft

WP 2.3.6 Advanced Low Noise propeller

A summary of activities where the Core Partner involvement is expected for the conventional and

innovative regional aircraft configurations is shown in the following table:

REQUESTED ACTIVITIES SUMMARY

Life

Cycle

Costs

module

Aerodynamic

Design

Power-

plant

Design

Advanced

Low noise

Propeller

studies

Low

noise

Propelle

r anti-

icing /

de-icing

system

Safety

Assessm

ent

WTT

Model

& Spec

Conventional

Architecture

YES NO YES YES YES NO YES

(propell

er and

nacelle

only)



Innovative

Architecture

YES YES YES YES NO YES YES

WP1 High Efficiency Regional Aircraft

In Clean Sky, a dedicated ITD - Green Regional Aircraft (GRA) - provides essential building blocks

towards an air transport system that respects the environment, ensures safe and seamless mobility

and builds industrial leadership in Europe. In Clean Sky 2, the Regional Aircraft IADP (R-IADP) will

bring the integration of technologies to a further level of complexity and maturity than currently

pursued in Clean Sky. Taking into account the outcomes of GRA and considering the high-level

objectives derived from recent market analysis performed by the Leaders, the strategy is to integrate

and validate, at aircraft level, advanced technologies for regional aircraft so as to drastically de-risk

their integration.

The A/C configurations are studied in WP1. The high-level WBS of WP1 is the following:

WP 1.1 INNOVATIVE AIRCRAFT CONFIGURATIONS

WP 1.2 TOP LEVEL AIRCRAFT REQUIREMENTS

WP 1.3 TECHNOLOGIES REQUIREMENTS

In the WP1 two separate regional aircraft platforms will be considered: a conventional architecture



and an innovative one.

Conventional Aircraft Architecture

About the first technological platform (the so called conventional architecture), the entry in service

will be in the mid-term (from 2022 – 2025 on).

This configuration will evaluate at aircraft level the environmental (and socio-economics) benefits

coming from the technological studies performed in the other WPs of the R-IADP or in the other ITDs.

I.e., if a technological study will be oriented to a general system design, all information about weight,

space allocation and power extraction should be available in order to understand the impact of this

device at A/C level. The same if the studies will be devoted to structures: information about weight

should be available. And so on.

The environmental and cost benefits will be calculated with respect to a reference technological

platform, which is the final configuration TP90 A/C coming from Clean Sky GRA ITD.

Innovative Aircraft Architecture

About the second technological platform (the so called innovative architecture), the entry in service

will be beyond 2035 (long-term).

Main goal of these configuration studies is to design a completely new platform.

1. Loop “Innovative and Conventional Initial Configurations”: based on preliminary Top Level

A/C Requirements and technological targets. The first analyzed innovative architecture will

be a rear fuselage engine installation. In accordance with the requirements, the adequate

type of power-plant (turboprop, open rotor, etc) will be proposed by the Core Partner and,

then, selected in agreement with Alenia.

2. Loop “Innovative and Conventional Intermediate Configurations”: based on the upcoming

outcomes from the other WPs of the R-IADP or from the other ITDs

3. Loop “Innovative and Conventional Final Configurations”: based on the final results coming

from other IADP’s/ITD’s.

The environmental and cost benefits benefits coming from the technological studies performed in

the other WPs of the R-IADP or in the other ITDs will be evaluated at aircraft level.

WP2.3.6 Advanced Low Noise Propeller

In the R-IADP the individual Technologies Developments for Regional A/C are arranged along with 8

“Waves” and several individual roadmaps which will be developed mainly in R-IADP in synergy with

other ITDs, in particular Airframe ITD and Systems ITD.

In particular, the aim of the work package 2.3, whose title is “Energy Optimized Regional Aircraft” is



to address technologies related to innovative on-boards systems for regional aircraft through a

strong synergy between the R-IADP and the Systems ITD.

Within the frame of WP 2.3, this topic is related only to WP 2.3.6 “ADVANCED LOW NOISE

PROPELLER”.

In this WP the study and the development of an enhanced propeller for Regional Aircraft will be

exploited. Incorporating Innovative propeller blade design and performance for noise reduction and

an innovative anti-icing system will be performed. TRL target is 5, passing through an analytical and

experimental critical function and for characteristic proof-of-concept (TRL 3), a detailed specification

and component verification in laboratory environment (TRL 4) and a prototype low noise propeller,

incorporating innovative anti-icing system integration (TRL 5).

Core Partner roles

This Strategic Topic will address only activities relevant to WP's 1, and 2.3.6.The selected Core

Partner shall concur to the activities of the R-IADP project. In particular, the selected Core Partner

will:

‒ Perform part of the activities of the R-IADP WPs 1.1.1 assuming a full collaboration with Alenia

Aermacchi within this work-package

‒ Lead and perform the activities of the R-IADP WPs 1.1.2 assuming the leadership of the work-

package

‒ Lead and perform the activities of R-IADP WP

2.3.6

‒ participate to the WP Management Committees of R-IADP WP1 “High Efficiency Regional

Aircraft” and WP 2 “Technologies Development”

‒ contribute to the WP 0 “Management”, participating to R-IADP Steering Committee and

Consortium Management Committee and assuming full responsibility of the risk management

associated to their deliverables.



2. Scope of work

In the following paragraphs a general complete description of each WP is reported. STM (Strategic

Topic Manager) has the high level responsibility of these activities.

A dedicated following paragraph collects the CP (Core Partner) dedicated activity, to be considered

under its own responsibility. In the following the description of the main topics area related to WP1

and WP 2.3.6

Aircraft preliminary architectures and sizing– WP1.1.1

The work package is devoted to size both configurations, the so called "innovative long term

architecture" and the so called "conventional mid-term architecture".

Based on preliminary sizing and configuration definition loops criteria, the activity will consist in the

integration of technological target coming from the other technology waves. The main scope will be

to evaluate the improvement, in terms of aircraft performance, green features and life cycle cost

assessment due to the single technology. The activities in this work package will be performed using

tools and methods developed and optimized in Clean Sky GRA, as well as new multidisciplinary

optimisation methodologies.

A preliminary design loop (loop 0) will be performed by Alenia Aermacchi to size both the rear

mounted TP (RM-TP) and the wing mounted TP (WM-TP), with the aim to establish the technologies

target and the power plant requirements.

Powerplant architectures – WP1.1.2

The work package is devoted to size both configurations, the so called "innovative architecture" with

EIS beyond year 2035 and the so called "conventional architecture".

The design loop of parametric studies in order to define architecture and performance of the

propulsion systems for high efficiency A/C for both platforms will be performed.

For each propulsion system, preliminary and parametric studies in order to select the best

compromise between performance, noise, emission, DOC and integration constraints will be

executed.

These studies will integrate the available benefits of new technologies studied within CS2.

The required outputs will be the performance data, weight, noise and emissions data, mass and

geometries.

Advanced Low Noise Propeller - WP2.3.6

Investigations of an advanced low noise Propeller for the conventional architecture of the regional

aircraft capable to significantly reduce the propeller generated external noise is the most critical area

for the environmental targets of regional aircraft.



Both Near Field and Far Field Noise propagation will be investigated in order to:

reduce source noise entering the cabin through the Fuselage during all the Cruise conditions;

reduce propagated noise on ground during take-off/approach/landing procedures.

Furthermore, a study will be performed and technologies developed for Autonomous Ice Protection

System and its integration in the advanced propeller.

Work requested to Applicant (Core Partner responsibility) for WP 1.1

Aircraft preliminary architectures and sizing– WP1.1.1

The applicant will contribute to the design of the aircraft performing the following tasks:

a. Task 1 – Life Cycle Costs (both configuration)

The Applicant will provide an algorithm for the LCC estimation (top – down approach) from design

up to aircraft end of service; as an objective end of life (dismantling, disposal, etc) shall also be

included in the LCC estimation algorithm. The module implementing such algorithm shall be

integrated in the already existing simulation tool to expand the current capabilities which are limited

to the calculation of pollution and noise.

The module will be properly tested in the Alenia Aermacchi software environment. Alenia Aermacchi

will provide proper tool specification.

The final scope will be to add further functionalities to the existing simulation tool.

The current version of the tool evaluates aircraft mission features (flight mechanics, pollutant and

noise), starting from the aircraft database as aerodynamics, engine, weights and so on.

b. Task 2 – Aerodynamic Design (Innovative architecture)

Based on TLARs and technological targets, Alenia will perform the preliminary aircraft design for each

loop. These results will be the initial point for the Core partner, who will perform a more detailed

analysis of aerodynamics and performance.

Alenia will generate the aerodynamic requirements expressed in terms of:

Cruise efficiency

Stall performance (cruise take-off and landing)

Take off conditions

Final take off conditions

Climb Conditions



Missed approach conditions

Approach and landing conditions

All conditions related to the TLARs.

Expected activities will be split in three parts, corresponding to the three design loops mentioned

below

1. Loop (Preliminary phase): the aerodynamic design will be based on simplified

methodologies. Such preliminary aero data will feed the initial configuration (Loop 1).

2. Loop (Validation phase): the aerodynamic design will be validated by means of CFD analyses;

WTT specifications and models related to partial items as well as complete aircraft will be

requested. In this phase the aero database in terms of aerodynamic polars, CL vs alpha

curves for aircraft with various flap – configurations and deployment settings will be

provided by Applicant.

3. Loop (Demonstration phase): Analysis of the WTT results and their inclusion in the final aero

database. Based on the demonstration results a final configuration will be designed by

Alenia.

c. Task 3 – Safety Assessment (Innovative architecture)

This activity package will take in charge all safety problems deriving from a rear engine installation.

The main task will be to establish if this architecture is compatible with the safety rules, in particular

the debris trajectories after an engine burst event will be studied in order to establish its impact on

aircraft safety and possible remedial actions/design requirements. The main output of this activity

will contribute to take a decision about the feasibility of the rear mounted engine configuration.

d. Task 4 – W.T.T. Specification and Models (Innovative architecture)

The Applicant, in concurrence with Alenia, will prepare a WTT specification oriented to test the

complete innovative configuration and the laminar wing. The tests will include high speed conditions

to explore the cruise and low speed conditions to explore stall performance. Models for high and

low speed tests will be manufactured by the CP. The wind tunnel tests will be performed in the

context of a separate call.

Power-plant architectures – WP1.1.2

This work package is devoted to size both configurations, the so called "innovative architecture" with

EIS beyond year 2035 and the so called "conventional architecture".

The applicant will contribute to the sizing of the aircraft performing all activities jointed to the

process and divided into the following tasks:



e. Task 5 – Power-Plant Design

Alenia will generate the preliminary engine requirements (for each loop) expressed in terms of:

Required thrust,

Power off- takes

SFC target

Weight target

Propeller shp order of magnitude for the conventional architecture: about 7000 shp

Propeller shp order of magnitude for the innovative architecture: more than 8000 shp

In the following, a typical template is shown.

FL (ft) ISA M/Kcas Required Thrust [lb] Power off-takes

[KW]

The Core Partner will provide for each design loop and for both architectures (the conventional and

the innovative) all power plant information, in terms of:

Performance

(data carpet including thrust and fuel flow versus speed, altitude and ISA deviation).

Engine source noise and vibrations

(The noise data will be provided separately for turbo-machine and propeller; The noise data

will be requested in terms of polar arc SPL spectra, for Far Field Noise evaluations, and in

terms of SPL spectra on fuselage external skin).

(The vibration data will be provided for the whole Power Plant System, including mounting

system, at the engine attachment points).

Pollution

(Pollutant parameters in line with the requirements)

Weight and dimensions

(The Core Partner should provide a weight breakdown structure, with the following detail)

Weight [lb]

Nacelle

Engine Mounting

System

Engine Build Units



Equipped Engine

Equipped Propeller

Engine & propeller fluids

It’s important to design the power plant considering turbomachine and propeller separately in order

to have the contributions to the whole engine features from each single component.

Maintenance

Furthermore, about the Innovative configuration, the Applicant will contribute to the TLAR revision

and to the configuration definition for each design loop.

Work requested to Applicant (Core Partner responsibility) for WP 2.3.6

Advanced Low Noise Propeller - WP2.3.6

A dedicated analysis for the advanced low noise propeller (for the conventional architecture) will be

performed, including the aerodynamic design, the validation phase of such a design by means of CFD

analyses, the writing of the WTT specifications, the manufacturing and the testing of the model.

Furthermore, an innovative autonomous propeller anti-icing system will be studied. Studies shall

cover system sizing versus ice protection certification requirements and integration studies. With

reference to ice protection system testing, it is not required any test on ice protection system

performance in icing conditions, on other ands, it shall be foreseen a dummy of ice protection system

to be integrated on propeller demonstrator in order to evaluate possible impact of the system on

propeller aero-acoustic behaviour. Representativeness of the dummy shall cover the aspect related

on aero-acoustic performance of the blade, no ice protection system functionality are required for

the test article (actual dummy integration activity for the conventional architecture only).

Propeller Noise is one of the most important external noise source of a Turboprop aircraft, both for

the transmission into the internal cabin and for the propagation on ground.

The activity shall be focused on the following tasks:

f. Task 6 – low noise propeller design and engine integration

In order to minimize the perceived noise levels inside the cabin and on ground in the airport

surroundings.

The following steps are envisaged:

Task 6.1 - Low noise propeller concepts identification:

The Applicant shall identify a certain number of low noise solutions involving configuration,

blade geometry and/or additional devices on the propeller system, at least six, potentially



able to reduce the tonal and broadband noise generated by the propeller blades in all the

mission phases.

Task 6.2 - Numerical (structural and aero-acoustic) modelling and simulations:

All the identified concepts shall be studied in terms of structural and aero-acoustic behaviour

in order to evaluate their acoustic performance. Numerical models shall be created, both

using FEM and CFD methods, in order to simulate structural static and modal blades

behaviour and noise generation and propagation in both near and far field. The objective of

the aero-acoustic simulation is to assess the noise source on the fuselage surface (near field)

and the noise propagation on ground (far field). At the end of the task, a first down-selection

shall be performed, jointly by Alenia and Applicant, in order to evaluate all the concepts and

define the most promising for the test campaign, on the basis of the results coming from the

numerical simulations. The criteria for down-selection shall be indicated by Alenia and

agreed.

Task 6.3 - Scaled WT propeller design and manufacturing:

The Applicant shall design and manufacture a powered WT model (not smaller than scale 1:5) of the baseline propeller and at least three low noise concepts coming from the first down-selection, completed with a dummy model of nacelle and engine external shape.

Task 6.4 - Aerodynamic and Aero-acoustic WTT Campaign:

A complete WTT campaign shall be performed, in order to assess the aerodynamic and aero-

acoustic behaviour of all studied configurations. All activities related to the WTT will be

performed under the responsibility of the Core Partner. The WTT itself will be performed in

the context of a separate call.

Task 6.5 - Numerical models validation and optimal concept from an acoustic point of view

assessment:

The results of WTT campaign shall be analysed and all tested configurations compared in

order to validate numerical models. A second down-selection shall be performed jointly by

Alenia and Applicant, in order to assess the most promising concept in terms of noise

reduction in near and far field.

g. Task 7 - Low power propeller anti-icing / de-icing system

The Core Partner shall perform a trade-off analysis on both conventional and innovative

technologies for the integration of a low power propeller anti-icing / de-icing system for the

selected Regional A/C configuration.

Trade off analysis shall be conducted against several parameters, e.g., power rating, weight,

volume, electrical and mechanical efficiency, maintenance, costs.

It shall be shown by sizing and integration analysis that the propeller anti-icing system selected

solution is compliant to civil certification applicable requirements in terms of ice protection. As

preferred solution, the innovative ice protection system shall allow to make the anti-icing system



independent from the onboard electrical network and, at the same time, to delete the wear

effects due to the presence, in conventional solutions, of creeping contacts needed to transfer

the energy from the onboard electrical generation to the heating elements located in the

propeller’s blades.

The Core Partner shall perform activities in order to validate solution versus ice protection

requirements.

With reference to ice protection system testing, it is not required any test on ice protection

system performance in icing conditions, on other ands, it shall be foreseen a dummy of ice

protection system to be integrated on propeller demonstrator in order to evaluate possible

impact of the system on propeller aero-acoustic behaviour . Representativeness of the dummy

shall cover the aspect related on aero-acoustic performance of the blade, no ice protection

system functionality are required for the test article (actual dummy integration activity for the

conventional architecture only).

All data related to ice protection system sizing analysis and system performance shall be

provided with the trade-off analysis between the different low-power propeller anti-icing / de-

icing technologies.

Intellectual Property

SECTION 3 of Clean Sky 2 JU "MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS” shall

be applied.

Any activity/deliverable that will be produced by the Core Partners, that will be developed starting

from requirements, analysis, or inputs from Alenia Aermacchi shall be considered as jointly

generated as per para. 26.2 of said MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS.

Joint ownership of results shall be applied to the above described results.

Confidentiality

Article 36 of Clean Sky 2 JU "MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS” shall

be applied.



3. Special skills, capabilities

Following skills and capabilities are required to Applicant:

Acknowledged competence in the management of very articulated programme and

capability of technical conduction of complex project.

Proven experience in international R&T projects cooperating with industrial partners,

institutions, technology centres, universities.

Quality and risk management capabilities demonstrated through applications on

international R&T projects and/or industrial environment

Wide expertise in aircraft life cycle analysis and modeling. In particular, capability to perform

LCCE (Life Cycle Cost Estimation) of a regional aircraft using parametric cost estimation

methodologies specifically developed to be applied at conceptual and preliminary design

level, i.e. without detailed aircraft data. Capability to assess also LCC of innovative aircraft

configurations, on-board systems and material which could not be already integrated on

existing aircraft.

Acknowledged competence in numerical multidisciplinary optimization.

Acknowledged industrial experience in sizing and design of a complete propeller power-

plant engine. The Applicant will have the capability to design the turbo machine and also to

manage the whole process of power-plant definition, design and manufacturing.

Acknowledged industrial experience in sizing, design and manufacturing of propeller. The

Applicant will provide any information needed to size the engine. Particular care will be

dedicated to the generated noise. Also vibrations induced from propeller will be required.

Acknowledged experience in regional A/C class certification issues for Structures, Sub

systems, engine burst

Advanced Aerodynamic computational: Partners with acknowledged experience in tools for

3D aerodynamic (CFD) are regarded as a paramount requirement to correctly address the

physical phenomena involved.

Wind Tunnel Model Specifications: Partner with large experience in design and

manufacturing of wind tunnel models for aeronautical applications

Extensive CAE Modelling: Partner with large experience in CAE modelling and analysis,

CATIA.V5, Matlab, finite element complex modelling, non-linear multi-body modelling,

engineering process modelling and simulation data management.

The Applicant shall use an advanced software environment able to trace all technical requirements,

their relevant solutions, possible mismatches between requirements and solutions is seen as a key

factor of innovation applicable to the project organization and management, in order to minimise

risks and reduce costs. In all contexts, Applicant shall use extensively virtual mock-ups and virtual

testing techniques.



4. Major deliverables and schedule (estimate)

The applicant is requested to provide deliverables for the proposed activities in accordance with the

relevant Preliminary Schedules contained in the JTP chapter 7. Applicant activity start time is

corresponding to T0 approximately on January 2016 . Core Partner contributions are requested to

start from T0. Therefore relevant CP involvement is requested from T0 approximately up to

December 2021 (T0+81). Following table contains a preliminary list of the all the major inputs (Ix)

from Alenia Aermacchi to be provided to the CP and the deliverables (Dx) for CP.

Inputs


I1 Power plant requirements for the innovative initial

platform -- Loop 1

Report T0 + M1

I2 Aerodynamic requirements for the innovative platform --

Loop 1 (preliminary phase)

Report T0 + M1

I3 Aircraft Simulation Model Tool (Life cycle cost Module)

Software specification

Report T0 + M2

I4 Preliminary sizing and performance evaluation of the

innovative initial configuration- Loop 1

Report T0 + M10

I5 Preliminary innovative rear mounted engine initial

configuration definition - Loop 1

Report/CAD

CAE models

T0 + M11

I6 Power plant requirements for the innovative

intermediate platform -- Loop 2

Report T0 + M19

I7 Aerodynamic requirements for the innovative platform --

Loop 2 (validation phase)

Report T0 + M19

I8 Sizing and performance evaluation of the innovative

intermediate configuration- Loop 2

Report T0 + M28

I9 Innovative intermediate configuration definition - Loop 2 Report/CAD

CAE models

T0 + M29

I10 Power plant requirements for the innovative final

platform -- Loop 3

Report T0 + M35

I11 Aerodynamic requirement for the innovative platform --

Loop 3 (demonstration phase)

Report T0 + M35

I12 Sizing and performance evaluation of the innovative final

configuration- Loop 3

Report T0 + M44

I13 Innovative final configuration definition - Loop 3 Report / CAD

CAE models

T0 + M45



Deliverables


D1 Innovative initial configuration, engines dataset -- Loop 1 Report T0 + M4

D2 Conventional configuration, engines dataset -- Loop 1 Report T0 + M4

D3 Aerodynamic dataset for the Innovative initial

configuration-- Loop 1

Report T0 + M7

D4 Aircraft Simulation Model Tool (Life cycle cost Module) Report/tool T0 + M10

D5 Low Noise Propeller innovative concept identification Report T0 + M12

D6 Low-Power Propeller Anti-Icing / De-Icing Technologies

Trade-Off Analysis

Report T0 + M15

D7 Innovative intermediate configuration, engines dataset --

Loop 2

Report T0 + M23

D8

CFD model description of baseline propeller configuration and

noise source simulation on fuselage surface

Report T0 + M18

D9 Conventional intermediate configuration, engines dataset

-- Loop 2

Report T0 + M23

D10

Aero-Acoustic noise propagation simulation on ground Report T0 + M24

D11 Safety assessment (rear engine mounting installation) --

Decision gate

Report T0 + M25

D12 Aerodynamic dataset for the Innovative intermediate

configuration-- Loop 2

Report T0 + M25

D13 Compliance Matrix and Technical Specification T0 + M25

D14 Low noise solutions trade-off analysis based on aero-

acoustic simulation results

Report T0 + M30

D15 Innovative final configuration, engines dataset -- Loop 3 Report T0 + M38

D16 Conventional final configuration, engines dataset -- Loop

3

Report T0 + M38

D17 Innovative configuration Final Aerodynamic database --

Loop 3

Report /CAD

Models

T0 + M41

D18 WT Model CAD Description Report,

3D CATIA files

T0 + M42

D19 WT Model structural verification Report T0 + M44

D20 WT Test Matrix Report T0 + M44

D21 Specification of activities of high and low-speed WTT

oriented to test on laminar wing (Innovative

configuration)

Report T0 + M50



Deliverables


D22 System Components Assembly and Integration Test article T0 + M52

D23 Dummy of the System Components Assembly and

Integration

Report T0 + M52

D24 Manufacturing of the models for the high and low speed

tests (Innovative configuration)

Test article T0 + M56

D25 WT Model Delivery Test Article T0 + M62

D26

WT Test Report (from CfT) Report T0 + M65

D27 WT Analysis Report and concepts assessment Report T0 + M74

The following table contains a preliminary list of the major milestones for CP.

Milestones

Ref. No. Description Due Date

SHORT TERM MILESTONES

M1 Design Review (technology concept formulated) T0 + M6

M2 Aircraft Simulation Model Tool (Life cycle cost Module) T0 + M10

M3 Design Review (experimental proof of concept) T0 + M15

MEDIUM TERM MILESTONES

M4 Innovative intermediate configuration, engines dataset -- Loop 2 T0 + M23

M5 First conceptual low noise propeller down-selection based on Aero-

Acoustic results

T0 + M30

M6 Conventional final configuration, engines dataset -- Loop 3 T0 + M38

LONG TERM MILESTONES

M7 WT model CDR T0 + M42

M8

Specification of activities of high and low-speed WTT oriented to test on

laminar wing

T0 + M50

M9

Manufacturing (and release) of the models for the high and low speed

tests (Innovative configuration)

T0 + M56

M10

Low Noise Propeller final assessment T0 + M74



5. Glossary

CAD Computer Aided Design

CFD Computational Fluid Dynamics

CS2 Clean Sky 2

CP Core Partner

D&M Design & Manufacturing

DOC Direct Operating Costs

FCS Flight Control System

FTB#1 Flying Test Bed 1

GRA Green Regional Aircraft

JTP Joint Technical Proposal

H2020 Horizon 2020

HLD High Lift Devices

LC&A Load Control & Alleviation

NLF Natural Laminar Flow

R-IADP Regional Integrated Aircraft Demonstration Platform

STM Strategic Topic Manager

TLAR Top Level Aircraft Requirements

TP Turbo Prop

WP Work Package

WTT Wind Tunnel Test



II. Wing Integration Regional Demonstrator FTB#2


Programme Area REG


Work Packages (to which it refers in the JTP) WP3.5

Leading Company Airbus DS S.A.U. (former EADS-CASA)



Start Date5

01/04/2016


JTI-CS2-2015-CPW02-

REG-02-02

Wing Integration Regional Demonstrator FTB#2


This Call for Core Partner proposes a set of activities lead by Airbus DS S.A.U. (former EADS-CASA) in

the framework of the FTB#2 Regional IADP. The Core Partner will be in charge of activities in the

fields of wing components design and manufacturing (inner external wing box, aileron and spoiler)

and wing final assembly for “on-ground” and “in-flight” demonstrators.


the necessary elements are in place before



1. Background

This Call for Core Partner deals with the state of the art in technologies developed within last years in several fields of aeronautics: structural design, systems integration in wings and innovative manufacturing processes. The framework of the activities described in this Call is the Regional Aircraft IADP (Innovative Aircraft Demonstrator Platform) lead by Airbus DS S.A.U. (former EADS-CASA). The frame of the Call for Core Partner is REGIONAL IADP Work Package 3.5: “Integrated Technology Demonstrator FTB#2”, specifically in three sub-work packages:

REG Sub WP 3.5.1: FTB#2 Wing

REG Sub WP 3.5.3: FTB#2 Systems Integration

REG Sub WP 3.5.4: FTB#2 Flight Demonstrator

The technological lines of this Call for Core Partner are aligned with the global STM (Strategic Topic Manager, EADS-CASA) strategy with respect to the Regional Aircraft FTB#2 demonstrator. The framework of the activities is closely linked to Airframe ITD and Regional Aircraft IADP and with lines to be performed by the STM and other Call Partners along the Programme. The STM will act as project leader and tasks integrator, defining design concepts and feasibility criteria to be finally mounted in the demonstrator. The Intellectual Property rules of the Call will be those of Horizon 2020 policy. The CP will play a strategic role for the achievement of the REG-IADP objectives as specified in the JTP. The involvement of the CP in the REG-IADP must fulfill the following top level objectives which define their overall mission in the REG-IADP.

To implement the resources, capabilities and technical means to secure the fulfilment of the plans

according to JTP objectives, deliverables and milestones as defined in this document.

To provide the specified deliverables and to perform the risk assessment for any technical,

economical or scheduling issues.

To accommodate technologies, processes, methods and tools in conjunction with those selected

and developed by EADS-CASA and to select the best approaches jointly.

To integrate into a single team with EADS-CASA within the REG-IADP, facilitating organizational

adaptation for the mutual coordination and unified actuation in decisions making, coordination of

activities and review of the progress achievements.

The budget of the Call refers exclusively to Core Partner activities. Subcontracting will follow the Horizon 2020 and Clean Sky 2 general policy.



2. Scope of work

In the framework of Clean Sky 2 program EADS-CASA participates in the Regional Aircraft IADP

(Innovative Aircraft Demonstrator Platform) where several technologic streams will be investigated

up to high level of maturity. The objective of most of these technologies is to be tested “in-flight” in

the Regional Aircraft FTB#2 (Flight Test Bed 2) demonstrator.

The Regional Aircraft FTB#2 is a prototype aircraft based on the EADS – CASA C295 model. This

aircraft is Civil FAR 25 certified by FAA and EASA Airworthiness Regulations with large in-service

experience as regional aircraft which is a perfect platform to test in flight Clean Sky 2 mature

technologies.

Figure 1: Regional Aircraft FTB#2: EADS-CASA C295 aircraft general planform. Wing Structural components REG FTB#2

The main components of the wing are shown in Figure 1. Some of them will be entirely designed

within the context of Clean Sky 2, some will be partially modified due to structural or systems

interfaces and some remain from the basis aircraft.

The conceptual design of every component will be driven by the STM (Strategic Topic Manager,

EADS-CASA) while detailed design; manufacturing and assembly will be done by the CP (Core

Partner). A high level of concurrent engineering is required. The STMs will require Airworthiness

Authorities a Research Permit to Fly (PTF) -NOT Certification- for the Regional Aircraft FTB#2. The CP

will support this process, being mandatory for that the following activities:

Providing material data, processes and tools accepted

Harmonization of calculation processes/tools

Materials used for primary structural elements must have the qualification level

The Call for Core Partner covers technology lines all along the Clean Sky 2 Program and directly linked

to the Regional Aircraft FTB#2 Demonstrator. The activities proposed are linked to the STM activities

and other Partners within Airframe ITD and Regional Aircraft IADP in a global demonstration strategy.



he activities within this Call are related to Specific A/C Design in the starting phases of the program,

technology lines for aircraft components manufacturing and finally integration of components into

the FTB#2 demonstrator. The interdependencies and interfaces between the CP/STM activities of this

Call –in red- and the rest of the program (STM or other Partners) –in blue- are shown in the following

sketch. . Due to the fact that the activities within this call are oriented to a flight demonstration, the

STM will play an integrator role in all the activities.

The Call for Core Partner is organized in two parts summarized in Tables 1 and 2. The description of

activities and responsibilities share between STM and CP is detailed in following chapters. Budget

involved in this Call cover specifically CP activities.

COMPONENT TECHNOLOGY CHALLENGES TECHNOLOGY DEMONSTRATORS

INNER

EXTERNAL WING SECTION

Modification of current design to

incorporate:

- Outboard flap - Spoiler - Flap and spoiler actuator systems - Innovative attachments - Mature technologies

Suggested budget: 30 %

1 specimen for “on –ground” static and functional tests. (RH wing section).

2 specimens (LH and RH wing sections) ready for flight




AILERON Active loads alleviation (MLA and GLA) Integration of EMAs Modification of current design (manual control) to incorporate new actuation system (assisted control)

- Innovative attachments

- Mature technologies Suggested budget: 15 %

1 specimen for “on –ground” static and functional tests. (RH aileron).

2 specimens (LH and RH ailerons) ready for flight.

SPOILER Active loads alleviation (MLA and GLA) Integration of EMAs Aircraft performance in landing and take- off configurations New design to incorporate new actuation system

- Composite or metallic - Innovative technologies

Suggested budget: 15 %

1 specimen for “on –ground” static and functional tests. . (RH side spoiler.

2 specimens (LH and RH spoilers) ready for flight.

Table 1: External Wing structural components manufactured by the Core Partner


EXTERNAL WING INTEGRATION

Jig-less assembly concepts for the external wing components integration Assembly of highly integrated composite components OSD and OSA processes Innovative processes for aileron structural fittings, EMAs attachments and systems supports:

- Light metallic alloys with enhanced characteristics (strength, fatigue)

- Super-plastic forming, Additive Layer Manufacturing, ...

Hybrid metallic-composite joint technologies. Enhanced shimming processes. Inspection of shape control Production time reduction. Energetic and environmental costs reduction. Suggested budget: 40 %

1 specimen for “on –ground” static and functional tests. (RH wing section).

2 specimens (LH and RH wing sections) ready for flight

Table 2: External Wing Integration activities and main technology challenges for the Core Partner



The Technology Demonstrators, regarding structural components and wing integration activities, are:

One wing component (R/H) to be qualified on ground through a major testing by the STM.

Two wing components (RH/LH) ready-for-flight to be integrated in the FTB#2 by the STM.

The CP will provide the achievements with respect to Horizon 2020 and ECO-Design objectives along

the program. The results of the works need to be evaluated in terms of environmental and

productivity objectives aligned with Clean Sky 2 strategy (CO2 and NOx emission reductions, fuel

consumption efficiency and noise footprint impact) versus the current existing ones technologies.

Specific reports focus on this aim will be performed by the STM and CP.

INNER EXTERNAL WING SECTION

Component General Description

The Inner section of the External Wing (reference dimensions: span 3860 mm and root chord 3000

mm) will be redesigned and manufactured to demonstrate innovative technologies. This component

should be based on the EADS – CASA C295 aircraft at foreseen mainly affected by the integration of

spoiler, flap tracks and their respective actuation systems. The structural box components (skin,

spars, ribs, fittings…) will be metallic and as far as possible compatible with current geometry, and it

should include the technological challenges proposed within the Clean Sky 2 program. Figure 3 shows

the present general arrangement of the External Wing box. The contour of the Inner External section,

which include the torsion box and the trailing edge area, is marked in blue.

Figure 2: External Wing of the Regional Aircraft FTB#2 –Inner External Wing marked in blue

Proposed innovative technologies with high TRL will be incorporated in the design phase in

accordance with the STM like:

Specific and optimum design of attachments for a new continuous deployment Outboard

flap

Optimum design to include a new Spoiler with Electro-Mechanics Actuators (EMA)

Light metallic alloys with enhanced characteristics (strength, fatigue)

Super-plastic forming (SPF) and/or Additive Layer Manufacturing (ALM): to those parts where



these technologies may add some value for “in – flight” demonstrators (i.e. supports,

redundant or low responsibility fittings)

Inspection of shape control (spring-back)

Enhanced shimming processes

Design of hybrid complex joints (composite / metallic and composite / composite): between

Inner External Wing Section and the Outer External Wing Section

New sealing techniques with eco – friendly materials preserving tolerances and tightness in

fuel tanks

Innovations in design will be focus on:

Innovative joint of the Inner External Wing box (metallic) with the Outer External Wing box

(composite) by means of a riveted shear joint with metallic splices.

New design of the trailing edge area to host new Out-board Flap and the new Spoiler:

Redesign of outboard flap fittings and tracks.

Trailing edge panels and shape ribs to incorporate the spoiler.

Innovative fittings for the new actuation system of EMAs in flap and spoiler.

The conceptual design of the component will be provided by the STM, meanwhile detail design,

sizing, parts manufacturing, quality assurance and low level tests are responsibilities of the CP.

Design requirements will be fixed by the STM (external aero shape, installations, weight target,

stiffness, deployment kinematics, system integration ...)

Activities:

1. Preliminary design modification of inner external wing box section. (STM)

2. Material selection of modifications.(CP)

3. Manufacturing process of modifications. (CP)

4. Detail Design and Analysis of component.

a. Solid models and detail drawings, including systems provisions defined in the

document of High level Requirements. (CP)

b. Dimensioning and structural analysis of the structure considering loads provided by

the STM. (CP)

5. Tooling design and manufacture. (CP)

6. Manufacturing plan and full process. (CP)

7. Production of the full scale specimen for structural and functional tests (CP)

8. Non Destructive Inspection (NDI) and quality assurance. (CP)

9. Support to wing structural and functional test: preparation and analysis (CP in cooperation with

STM)

10. Production of specimens ready for flight to be assembled in the aircraft. (CP)


12. Component documentation and support to PTF process. (CP)



13. Evaluation of Horizon 2020 environmental and productivity objectives at component level.

(CP)


AILERON


The aileron of Regional Aircraft FTB#2 has reference dimensions 250 x 4500 mm with three

attachments to the wing rear spar and two actuators. Structural modifications of this component are

motivated by the new design of EMAs driven by an Active Loads Alleviation System (MLA and GLA) in

the aircraft. Activities to be performed in the aileron are modifications for adaptation of the control

surface to new actuation system requirements.

Modifications will be focus on:

‒ Aileron trailing edge re-design to block tabs (trim and geared tabs) or an alternative design

‒ Redesign of actuators attachments to withstand innovative actuation system requirements

‒ Counter-weights elimination keeping control surface within weight and centre of gravity

limits

Therefore the current aileron design is the baseline where structural modifications will take place. It is

foreseen to maintain the overall size and structural box architecture adapted to interface with a

duplicated actuation system (innovative & back-up), therefore, it is foreseen to be metallic. The

objective of works in this component is the adaption of the structural architecture to host highly

integrated systems for aircraft control and load alleviation system (MLA and GLA).

Figure 3: Aileron component

Design requirements will be fixed by the STM (external aero shape, installations, weight, stiffness,

loads, definition of actuation systems and interfaces, lightning protection, interchangeability ...)

Activities

1. Preliminary design modification of current aileron to include a new actuation system for loads

alleviation (MLA and GLA) (STM)

2. Material selection of modifications (CP)



3. Manufacturing process of modifications.(CP)

4. Detail Design and Analysis of component in accordance with manufacturing process.(CP)

5. Solid models and detail drawings, including systems provisions defined in the document of High

level Requirements.(CP)

6. Dimensioning and structural analysis of the structure considering loads provided by the

STM. (CP)

7. Tooling design and manufacture.(CP)


9. Production of the full scale specimen for structural and functional tests. (CP)

10. Non Destructive Inspection (NDI) and quality assurance.(CP)


STM)

12. Production of specimens ready for flight to be assembled in the aircraft.(CP)



15. Evaluation of Horizon 2020 environmental and productivity objectives at component level. (CP)


SPOILER


The FTB#2 Regional Aircraft will include a new spoiler as a key component for technology

demonstrations to improve performances in take-off and landing configurations. The spoiler will be

driven by two actuators attached to the wing box. The functionality of this new spoiler is to be part of

the active loads alleviation system (MLA and GLA) with innovative actuators (EMAs).

The baseline design will be provided by the STM in the early stages of the project, on top of which

several technology concepts will be studied and manufactured. The spoiler can be considered as

secondary structure with single actuation system interfaces and it is open to integrate technological

proposals as far they can be qualified for flight (i.e. fluidic-spoiler).

Design requirements will be fixed by the STM (external aero shape, installations, weight, stiffness,

loads, definition of actuation systems and interfaces, lightning protection, interchangeability,

kinematics ...)

Technology Challenges

The first activities of the STM are to perform a trade – off between different spoiler concepts where

innovations will be analyzed (i.e. innovative actuation systems in conventional aero-shape, fluidic-

spoiler concepts –feasibility-, air-feeding implementation, ...). Among these alternatives one spoiler

design will be selected for manufacturing and the CP will start the detail design, structural sizing,

material selection and manufacturing processes.



Spoiler deployment kinematics is responsibility of the CP, while the actuation system will be fixed by

the STM and other Partners. Materials and quality of the processes must be assured to support the

final assembly in the demonstrator for a flight test campaign in the Regional Aircraft FTB#2.

Activities

1. Structural trade-off of different spoiler concepts in accordance with conceptual design provided

by the STM: deployment kinematics, deployment actuation and system interfaces. (CP in

accordance with STM).

2. Preliminary Design of component considering general requirements established by the STM:

aero-shape, functionality, systems provisions in structural design, etc. (CP)

3. Material selection. (CP)

4. Manufacturing process development. (CP)

5. Detail Design and Analysis of component in accordance with manufacturing process maturity.

6. Solid models and detail drawings, including systems provisions defined in the document of High

level Requirements. (CP)

7. Dimensioning and structural analysis of the structure considering loads provided by the STM.

(CP)



10. Production of the full scale specimen for structural and functional tests. (CP)


12. Simplified structural and functional tests to ensure spoiler deployment: contactless surface

metrology (CP)


STM)

14. Production of specimens ready for flight to be assembled in the aircraft. (CP)



17. Evaluation of Horizon 2020 environmental and productivity objectives at component level. (CP)


INTEGRATION OF EXTERNAL WING

External Wing Assembly General Description

All new components of the Regional Aircraft FTB#2 External Wing will be integrated incorporating

technology innovations aligned with Clean Sky 2 principal objectives and taking the baseline of the

C295 aircraft. The External Wing to be assembled has reference dimensions of 8000 mm span,

3000mm root chord and 1200 mm tip chord. The assembly will include structural components and

systems.



Figure 4: Structural components –left- and systems –right- of the Regional Aircraft FTB#2 Wing

The outer wing is divided in the following main structural sections:

External Wing box: Inner - External Wing box and Outer - External Wing box

Trailing Edge Aileron section

Trailing Edge Flap section

Leading Edge section

Aileron

Out Board Flap

The process map of the Regional Aircraft FTB#2 External Wing is sketched in Figure 6 where main

structural components, subassemblies and assemblies are summarized.

Figure 5: Aircraft FTB#2 External Wing Assembly process

Technology Challenges

The External Wing of the Regional Aircraft FTB#2 has been selected as demonstrator of technologies

regarding: aircraft performance improvements (i.e. morphing winglets and continuous flap), Active



loads alleviation systems (MLA and GLA), Highly integrated structure and systems for more efficient

actuation: (EMAs) and Innovative materials and manufacturing processes (Composites, ALM, OoA)

The Integration of the External Wing should deal also with specific technologies which reduce the

global lead time and reduce energetic and environmental assembly costs like:

Innovative jig-less techniques to reduce tooling costs: aircraft structures require jigs for

assembling; however the major trend in aircraft assembly is to employ technology in the

reduction, and potential elimination, of heavy accurate jigs.

Advanced assembly processes in hybrid complex joints (composite / metallic and composite /

composite): challenges resulting from joining highly integrated composite components of the

outer external wing meeting the required aerodynamic external geometry and surface

tolerances. Also, innovative materials (i.e. light metallic alloys with enhanced characteristics)

and manufacturing processes (i.e. ALM) are expected for the aileron and actuator fittings and

installations brackets.

One-Shot-Drilling and On-Shot-Assembly which simplify riveting and joining operations:

Riveting processes are also fundamental during aeronautical assembly. Technologies to

increase accuracy with faster procedures are also the cutting edge in industry.

New sealing techniques with eco – friendly materials preserving tolerances and tightness.

Sealing operations are also a mayor issue during assembly. Research of new sealing materials

that can be applied during the assembly processes accomplishing tightness and seat are very

welcomed.

Activities

- Subassemblies: Flap Ribs, Trailing Edge - Flap zone Integration, Subassembly of small parts

(ribs, skin, spares, fittings), Aileron Ribs and Trailing Edge - Aileron zone Integration

- Structural Integration (Main Feature): Integration of Central Box (Spares and Ribs),

Integration of Central Box (Skins) and Integration of Central Box with Trailing Edge

- Sealing, Fuel System and Lower Skin (Additional Feature): Sealing Fuel Tank, Mounting Fuel

System, Trailing Edge Covers Integration and Integration of inferior central skin

- Equipment of the Wing and Painting: Wing out of fixture (Jig), Mounting anchor nuts, Fuel

covers, Preparing connections to wing box, Cleaning and Sealing, Mounting electrical

harnesses of Fuel System, Leakage test, Electrical resistance test, Aileron's fitting assembly,

Make water proof the tank (Zero rib), Painting, Wing Equipment (Anti-ice / flying control

system), Trailing Edge electrical harnesses, Leading edge electrical harnesses and Wing Tip /

Winglet




The estimated schedule of the Call is based on the plan of the Clean Sky 2 Regional FTB#2

demonstrator. The schedule of the Core Partner (green bars) is presented superimposed to the

demonstrators schedule. T0 of activities is assumed to be early 2016.

The following list presents the main Deliverables covering all technological lines described in the Call.

It is focused on short term milestones. This list will be fully developed during the negotiation phase

with the applicant in a more detailed manner considering updates in schedule and technology

proposals of the demonstrators.



Deliverables


D.1 Structural trade-offs and Manufacturing Processes - Inner External Wing Box, Aileron and Spoiler - Analysis of architectural trade – off - Proposed materials and manufacturing processes

R T0 + 3

D.2 Technical documentation supporting PDR - Inner External Wing Section, Aileron and Spoiler - External Wing Integration - Structural Analysis - CATIA Models and drawings

R D: Drawings

T0 + 6

D.3 Technical documentation supporting CDR - Inner External Wing Section, Aileron and Spoiler - External Wing Integration - Structural Analysis - CATIA Models and drawings

R D: Drawings

T0 + 18

D.4 Delivery of Parts and subassemblies for Full Scale Test - Parts ready for final assembly in “on-ground”

demonstrator - Inner External Wing Section, Aileron and Spoiler - Quality inspection reports

D: Parts R

T0 + 21

D.5 Analysis of Results from Full Scale Tests of Wing Components and Integration

R T0 + 38

D.6 Delivery of External Wing Assembly for “on – ground” Wing demonstrator

- External Wing Integration - Quality inspection reports

D: Assembly R

T0 + 27

D.7 Delivery of Parts and subassemblies for FTB#2 - Parts ready for final assembly in “in-flight”

demonstrator - Inner External Wing Section, Aileron and Spoiler - Quality inspection reports

D: Parts R

T0 + 27

D.8 Delivery of External Wing Assembly for FTB#2 installation - External Wing Integration - Quality inspection reports

D: Assembly R

T0 + 36

D.9 Technical Documentation supporting Permit to Fly process with Airworthiness Authorities

- Means of compliance

R T0 + 38

D.10 Analysis of Results from Flight Test Campaign of Wing Components and Integration

R T0 + 60

D.11 Technology Assessment and ECO-Design Feedback R T0 + 72





Experience in aeronautics and involvement with airframe industry. (M)

Experience and knowledge of turboprop A/C type. (M)

Experience in design and manufacturing of structures in innovative metallic components (i.e.

o ALM and SPF). (A)

Capacity to assembly composite and metallic parts; and hybrid joints: Drilling and riveting of

composite parts in composite-composite o metallic-composite joints. (M)

Design and analysis tools of the aeronautical industry (i.e. CATIA v5 release 21, NASTRAN). (M)

Competence in management of complex projects of research and manufacturing technologies.

(A)

Experience in integration multidisciplinary teams in concurring engineering within reference

aeronautical companies. (M)

Proven experience in collaborating with reference aeronautical companies with industrial

developments in “in – flight” components experience. (M)

Participation in international R&T projects cooperating with industrial partners, institutions,

technology centres, universities and OEMs (Original Equipment Manufacturer). (M)

Capacity of providing large aeronautical components within industrial quality standards. (M)

Capacity to support documentation and means of compliance to achieve prototype Research

“Permit to Fly” with Airworthiness Authorities (i.e. EASA, FAA and any others which may apply).

(M)

Experience in technological research and development in the following fields (A):

o Highly integrated structures (i.e. production rate, cost, and weight savings).

o Assembly of large size structures: composite and metallic.

o Process automation.

o Jig-less assembly concepts for large components integration

o OSD and OSA processes

o Innovative processes for structural fittings, EMAs attachments and systems supports:

o Hybrid metallic-composite joint technologies.

o Enhanced shimming processes.

Capacity to repair “in-shop” components due to manufacturing deviations. (M)

Capacity to provide support to structural and functional tests of large aeronautical component

(M):

o Tests definition and preparation: stress and strain predictions, deformed shape

prediction and instrumentation definition

o Analysis of test results

Capacity to support to Aircraft Configuration Control. (M).

Capacity of performing Life Cycle Analysis (LCA) and Life Cycle Cost Analysis (LCCA) of materials

and structures. (M)

Capacity of evaluating results in accordance to Horizon 2020 environmental and productivity

goals following Clean Sky 2 Technology Evaluator rules and procedures. (M)

Capacity of evaluating design solutions and results along the project with respect Eco-Design



rules and requirements. (M)

Product Organization Approvals (POA) . (M)

Quality System international standards (i.e. EN 9100:2009/ ISO 9001:2008/ ISO 14001:2004). (M)

Mechanical manufacturing processes, in both composite and metallic. (M)

Facilities and tooling for the external wing box integration. (M)

Processes and tools for drilling and riveting Composite in mechanical joints and Hybrid joints

(Composite + Metal) . (M)

Equipment and tooling for metallic parts manufacturing (i.e. classical processes, ALM and SPF).

Non Destructive Inspection (NDI) and large components inspection (A):

o Dimensional inspections

o Materiallography

Contactless dimensional inspection systems - Simulation and Analysis of Tolerances and

PKC/AKC/MKC (Product, Assembly and Manufacturing Key Characteristics). (A)

(M) – Mandatory; (A) - Appreciated



5. Glossary

ALM Additive Layer Manufacturing

CAD Computed Aided Design

CP Core Partner

EADS-CASA European Aeronautics Defence and Space - Construcciones Aeronaúticas S.A.

EASA European Aviation of Safety Agency

EMA Electro Mechanical Actuator

FAA Federal Aviation Administration

FAR Federal Aviation Regulations

FEM Finite Element Method

FTB#2 Flight Test Bed 2

GLA Gust Loads Alleviation

GRA Green Regional Aircraft

IADP Innovative Aircraft Demonstrator Platforms


JTP Joint Technical Program

LCA Life Cycle Analysis

LCCA Life Cycle Cost Analysis

LH Left Hand

MLA Manoeuvre Loads Alleviation

NDI Non Destructive Inspection

OEM Original Equipment Manufacturer

OSA One Shot Assembly

OSD One Shot Drilling

POA Production Organization Approval

PTF Permit to Fly


REG Regional

RH Right Hand

SPF Super Plastic Forming


TBC To Be Confirmed

TBD To Be Defined


WBS Work Breakdown Structure

WP Work Package



1.3. Clean Sky 2 – Airframe ITD

I. Development of airframe technologies aiming at improving aircraft lifecycle environmental

footprint


Programme Area AIR


Work Packages (to which it refers in the JTP) A-3.4

Leading Company DASSAULT, AIRBUS, FhG



Start Date6

01/04/2016


JTI-CS2-2015-CPW02-

AIR-01-03

Development of airframe technologies aiming at improving aircraft life

cycle environmental footprint


This Strategic Topic (ST) corresponds to technology development activities aiming at improving

environmental footprint of aircraft life cycle. The technology areas will cover materials and surface

treatments, manufacturing processes, maintenance and repair, as well as end of life processes. The

technology development phase will be followed by a ground demonstration phase in which aircraft

parts will be produced and tested. The environmental benefit brought by the newly developed

technologies will be addressed through Life Cycle Assessment activities.

Short description and terms of reference:

This Strategic Topic (ST) corresponds to technology development activities aiming at improving

environmental footprint of aircraft life cycle (Manufacturing, Maintenance and Disposal).

The technology areas will cover materials and surface treatments, manufacturing processes,

maintenance and repair, as well as end of life processes (dismantling of aircraft’s airframes, and

recycling of resulting materials). The technology development phase will be followed by a ground

demonstration phase in which aircraft parts will be produced and tested.





The technology development activities will be driven by the following features:

‒ Reduction of Buy-to-Fly ratios and weight of aircraft parts;

‒ Durability of aircraft parts when submitted to aircraft environment (on ground and in flight);

‒ Recycling of manufacturing wastes and end of life materials from aircraft parts.

The environmental benefit brought by the newly developed technologies will be addressed through

Life Cycle Assessment (LCA) activities in another Work Package. Core Partners will have to deliver

input data allowing LCA assessment.



1. Background

Within Clean Sky 2, the Airframe ITD supports technology de-risking at major system level, to be

further integrated in the vehicle integrated demonstrators. Globally speaking, the Airframe ITD

targets to bring novel technologies up to TRL6 at airframe level i.e. mature to be integrated and

tested at the global aircraft level, typically throughout IADPs flight tests. From an environmental

point of view, the Airframe ITD will reduce aviation footprint through aircraft performance

improvements (drag, weight and versatility) and an eco-friendly life cycle including significant

recyclability increase as well as optimized material streams.

With respect to those objectives, the Airframe ITD encompasses a consistent set of major

demonstrators, with the following demonstration options under consideration:

‒ Ground demonstration at a representative scale of the airframe component;

‒ Flight demonstration of a modified platform, incorporating the new system for demonstration in

representative flight condition;

‒ Sub-scale flying demonstrator.

As delivering matured technologies as well as key airframe components to be further integrated at

global aircraft level in IADPs demonstrators, the Airframe ITD is one of the enablers of the different

IADPs. Nevertheless, it will encompass a wider range of airframe technologies, and mature these,

with two key outcomes:

‒ Complement the technology portfolio of the air vehicle concepts addressed in the IADPs, in

particular with next generation solutions at TRL 6 level;

‒ Insert key enabling technologies specific to other aircraft applications such as business jets, in a

systematic approach geared towards vehicle level optimization. Technological challenges linked

to these applications include for example innovative wing concepts, and unconventional

fuselage configurations including novel propulsion integration solutions. These technologies for

a longer term insertion will be brought up to a maximum of TRL 5.

Therefore, activities are structured around Technology Streams (TS) that will make the best use of

synergies across the wide product range targeted by Clean Sky 2 (small transport aircraft, business

aircraft, regional aircraft, large passenger aircraft, and rotorcraft) in a cross-cutting manner. The

technology streams will allow undertaking the significant number of technology developments within

a global consistent strategy orientated toward their insertion at integrated level into key large

airframe systems components. It does not deliver set of stand-alone technologies, but demonstration

of the technologies ready to be implemented into complex system and to actually contribute to the

system global performances.

The technology Stream linked to the present ST is entitled “High Speed Airframe”; this TS aims to

focus on the fuselage & wing step changes enabling better aircraft performances and quality of the



delivered mobility service, with reduced fuel consumption and no compromise on overall aircraft

capabilities (such as low speed abilities & versatility).

Within High Speed Airframe, WP A-3.4 “Eco-Design for Airframe” is to explore ways matching the

future market pressures that are likely to include the combination of price pressure from new

competitor and high level of expectations from the eco-compliance. Such should apply to all airframe

components: the composite wing, the metallic or composite fuselage and the cockpit structure. The

global technical objective is to make available to the aerospace industry and its supply chain a set of

new technologies reducing the environmental footprint of the aircraft production from the global life

cycle point of view: develop new processes, methods & manufacturing & recycling technologies that

enable Green Manufacturing, Green Maintenance and Green disposal, End Of Life, at affordable

conditions by implementing an European logistic network for EoL aviation materials.

Beyond the REACH compliance (suppression of use of environmental harmful chemical for the

aircraft production), keeping in Europe, in the long term, the aircraft & systems production by

manufacturer & their supply chain needs further developments of not only environmental respectful

but also cost-efficient processes for the production, maintenance & disposal of the aircraft. Such

includes also the reduction of resource consumption (from raw material to water& energy). Within

Clean Sky, green manufacturing technologies were elaborated and demonstrated at component

level; also methodologies for LCA were implemented. It is now important to integrate these

technologies in the design and manufacturing of next generation elements, and to drive the

individual processes development toward a global positive environmental impact (e.g. a green

coating techniques whose benefit would be annihilated by disposal issues) throughout an integrated

LCA approach. The metallic & composite fuselage demonstrators will be the reference cases both for

the demonstration of the green D&M and for the LCA.



2. Scope of work

The work to be carried out in this ST will have to cope with the WBS of WP A-3.4 Eco-Design for

Airframe:

‒ WP A-3.4.1 Technology Development in the frame of materials, processes, maintenance/repair,

end of life – Leader: DAv

‒ WP A-3.4.2 Life Cycle Assessment (development of the methodology started in CS-EDA,

including LCA and eco-design tools, as well as LCA database) – Leader: FhG

‒ WP A-3.4.3 Ground Demonstration to mature the technologies developed in WP 3.4.1,

using

Eco-Design and Design for Environment (DfE) guidelines – Leader: DAv

Within WP A-3.4.1, the different areas of progress are the following:

‒ WP A-3.4.1.1 Materials and Surface Treatments

‒ WP A-3.4.1.2 Manufacturing Processes

‒ WP A-3.4.1.3 Maintenance and Repair

‒ WP A-3.4.1.4 End Of Life

The Core Partner will have to cover those 4 areas in WP A-3.4.1. The work will have to be organised

as follows:

‒ A first phase of activities (2 years) in which candidate technologies will be studied and assessed;

at the end of this phase, the most innovative ones will be selected to be further developed;

‒ A second phase (3 years) called “technology development phase” in which the selected

technologies will be matured untill TRL 5 or above. The individual processes development will

have to be driven toward a global positive environmental impact.

The successful technologies i.e. for which TRL will have reached 5 (or above), and for which

performances and industrial applicability will have been confirmed, will then be demonstrated

through next generation elements.

The Core Partner will then have to define, design, manufacture and test those next generation

elements i.e. ground demonstrators (equipped airframe demonstrators e.g. fuselage panels, wing

panels, cabin interior items, and equipment demonstrators e.g. engine parts, air conditioning parts),

within WP A-3.4.3. One key obective is to implement a “Design for Environment” (DfE) state of mind

for designing demonstrators.

The activities to be proposed by the Core Partner will have to serve the following societal challenges:

‒ Resource Efficiency

‒ Eco-compliant production and decreased production pollutions

‒ Low energy / Low resources production (reduction of Buy-to-Fly ratio)



‒ Roadmap to full recyclability

Potential technologies to be investigated can be (but not limited to):

‒ For Carbon Fibre Reinforced Polymers structures: wing stiffened panel by infusion process,

integral stiffened structures, low energy curing

‒ For thermoplastics: thermoplastic composites for aircraft structures & interior applications

‒ For special polymers applications : composites for high temperature applications, conductive

composites

‒ For metallic structures: light alloys stiffened panel, long life structures, light alloys and

surface treatments, corrosion protection and/or self-healing, Magnesium Technologies

‒ For biomaterials: green polyurethane foams for aircraft seating, bio-fibres and bio-resins for

secondary structures and interior furnishing

‒ For electronics materials: electronic connectors, lead-free solder and aircraft wiring

‒ For tribology : novel coating & corrosion protection

‒ For low energetic, waste saving novel processes : welding, forming, bounding, surfacing

A specific attention will have to be paid to chromate free protection concepts for metallic materials:

the successful development and implementation of effective candidates in aerospace industry

requires an integrated approach of materials and coating system development, based on more in-

service relevant characterization and prediction methods to grant more adequate consideration to

specific requirements occurring on aircraft.

Themes to be covered in the field of degradation behaviour and long term performance of corrosion

protection systems:

‒ Understanding and tailoring of new corrosion protection systems

‒ Development of reliable and more in-service relevant testing methods

‒ Life time prediction & long term stability of green surface protection systems

In order to achieve those goals, material suppliers will have to be associated to applicant’s answer.

Material suppliers will also bring expertise in the field of recycling of manufacturing wastes and end of

life materials from aircraft parts.

The quantification of benefit brought by the newly developed technologies will be assessed in WP A-

3.4.2 outside this ST. In order to allow WP A-3.4.2 to work, the Core Partner will have to deliver LCA

data aiming at being incorporated in the LCA database created in CS EDA, thus allowing to compare

environmental fooprint of baseline technologies and new technologies.




Deliverables


D1 Technology state-of-the-art R T0+09

D2 Technology scoping intermediate review report R T0+12

D3 Technology scoping R T0+24

D4 Technology trade off study: tables of comparison R T0+22

D5 Technology roadmaps R T0+24

D6 Technology development: intermediate report R T0+36

D7 Technology development: summary report R T0+60

D8 Technology LCA data collection preliminary report R T0+42

D9 Technology LCA data collection intermediate report R T0+60

D10 Technology LCA data collection synthesis report R T0+72

D11 Life cycle demonstration definition: intermediate report R T0+51

D12 Life cycle demonstration definition: synthesis report R T0+60

D13 Life cycle demonstration preparation: intermediate report R T0+60

D14 Life cycle demonstration preparation: synthesis report R T0+72

D15 Life cycle demonstration: intermediate report R T0+72

D16 Life cycle demonstration: synthesis report R T0+84

D17 ST Synthesis report R T0+96





M1 Technology state-of-the-art: go ahead for practical R&D

work

RM T0+09

M2

Technology scoping: go ahead for trade off work for

potentially very promising, environmentally sound

technologies studied in scoping phase

RM T0+24

M3 Trade-off study: Go ahead for technology roadmaps RM T0+22

M4 Technology roadmaps: go ahead for technology

development

RM T0+24

M5 All demonstrators defined RM T0+60

M6 PDR and CDR for all demonstrator passed RM T0+72

M7 All demonstration activities (manufacturing, testing,

dismantling, recycling) completed

RM T0+84

M8 Preliminary LCA data released to TS A-3, WP A-3.4.2 RM T0+42

M9 LCA data released to TS A-3, WP A-3.4.2 RM T0+60

M10 Consolidated LCA data released to TS A-3, WP A-3.4.2 RM T0+72


For LCA data, a data collection template will be provided by TS A-3, WP A-3.4.2



Technology Scoping Technology Development

State of the Art

Trade-Off

Roadmaps

Life Cycle Demonstration

Life Cycle Demonstration

Preparation

2017 2018 2019 2020 2021 2022 20232016

Planning

Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7 Year 8

Life Cycle

Demonstration

Definition

T0+60T0+48T0+36 T0+72 T0+84




‒ Technology developements skills in the areas sub-mentionned i.e. Materials and Surface

Treatments, Manufacturing Processes, Maintenance and Repair and End Of Life

‒ Material supplier skills: integrated approach of materials and coating system development,

recycling of manufacturing wastes and end of life materials from aircraft parts

‒ Manufacturing skills to allow manufacturing of scale 1 demonstrators of airframe parts e.g.

fuselage panels, wing panels

‒ Testing skills to allow mechanical characterisation of samples and demonstrators made of new

technologies

‒ Awareness of aeronautic sector requirements and certification needs

‒ Awareness of LCA goals and standards



5. Glossary

CS EDA CleanSky Eco-Design for Airframe

D&M Design & Manufacturing

DfE Design for Environment

EDA Eco-Design for Airframe

EoL End of Life

LCA Life Cycle Assessment

REACH Registration, Evaluation, Authorisation and Restriction of Chemicals

ST Strategic Topic

TS Technology Stream


WP Work Package



II. Optimized Composite Structures for Small Aircraft


Programme Area AIR (SAT)


Work Packages (to which it refers in the JTP) WP B-1.2

Leading Company PIAGGIO



Start Date7

01/04/2016


JTI-CS2-2015-CPW02-AIR-

02-05

Optimized Composite Structures for Small Aircraft


The target of this work package is to research and develop technologies for more

affordable composite aero structures with focus on cost effective existing materials and

improvement of production technologies for a later full composite wing production. Four main

areas will be investigated: Design, Materials and Manufacturing Processes, MRO (Maintenance,

Repair and Overhaul), and Verification and Validation.





1. Background

Actually, qualified low cost manufacturing processes (i.e. wet laminate) are placed at the lower end of

the CS23 aircraft class range (i.e.: a/c with a MTOW of up to 19000 lb) with deficiencies in process

stability resulting in unfavourable material design values for the primary structures and high structural

weights. These manufacturing processes are featured by substantial labour effort and small automation

level. On the upper end, in the area of large aircraft (CS25), there is an intensive use of dedicated,

large machines and tooling, which leads to highly automated composite structures production with

high production volume. Based on the use of extremely expensive tooling (i.e.: autoclaves, etc.), the

final quality is able to reflect challenging design values giving the possibility to have lightweight aero

structures. On the other hand, to have a return on investment, it is mandatory to have large volume

production on these often dedicated machines. Both above described extreme ends in manufacturing

processes are clearly not suitable for future small aircraft design.

A further key point, that is strategic for small aircraft manufactures companies, is the availability of a

suitable European supply chain for CS23 class composite structures production. Nowadays the supply

chain is strongly focused on high volume production rate (driven by large aircraft / large industry

demands) and not even willing to bid for low volume composite parts and components. For this reason,

CS23 aircraft’s small OEMs are forced to focus particularly on manufacturing processes and materials

selection which can be established and handled in their facility.

CS23 Commuter Aircraft class with its proximity to CS25 airworthiness requirements, but far away

from big volume production, requires a complete different approach for lowering costs of composites

structures.

It is crucial for small aircraft OEM to reduce acquisition and ownership costs of composite structures,

yet there is little opportunity to do this with existing technologies. Innovative new concepts are

therefore necessary, to enhance current composite manufacturing processes. Cost and parts reduction

can be achieved through the implementation of novel, innovative, composite design technologies,

materials, and manufacturing processes. In other words, to reduce costs, four main areas will be

investigated:

Design

Materials and manufacturing processes

MRO (Maintenance, Repair and Overhaul)

Verification and Validation



2. Scope of work

In the framework of Small Air Transport (SAT) within Airframe ITD, the present topic’s activities aim to

close the gap between cost effectiveness and available technologies with regards to primary full

composite structures for small aircraft manufacturers. The cost and effectiveness measures shall be

based on low volume aircraft production (i.e.: about 50 aircraft per year, which can be considered as

maximum rate for small aircraft OEM). The interest of SAT community is to establish the baseline for a

cost and weight effective primary wing structure for a future development of 19 seater turboprop utility

aircraft, exploiting the full weight capabilities of CS23 commuter aircraft certification class.

The topic’s activities will strongly focus to increase “strength to cost” and “strength to weight” ratios,

improved impact thread design approach, higher integration level to reduce the number of sub

components and to limit, as much as possible, the use of fasteners. The goal will be achieved

considering that the cost effectiveness for the complete life cycle of the future small aircraft depends

on design, production to maintainability and reparability of damages.

Reducing manufacturing costs, as part of the cost effectiveness, can be achieved developing

automated manufacturing process suited for composite parts of CS23 commuter aircraft. Series and

component dimensions for considered aircraft are much smaller than for the large airliners, therefore

appropriate processes and equipment have to be considered. Automated manufacturing technology,

that shall be investigated, should include AFP of both OOA prepregs and dry fibre tapes in combination

with liquid resin infusion (or its variants). Besides, “Pick & Place” robots can also be considered. A way

to enhance affordability is also through the use of low temperature paste adhesive for bonded and

reinforced joints. This will require improved analysis tools for designing and certifying the joints. Bond

line tolerances can be properly set to simplify assembly without significant impact on strength or

durability. Low temperature tooling materials will simplify the assembly process and will reduce tooling

costs. Modern OOA technologies show promising perspectives for the reduction of structural weights

combined with low production costs, compared to actual wet laminate technologies.

In addition to the use of modern composite materials, innovative manufacturing approaches and

methodologies, is the introduction of fibre optic sensing principles. The associated sensing features add

value supporting both manufacturing process reliability of composite materials and structure integrity

through an in-process monitoring (i.e: the integration of fibre optic sensoring for flight operational

purposes, such as, damage detection, load level and deflection measurements, either during flight

(segments) and offline for more dedicated damage analysis). Current technological developments and

build-up expertise’s depicts significant advantages in terms of sensor footprint as well as miniaturized

interrogation equipment based on solid state integrated photonics technology. In that operational

sense, SHM adds an increase in flight performances, maintenance efficiency improvements, and at the

end, can potentially lower costs of operation and ownership.



Research activities will concentrate, to obtain as WP’s result, a full composite centre wing box ground

demonstrator. The wing box section will be representative of a complete wing for a 19 seater aircraft

with MTOW up to 19000 lb.

Furthermore this WP supports the transversal activities of WP B-0.2 to measure and validate

improvements of SAT CS2 results against the “reference aircraft” delivering the boundary data as weight,

production cost and aerodynamic quality.

2.1. Technological streams

The main areas of interest, on which actions will be taken to achieve the final goal, are:

Design

Materials and manufacturing processes

MRO (Maintenance, Repair and Overhaul)

Verification and Validation

In particular, for each area, the main technological streams under investigations will be:

AREA 1 DESIGN

Design Methods “Low cost manufacturing oriented”.

Standardized analysis tools that can handle complex three-dimensional geometry and

recover the interlaminar stresses.

Optimised design processes supporting more automation of manufacturing, and low cost

production.

Smart approach for large data analysis (pre and post processing) suitable for small

aircraft manufacturer design office.

Standardization of integrated procedures and models between NDI information

(diagnosis) and CAE tools for the analysis of residual strength (prognosis).

Life cycle cost model.

AREA 2 MATERIALS AND PROCESS

Improved monitoring and control of production process (i.e.: integrated sensing, manage

digital data, logistic process).

Automated manufacturing suitable for small series of CS23 aircraft component dimensions,

with automation potentially throughout the manufacturing chain.

Automated Fibre Placement (AFP).

Automation by means of “Pick & Place”.

Forming, Trimming, Assembly.



NDI: the most promising and suitable approach has to be applied for application into small

a/c to support qualification and certification process and in line with CS23 requirements (i.e.:

less time for qualification, iterations, costs).

Liquid resin process.

Out of Autoclave process (including possible “no oven” processes).

Production technologies providing free-from-fastener architecture and high integration level.

Low cost material and manufacturing process qualification and validation.

Low cost tooling.

AREA 3 MRO

Smart coatings for damage/impact detection.

Advanced on airfield affordable repair methods.

Application of SHM systems for:

Getting information in specific critical areas for extensively use bonded joints for primary

structures and bonded repairs.

More efficient maintenance (CBM).

AREA 4 VERIFICATION AND VALIDATION

Building Block test approach to Level 4.

Extensive use of virtual testing in order to reduce certification costs:

Virtual allowables to reduce number of tests at the base of building block pyramid.

Hail impact threat, bird strike threat, damage tolerance issues.

2.2. Goals

By means of a composite wing box demonstrator for ground testing reaching TLR 6 with static and

fatigue test, the following goals shall be expected:

Reduction of composite design and certification costs (including testing) of about 30% for

the primary structure by means of:

SHM

Standardization

Virtual testing

Reduction of composite production costs of about 40% for the primary structure by means

of:



OOA process

Reduction of labour effort and labour errors

Reduction of energy consumption during production

Reduction of required raw material reducing the waste

Reduction of about 75% of fasteners

Overall target price of wing box shall be about 240K€ (without systems)

Reduction of structural weight of about 20% respect to metallic reference wing box weight

by means of:

Improvement of process and production stability of low volume composite structure

Improved design values

Reduction of overall life cycle costs of the aircraft of about 20% by means of:

Reduced production costs

Reduced repair costs

2.3. WP Structure Break Down

The following work shall be performed:

1. Identification of suitable existing materials supported by research in the area of material

databases.

2. Evaluation of wing loads according to CS23 commuter requirements.

3. SHM assessments and specification process.

4. Material screening and testing to determine allowables.

5. Design of centre wing box.

6. Final selection of material, production technology and components integration.

7. Production of sub components for different technology streams.

8. Integration of sensing capabilities for SHM.

9. Assembly/production of pre-demonstrator wing box section with all three components for

different technology streams.

10. Manufacturing of wing box demonstrator.

11. Static and fatigue test of wing box demonstrator.

12. Evaluation of results.



13. Repair stream.

The following chart shows the principles of the material and process/technology selection process to be

applied in this WP. This process will be applied to all components (ribs, spars, skins) of the wing box. It

should be highlighted that only available materials will be considered.

2.4. Alignment with high level technical requirements

This SAT WP is supporting all three strategic requirements of CS2 as stated in JTP:

1. Creating resource efficient transport that respects the environment

2. Ensuring safe and seamless mobility

3. Win global leadership for European aeronautics

2.5. Intellectual Property

SECTION 3 of Clean Sky 2 JU "Multi-Beneficiary Model Grant Agreement for Members” shall be applied.

Any activity/deliverable that will be produced by the Core-Partner(s), that will be developed starting from

requirements, analysis, or inputs from Piaggio Aero Industries shall be considered as jointly generated

as per paragraph 26.2 of said Multi-Beneficiary Model Grant Agreement for Members Joint ownership

of results shall be applied to the above described results.




Deliverables


1 Definition of mechanical test matrix (L0,L1,L2) and

technological trials

R/T

T0 + 6

2 Selection of materials and cost efficient production

technologies

R/T

T0 + 9

3 Material allowables and design values assessment R/T T0 + 18

4

Wing design concept and preliminary sizing

CAE & CAD

result

models/R

T0 + 24

5

Production and assembly process and tooling design and

simulation

CAE & CAD

result

models/R

T0 + 24

6 Definition of test matrix (L3,L4) and trials of

subcomponents

CAD models

/T/R

T0 + 33

7

Definition of test rig

CAE & CAD

result

models/R

T0 + 42

8

Center wing box sizing and optimization

CAE & CAD

result

models/R

T0 + 42

9 Production tooling and automation and assembly jigs

design

CAD

models/R

T0 + 42

10 Tooling manufacturing D/R T0 + 51

11 Demonstrator manufacturing D/R T0 + 57

12 Demonstrator assembly D/R T0 + 60

13 Demonstrator testing T/R T0 + 66

14 Design validation and test analysis T/R T0 + 69

15 Contribution to Project final assessment R T0 + 72





1 Material and Process Selection RM T0 + 18

2 PDR RM T0 + 24

3 CDR RM T0 + 42

4 Manufacturing demonstrator delivery RM T0 + 57

5 Final Testing Results RM T0 + 69

6 Final Review RM T0 + 72

*Type:

R: Report

RM: Review Meeting

D: Delivery of hardware/software

CAE: Computer-aided engineering

CAD: Computer-aided design

T: Test




Management on R&T Level

Competence in management of complex projects of research and manufacturing

technologies.

Proven experience in international R&T projects cooperating with industrial partners,

institutions, technology centres, universities.

Experience and skills learnt from projects focused on similar tasks.

Quality and risk management capabilities demonstrated through applications on

international R&T projects and/or industrial environment.

Proven experience in the use of design, analysis and configuration management tools of the

aeronautical industry (i.e. CATIA v5 , MSC NASTRAN, HyperSizer, VPM, etc...).

Experience with TRL reviews or equivalent technology readiness assessment techniques in

research and manufacturing projects for aeronautical industry.

Field of Expertise

Leadership : International proven experience leading aircraft development projects

combined with wide expertise in management of research first level work package.

Design : Proven competence in leading aircraft project drawings, structural analysis and

composite materials damage tolerance.

Optimization : Strong capabilities in numerical optimization.

Manufacturing : Proven small aircrafts manufacturing experience from substructures to real

scale A/C and integration of systems.

NDI : Proven non-destructive inspections experience.

SHM : Proven SHM assessment and integration experience.

Testing : Proven experience in experimental testing: in particular impact threat, residual

strength and fatigue testing from subcomponents to full scale test article.

Airworthiness/Certification : Experience in CS23 regulation.

Repairing : Proven experience in composites a/c repair.

QM Management : Setting up inspection schemes.

Materials : Proven experience in:

low pressure, low temperature prepreg processing.

liquid resin infusion, vacuum assisted or similar process.

manufacturing of high temperature resin toolings and aero structure components.

building up composite materials database for qualification.



Manufacturing, Testing & Tooling including Facilities

Capacity to specify material and structural tests along the design and manufacturing phases

of aeronautical components, including: material screening, panel type tests and

instrumentation.

Capacity to perform structural and functional tests of large aeronautical components: from

test preparation to analysis of results.

Capacity to repair “in-shop” components due to manufacturing deviations.

Technologies for composite manufacturing with OOA processes.

Automated manufacturing process (i.e.: AFP, ATL, Dry Fibre pre-forming).

Tooling design and manufacturing for composite components.

Suitable ovens for curing representative wing box demonstrator.

NDI and large components inspection.

SHM data interpretation, analysis tools and procedures.

Track Record

Approved supplier for composite structures for aeronautical industry.

Approvals

Quality System international standards (i.e. EN 9100:2009 / ISO 9001:2008 / ISO

14001:2004).

Qualification as Material and Ground Testing Laboratory of reference aeronautical

companies (i.e.: ISO 17025 and NADCAP).

POA.



5. Glossary

A/C Aircraft

AFP Automatic Fiber Placement

ATL Automated Tape Lay-up

CS23 EASA Certification Specifications for Normal, Utility, Aerobatic, and Commuter

Category Aeroplanes CS25 EASA Certification Specifications for Large Aeroplanes

EN European Norms

IA Innovation Action

ISO International Organization for Standardization


MRO Maintenance, Repair and Overhaul

MTOW Maximum Take Off Weight

NADCAP National Aerospace and Defense Contractors Accreditation Program

NDI Non Destructive Inspection

OEM Original equipment manufacturer

OOA Out Of Autoclave

POA Product Organization Approvals SAT Small Air Transport

SHM Structure Health Monitoring

TRL Technology Readiness Levels

WP Work Package



III. Airframe on-ground structural and functional tests of advanced structures


Programme Area AIR


Work Packages (to which it refers in the JTP) B-3.3 / B-3.6

Leading Company Airbus DS S.A.U. (former EADS-CASA)



Start Date8

01/04/2016



02-06

Airframe on-ground structural and functional tests of advanced

structures


This Call for Core Partner is devoted to on-ground tests technologies within the Airframe ITD in the

Advanced Integrated Structures streamline. A set of structural and functional tests are proposed in

on-ground demonstrators, i.e. composite cockpit from Clean Sky GRA and the external wing assembly

from Clean Sky 2 Airframe ITD and Regional IADP.





1. Background

This Call for Core Partner (CP) deals with the state of the art in technologies developed within last

years related to on-ground structural and functional tests of advanced structures. The Call is focused

in the technological aspects of tests, meanwhile demonstrators will be provided by the Strategic

Topic Manager (STM) -Airbus DS S.A.U., former CASA- and other Core Partners (CP). The structural

test technologies will be performed in composite cockpits developed during Clean Sky GRA

Program, while most of the functional tests will be validated on the Regional FTB#2 Demonstrator

wing developed in Clean Sky 2 Airframe ITD and Regional IADP. The Call is launched in Airframe

ITD but there are strong links with Regional IADP and Eco-Design TA.

The framework of the Call is the Airframe ITD – Technology Stream B-3: “Advanced Integrated

Structures”. The high level objectives of the streamline, described in the Joint Technical Proposal v4,

are progresses in structural design linked to airframe’s weight savings thanks to a global optimization

of the integration of systems & equipments in the airframe. The on-ground tests technologies of this

call are crucial to achieve these general objectives from the perspective of structural optimization

and systems functional verification.

Most of the structural tests will be performed within Work Package B-3.3: “Highly Integrated

Cockpit”, while the functional tests technologies will be verified in Work Package B-3.6: “New

Materials and Manufacturing Processes”. The Work Breakdown Structure (WBS) of the Clean Sky 2-

Airframe B Technology Streams is shown herein with work packages linked to the Call highlighted in

green.

Figure 1: AIRFRAME ITD WBS and Work Packages involved in the Call for Core Partner



2. Scope of work

Aeronautical components are subjected to a wide range of environmental and operational

conditions. Design procedures and certification requirements are supported by structural and

systems functional tests. This Call for Core Partner asks for technological research in on-ground

airframe tests applicable to STM available demonstrators. The following table summarizes the

technology lines, challenges and final demonstrators that the applicant need to cover.

ON-GROUND TEST

TECHNOLOGY

TECHNOLOGY CHALLENGES TECHNOLOGY

FINAL

DEMONSTRATOR

CLEAN SKY 2 WBS

Interior Noise

Atenuation

** 11% aprox.

Design and manufacturing

Material characterization

Test plan

CS - GRA Cockpit AIRFRAME WP B-

3.3

Medium and High

Energy Impact

Protection

** 11% aprox.

Add-on protect for multiple

threads

Passenger and systems

protections

New materials and tests


3.3

Structural Health

Monitoring (SHM)

** 11% aprox.

Diagnosis system design

Prognosis system design

Test, qualification and

validation


3.3

Ligthing Strike

** 7% aprox.

Test plan, rigs and

instrumentation

Test development and

qualification

Repairs to recover

functionality


3.3

Bird Strike

** 7% aprox.

Test plan, rigs and

instrumentation


qualification

Repairs to recover

functionality


3.3



ON-GROUND TEST

TECHNOLOGY


FINAL

DEMONSTRATOR

CLEAN SKY 2 WBS

Electromagnetic

Compatibility

** 7% aprox.

Test plan, rigs and

instrumentation


qualification

Repairs to recover

functionality


3.3

Ergonomics

Prototyping

** 11% aprox.

Studies of Single Pilot

Operation

Virtual prototyping with

iDMU

HMI and Testing


3.3

Tests of Efficient

use of Materials

and Energy

** 2% aprox.

Eco-efficient factories of the

future

Use of raw materials and

energy

Processes and tests to

components

CS - GRA Cockpit

REG FTB#2 Wing

AIRFRAME WP B-

3.6

ECO-DESIGN

Manufacturing

Trials of

Collaborative

Robots

** 1% aprox.

Manufacturing tests of

composites

System definition and

development

Processes and tests to

components


3.6

ECO-DESIGN

Functional Tests for

Fuel Leakage

Detection

** 7% aprox.

New techniques for leak

detection

A/C fluid systems: fuel,

hidraulics, …

Functional tests of solutions

REG FTB#2 Wing AIRFRAME WP B-

3.6

ECO-DESIGN

Integration of

Testing System on

iDMU

** 5% aprox.

Integration of A/C on-ground

tests

Process integration

Functional tests management


3.6

ECO-DESIGN



ON-GROUND TEST

TECHNOLOGY


FINAL

DEMONSTRATOR

CLEAN SKY 2 WBS

Automated Testing

Tech into A/C

computers

** 10% aprox.

Solutions for communication

of A/C tests from on-ground

equipment

Functional tests to A/C

controls

REG FTB#2 Aileron

driven by EMA

AIRFRAME WP B-

3.6

HMI Tech for

Systems Integration

and Tests

** 4% aprox.

Human-Machine-Interface

for A/C funtional tests

System design and

application


3.6

ECO-DESIGN

Connectivity Tech

for Functional Tests

** 4% aprox.

Systems connectivity tool for

functional tests: connected

factory

System design and

application


3.6

ECO-DESIGN

** STM estimated budget-share

TECHNOLOGY FINAL DEMONSTRATORS

Every technological line may need develoment tests and progress demonstrators that the applicant

will propose, i.e. material characterization tests, sub-scale structural tests, repairs coupon tests,

validation of functional tests, simulation tools, etc. However, the STM proposes two main on-ground

test benches where final demonstration will be done. The schedule and technology maturity

evolution should be linked to the availability of these final demonstrators in accordance to Clean Sky

2 program.

In Clean Sky GRA-LWC, CASA was involved in the development of an advanced composite cockpit

building two on-ground technology demonstrators. These cockpit demonstrators are mono-shell

forward fuselage structures whose external surfaces correspond essentially to the C295 cockpit

which was the reference structure for weight comparisons. Most of the structural tests proposed

within the Call will be performed, at final stage, on these two available composite structures.

Cabin interior noise attenuation.

Medium and high energy impact protection plus preliminary dynamic material

characterization.

Structural health monitoring system (SHMS) support through sensors installation and

eventually test data recording.

Full-scale bird impact, lightning strike and electromagnetic compatibility ground testing



together with structural repairs (metallic and composites) derived from correspondent or

complementary test damages.

Cockpit Ergonomics studies and tests towards Single Pilot Operation configurations.

Figure 2. Cockpit demonstrators manufactured in Clean Sky GRA

Functional systems verification tests will be demonstrated mainly on the Regional FTB#2 external

wing specimen. The components and assembly of the wing will be designed, manufactured and

tested during the Clean Sky 2, with activities shared by the STM and other CPs in AIRFRAME ITD and

REGIONAL IADP. The main components of the wing are shown in Figure 3. Some of them will be

entirely designed within the context of Clean Sky 2, some will be partially modified due to structural

or systems interfaces and some remain from the basis aircraft.

It is remarkable that the test specimen will be fundamental to asses the design and the final Permit

to Fly of the Regional FTB#2 in-flight demontrator. Hence, the on-ground structural static tests and

system functional tests will play a fundamental role in achievement Airbus DS S.A.U. strategic

objectives within the program. Most of the functional tests proposed within the Call will be

performed, at final stage, on this demonstrator:

Tests of Efficient use of Materials and Energy

Manufacturing Trials of Collaborative Robots

Functional Tests for Fuel Leakage Detection

Integration of Testing System on iDMU

Automated Testing Tech into A/C computers

HMI (Human-Machine-Interface) Technology for Systems Integration and Tests

Connectivity Technology for Functional Tests



Figure 3. External wing of Regional FTB#2 demonstrator. Clean Sky 2 AIRFRAME and REGIONAL

TECHNOLOGICAL LINES DESCRIPTION AND ACTIVITIES

The description of activities and responsibilities sharing between the STM and the CP are detailed in

following paragraphs covering the on-ground tests technologies within the Call.

INTERIOR NOISE ATENUATION

The activities foreseen in this topic are related with the exploration and development of advanced

solutions for:

Cockpit floor panels (for both pilot and passenger cabins) and supporting sub-structure.

Thermo-acoustic add-on protections for cockpit interiors.

Low cost and high production rate fittings for protections installation.

Activities:

1. Compilation of applicable requirements and state-of-the-art solutions. (CP)

2. Trade-off analyses and selection of the preferred solutions including manufacturing trials as it

became required (including possible integration of functionalities with medium and high impact

protections by using multifunctional materials). (CP)

3. Conceptual design of advanced cabin floors, thermo-acoustic protections and installation fittings.

(CP)

4. Materials screening, selection and characterization of key properties. (CP)

5. Acoustic analyses and numerical simulations including full documentation. (CP)



6. Manufacturing processes development compatible with the use of innovative materials. (CP)

7. Detail design of the advanced cabin floors, thermo-acoustic protections and installation fittings.

(CP)


9. Manufacturing plan and full process documentation. (CP)

10. Production of one (1) full scale set for on-ground acoustic testing. (CP)

11. Assembly of the manufactured set on one of the available cockpit demonstrators. (CP)

12. Inspections and quality assurance of manufactured parts and assemblies. (CP)

13. Acoustic testing and test results validation by tuning the analysis simulations. (CP)

MEDIUM AND HIGH ENERGY IMPACT PROTECTION

The activities included in this domain are related with the exploration and development of advanced

add-on solutions for the cockpit protection against medium and high energy impacts including the

attachment means due to events such as stones, hail or ice impact, tyre or rotor burst, propeller

blade fragment and other high speed debrises. Research of multifunctional materials for impact

protection in curved low-load-levels structural areas.

Activities:


2. Trade-off analyses and selection of the preferred solution (including possible integration of

functionalities with the thermo-acoustic insulations by using multifunctional materials). (CP)

3. Conceptual design of the advanced protections and attachment means. (CP)

4. Materials screening, selection and characterization of key properties (including dynamic

characterization). (CP)

5. Impact numerical simulations including full documentation. (CP)

6. Manufacturing process development compatible with the use of innovative materials. (CP)

7. Detail design of the advanced protections and attachment means. (CP)


9. Manufacturing plan and full process documentation. (CP)

10. Production of one (1) full scale set. (CP)

11. Assembly of the manufactured set on one of the available cockpit demonstrators. (CP)

12. Inspections and quality assurance of manufactured parts and assemblies. (CP)



STRUCTURAL HEALTH MONITORING SYSTEM (SHMS)

The activities foreseen in this topic are intended to give continuity and complement the work done

by CASA in in the frame of Clean Sky GRA-LWC in following aspects:

Diagnosis system design development.

Prognosis system design development.

Test and qualification of systems validation.

Activities:


2. Support to trade-off analyses and selection of the preferred solution in accordance with STM

guidelines. (CP)

3. Installation of the necessary arrays of adequate sensors in the cockpit article to monitor event

and damages of those events to be decided. (CP)

LIGHTNING STRIKE, BIRD STRIKE AND ELECTROMAGNETIC COMPATIBILITY

The applicant will be in charge of technology developments of these three structural tests, covering:

Test plan, rigs and instrumentation

Test development and qualification

Repairs to recover functionality

Repairs will restore completely the cockpit structural strength and stiffness. In this sense, advanced

composite materials and manufacturing techiques (i.e. 3D textile, stitching, etc) able to improve bird

impact resistance capabilities of the cockpit shall be investigated and eventually applied in the

repairs. Following these tests, the structural capability of the repaired cockpit to sustain ultimate

loads will be demonstrated through a static pressure test. The activities related with the realization

of this test will be performed by the STM.

Activities:

1. Test Plan for all tests. (CP)

2. Test rigs design and manufacturing. (CP)

3. Test articles instrumentation. (CP)

4. Lightning strike test realization to show compliance with the applicable requirements. (CP)

5. Design and substantiation of eventual repairs to fully restore the cockpit structural and

functional capabilities (suitability and incidence on functionalities should be assessed). (CP)

6. Repair of damages. (CP)



7. Bird strike test realization to show compliance with certification requirements. A orientative

number of five (5) shots is envisaged. (CP)

8. Design and substantiation of eventual repairs to fully restore the cockpit structural and

functional capabilities (suitability and incidence on functionalities should be assessed) including

the application of advanced composite materials and manufacturing techniques to improve

impact resistance capabilities. (CP)

9. Repair of damages. (CP)

10. Realization of electromagnetic tests for systems integration. (CP)

11. Test report of the complete test sequence. (CP)

ERGONOMICS PROTOTYPING

This activity is focused on the HMI interactions inside the cockpit. The scope of this work will be to

research, develop, integrate and test the interface between cockpit equipment and pilots/crew

operations. The general cockpit environment should be developed to facilitate and optimize its usage

by different kinds of operators and missions considering scenario of single-pilot-operation. The STM

will provide the arquitecture of the cockpit (iDMU) to asses the ergonomic studies.

Activities:

1. Data and field research concerning: operations, equipment and specification (CP and STM)

2. Concept Definition: layouts, equipment integration, materials, adaption of different users (CP)

3. Model and interaction evaluation (CP)

4. Development (CP)

5. Prototype and testing (CP and STM)

TESTS OF EFFICIENT USE OF MATERIALS AND ENERGY

The aim of this technological line is to have a more efficient use of material and energy resources in

the plant, having less energy consumption, while ensuring high productivity rates demanded. The

future aircraft factory needs to consider new variables in order to produce components and

assemblies with minimal resources consumption (i.e. raw material, pneumatic and hydraulic fluids),

with minimal energy consumption and with a recycling process plan. Results of the projects will be

shown in a particular case of one of the demonstrators provided by the STM.

Activities:

1. Technical and functional requirements definition:

o Sustainable Production for Assembly Processes in materials aspects. (CP)

o Sustainable Production for Assembly Processes in waste materials aspects. (CP)



2. Model definition:

o Framework for the design & evaluation of energy efficient production processes. (CP)

o Model first estimation for development using first and a final version of technical and

functional requirements. (CP)

o Model estimation for development using final version of technical and functional

requirements. (CP)

MANUFACTURING TRIALS OF COLLABORATIVE ROBOTS FOR COMPOSITE COMPONENTS

The objective of this technological line is to develop a practical manufacturing system to replace

hand lay up by assisted / automated systems able to obtain CFRP stiffeners using already qualified

materials for mass production purpose in a cost effective way applied in the cockpit of an aircraft.

The demonstration of results will be applied to one of the demonstrator provided by the STM.

Activities:

1. Definition of Part (STM)

2. Selection of manufacturing technology (STM and CP)

3. Definition of Industrial Cell for trials (STM)

4. Implementation of Industrial Cell for trials (STM)

5. Part Manufacturing Trials and Testing. (STM and CP)

6. Industrial Feasibility and Industrial flexible cell definition (STM and CP)

FUNCTIONAL TESTS FOR FUEL LEAKAGE DETECTION

These project deals about development of new techniques for leak detection that could improve

manufacturing and maintenance activities associated to the fluid-mechanical systems already

present at aircraft configuration.

A set of different lines will be launched in order to cover the maximum of specific features for each

of these systems on A/C (pneumatic, hydraulic, fuel, etc). For each of these specific systems, a set of

activities have been defined to cover the scope of the project:

Activities:

1. Research into the state of the art. (CP)

2. Aircraft systems model. According to the system under investigation of the demonstrator, it will

be requested the modelling of the systems: CATIA models and grid models. (CP)

3. Fluid-dynamics simulations and validation with respect to laboratory and aircraft tests results

(CP)

4. Laboratory and aircraft testing. (CP)



5. Numerical and functional test comparison. (CP)

6. Results and implementation in the aircraft demonstrator. Final documentation and steps to be

followed to allow implementation of new techniques on aircraft. (CP)

INTEGRATION OF TESTING SYSTEM ON iDMU (Aircraft Model)

The aim of this technological line is to develop a system for functional tests management in order to

integrate aircraft software for tests and on-ground test stations. The result of the project will be

apply to the Regional FTB#2 wing specimen for functional test management.

Activities:

1. Concurrence for CATS (Functional Testing Tool) development for generation of Delta2-Delta3

reports: adaptation of the standard functional test tool for report generation considering specific

requirements and constrains. (CP)

2. Model modifications to introduce data structures associated with GTRs/GTIs (Ground Test

Requirement and Instruction) information. (CP)

3. Interrelation analysis between the different tools involved within the process: CATS, aircraft

model and SAP software. (CP)

4. Tools development of a complete functional test suite. (CP)

5. Concurrence for Model development and establishment: application in specific functional tests

for the STM demonstrator. (CP)

AUTOMATIC TESTING TECHNOLOGIES INTO A/C COMPUTERS

The main objective of this project is the definition of standard solutions for developing test software

into A/C computers, in addition to the utilization of a standard communication protocol to

communicate and control de test software from external ground test equipment. In order to develop

and demonstrate the solution feasibility, the objective is to integrate this solution in the aileron

driven by EMA to be developed within the Clean Sky II project.

Activities:

1. Extended use of test-software for self-testing aircrafts (CP)

a. Set common rules for software test development concerning with the needs, cases of

use, programming languages and type of code, use of resources…

b. Definition of standard communication protocol with the SW

c. Research into aircraft systems where the development of SW test supposes an optimal

solution for the testing in FAL: advantages and solved problems

d. Requirement test definition to check the model

e. Study of communication protocol alternatives among joined systems and CATS

f. Development of CATS communication interface- implementation

g. Demonstrator development



2. Cloud computing for management of test information (CP)

a. Research into the state of the art

3. Test data recording oriented for aided troubleshooting through data-mining (CP)

a. Prototype development

4. Future HMI for Testing (CP)


b. Research into alternatives solutions

c. Design of the chosen solution

d. Prototype development

5. Technologies (artificial vision, robotics) for aided interaction with cockpit (CP)


6. Dongle AIM (CP)

a. Research into alternatives solutions

b. Prototype development

c. Research into the state of the art

HUMAN MACHINE INTERFACE (HMI) TECHNOLOGIES FOR SYSTEMS INTEGRATION AND TESTS

This technology line objective is to develop a systems with HMI functionalities to help operators in

their tasks during system integration and functional tests performance. This solution will permit

remote support and aid using remote communication, augmented reality and part feature

recognition

Activities:

1. Solution definition (CP)

a. Infrastructure selection, development needs definition and design.

b. Hard ware selection, development needs definition and design.

c. Software selection, development needs definition and design.

d. Development plan and Integration Framework.

2. Demonstrators development, Integration and tests. (CP)

a. Infrastructure, hardware development.

b. Software selection development and integration

3. Validation and demonstrations in selected scenarios: Validation and test in selected scenarios

(CP)

CONNECTIVITY TECHNOLOGY FOR FUNCTIONAL TESTS

The technology developed will end in an integrated solution for the interconnection via wifi of

portable devices and tools with the capability of accurate indoor localization and navigation locating

these devices into the shopfloor, and full integration of acquired data into the production system.



This tool will be apply into one of the technology demonstrators provided by the STM in the program

to show performance and inprovements with respect to actual state of the art.

Activities:

1. Solution definition (CP)

a. Infrastructure selection, development needs definition.

b. Hard ware selection, development needs definition.

c. Software selection, development needs definition

d. Development plan and Integration Framework.

2. Demonstrators development, Integration and tests. (CP)

a. Infrastructure development.

b. Hardware development

c. Software selection development and integration




The estimated schedule of the Call is based on the availability of demonstrators (Clean Sky – GRA

Cockpits and Clean Sky 2 FTB#2 Wing) where the final on-ground structural and functional tests will

be done. The Call for Core Partner plan (green bars) is presented superimposed to the

demonstrators schedule. T0 of activities is assumed in January 2016.



The following list presents main Deliverables covering all technological lines described in the Call. It is

focused on short term milestones. This list will be fully developed during negotiation phase with the

applicant in a more detailed manner considering updates in schedule, technology proposals and

structural and systems demonstrators.

Deliverables

Ref. No. Title - Description Type * Due Date

D-1 Functional Tests for Fuel Leakage detection: Report of

systems development

R T0 + 9

D-2 Integration of Testing System on iDMU: Tool integrated

model applied to CS2

R T0 + 12

D-3 Automated Testing Tech into A/C computers: Test

Requirements Document

R T0 + 12

D-4 Automated Testing Tech into A/C computers: Prototype R+D T0 + 12

D-5 HMI Tech for Systems Integration and Tests: Running system

validation.

R+D T0 + 12

D-6 Connectivity Tech for Functional Tests: Running system

validation.

R+D T0 + 12

D-7 Lightning strike test realized on cockpit demonstrator R + D T0 + 15

D-8 Test of Efficient use of Materials and Energy: Models,

Methodology and Validation

R T0 + 24

D-9 Manufacturing Trials of Collaboratibe Robots: Technical

Report

R T0 + 24

D-10 Integration of Testing System on iDMU: Prototype R+D T0 + 24

D-11 SHMS: Final test instrumentation R + D T0 + 27

D-12 Bird strike test realized on cockpit demonstrator R + D T0 + 27

D-13 Impact Protection: Delivery of one full scale set

manufactured

D T0 + 33

D-14 Cockpit Repair R + D T0 + 36

D-15 Interior Noise Atenuation: Assembly of manufactured set on

cockpit demonstrator

D T0 + 39

D-16 EMI / EMC test realized on cockpit demonstrator R + D T0 + 42





- Proven experience in collaborating with reference aeronautical companies within last decades in

Research and Technology programs (M).

- Experience in integration multidisciplinary teams in concurring engineering within reference

aeronautical companies (M).

- Participation in international R&T projects cooperating with industrial partners, institutions,

technology centres, universities and OEMs (Original Equipment Manufacturer) (A).

- Capacity to specify, perform and manage, in collaboration with the STM, structural and

functional tests of an aeronautical component and systems (M):

o Test preparation

o Systems (hardware and software) and Structural equiments (jigs, actuation, excitation)

o Instrumentation (sensors, software, analysis)

o Development

o Analysis of Results

- Proven knowledge of (M)

o Aircraft ground test processes

o GTR and GTI processes

o GTI configuration control

o CATS knowledge at user and programming levels.

o i-DMU and CATIA at programing level and aircraft configuration control techniques.

- Capacity of performing Life Cycle Analysis (LCA) and Life Cycle Cost Analysis (LCCA) of materials

and structures (A).

- Capacity of evaluating results in accordance to Horizon 2020 environmental and productivity

goals following Clean Sky 2 Technology Evaluator rules and procedures (A).

- Capacity of evaluating design solutions and results along the project with respect Eco-Design

rules and requirements (M).

- Structural and Systems Design and Simulation capacities: structural analysis (i.e. NASTRAN), fluid

dynamics (CFD) ans design tools (CATIA v5) (M)

- Deep knowledge and experience in the following standards: DO-178C, Arinc 653, Arinc 665, Arinc

615-A, Arinc 615-3 and in the development of embedded software for aircraft computers, AFDX,

Ethernet, MICBAC, ARINC 429, CAN, MIL 1553, ARINC 667. (M)

- Development of embedded software for aircraft computers making use of the standards (M):

A/C systems ground tests

A/C systems design, development and integration

Test equipment utilization



A/C systems troubleshooting

A/C systems validation and verification activities

A/C Systems integration benches definition and development

- Design for manufacturing expertise of composite components: i.e. curved stiffeners, cobonded

structures, full 3D design for manufacturing (A)

- Manufacturing Engineering skills (M)

Hand lay up, automated and infusion processes (Epoxy and similar matrix; thermosetting

materials; thermoplastic and in situ consolidation)

Composite Materials & Processes

Tooling design and manufacturing

- Automated processes (M)

Robotized cells

Assisted and robotized composite lay-up

Industrial Cells from raw materials to final part

- Quality System international standards (i.e. EN 9100:2009/ ISO 9001:2008/ ISO 14001:2004) (M).

- Qualification as Material and Ground Testing Laboratory of reference aeronautical companies

(M).

- Qualification as strategic supplier of structural test on aeronautical elements (A).

(M) – Mandatory; (A) - Appreciated



5. Glossary

A/C Aircraft

AIM Aircraft integrated Monitoring

CATS Computer Aided Test System


CFD Computational Fluid Dynamics

CFRP Carbon Fibre Reinforced Plastic

CP Core Partner

iDMU interconnected Digital Mock Up

EMA Electro Mechanical Actuator

EMC Electromagnetic Compatibility

EMI Electromagnetic Interference

FAL Final Assembly Line

FDR Feasibility Design Review

FEA Finite Element Analysis

GRA-LWC Green Regional Aircraft – Low Weight Configuration

GTI Ground Test Instruction

GTR Ground Test Requirement

HMI Human-Machine Interface

HW Hardware

IADP Innovative Aircraft Demonstrator Platforms


JTP Joint Technical Programme

LCA Life Cycle Analysis

LCCA Life Cycle Cost Analysis

OEM Original Equipment Manufacturer

PDR Preliminary Design Review


REG FTB#2 Regional Flight Test Bed 2 Demonstrator

SAP Systems, Applications and Products (ERP SW)

SHM Structural Health Monitoring


SW Software

TRR Test Readiness Review




IV. More affordable small aircraft manufacturing


Programme Area AIR (SAT)


Work Packages (to which it refers in the JTP) WP B 3.4

Leading Company EVEKTOR



Start Date9

01/04/2016


JTI-CS2-2015-CPW02-

AIR-02-07

More affordable small aircraft manufacturing


The target of this call for Core partner is to research and develop combination of technologies for

more affordable manufacturing and assembling of metallic and hybrid structures of the small aircraft.

The technologies synergy shall be beneficial on manufacturing time and cost reduction and with

improving quality of the future small aircraft.





1. Background

ACARE Flightpath 2050 sets a goal of door-to-door journey within 4 hours for passenger mobility.

Major portion of the goal can be accomplished through support high-speed trains and highways.

However, significant portion of the solution can also be provided by aviation. The niche exists

especially in low density passenger segment and difficult to serve locations and this niche could be

fulfilled by Small Air Transport (SAT) aircraft

The reason why small aircraft transportation is not fully exploiting its potential is because strong

obstacles are present. One of them is price of the aircraft, what is the result of traditional

technologies used for manufacturing metallic structures.

Main objective of this call is to develop technologies for manufacturing lighter and cheaper airframes

while its reliability is maintained or increased. Expected technologies should offer high level of

flexibility allowing efficient modernisation of airframes production.

Technical challenge to solve is replacing the traditional methods of joining aerostructures. Recently

used solutions are riveting and bolting. Those methods are time-consuming, with significant expense

of work needed for proper parts preparation before assembling.

Expected technology should significantly reduce riveting, to obtain more affordable manufacturing

methods. But, dedicated jigs are expensive and non-flexible. The development of efficient jigs

technology or jig-less solutions is thus desired.

Reduction of cost and weight of aircraft can be obtained by introducing:

‒ Reduction of manufacturing and assembly time and cost, increasing the application of integral

structure concept, reduction of fasteners and use of automated assembly processes (i.e. the

friction stir welding, integrated machined parts, additive manufacturing parts, alternative joining

technologies as clips presented by block structure technology; free fasteners joining

technologies).

‒ New concept of complex aircraft structures using more affordable manufacturing processes

‒ New concepts of assembly jigs and tools (robotic assisted assembly concept in low volume

production is not subject of this call).

‒ New materials for aircraft structures

‒ Hybrid joining of metal, metal - composites and composites elements

‒ Cost-effective combination of metallic and composite structures



Most of the technology solutions either exist or will be introduced shortly in other industry

segments, mainly automotive. However, different materials, specific requirements and high cost

and long development times are prohibitive in terms of introduction of such technologies in small

aircraft market segment.

Therefore, the major innovation expected from the applicant, is introduction of cutting edge

technologies while maintaining the cost targets and therefore reaching the expected market

and environmental goals, then consequently reaching societal impact.



2. Scope of work

In the framework of Small Air Transport (SAT), expected activities of applicant are to develop,

integrate and demonstrate new technologies for production of small aircraft metallic structures.

The technical challenges deduced from the motivations introduced in the background sections

indicate the need of affordable technologies for metal manufacturing and hybrid joining of

aerostructures for small aircraft.

Expected demonstrators are full scale segments of existing 19 seater aircraft - cockpit segment

and engine nacelle, manufactured with the developed most promising affordable and green

technologies including typical system installations. Hybrid structures of metallic and non-

metallic components shall be demonstrated as well.

Demonstrators will be studied to prove feasibility, synergy and benefits of the selected

technologies in comparison to the traditionally produced assemblies.

Potential technologies to be investigated can be (but not limited

to):

Friction Stir Welding (FSW): this process for aerostructures appears to be especially suitable for

welding the fuselage aerostructures of high-strength aluminium alloys that can maintain

the excellent properties in the weld seams. This has an impact on potential weight savings

compared to the conventional riveting techniques for fuselage assembly.

Additive Manufacturing (AM): this process, known as 3D printing, reduces material costs,

decreases labour content, and increases availability of parts at point of use, which may have

a positive impact on the supply chain.

Block Structures (BS): this process basically gives the possibility to replace conventional

fasteners in aerostructures using latch clip elements instead of fasteners and adhesives.

Synergies between other technologies should be further investigated.

Demonstration and test activities

A reference benchmark, consisting of current aircraft structures has to be redesigned

and manufactured exploiting the selected technologies and approaches. If reasonable, non-

metallic elements/sub-assemblies/assemblies shall be used. Demonstrators will be tested

according to the aviation regulation requirements. Fatigue test of critical elements will be

executed, if necessary. Tests will validate technologies which may be used to reach the

goal of “more affordable manufacturing” for small aircraft.

The new technologies of manufacturing and joining of metal and non-metal components can

give additional positive results thanks to the synergy between them. For instance Additive

manufacturing (AM) technology allows creation of joint (BS) on the aluminium sheet, without

material-consuming machining.



FSW

Friction stir welding is a solid state joining process that reduces errors and manufacturing costs by

eliminating fasteners. Parameters and tooling for continuous and spot friction stir welding processes

will be developed for thin to thin and thin to thick materials (for metals, plastics and for composites).

Design guidelines and quality control techniques will be validated with small and large scale.

Use of this technology allows to obtain high-quality parts (i.e.: homogeneous and high-strength

connections) whose production will not cause environmental degradation, and will be safe for

personnel as well as definitely reduce production costs in the category of CS23 aircraft.



AM

Additive Manufacturing technology developed for demonstrators will allow building joint elements

on the metal and plastic surfaces. Those joint elements could be part of Block Structures used for

assembling fuselage. Additive Manufacturing will be used to produce elements of the structures of

the aircraft also – for instance complex elements of the control system.

This should allow decreasing production time, cost reduction and harmful effects of the processes of

manufacturing airframe on the environment. The results of the research will contribute to the

implementation of the methods allowing weight reduction of aircraft parts while maintaining or

improving their strength, which in the end will improve safety and reduce fuel consumption essential

for reduction of environmental pollution. In addition, modified design of aircraft parts for additive

technologies and productivity indexes of those parts will be improved.



BS

The aim of the Block Structures is to replace conventional fasteners in aerostructures by using latch

clip elements instead of fasteners and adhesives. These elements will replace fasteners and

adhesives, minimizing the cost of producing aircraft aerostructures. Three approaches shall be

developed; metal to metal (including AL-Li alloys), metal to composites and composites to

composites to meet a complete spectrum of potential design requirements. Reductions in number of

part and simplified assembly techniques will facilitate the lowering of the cost keeping the

philosophy of "lean manufacturing". Block Structures may be produced in traditional technologies as

well as using FSW and AM.

Alignment with high level requirements

Alignment with H2020 challenges:

1. Creating resource efficient transport that respects the environment

2. Ensuring safe and seamless mobility

3. Building industrial leadership in Europe

Alignment with Small Air Transport (SAT) goals:

1. Multimodality and passengers choice



2. More safe and more efficient small A/C operations

3. Lower environmental impact (noise, fuel, energy)

4. Revitalization of the European small A/C industry

Summary of the main specific activities

Based on the geometry of the real existing aircraft for 19 passengers, new segments of structure

(assemblies) shall be designed and produced. It is expected to employ affordable and available

technologies, including described above FSW, AM and BS. Demonstrated new structures are cockpit

segment and engine nacelle, reaching technology readiness level TLR 6.

For the most critical elements fatigue tests shall be planned.




Deliverables


D 3.4.1 Selection of aircraft elements to be demonstrated R T0+6 months

D 3.4.2 Analysis of loads and condition of work of selected elements R T0+9 months

D 3.4.3 Selection of optimal technologies R

RM

T0+12 months

D 3.4.4 Development of the selected technologies R T0+20 months

D 3.4.5 Manufacturing of elements of developed structures D T0+24 months

D 3.4.6 Assembling of developed assemblies of the airframe D T0+33 months

D 3.4.7 Evaluation of the production results of selected technologies

and indication

R

RM

T0+36 months

D 3.4.8 Ground and flight tests of some selected elements of the

airplane installed on the traditional airplane

R T0+46 months

D 3.4.9 Analysis and final evaluation of the results RM T0+60 months



1 Indication of aircraft parts and assemblies for the new

technologies implementation

R T0+6 months

2 Indication of technologies for manufacturing indicated parts

and assemblies

R T0+12 months

3 Technologies development and tests R T0+30 months

4 Parts and assemblies manufacturing and ground tests D T0+42 months

5 Flight test of some selected elements manufactured with the

new technologies

R T0+48 months

6 Technology validation R T0+60 months




Indicative time schedule of the basic activities




Management on Research & Technology Level

‒ Competence in management of complex projects of research and manufacturing technologies

‒ Experience and skills learnt from projects focused on similar tasks.

‒ Management experience and skills obtained in design, manufacture, ground & flight test, and

certification of EASA CS-23 or equivalent (FAR 23) category aircraft.

Field of Expertise

‒ Aircraft pre-design: Proven competence in aircraft pre-design, including loads, weighs and

performance estimation

‒ Design and stress analysis: Proven competence in performing large scale structural analysis, with

emphasis on damage and impact on developed structures

‒ Manufacture: Proven aircraft manufacturing experience, from individual elements, through

subassemblies, assemblies to real scale aircraft and systems integration

‒ Tests: Appropriate experience in experimental testing, including fatigue and flight tests

‒ Experience in design and manufacturing of structures in non-conventional and conventional

materials and innovative metallic components

‒ Capacity to assemble metallic parts with various techniques, for instance hybrid joints, spot and

line pressure welding, traditional technologies. Technologies, tools and skilled personal for all

necessary processes of design and manufacturing developed assemblies

‒ Experience from post-production support of full life-cycle of the CS-23 category aircraft

Design, Manufacturing, Testing & Tooling Facilities

‒ Design and analysis tools of the aeronautical industry (i.e. ANSYS, CATIA v5, NASTRAN or

equivalents)

‒ Capacity to support documentation of design, manufacturing, and tests process and means of

compliance to achieve minimum prototype “Permit to Fly” of airworthiness authority (i.e. EASA

and/or national CAA)

‒ Machines and facilities necessary for special tools manufacturing for the developed technologies

‒ Machines and facilities necessary for developing and testing new technologies

‒ Machines and facilities necessary for manufacturing tested elements and demonstrators

‒ Machines and facilities necessary for tests of the elements and demonstrators, including non-

destructive, flight, and fatigue tests

‒ Full access to the airplane for tests and modifications



Track Record

‒ Design, testing and certification of at least one turboprop CS-23 category aircraft (Type

Certification Data Sheet availability)

‒ Approved supplier of structures and assemblies for aeronautical industry

Approvals

‒ Design Organization Approval (DOA) for CS-23 category aircraft

‒ Production Organization Approval (POA) for CS-23 category aircraft

‒ Quality System certified by international standards (for example: EN 9100:2009/ISO

9001:2008/ISO 14001:2004)

‒ Qualification as Material and Ground Testing Laboratory of reference aeronautical companies

(for example ISO 17025, Nadcap)

5. Glossary

CS23 CATEGORY

AIRCRAFT

Aircraft certified under EU CS-23 requirements or equivalent (i.e. USA FAR 23)



V. Cabin systems and Ergonomics, comfort & human perception improvements


Programme Area AIR


Work Packages (to which it refers in the JTP) B-4.4 , A-5.2

Leading Company ALENIA, DASSAULT



Start Date10

01/04/2016



02-08

Cabin systems and Ergonomics, comfort & human perception

improvements


This Strategic Topic is related to the development, integration and validation of innovative

technologies and concepts to improve the physical cabin environments in terms of comfort on board.

It is mainly focused on Human Factors, Noise & Vibration and Green Materials for Regional Aircraft

and Business Jet interior items.

10

The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all the necessary elements are in place before



Short description and terms of reference

In the framework of the Airframe ITD the technological developments and demonstrations are structured

around 2 major Activity Lines:

Activity Line 1: Demonstration of airframe technologies focused towards “High Performance & Energy

Efficiency” (HPE);

Activity Line 2: Demonstration of airframe technologies focused toward “High Versatility and Cost

Efficiency” (HVE).

The Technology Stream B-4 “Advanced Fuselage” and A-5 “Novel Travel Experience” are respectively included

within the Activity Line 2 and 1.

In particular, the Work Package B-4.4 “Affordable Low Weight Human Centered Cabin” and A-5.2 “Office

Centred Cabin” are respectively incorporated within the Technology Stream B-4 and A-5.

This strategic topic is aligned with the strategic objectives of Airframe ITD in detail with the technology stream

[B-4.4] about a/c advanced fuselage of regional aircraft and TS [A-5.2] for novel travel experience in the

business jet aviation.

All proposed methodologies and technologies shall be validated by following the building block approach from

the coupon level up (single material characterization) to interiors sub-component level (real scale cabin

equipment) through element level (material layup and composition full characterization). The most promising

methodologies and technologies will be brought from component level maturity up to the demonstration of

overall performance at systems level to support the innovative flight vehicle configurations and, so validated,

they shall be applied to a real scale cabin interiors of a regional aircraft.

The expected outcome of the present Strategic Topic shall consist, in fact, in matured methodologies and

technologies to be integrated in the full scale fuselage demonstrator within the Work Package 3.2 of Regional

Aircraft IADP. In the specific case, the objective is to achieve an improved and optimized passenger cabin

environment by means of an innovative and integrated design approach mainly based on:

Multidisciplinary human centered Cabin interiors;

Identification of the comfort key factors in cabin areas and their optimum combination with surrounding

cabin systems;

Environmental friendly cabin materials to improve human interaction with cabin materials in terms of

comfort issues;

Noise and vibration, including active and passive treatments.

In addition, for business jets, the objective is to achieve an improved and optimized passenger cabin comfort

increasing passenger efficiency, both turning the travelling time into effective productive time and allowing him

to be ready for a good full day, by means of an innovative and integrated design approach focused on:

Equipment (seat, sofa, table, galley equipment, lavatory equipment, …) incorporating high technology and

high performance (including weight saving)

Monuments with high modularity and innovative ergonomics for the passenger increasing the comfort with

a better use of the volumes



Ambient systems (sound, lighting, …)

The expected outcome of the present Strategic Topic shall consist, in fact, in matured technologies to be

integrated in full scale and functional demonstrator(s) of a business jet passenger area.

The Applicant(s) shall give evidence of high level and acknowledged experience on the topics requested in this

Topic Description.



1. Background

Besides overall safety and a timely departure, passenger interests and their wellbeing on board an aircraft are

the most important elements once a passenger has selected an airline and flight.

The improvement of cabin interiors is on the path of all societal challenges of the future transport system:

- as a key enabler of product differentiation (being the first contact between the aircraft & the passenger)

and the enhancing of the cabin qualities directly helps to maintain the European aeronautics industry in the

leadership group;

- having an immediate & direct physical impact on the traveller (being the interface between the aircraft &

the passenger);

- having a great potential in terms of weight saving & eco-compliance

- for business jet, satisfying high expectations in term of individual efficiency (travel as productive time,

ready for a good full day, ...), and well-being (comfort, health, ...).

Within the “Clean Sky 2” programme, activities for regional aircraft and business jet have been planned so as to

satisfy the urgent need to introduce step changing innovations in the cabin, for all its aspects: volumes

improvements, internal furniture interacting with passenger, galleys & seats, equipment and technologies

(efficient absorbing materials, bio-materials, crash resistance, chemical clean atmosphere …).



2. Scope of work

This Strategic Topic is mainly focused on the following branches:

Human factor issues regarding ergonomics, anthropometrics, as well as effects of vibration, noise and

motion on passenger, crew and PRM;

Noise and vibration, including active and passive treatments;

Environmental friendly cabin materials to improve human interaction with cabin materials in terms of

comfort and health issues;

Safety-related systems, including fire worthiness concepts and procedures;

Main cabin systems (cabin lighting, seats, galley, lining panels, stow bins, thermal insulation blanket

system) interfacing with passenger, flight attendant and PRM in their living and operative spaces.

The goal will be also to work on the materials/process couples in order to improve manufacturing techniques,

but also on lighter existing specific materials used in the cabin interior manufacturing, and improve their

interaction with the passenger.

The associated enabling technologies for Regional Aircraft will be developed in accordance with roadmaps

included in the R-IADP Technology Wave WV 7 “Cabin Technologies”.

In addition, for business jets, passenger’s well-being is the main concern in the conception of the interior. Field

customers have a very high level of expectations and they require and expect excellent quality and service. The

technical focus is here to rethink the global cabin arrangement and equipment in order to create both a good,

enjoyable operating environment, matching the aspirations of business travellers and smartly suited to each

time sequences (service) in a long range flight inside a small volume typical to Business Jets cabins.

The proposed work-breakdown is as follows:

Sub Topic 1: Definition of Human Centered Interiors for Regional Aircraft

Objective:

to set the standard for a human centered cabin physical environment defining the methodological basis for the

approach, models, tools and tests for derivation and validation of passenger/crew comfort and wellbeing in

order to correctly assess the cabin comfort onboard.

To achieve the objective, the Core Partner shall develop methodologies and technologies to formulate the

human centered cabin physical environment within models to finally come up with process and tools to

improve and optimize the human factors which will be realized, finally tested and validated for the cabin major

items (listed in the Sub-Topic 1.1).

This Strategic Topic addresses the different human requirements with respect to the cabin environment, which

must drive future cabin design to provide comfort and well-being to the cabin occupants. The cabin

environment affects the human being in several aspects: physically, physiologically as well as psychologically.

Thus the cabin design has to be ergonomically for both passengers and crew and at the same time it must

provide a sophisticated thermal, vibro-acoustical and visual environment. This does not only apply to the



average passenger, but also on crew and eventually PRM.

The already analyzed key cabin drivers shall be separated into factors influencing physical components of

discomfort (e.g. pressure distribution on the seat), psychological components (e.g. high sound level exposure),

and safety on board (e.g. solutions for the thermal/acoustical insulation fire penetration).

This Strategic Sub-Topic shall lead to a design approach, which is deriving the cabin design from the perspective

of human needs and the Core Partner shall provide innovative solutions: these solutions shall be demonstrated

from which validated models for the assessment wrt. human perception will be derived.

Furthermore, the Core Partner shall be able to support and provide input to be used for a Digital & Virtual

Mock-Up Unit (not part of the topic), with the possibility to use dedicated software suite.

The Sub Topic 1 “Interiors for Human Centered Cabin” is composed of:

Sub Topic 1.1: technologies and methodologies for Interiors of Human Centred Cabin;

Sub Topic 1.2: test design and execution.

Sub Topic 1.1 Technologies and methodologies for Interiors of Human Centered Cabin

Objective:

The main objective of this Sub Topic 1.1 consists of development and definition at medium level of all

innovative cabin items (e.g. lining panels, illumination system, and passenger seats). The Core Partner shall

propose methodologies designed to maximize the human centered cabin approach. The Core Partner shall

pave the work to demonstrate how methodologies can reach TRL 5 within the project and can be scalable at

aircraft level.

From the general point of view, the human centered cabin approach can be considered as an User-Centered-

Design (UCD) which is defined by ISO 13407 as a multi-disciplinary activity, which incorporates human factors

and ergonomics knowledge and techniques with the objective of enhancing effectiveness and productivity,

improving human working conditions and counteracting the possible adverse effects of use on human health,

safety and performance.

The Core Partner shall perform research, analysis and solutions for following items:

1) Passenger Seats: innovative passenger seat solutions shall be developed here according to the

requirements. All key comfort drivers shall converge here on the seat design in order to be managed and

integrate. A design of the advanced passenger seat configuration shall be studied using discomfort

modeling for seat design optimization and sample testing for a budget airline scenario with constrained

seat pitch and backrest adjustability;

2) Galley: dedicated concept design solutions for enhanced galley ergonomics shall be developed by the

Applicant in order to: enable a better use of storage space at above the work surface, increase the handling

and operability of flight attendant during flight passenger service activities, improve aircraft efficiency by

saving considerable weight and space in the aircraft cabin, increasing installation methodologies and

solutions;

3) Lavatory: new concept shall be developed in order to maximize accessibility and usability of each different

lavatory installed in the cabin and to improve the installation / integration of the lavatory inside the cabin.

Core Partner shall develop innovative practice and methodologies in the lavatory for the usability and



accessibility of people with reduced mobility (PRM) that they should be able to use their own mobility

aid/wheelchair for as much of the overall journey as is possible;

4) Cabin Lining: new technologies, with multi-disciplinary characteristics, for cabin lining shall be suggested

and investigated by the Applicant in order to reduce the weight impact on the a/c and to implement

possible solutions including thermal/acoustical containment and/or integration with insulation blankets by

means of a unique lay-up;

5) Stowage Bins: the Core Partner is asked to investigate new conceptual solutions for Stowage Bins in order

to maximize accessibility and stowage capacity versus encumbrance, taking into account a weight saver

approach. Furthermore, following a modular concept, the Core Partner shall minimize the effect of the

opposite needs “optimization against customization”;

6) Lightning System: to develop a technology which allows lighting control (both color and brightness) based

on the use of LED´s only. Sufficient illumination of the cabin has to be ensured by utilization of high

performance LED´s. The control of color and brightness will be done in a way to create a cabin environment

which supports passengers’ well-being in the cabin in relation to the relevant flight phase;

7) Thermal/Acoustical Insulation: the innovation beyond the state of the art shall be to investigate and to

develop innovative solutions for thermo-acoustical insulation architecture, blankets and relevant hardware

structural attachments, with the scope to reduce current overall weight and cost, assuring the compliance

to the burn-through requirement and required passenger evacuation time after post-crash fire event. The

new blankets system will be also tested to assure the compliance with the FAR25.856 (a) radiant panel test

requirements. In the light of these considerations, the development of a new “integrated” product and

panels with thermal acoustical insulation properties, in place of present lining, has to be also taken into

account;

8) Flight Attendant Work Areas: flight attendant work areas are today focused on the galley and the CAS

(cabin attendant seat). In general the Core Partner shall provide solutions for reliability, technical

optimization and effective realization which are currently the main issues for the concept development

whereas human factors requirements are partly addressed in terms of comfort and ergonomics;

9) People with disabilities (PRM): following the principles of universal design, while establishing cost-effective

approaches to ensure regulatory compliance and fulfilling the priority needs of the PRM, the Core Partner

shall explore solutions that simultaneously improve the usability, comfort and service level provided to the

general population, thus leading to win-win solutions.

The Applicant shall provide solutions which will respect the standard with reference to the safety and

certification requirements and shall take into account, in the development of all above items, the interface

requirements of regional cabin aircraft, defined, as ST input, by the Leader during activity development.

Due to high complexity of those problems and the relevant very large field of impact/application, dedicated

software/hardware resources shall be used in order to minimize the physical test for both qualification and

certification aspects. It is expected Applicant will provide activities will exceed state of the art when applied to

methodology verification and validation of complex sub-component such a full scale cabin major items to be

tested.

The numerical approach shall be supported by the Applicant with all the small and medium scale tests needed

and preparatory for the full one to be performed in the following Sub-Topic 1.2.

Table 1 briefly summarizes the foreseen Technology Challenges (the list cannot be exhaustive at this time):



CABIN INTERIORS

MAJOR ITEM

TECHNOLOGY CHALLENGES

Quality

Perception

Living space

and

accessibility

Thermal

Comfort

Noise and

Vibration

Comfort

People

with

disabilities

(PRM)

Flight

Attendant

Passenger Seat X X X X X

Cabin Lining X X X X

Thermal/Acoustic

al Insulation X X

Flight Attendant

Seat X X X X

Galley X X X X X

Lighting X

Stowage Bin X X X X

Lavatory X X X X X

Table 1 – Technology Challenges

Sub Topic 1.2 Test Design and Execution

Objective:

The Core Partner shall design and manufacture the main elements for the set-up of the full-scale cabin major

item test-bed. Within the present Strategic Topic, technologies shall be verified and validated with the aim to

reach TRL 5 at sub-component level (full scale cabin interior items)

Taking into account the general requirements compiled in WPB-4.4.1 “Human Centered Design Approach”, and

the related reference architecture as well, the proposer has to identify, for the validation of the developed

technologies, methodologies and technical solutions:

1. Test typologies to be performed;

2. Design of the full scale test-bed;

3. Manufacturing of the facility and relevant major items to be tested;

4. Test execution and report.

The technology has to be verified and validated to detect compliances at level of major items and sub-

component and has to be scalable on a full scale regional fuselage.

The design of the full-scale test-bed, under Alenia Aermacchi responsibility, shall require support by the Core

Partner for all integration tests to be carried out on the platform only at system level (not cabin level).

All the interiors items and concepts developed and frozen inside the previous WPs shall be manufactured by

the Core Partner and tested in order to collect all the information relevant to the validation phase.

In particular, the Applicant, in its proposal, must successfully address the following points:

1) to design the test to be performed on each cabin major item configuration and architecture, taking into

account different user cases to guarantee that the platform corresponds to the targets identified in WPB-

4.4.1 (passengers, PRM, flight crew members). The Core Partner shall assure adaptability of the platform to



all the different previous user cases.

Furthermore, in order to maintain an high modularity of the full scale test-bed, the adaptability to different

environmental scenarios shall be taken in consideration for assuring correlation and refinement of the

conceptual technologies and methodologies correlated to the passenger and crew environment on the

base of universal design approach requirements and comfort factors;

2) to support the full-scale test-bed campaign (in terms of test set-up, test procedure, etc.) according the

requirements set in WPs and in order to manage the testing phase in terms of and the evaluation criteria

on the interior items. The finally defined platform will be based on the regional reference architecture and

shall be flexible to consider the inputs from the previous work packages, related to the cabin items and

concepts (Galley, Lining, Seats etc.). The architecture will be selected in order to facilitate controlling the

various environmental conditions, such as ventilation, temperatures, vibro-acoustics, etc.;

3) to build and manufacture interiors a/c major items based on the developed “universal design”, which can

be adaptive to the passenger (including PRM) and/or crew member with the best quality of comfort. The

provided test-bed shall be instrumented in order to register the output needed for the evaluation of the

key cabin factors, separated into ones influencing physical components of discomfort (e.g. pressure

distribution on the seat), psychological components (e.g. high sound level exposure), and safety on board

(e.g. solutions for the thermal/acoustical insulation fire penetration);

4) to conduct testing of human centered cabin design on the full-scale major items in order to validate the

technologies and methodologies. Subjects shall be acquired according to a given profile and investigated in

different settings under different environmental conditions. Physical, psychological and/or physiological

measurements shall be proposed and taken by the Core Partner.

Currently following sets of tests are envisaged for the aspects related to the comfort (e.g. major key

factors), vibro-acoustics, light illumination and installation.

Sub Topic 2: Acoustics – Noise & Vibration for Regional Aircraft

Objective:

The aim of the present Sub Topic is to drive the technologies (materials and processes) suitable for a fuselage

regional aircraft developed in the framework of Clean Sky 2 – Airframe ITD to reach several enhancements for

the Noise & Vibration of the cabin interiors items. Furthermore, the verification of the numerical methods and

technologies developed and the validation by numerical - experimental results correlation shall be carried out

by the Core Partner up to sub-components level.

A central point is the consideration of optimization procedures in the acoustic design: it is widely used in the

a/c industry nowadays, both in the design of parts and on complete fuselage structures for weight and

compliance reduction. Commercial software is available for performing the structural optimization including

composites. However, for interior noise these procedures are not applied yet. For this reason, this Sub-Topic is

especially dedicated to:

Optimization and efficient use of passive and active means by consideration of perception related acoustics

including the early primary structure design;

Multidisciplinary and concurrent optimization of human-centered N&V treatments in global a/c models in



order to derive an optimal treatment with respect to excitation, human factors, acoustic comfort

perception and well-being;

integration of the secondary sources into the primary and secondary structure and the fact that the design

of these structures then also has to be optimized and thus taken into account for the development process

in order to derive ANVC systems for optimal global overall performance.

The innovations, requested to be investigated by the Applicant, are:

determination of human perception and psychoacoustics with respect to a/c interior noise and vibration as

well as to the vibro-acoustic excitation;

design and evaluate passive and active N&V control treatments with respect to human perception and

psychoacoustics;

optimization of N&V treatments with human comfort factors as target values.

new treatments outperforming classic solutions in terms of cost, weight and maintenance;

new way to measure absorption efficiency in-situ;

design of a comfortable seat based on innovative solutions for cushions, seat sled, backrest damping

treatments and seat fittings limiting vibration transmission to the passenger;

local and global application in the a/c.

Based on the key cabin comfort drivers, the Core Partner shall investigate technologies for the following

applications:

passive DVAs, structural damping elements and an orthotropic trim panel increasing the sound insulation

without added mass fuselage-trim side wall, ceiling and floor system;

novel NVH design of a complete seat system;

various contributions focus on multifunctional design and optimization.

In consideration of the result carried out by the new methodologies and technologies investigated, innovative

and efficient N&V control treatments shall be finally identified by the Core Partner: a comparison between the

baseline standard and the new solution shall be carried out on laboratory small scale platform in this work task.

In addition to this and in order to prepare the integration phase, planned for the full scale tests, these concepts

need to be prepared for their integration at the sub-component level. This will include the detailed design,

manufacturing and also testing based on the requirements and specifications for the final test bed platform.

The Applicant will be in charge of producing small/medium test coupon and providing the relevant bed

arrangement and test campaign execution.

Sub Topic 3: Environmental Friendly Materials for Regional Aircraft

Objective:

The goal of this Sub Topic is to work on the materials/process couples in order to improve manufacturing

techniques, but also on lighter specific materials used in the cabin interior manufacturing, and improve their

interaction with the passenger reaching a high level of integration of "operating" functions (for example:

thermal, acoustical, aesthetics, ergonomic, mechanical, anti-bacterial, easy to clean), together with the

requirements concerning weight, easy manufacturing, FST and VOC properties.

In this Sub Topic, materials and parts shall be characterized by the Applicant and improved in order to fulfill



new requirements in regards to human comfort and health, previously defined and provided by the Leader in

terms of key cabin drivers (see WP B-4.4.1 in Fig. 1).

Green materials such as bio-sourced materials made of renewable sources shall be specified, developed, and

integrated into parts

Technologies and methodologies developments shall lead in several improvements in the different phases of

building an aircraft cabin interior:

decorative layers integrated in the panels will be developed, with respect to aesthetic and robustness

specifications. New functions will be integrated to these layers, such as easy to clean, or anti-bacterial

surface (for microbiological load in aircraft cabins;

integrated thermoset processes, such as infusion process shall be developed for luggage bin manufacturing.

This process will permit to suppress most of the actual bonded inserts assembly process, thus reducing

mass and slightly lower production cycles.

innovative thermoplastic materials will permit to use “bonding free” processes. Decorative function will

also be integrated leading to mass gain, and thermoforming processes will permit to design innovative

shapes for better ergonomic;

acoustical function shall be integrated in the design phase, contrary to the actual “patch bonding”, and new

design methods will be tested for fibers orientation, such as the orthotropic panel, in order to accomplish

the acoustical function simply by the use of mechanical fibers;

concerning the auto-extinguibility prediction, the development of a specific modeling approach to predict

the fire behavior of a sandwich multilayer in an aircraft environment is needed and not available. The

combination of this modeling approach with a numeric acoustical model for absorption and Life-Cycle

Analysis thanks to an optimization process would be a breakthrough innovation with huge impact on costs

and time.

In this Sub-Topic, several technologies shall be developed, produced and tested up to the level C coupon tests,

in order to integrate them in the major items coming from Sub-Topic 1. These technologies shall be developed

up to a TRL4 for aeronautic applications.

In this context, the attendant target is to improve human interaction with cabin materials in terms of comfort

and health issues, but also to decrease the cabin carbon footprint (from manufacturing to in service utilization)

by using bio-sourced materials and/or easy manufacturing and lightweight solutions.

Sub Topic 4: Office Centred Cabin for Business Jets

The Sub Topic 4 “Office Centred Cabin for Business Jets” is composed of:

Sub Topic 4.1: technologies and solutions for Office Centred Cabin for Business Jets;

Sub Topic 4.2: design and execution.



Sub Topic 4.1: technologies and solutions for Office Centred Cabin for Business Jets

Objective:

The main objective of this Sub Topic 4.1 consists of development and definition at medium level of all

innovative cabin items participating in the office centred cabin approach. The Core Partner shall pave the work

to demonstrate how methodologies can reach to TRL 5 within the project and can be scalable to aircraft level.

In close synergy with Sub Topic 1, based upon a preliminary items list under Dassault Aviation responsibility, the

Core Partner will be in charge of:

1. Suggesting innovative studies which will be compliant with the targeted comfort goal, the relatively limited

cabin space, and the perceive quality relevant to business jets world and defined by Dassault Aviation.

These studies might impact several subjects such as equipment (oven, fridge, In Flight Entertainment

Connected system, lighting system, shower…), Passenger Seats and Divans, Cabinets and associated

mechanisms, Systems (temperature…);

2. Developing and defining at medium level innovative cabin items in the selected area resulting from step 1.

For each item, the pre-requisite is to determine a list of functions and prioritize them compared to a standard

that will need to be defined. For example, the item “dining” should take into account the following functions:

logistics, meal preparation, service, area and environment where customer(s) will eat their meal (ergonomics,

surrounding, etc.).

This function’s list shall consider the space management (ergonomics, accessibility, work plan ...) but also the

associated equipment. To achieve such a goal, it is necessary to study the modularity and multifunction of the

equipment.

In addition to the customer satisfaction and needs, the design approach is driven by the following main

requirements: passenger safety, qualification and certification requirements, weight, cost, maintainability and

reliability and cabin architectural constraints.

The Core Partner shall provide solutions that will:

Demonstrate the benefit from a deep revision of the physical layout and the volume utilization by

rethinking the functional arrangement and equipment base.

Consider innovations in the diverse equipment composing the cabin interiors to offer an increased comfort,

a better use of the volumes, and a flexibility of configuration in flight for the needs from the periods

(sequences) of a flight.

Improve (weight, crashworthiness, eco-compliance, efficiency) the cabin equipment and optimize their

integration to perform a global set of services.

Sub Topic 4.2: design and execution

Objective:

The Core Partner shall design and manufacture the main elements that will consist of a dedicated partial

demonstrator or will be integrated in a full scale and functional demonstrator of a business jet area. Within the

present Strategic Topic, technologies shall be verified and validated with the aim to reach TRL 5 at sub-

component level (full scale cabin interior items)



Taking into account the output of Sub Topic 4.1, the Core Partner will design and manufacture innovative

elements to be integrated either in a local/partial demonstrator (novel equipment, systems, cabin

configuration), either in a full scale functional mock-up of a business jet cabin area.

The Core Partner will be in charge of verifying and validating that the developed technologies/solutions are

compliant at all level to the applicable constraints and requirements of the business jets world.

The design, manufacturing, and testing of the full scale functional mock-up will be under Dassault Aviation

responsibility. Dassault Aviation shall require support from the Core Partner for the integration of its

components and the integration tests to be performed on the demonstrator.

In order to summarize the main ST points to be addressed by the Applicant, hereafter a brief list follows:

to provide innovative solutions and methodologies for interior items (passenger seats, lavatory, galley,

thermal-acoustical insulation, flight attendant seat, cabin lining, stowage bin and lighting) optimizing cabin

environment from the comfort and health point of views, taking contemporarily into account aspects

related to cost, weight, safety and maintainability/reliability;

determination of a cumulative index factor including interior comfort aspects for an overall cabin

ergonomic performance evaluation;

to propose and develop peculiar design solutions for the people with reduced mobility in the cabin;

development of innovative technologies with particular reference to the Environmental Friendly Materials

and Noise&Vibration aspects for the listed interior items (ref. Sub-topic1.1);

manufacturing either coupon and full scale interior cabin items for verification and validation of

technological processes and test purposes;

design and execution of small/medium/full scale test with relevant reporting

Intellectual Property

SECTION 3 of Clean Sky 2 JU "MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS” shall be

applied. Any activity/deliverable that will be produced by the Core Partners, that will be developed starting

from requirements, analysis, or inputs from Alenia Aermacchi and Dassault Aviation shall be considered as

jointly generated as per para. 26.2 of said MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS.

Joint ownership of results shall be applied to the above described results.

Confidentiality

Article 36 of Clean Sky 2 JU "MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS” shall be applied.



3. Major Deliverables/Milestones and schedule (estimate)

The Core Partner is requested to provide deliverables for the proposed activities in accordance with the

relevant Preliminary Schedules contained in the JTP. The expected starting date of Core Partner activity start

time is around 1st of January 2016 (T0). Core Partner contributions are requested to start from T0 and last until

T0+72.

The Applicant will be periodically called to participate to review meetings for activity status.

Following table contains a preliminary list of the all the major inputs (Ix) from ST Leaders to be provided to the

Applicant:

Inputs from Regional Aircraft


I1 Identification and definition of the Key Cabin Drivers for

Passenger/Crew and wellbeing in the aircraft cabin

Report already available

at T0

I2 Identification of the cabin constraints limiting/influencing

the key cabin drivers necessary for achievement of

Human Centred Cabin Environment


at T0

I3 Definition of the Noise & Vibration requirements and

Targets


at T0

I4 Preliminary assessment on the environmental

achievements with new materials/technologies


at T0

I5 Test cases Requirements for the small/medium scale

tests

Report T0 + M20

I6 Test cases Requirements for full equipment scale tests Report T0 + M54

I7

Requirements for equipment to be developed for the full

scale on-ground demonstrator of the WP 3.2 of the R-

IADP

Report T0 + M57

Table 3 – Main ST Leader Input List

The following Table includes the major deliverables to be provided by the Core Partner.

Deliverables


Sub Topic 1: Definition of Human Centered Interiors for Regional Aircraft

D1 Multifunctional regional Interior Cabin systems innovative

technologies (e.g. OLED, General Lighting) Technical Specification

R T0 + 8

D2 Multifunctional Major regional Cabin items - Technical Specifications R T0 + 16

D3 Test Report for regional Small/Medium Scale Test

Campaign/Process/Results

R T0 + 24

D4 Design Assessment Technical Note R T0 + 32



Deliverables


D5 Validation Methodology Report R T0 + 40

D6 Manufacturability analysis and trials of regional interiors full scale

concepts

D T0 + 48

D7 Test Report for regional Full Scale Test Campaign/Process/Results R T0 + 60

D8 Regional Interior Items to support Full Scale test-bed D T0 + 60

D9 Verification Method Assessment Technical Note R T0 + 64

D10 Final validation report regarding Multidisciplinary human centered

regional Cabin interiors

R T0 + 72


D11 Human perception based comfort indexes for low noise and vibration

assessment

R T0 + 12

D12 Innovative N&V treatments for cabin comfort optimization R T0 + 24

D13 Comfortable seat design minimizing cabin noise and vibration

passenger perception

R T0 + 42

D14 Assessment of solutions coming from innovative treatments and seats

at cabin level

R T0 + 60


D15 Final List of the Environmental Friendly Materials to be investigated R T0 + 48

D16 Test Report (mechanical, physical, chemicals FST) of EFM R T0 + 60


D17 Innovative Technologies/Solutions Technical Specification R T0 + 6

D18 Preliminary Technical Specification R T0 + 24

D19 Detailed Design Assessment Technical Note R T0 + 36

D20 Items of Innovative Technologies/Solutions to be integrated in the

demonstrator(s)

D T0 + 48

D21 Final validation report R T0 + 60

Table 4 – Main Deliverables List

The following Table includes the major milestones to be achieved by the Core Partner.

Milestones

Ref. No. Description Type Due Date

Sub Topic 1: Interiors for Human Centred Cabin for Regional Aircraft

M1 Technical Definition of Innovative Technologies R T0 + 8

M2 Definition of Multifunctional Major regional Cabin items requirements R T0 + 16

M3 Validation Cases – regional Small/Medium Scale Test

Campaign/Process/Results R T0 + 24



Milestones

Ref. No. Description Type Due Date

M4 Design Assessment Definition RM T0 + 32

M5 Validation Methodology Definition R T0 + 40

M6 Manufacturability trade-off and construction of major regional items

design advanced full scale concepts D T0 + 48

M7 Validation Cases – Full Scale Test Campaign/Process/Results R T0 + 60

M8 Availability of regional Interior Items to support Full Scale test-bed D T0 + 60

M9 Verification Method Definition R T0 + 64

M10 Final Assessment of the developed technologies, methodologies and

technical solutions RM T0 + 72


M11 Innovative N&V treatments and seat design R T0 + 42

M12 N&V Human perception final assessment RM T0 + 60


M13 Final Definition of Innovative Materials R T0 + 48

M14 Completion of Test Campaign on the EFM application to the cabin

interior items R T0 + 60


M15 Technical Definition of Innovative Technologies/Solutions to be

developed R T0 + 6

M16 Preliminary Design Review RM T0 + 24

M17 Critical Design Review RM T0 + 36

M18 Availability of innovative elements to be integrated in partial

demonstrator(s) or full scale/functional demonstrator D T0 + 48

M19 Final Assessment of the developed technologies/solutions following

evaluation on demonstrator(s) R T0 + 60

Table 5 – Main Milestones List

*Type:

R: Report

RM: Review Meeting


As reference, Figure 1 & 2 respectively show the work breakdown structure and preliminary schedule of

Airframe ITD WP B-4.4. Figure 3 shows the interfaces scheme of Regional Aircraft ITD WP 3.2.



Figure 1 – Airframe ITD WP B-4.4 WBS

Figure 2 – Airframe ITD HVE WP B-4.4 Preliminary Schedule

Figure 3 – Airframe ITD HPE WP A-5.2 Preliminary Schedule



Figure 4 – Main interfaces HVC Airframe ITD with Regional Aircraft WP 3.2 scheme




Core Partner shall be able to support and bring major contribution to the main activities listed and described in

the paragraph 2.

Core Partner is requested to support (manufacturing of sample, prototypes etc.) and perform various small-

scale test activities (structural, integrated system, acoustics, FST, manufacturing process repeatability etc.) to

validate the proposed concept(s) and solution in a local context according to type of application, constraints

and partner specification requirements. Performance, operability and the acceptability of operational aspects

will be the primary concerns.

The Core Partner shall prove to have the following major skills and capabilities, with particular reference to the

aircraft interior components and environment:

Acknowledged competence in the management of very articulated programme and capability of technical

conduction of complex project;

Proven experience in international R&T projects cooperating with industrial partners, institutions,

technology centres, universities;

Quality and risk management capabilities demonstrated through applications on international R&T projects

and/or industrial environment;

Proven experience in the use of design, analysis and configuration management tools of the aeronautical

industry (i.e. CATIA v5 release 21, NASTRAN, VPM);

Experience with TRL Reviews or equivalent technology readiness assessment techniques in research and

manufacturing projects for aeronautical industry.

Moreover, the Core Partner shall have fields of expertise briefly summarized in the Table below:

Field of expertise

Leadership International proven experience leading in European project with wide

expertise in management of research first level work package.

Designer Proven competence in leading large-scale design of interiors components, with

emphasis on comfort aspects.

Optimizer Internationally leading specialists in numerical optimization based on the tools

available on the market.

Manufacturer Proven experience from manufacturing of cabin interiors major items in form.

Experimentalist Proven experience in experimental testing.

Certifier Proven experience in A/C certification and setting up inspection schemes.

Table 6 - Field of expertise



5. Glossary

AIR: Airframe

AL: Activity Line

CAD: Computer-Aided Design

CAE: Computer-Aided Engineering

CAS: Cabin Attendant Seat

CSJU: Clean Sky Joint Undertaking

DVMU: Digital & Virtual Mock-Up

DVA: Dynamic Vibration Absorbers

FA: Flight Attendant

FAR: Federal Aviation Regulation

FST: Fire, Smoke, Toxicity

HPE: High Performance and Energy Efficiency

HVE: High Versatility and Cost Efficiency

IADP: Innovative Aircraft Demonstrator Platforms

IFE: In-Flight Entertainment

TD: Integrated Technology Demonstrators

JTP: Joint Technical Programme

LED: Light Emitting Diode

N&V: Noise & Vibration

NVH: Noise, Vibration & Harshness

OLED: Organic Light Emitting Diode

PRM: People with Reduced Mobility

R&T: Research & Technology

SIL: Speech Interference Level

SOA: State Of Art

SPD: System & Platform Demonstrators

ST: Strategic Topic

TL: Transmission Loss

TRL: Technology Readiness Level

TS: Technology Stream

UCD: Used Centered Design

VOC: Volatile Organic Compound

WBS: Work Breakdown Structure

WP: Work Package

WV: Wave



1.4. Clean Sky 2 – Engines ITD

I. Intermediate Compressor Frame for Ultra High Propulsive Efficiency (UHPE)

Demonstrator for Short / Medium Range aircraft


Programme Area ENG



Leading Company Safran/Snecma



Start

Date‡‡‡

01/04/2016


JTI-CS2-2015-CPW02-ENG-

01-04

Intermediate Compressor Frame for Ultra High Propulsive Efficiency

(UHPE) Demonstrator for Short / Medium Range aircraft


This topic includes design, manufacturing, instrumentation of the Intermediate Compressor Frame for

UHPE Ground Test Demonstrator (GTD) and test support for the UHPE GTD. Innovation is required to

develop a structural light weight Intermediate Compressor Frame (ICF).

‡‡‡




1. Background

This strategic topic refers to the Joint Technical Proposal (JTP), addressing the

System and Platform Demonstrators (SPD):

Integrated Technology Demonstrator (ITD) Engine - WP2.

Ultra High Propulsive Efficiency (UHPE) propulsion system technologies

demonstrator for Short / Medium Range aircraft (SMR).

In this Clean Sky 2 ITD, SAFRAN/Snecma is the leader of a Ground Test

Demonstrator (GTD) of the UHPE

WP2 aims at reaching TRL 5-6 maturation by mid-2021 for a set of specific technologies dedicated to

the UHPE concept. The chosen architecture is an Ultra High Bypass Ratio turbofan (ducted

architecture) with a by-pass ratio preliminary anticipated within the range of 15-20. The purpose of

this WP is to:

Demonstrate and validate the overall performances (Specific Fuel Consumption, etc.) of the

UHBR concept by assessing mainly the parts brought by the low pressure components measured

in actual engine environment

Obtain certain characteristics of the new modules as well as their mechanical and dynamic

behaviour in the actual engine environment

Obtain acoustic data from engine ground tests to consolidate noise benefits at aircraft level

This topic includes design, manufacturing, instrumentation of the Intermediate Compressor Frame

for UHPE Ground Test Demonstrator (GTD) and test support for the UHPE GTD. Innovation is

required to develop a structural light weight Intermediate Compressor Frame (ICF).


Intermediate Compressor Frame:

Intermediate Compressor Frame (ICF) for Ground Test UHPE Demo Engine (GTD)

o Pre-design and Design of the ICF module

o Manufacturing of the ICF module

o Assembly and Instrumentation of the ICF module

o Support the Ground Test of the UHPE Demo Engine for the ICF module

Intermediate Compressor Frame Module for Scale 1 Component Tests

o Testing for Scale 1 Component. Note that the Rig and required adaptations parts will be

of the Applicant‘s responsibility.

o Manufacture the Intermediate Compressor Frame module and rig for Scale 1 component

Tests

o Assembly and instrumentation of the Intermediate Compressor Frame module/parts and

rig Scale 1 Component Tests: These tests are mechanical structural tests aiming at

demonstrating the mechanical capacity of the Frame (static tests and dynamic fatigue

tests).

An UHPE demonstrator candidate



The associated tasks are part of WP2.1, WP2.2 and WP2.6 as described in the Work Breakdown

Structure (WBS) hereafter:

2. Scope of work

The scope of work deals with the following strategic objectives:

On the Engine Side, propose, select and test the Intermediate Compressor Frame concept which

will be part of and fit with the optimized concept of UHPE. This optimization has to take into

account the interface aspect of this component, between the LP compressor and the HP

compressor and the (possible) function of engine suspension.

On the Module Side, mature robust, efficient and lightweight Intermediate Compressor Frame

technologies, up to TRL6 through Ground Testing of the UHPE Demonstrator in order to

demonstrate and validate the overall performances (specific fuel consumption, etc.) of the Ultra-

High Bypass-Ratio (UHBR) concept by assessing mainly the parts of the LP components tested in

actual engine environment.

As part of WP2.1 of the ITD Engine (candidate, concept, demo architecture, demo integration), this

will cover:

WP 2 : UHPE demonstratorfor SMR aircraft

WP 2.1: Candidates , Concept, Demo Architecture, Demo Integration

WP 2.5: Controls & Other Systems

WP 2.4: Low Pressure Turbine (LPT)

WP 2.3: Transmission System

WP 2.2: Propulsive System ( Fan, Booster, Cold Structures, Nacelle, Nozzles )

WP 2.6: Demo Built Up and Ground Tests



o Studies of best candidates for High Propulsive Efficiency Propulsion Powerplant System concepts,

including nacelle aspects.

o Preliminary studies, scorecard of the different concepts studied & technologies used, and choice

(in accordance with Snecma, acting as the whole engine integrator) of demo concept adequate

to mature the UHPE concept, taking into account the use of an existing High Propulsive core

engine and nacelle aspects, leading to issuance of demo specifications.

Note that some concepts to study / implement on Intermediate Compressor Frame during this phase

could be proposed by SN for evaluation, and will have to be quoted in scorecard prior to final choice.

As part of WP 2.2 of the ITD Engine (Propulsive System) and in relationship with WP 2.1, this will

cover:

o Concept study compatible with the UHPE concept and specifications (iterated w/ SN & partner)

o Pre-designs study of the Intermediate Compressor Frame module

o Note that some pre-designs to study during this phase could be proposed by SN for evaluation.

o Design and drawings of the Intermediate Compressor Frame module compliant w/ ICF module

specifications (iterated between SN & partner)

o Material, processes feasibility and characterization tests if required

o Manufacturing of one ICF module including its equipment for component tests

o Assembly and instrumentation of the ICF module for component tests Component tests of the

ICF module at scale 1 : mechanical tests

o Manufacturing of one Intermediate Compressor Frame module for UHPE GTD Engine

As part of WP2.6 of the ITD Engine (Demo Built Up and Ground Tests), this will cover:

o Assembly and instrumentation of equipped ICF for UHPE GTD Engine

o Support during UHPE GTD Engine, that includes:

- Participation in reviews before test (Test Readiness review) for the ICF

- Monitoring of ICF parameters during the UHPE Ground Test

- Participation in the inspection of the ICF parts if needed

- Repair or replacement of the ICF parts and their instrumentation if needed

- Delivery of test report for the Intermediate Compressor Frame parts




Deliverables


D1 ICF module for UHPE GTD: Concept study and feasibility report R and RM T0 + 5M

D2 ICF module for UHPE GTD: Demo specifications R and RM T0 + 8M

D3 ICF module for UHPE GTD: Preliminary Design Review and

report

R and RM T0 + 22M

D4 ICF module for UHPE GTD: Critical Design Review and Detailed

Design Report

R and RM T0 + 35M

D5 Results of partial tests, material tests for technology maturation

and assessment: Tests Report

R and RM T0 + 29M

D6 ICF module for UHPE GTD: rig tests plan and scale 1 rig Tests

Readiness Review

R and RM T0 + 41M

D7 ICF module: hardware delivery to rig test facility D T0 + 44M

D8 ICF module : component testing completed:


inspection review and report

RM T0 + 53M

D9 ICF module: rig test reports R T0 + 56M

D10 ICF module: hardware delivery to engine assembly stand D T0 + 44M

D11 Engine readiness review

Documentation for ICF module:


- Instrumentation


R and RM T0 + 56M

D12 Engine Ground Test report for ICF module R T0 + 68M

D13 Lessons learnt for ICF module R T0 + 68M

*Type:

R: Report

RM: Review Meeting




Overall UHPE SNECMA schedule

Quartile 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4

Studies of best candidates for High

Propulsive Efficiency PPS concepts, ▼

incl. nacelle aspects

Preliminaty studies and choice of demo

concept adequate to mature UHPE concept ▼

(use of existing HP core & incl. nacelle aspects)

▼

Preliminary design

▼

Detailed Design

Demo instrumentation, assembly & bench update

▼

Manufacturing

▼

Ground test

▼

Result analysis

TRL Progresses 3 4 5

2014

D1: demo selection

M2: PDR

M3: CDR

D2: Engine & bench

M1: Demo concept selection

2020

ready for ground test

M4: demo 1st run

D3: Report on ground test

2021 20222015 2016 2017 2018 2019




Expertise and skills

o Design of aeronautic commercial engine structural parts or modules: thermal mechanics,

vibrations

o 3D modelling

o Aerodynamics and 3D CFD (optional – strut aero design could be provided by SN)

o Manufacture of aeronautic commercial engine structural parts or modules

o Inspection means and expertise for quality assessment of produced parts

o Material characterization especially for fatigue characteristics (HCF, LCF)

o Instrumentation and mechanical component test capability

o Quality manual to ensure quality of design, materials, manufacturing, instrumentation, test,


o Risk analysis, failure mode and effect analysis

o Demonstrated capability to deliver structural frames and rotating parts able to be integrated on

an actual scale 1 Flying Test Bed

Capabilities and track records

o Company qualified as an aeronautic supplier for product commercial engine parts

o Company certified for Quality regulations (ISO 9001, ISO 14001) and for Design of engine

subsystems or modules (CSE, Part 21, Part 145)

Competences to deal with risks associated to the action

At SPD level:

o Background in Research and Technology (R&T) for aeronautics especially on Turbofan

Demonstrators and Structural and Rotating parts

o Lessons learnt on delivery of instrumented part(s) or module(s) for scale 1 engine demonstrator

o Experience on design, manufacturing and testing of large structural engine parts Operating at

intermediate temperature conditions (outer diameter 1m., weight 200kg, max flowpath

temperature around 250°C )

At applicant level:

o Background in R&T for aeronautics

o Project Management capability for 10M€ project

o Quality Management capability for 10M€ project

o Exchange of technical information through network: 3D models of parts, Interface Control

Documents, Digital Mock-Up, 3D models available at CATIA format



Expertise

o Available in the internal audit team

o Resources in house for design, manufacturing, material, instrumentation, tests

Intellectual property and confidentiality

o Snecma will own the specification, while the Core Partner will own the technical solutions that he

will implement into the corresponding subsystems.

o Snecma information related to this programme must remain within the Core Partner; in

particular, no devulgation of this strategic topic to Core Partner affiliate will be granted.

Ownership and use of the demonstrators

o The Core Partner will deliver demonstrator parts to Snecma. Each part integrated or added in the

demonstrator will remain the property of the party who has provided the part.

o Notwithstanding any other provision, during the project and for five (5) years from the end of the

project, each party agrees to grant to Snecma a free of charge right of use of the relevant


o After the end of the period, each party may request the return of the parts of the demonstrator(s)

that it provided. If the concerned parts are returned, no warranty shall be given or assumed

(expressed or implied) of any kind in relation to such part whether in regard to the physical

condition, serviceability, or otherwise.



5. Glossary






CS2 Clean Sky 2












UHPE Ultra High Propulsive Efficiency

WP Work Package



II. Turbine Vane Frame for Ultra High Propulsive Efficiency (UHPE) Demonstrator for Short

/ Medium Range aircraft


Programme Area ENG



Leading Company Safran/Snecma



Start

Date§§§

01/04/2016


JTI-CS2-2015-CPW02-ENG-

01-05

Turbine Vane Frame for Ultra High Propulsive Efficiency (UHPE)

Demonstrator for Short / Medium Range aircraft


This topic includes design, manufacturing, instrumentation of the Low Pressure Turbine Vane Frame

(TVF) for UHPE Ground Test Demonstrator (GTD) and test support for the UHPE GTD. Innovation is

required to develop a structural light weight Turbine Vane Frame (TVF) component.

§§§




1. Background

This strategic topic refers to the Joint Technical Proposal (JTP), addressing the System and Platform

Demonstrators (SPD):

Integrated Technology Demonstrator (ITD) Engine - WP2.

Ultra High Propulsive Efficiency (UHPE) propulsion system technologies

demonstrator for Short / Medium Range aircraft (SMR).

In this Clean Sky 2 ITD, SAFRAN/Snecma is the leader of a Ground Test

Demonstrator (GTD) of the UHPE

WP2 aims at reaching TRL 5-6 maturation by mid-2021 for a set of specific technologies dedicated to

the UHPE concept. The chosen architecture is an Ultra High Bypass Ratio turbofan (ducted

architecture) with a by-pass ratio preliminary anticipated within the range of 15-20. The purpose of

this WP is to:

Demonstrate and validate the overall performances (Specific Fuel Consumption, etc.) of the

UHBR (Ultra High Bypass. Ratio) concept by assessing mainly the parts of the low pressure

components tested in actual engine environment

Obtain certain characteristics of the new modules as well as their mechanical and dynamic

behaviour in the actual engine environment

Obtain acoustic data from engine ground test to consolidate noise benefits at aircraft level

This topic includes design, manufacturing, instrumentation of the Low Pressure Turbine Vane Frame

(TVF) for UHPE Ground Test Demonstrator (GTD) and test support for the UHPE GTD. Innovation is

required to develop a structural light weight Turbine Vane Frame (TVF) component.


Turbine Vane Frame (TVF):

Turbine Vane Frame (TVF) for Ground Test UHPE Demo Engine (GTD):

‒ Design the TVF module/part

‒ Manufacture the TVF module/part

‒ Assembly and Instrumentation of the TVF module/part

‒ Support the Ground Test of the UHPE Demo Engine for the TVF module/part

Turbine Vane Frame (TVF) for Scale 1 Component Tests:

‒ Manufacture theTVF module/parts and rig

‒ Assembly and instrumentation of the TVF module/parts and rig

‒ Scale 1 Component Tests: These tests are mechanical structural tests or aerodynamic tests

(This is to be Defined)

An UHPE demonstrator

candidate



The associated tasks are part of WP2.1, WP2.4 and WP2.6 as described in the Work Breakdown

Structure (WBS) hereafter:

UHPE GTD includes a Turbine Vane Frame (TVF) which is linking the High Pressure Turbine (HPT) with

the Low Pressure Turbine (LPT).

TVF aerodynamic function is to feed the LPT with airflow. It integrates vanes in order to orientate the

airflow.

TVF is a structural module. It may transmit engine torques and forces to the engine mounting system,

depending on the design of the whole Integrated Propulsion Powerplant System.

This TVF will support several functions; for instance the lubrication of the bearings, aft mounting

system interfaces, sealing interfaces with the rotor. These functions will require equipment such as

the oil and tubes on the case and through TVF vanes, bearing supports, oil injectors, equipment

supports.

The design of the TVF and its equipment shall integrate the flight test constraint, so that this design

can be re-used after the Ground Test for a future potential Flight Test Demo (FTD) of UHPE.

WP 2 : UHPE demonstratorfor SMR aircraft

WP 2.1: Candidates , Concept, Demo Architecture, Demo Integration

WP 2.5: Controls & Other Systems

WP 2.4: Low Pressure Turbine (LPT)

WP 2.3: Transmission System

WP 2.2: Propulsive System ( Fan, Booster, Cold Structures, Nacelle, Nozzles )

WP 2.6: Demo Built Up and Ground Tests



2. Scope of work

The scope of work deals with the following strategic objectives:

On the Engine Side, propose, select and test the TVF concept which will be part of and fit with

the optimized concept of UHPE. This optimization has to take into account the interface aspect of

this component, between the HP turbine and the LP turbine and the (possible) function of

engine suspension.

On the Module Side, mature robust, efficient and lightweight TVF technologies, up to TRL6

through Ground Testing of TVF of the UHPE Demonstrator in order to demonstrate and validate

the overall performances (specific fuel consumption, etc.) of the Ultra-High Bypass-Ratio (UHBR)

concept by assessing mainly the parts of the LP components tested in actual engine environment.

As part of WP2.1 of the ITD Engine (candidate, concept, demo architecture, demo integration), this

will cover:

o Studies of best candidates for High Propulsive Efficiency Propulsion Powerplant System concepts,

including nacelle aspects.

o Preliminary studies and choice of demo concept adequate to mature UHPE concept, taking into

account the use of an existing High Propulsive core engine and nacelle aspects, leading to

issuance of demo specifications.

o Note that some concepts to study / implement on TVF during this phase could be proposed by

SN for evaluation, and will have to be quoted in scorecard prior to final choice.

As part of WP 2.4 of the ITD Engine (Low Pressure Turbine ) and in relationship with WP 2.1, this will

cover:

o Concept study of UHPE TVF module

o Preliminary Design of TVF module including its equipment

o Design of TVF module including its equipment

o Material and Processes feasibility and characterization tests

o Manufacturing of one TVF module including its equipment for component tests

o Assembly and instrumentation of the ICF module for component tests

o Component tests of the TVF module at scale 1 : aerodynamic or mechanical tests

o Manufacturing of one TVF module including its equipment for UHPE GTD Engine

As part of WP2.6 of the ITD Engine (Demo Built Up and Ground Tests), this will cover:

o Assembly and instrumentation of equipped TVF module for UHPE GTD Engine

o Support during UHPE GTD Engine, that includes:

- Participation in reviews before test (Test Readiness review) for TVF

- Monitoring of TVF parameters during the UHPE Ground Test

- Participation in the inspection of the TVF parts if needed

- Repair or replacement of TVF parts and their instrumentation if needed

- Delivery of test report for TVF parts




Deliverables


D1 TVF module for UHPE GTD: Concept study and feasibility

report R and RM T0 + 5M

D2 TVF module for UHPE GTD: Demo specifications R and RM T0 + 8M

D3 TVF module for UHPE GTD: Preliminary Design Review and

report R and RM T0 + 22M

D4 TVF module for UHPE GTD: Critical Design Review and

Detailed Design Report R and RM T0 + 35M

D5 Results of partial tests, material tests for technology

maturation and assessment: Tests Report R and RM T0 + 29M

D6 TVF component tests plan and scale 1 component Tests

Readiness Review R and RM T0 + 41M

D7 TVF: hardware delivery to component test facility D T0 + 44M

D8

TVF: component testing completed:


inspection review and report

RM T0 + 53M

D9 TVF : component test reports R T0 + 53M

D10 Equipped TVF module: hardware delivery to engine assembly

stand D T0 + 44M

D11

Engine readiness review

Documentation for TVF module:


- Instrumentation


R and RM T0 + 56M

D12 Engine Ground Test report for TVF module R T0 + 68M

D13 Lessons learnt for TVF module R T0 + 68M

*Type:

R: Report

RM: Review Meeting




Overall UHPE SN Schedule

Quartile 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4

Studies of best candidates for High

Propulsive Efficiency PPS concepts, ▼

incl. nacelle aspects

Preliminaty studies and choice of demo

concept adequate to mature UHPE concept ▼

(use of existing HP core & incl. nacelle aspects)

▼

Preliminary design

▼

Detailed Design

Demo instrumentation, assembly & bench update

▼

Manufacturing

▼

Ground test

▼

Result analysis

TRL Progresses 3 4 5

ready for ground test

M4: demo 1st run

D3: Report on ground test

2021 20222015 2016 2017 2018 20192014

D1: demo selection

M2: PDR

M3: CDR

D2: Engine & bench

M1: Demo concept selection

2020




Expertise and skills

‒ Design of aeronautic commercial engine structural parts or modules: aerodynamics, thermal

mechanics, vibrations

‒ Design of aeronautic commercial engine high temperature parts or modules: material, thermal and

mechanical calculation methodologies

‒ 3D modelling and 3D CFD

‒ Manufacture of aeronautic commercial engine structural parts or modules

‒ Manufacture of aeronautic commercial engine high temperature parts or modules

‒ Manufacture of aeronautic commercial engine rotating parts

‒ Inspection means and expertise for quality assessment of produced part

‒ Material characterization especially for fatigue characteristics (HCF, LCF)

‒ Instrumentation and mechanical component test capability

‒ Quality manual to ensure quality of design, materials, manufacturing, instrumentation, test,


‒ Risk analysis, failure mode and effect analysis

‒ Demonstrated capability to deliver structural frames and rotating parts able to be integrated on an

actual scale 1 Flying Test Bed

Capabilities and track records

‒ Company qualified as an aeronautic supplier for product commercial engine parts

‒ Company certified for Quality regulations (ISO 9001, ISO 14001) and for Design of engine subsystems

or modules (CSE, Part 21, Part 145)

Competences to deal with risks associated to the action

At SPD level:

‒ Background in Research and Technology (R&T) for aeronautics especially on Turbofan Demonstrators

and Structural and Rotating parts

‒ Lessons learnt on delivery of instrumented part(s) or module(s) for scale 1 engine demonstrator

‒ Experience on design, manufacturing and testing of large structural engine parts operating at high

temperature conditions (outer diameter 1m, weight 200kg, max flowpath temperature around

1100°C )

At applicant level:

‒ Background in R&T for aeronautics

‒ Project Management capability for 10M€ project

‒ Quality Management capability for 10M€ project



‒ Exchange of technical information through network: 3D models of parts, Interface Control

Documents, Digital Mock-Up, 3D models available at CATIA format

Expertise

‒ Available in the internal audit team

‒ Resources in house for design, manufacturing, material, instrumentation, tests

Intellectual property and confidentiality

‒ Snecma will own the specification, while the Core Partner will own the technical solutions that he will

implement into the corresponding subsystems.

‒ Snecma information related to this programme must remain within the Core Partner; in particular, no

devulgation of this strategic topic to Core Partner affiliate will be granted.

Ownership and use of the demonstrators

‒ The Core Partner will deliver demonstrator parts to Snecma. Each part integrated or added in the


‒ Notwithstanding any other provision, during the project and for five (5) years from the end of the

project, each party agrees to grant to Snecma a free of charge right of use of the relevant


‒ After the end of the period, each party may request the return of the parts of the demonstrator(s)

that it provided. If the concerned parts are returned, no warranty shall be given or assumed

(expressed or implied) of any kind in relation to such part whether in regard to the physical condition,

serviceability, or otherwise.



5. Glossary






CS2 Clean Sky 2












UHPE Ultra High Propulsive Efficiency

WP Work Package



III. Business Aviation / Short Regional TP demonstrator: Advanced Power & Accessory Gear Box


Programme Area ENG


Work Packages (to which it refers in the JTP) WP3

Leading Company Safran/Turbomeca



Start Date13

01/04/2016

Identification

Number Title

JTI-CS2-2015-

CPW02-ENG-01-06

Business Aviation / Short Regional TP demonstrator

Advanced Power & Accessory Gear Box


The core partner will be responsible for the detailed design, manufacturing & partial testing of the

Power & Accessory Gear Box (PAGB). He will deliver 2 PAGB demonstrators parts to be tested at

Turbomeca Engine Propeller ground test facility.

13




1. Background

WP3 targets the acquisition of technologies for a high performance turboprop in the 1800-2000 thermal shp

class which will significantly upgrade the actual product efficiency. This demonstrator will deliver

technologies maturity up to TRL 5/6 in 2019 with capability to be part of the next generation of aircrafts.

The purpose is to provide an alternative to US products with an optimized solution based on a whole

Integrated Power Plant System; each Subsystem will be optimized taking into account the other subsystems

and the overall target.

The current reference has 83% of market share in the considered power class.

The purpose is to bring to the market a new generation of turboprop; each subsystem of the turboprop is

meant to become the new state-of-the-art to achieve a global improved solution.

The base line core of ARDIDEN3 engine will be improved specifically for turboprop application and then

integrated with innovative gear box, new air inlet and innovative propeller.

The figure below shows the project structure. The core partner is expected to lead the work package WP3.3.

He will also take active part in the work package WP3.1.4.



2. Scope of work

This call for Core Partner is dedicated to the Power & Accessory Gear Box (PAGB) of the demonstrator. The core partner will be responsible for manufacturing & testing the Power & Accessory Gear Box. Those subsystems will be manufactured in quantities and scales suitable for the purpose of the ground testing to be performed at various test facilities. The core partner will be responsible for delivering the PAGB to be tested at TURBOMECA test facility. The activity will mainly consist in:

Designing & manufacturing PAGB in quantities suitable for the demonstration o 2 PAGB to be sent to TM o X PAGB dedicated to partial test rig at Core Partner facility o 1 spare PAGB

Delivering to TURBOMECA 2 PAGB to be tested at TURBOMECA test facility

Supporting TURBOMECA testing

Designing & Manufacturing a partial test rig for PAGB

Performing tests of the power line of the PAGB (fatigue, endurance, vibration test) simulating flight loads of the propeller

Designing & Manufacturing an advanced system to be fitted on existing TURBOMECA turboshaft engine test bed, allowing to run the engine without the propeller

Main technical parameters to be taken into account:

Maximum shaft horse power: 1100 SHP

Range for propeller rotationnal speed: 1700 RPM to 2000 RPM

Nominal rotationnal speed for the hydraulic brake at turboshaft engine test bed: 22000 RPM A specific call will be issued to cover the activities linked to the partial tests of the PAGB (estimated budget: 900 k€).




Deliverables

Ref. No. Title - Description Type Due Date in months

WP3.3.4: First PAGB Acceptance test report and

manufacturing report R T0+12

WP3.3.3: First PAGB delivered at Turbomeca engine ground

test facility D T0+12

WP3.3.4: Test programme of PAGB partial testing

(Endurance + investigation tests) R T0+15

WP3.3.4: Advanced system for turboshaft engine ground test

bed delivered at Turbomeca D T0+18

WP3.3.3: PAGB modules & associated manufacturing &

acceptance test report R T0+21

WP3.3.3: Second PAGB delivered at Turbomeca engine

ground test facility D T0+21

WP3.3.4: Manufacturing report of PAGB partial test rig (including instrumentation

R T0+36

WP3.3.4: Detailed Report of PAGB partial testing including

Eventual incidents, problems

Test results detailed analysis

R T0+48

WP3.1.3: Contribution to IPPS performance assessment

(synthesis of PAGB behaviour)

R T0+60

WP3.1.3: Contribution to IPPS performance assessment

(synthesis of PAGB behaviour)

R T0+70


Ref. No. Title – Description Type Due Date in months

WP3.3.2: CDR for the PAGB RM T0+3

WP3.3.4: CDR for the PAGB test rig RM T0+6

WP3.3.4: CDR for the advanced system for engine ground

test bed RM T0+9

WP3.3.3: PAGB power line test rig operational RM T0+18

*Type: R: Report, RM: Review Meeting, D: Delivery of hardware/software

T0 : start of the activity




The technologies (Mechanical, Material, Manufacturing and Methods) required for supporting these module demonstration will be assessed within these activities.

Expertise in designing, manufacturing, assembling and testing the Power & Accessory Gear Box is required.

The core partner will demonstrate to have recognized skills in:

Aero-thermo-mechanics coupled phenomena

Rapid manufacturing

Light weight material component manufacturing

Module testing in relevant environment

Equipments:

Facilities for PAGB manufacturing and testing

Heavily instrumented test rigs for PAGB module



5. Glossary

HW Hardware

IPPS Integrated Power Plant System

PAGB Power & Accessory Gear Box

6. Intellectual property and confidentiality

TURBOMECA will own the specification, while the core partner will own the technical solutions that he will


Any TURBOMECA information related to this programme must remain within the core partner; in particular,

no divulgation of this strategic topic to core partner affiliate will be granted.

7. Ownership and use of the demonstrators

The core partner will deliver demonstrator parts to TURBOMECA. Each part integrated or added in the


Notwithstanding any other provision, during the project and for five (5) years from the end of the project,

each party agrees to grant to TURBOMECA a free of charge right of use of the relevant demonstrator and its

parts.

After the end of the period, each party may request the return of the parts of the demonstrator(s) that it

provided. If the concerned parts are returned, no warranty shall be given or assumed (expressed or implied)

of any kind in relation to such part whether in regard to the physical condition, serviceability, or otherwise.



IV. Business Aviation / Short Regional TP demonstrator: Advanced propeller & controls design &

manufacturing and IPPS aero-acoustic performance assessment


Programme Area ENG



Leading Company Safran/Turbomeca



Start Date14

01/04/2016

Identification

Number Title

JTI-CS2-2015-

CPW02-ENG-01-07

Business Aviation / Short Regional TP demonstrator

Advanced propeller & controls design & manufacturing and IPPS aero-acoustic

performance assessment


The core partner will be responsible for the detailed design & manufacturing of the propeller module

(propeller blades, hub & controls). Besides he will work on assessing the overall aeroacoustic

performance of the Integrated Power Plant System (IPPS), using both CFD & experimental tools.

14




1. Background

WP3 targets the acquisition of technologies for a high performance turboprop in the 1800-2000 thermal shp

class which will significantly upgrade the actual product efficiency. This demonstrator will deliver

technologies maturity up to TRL 5/6 in 2019 with capability to be part of the next generation of aircrafts.

The purpose is to provide an alternative to US products with an optimized solution based on a whole

Integrated Power Plant System; each Subsystem will be optimized taking into account the other subsystems

and the overall target.

The current reference has 83% of market share in the considered power class.

The purpose is to bring to the market a new generation of turboprop; each subsystem of the turboprop is

meant to become the new state-of-the-art to achieve a global improved solution.

The base line core of ARDIDEN3 engine will be improved specifically for turboprop application and then

integrated with innovative gear box, new air inlet and innovative propeller.

The figure belows shows the project structure. The core partner is expected to lead the work packages WP3.4

and WP3.5. He will also take active part in the workpackage WP3.1, in particular in the evaluation of the

study and the ground testing.



2. Scope of work

This call for Core Partner is dedicated to both the Propeller & Air Intake and Nacelle tasks. The core partner

will be responsible for:

Designing and delivering an advanced propeller with controls,

Assessing aerodynamic air intake performance as well as aero-acoustic performance of the IPPS.

In particular, the core partner will be responsible for delivering the propeller to be tested at TURBOMECA

engine ground test facility.

As far as the Propeller sub-system is concerned, the activity will mainly consist in:

Assessing the technical specification for the propeller

Designing the propeller and an advanced actuation system including the overspeed system and

addressing the case of synchronizing/synchrophasing

Providing Aerodynamic fields (air flow velocities, pressures and temperatures) downstream of the

propeller

Providing a complete propeller performance table for the overall aircraft and engine flight envelope

Providing to TURBOMECA all the stress loads, due to propeller, on shaft: 1P and nP Loads, Gyroscopic,

etc…

Delivering a complete propeller

Supporting TURBOMECA during engine testing

Performing technical reviews for the propeller module, with TM participation

Main technical parameters of the propeller module specification will be:

maximum shaft horse power: 1100 SHP

1700 RPM < propeller rotationnal speed < 2000 RPM

Weight below 80 kg

2.2m < propeller diameter < 3m

4 to 6 blades

Typical hub diameter ~20 inch

Activity factor: cruse oriented propeller

Single acting propeller system

Main positions: reverse position, flight idle, ground idle

To assess the performance of the IPPS, the core partner will be responsible for:

Performing Blade Element Method (BEM) analysis of propeller design using homemade code

Elaborating 3D mesh strategies for CFD simulations on propeller and on propeller + air intake

Performing 3D CFD simulations and aerodynamics and acoustics analysis on propeller and on

propeller + air intake for performance evaluation, including total pressure, angle and Mach number

distortions in the inlet compressor plan, at 4 flight conditions (typically Max cruise, Long range, Max

climb, Take off, to be defined during the project). Three levels of complexity will be considered int

these simulations



o Actuator disc (propeller considered as a boundary condition)

o Moving Reference Frame (MRF) for both isolated propeller and propeller + air intake

o Full 3D unsteady simulations

Performing 3D analysis for detailed drag sources extraction of propeller & air intake (for example far

field analysis), including nacelle effect

Comparing CFD methods that will be applied, including:

o Validation protocol for each CFD method (based on available database)

Proposing design methodology combining CFD and low order method such as BEM

Proposing guidance for aerodynamic & acoustic design improvement (for instance, pressure losses

and distortion reduction)

Refining BEM tools analysis based on 3D CFD results and/or on available database

Performing measurements of pollutant emissions at the engine propeller ground test facility

Designing & manufacturing a mock-up of the air intake (including actuated IPS) and nacelle to be

tested in experimental windtunnel test facility

Performing windtunnel testing of the air intake + nacelle mock-up (no propeller), at various side slip

and incidence angles, IPS both opened and closed with altitude effects on IPPS.

A specific call will be issued to cover the windtunnel testing activities for the mock-up of the air intake &

nacelle (estimated budget: 1000 k€)

A specific call will be issued to cover windtunnel testing of the isolated propeller (estimated budget: 300 k€).




Deliverables

Ref. No. Title - Description Type Due Date in months

WP3.4.1: A (static + dynamic) model of the complete propeller

(such as “black box”) to be integrated in the engine controls

simulation software

D T0+3

WP3.4.2: Propeller details for performance evaluation using CFD

(To be updated during project) D T0+3

WP3.4.3: A complete new propeller including controls & OVS

protection system D T0+21

WP3.4.2: Manufacturing report of the new propeller R T0+24

WP3.4.3: Propeller & controls Failure Mode Effect & Critical

Analysis R T0+24

WP3.4.3: Propeller & controls Safety analysis including Fault tree

analysis R T0+27

WP3.5.1: BEM design tool D T0+3

WP3.5.2: Isolated Propeller: Detailed Report of 3D aerodynamic &

acoustic simulations including analysis R T0+12

WP3.5.2: IPPS (Propeller & air intake & nacelle): Detailed Report

of 3D aerodynamic & acoustic simulations including analysis R T0+24

WP3.5.2: Design of air intake + nacelle mock-up (no propeller,

with IPS)

D T0+12

WP3.5.2: Manufacturing of air intake + nacelle mock-up (no

propeller, with actuated IPS)

D T0+18

WP3.5.2: Manufacturing report of the air intake & nacelle mock-up R T0+24

WP3.5.2: Final assessment of Isolated Propeller: Analysis of 3D

aerodynamic & acoustic simulations & comparison with

experimental test results

R T0+24

WP3.5.2: Detailed Report with design guidance for IPPS

performance improvement (aerodynamic, noise) & improved

design methodology – comparison with experimental test results

R T0+36

WP3.1.4: Contribution to Core Engine test results analysis

(regarding pollutant emissions)

R T0+48

WP3.1.4: Contribution to Engine-Propeller test results analysis R T0+60

WP3.1.3: Contribution to IPPS performance assessment R T0+70




Ref. No. Title – Description Type Due Date in months

WP3.4.2: PDR for the propeller including

Explanations for selecting/discarding technical solutions

Trade study report showing different blade geometries and

associated performance

RM T0+3

PDR for the air intake & nacelle mock-up

Inputs from WP3 leader to design the mock-up RM T0+6

WP3.4.2: CDR for the propeller including

Explanations for selecting/discarding technical solutions

Final blade outside geometry & CAD model (showing interfaces and principles of design)

RM T0+12

*Type: R: Report, RM: Review Meeting, D: Delivery of hardware/software - T0 : start of the activity




The technologies (Aerodynamic, Aeromechanical, Mechanical, Material, Manufacturing and Methods) required for supporting these modules demonstration will be assessed within these activities.

Among them, strong expertise in CFD simulations and analysis on aerodynamic & acoustic is required.

Expertise in designing, developing, building and testing a propeller & actuation system module (including OVS protection), under EASA certification constraints, is mandatory.

Expertise in performing URANS CFD simulations is required on the following topics:

Isolated propeller

Isolated air intake

Interactions between propeller, air intake & nacelle.

The core partner will demonstrate to have recognized skills in aeronautics in:

Mechanics & Materials

Acoustics

Vibrations

HPC CFD simulations

o Aero-thermo-acoustics coupled phenomena

o Aerodynamics and Acoustics

o Air flow numerical simulations of propellers and unsteady interactions between propeller & engine air intake

Testing (experimental investigations)

Experience of EASA certification process

Certification for propeller:

ISO 9001,

Part 145,

Part 21

Equipments:

Facilities for propeler demonstrator manufacturing

Experimental test facility

Numerical tools (Software + Hardware) & capacities for running HPC 3D CFD simulations

Numerical tools (Software + Hardware) for design (CAD model to be exchanged)

Description of the physical models and numerical methods that will be used



5. Glossary

BEM Blade Element Method

CFD Computational Fluid Dynamic

HPC High Performance Computing

HW Hardware

IPS Inlet Particle Separator

IPPS Integrated Power Plant System:

OVS Overspeed

TP Turbopropeller

6. Intellectual property and confidentiality

TURBOMECA will own the specification, while the core partner will own the technical solutions that he will


Any TURBOMECA information related to this programme must remain within the core partner; in particular,

no divulgation of this strategic topic to core partner affiliate will be granted.

7. Ownership and use of the demonstrators

The core partner will deliver demonstrator parts to TURBOMECA. Each part integrated or added in the


Notwithstanding any other provision, during the project and for five (5) years from the end of the project,

each party agrees to grant to TURBOMECA a free of charge right of use of the relevant demonstrator and its

parts.

After the end of the period, each party may request the return of the parts of the demonstrator(s) that it

provided. If the concerned parts are returned, no warranty shall be given or assumed (expressed or implied)

of any kind in relation to such part whether in regard to the physical condition, serviceability, or otherwise.



1.5. Clean Sky 2 – Systems ITD

I. Adaptive Environmental Control System


Programme Area SYS



Leading Company AIRBUS



Start Date15

01/04/2016


JTI-CS2-2015-CPW02-

SYS-02-02

Adaptive Environmental Control System


Adaptive ECS is enabled by an air quality control system that provides traditional ECS cabin air quality

despite the fact that, compared to traditional ECS, more cabin air is re-circulated and less air is

brought into the cabin from the outside.

15




1. Background

Traditional ECS is the largest non-propulsion energy consumer on board of a passenger aircraft.

The concept of Adaptive ECS minimizes the amount of compressed air required to pressurize and

cool the cabin with a reduction of aircraft mission fuel burn up to 2% over traditional ECS.

Adaptive ECS is enabled by an air quality control system that provides traditional ECS cabin air

quality despite the fact that, compared to traditional ECS, more cabin air is re-circulated and less

air is brought into the cabin from the outside.

The air quality control system consists of three parts - air quality sensors, air treatment and the

Adaptive ECS system & control logic. The air quality control system can be applied to a traditional

or electrical ECS and therefore is a complimentary system.

The reference aircraft is a single aisle type aircraft (Large Aircraft Reference from Clean Sky 1)

These technical activities will be hosted in the ITD Systems in the work package 6 (Major Loads)

intended to work on Loads Architecture (WP6.0). (See ITD Systems WBS here under)



2. Scope of work

The work program to be undertaken by the applicant shall take step-wise approach in order to

develop the Adaptive technology to allow dissemination of research results before the end of

program and minimize risks and development costs.

Adaptive ECS leveraging existing technologies to be adapted for aeronautic applications –

integration of existing technologies for air quality sensing and air treatment (TRL2) into

the Adaptive ECS system that targets 1% fuel saving while maintaining or improving cabin

air quality. The effort is independent on the ECS conditioning pack itself, the Adaptive ECS

components are ultimately to be integrated with an existing ECS conditioning pack for the

sake of technology demonstration in relevant environment to achieve TRL6 by 2019. The

core of the effort is to develop the completely new control concept of Adaptive ECS that

operates under contradicting requirements for air quality and energy efficiency.

Adaptive ECS leveraging advanced technologies – in first step and parallel to research of

Adaptive ECS leveraging existing technologies, new disruptive air quality sensing and air

treatment technologies are to be developed. Alternatively, air treatment and sensing

technologies from other industries are to be adapted for use in aerospace. These

technologies are expected to achieve performance above the baseline of existing

technologies. In second step, the integration of these technologies into Adaptive ECS

system is to be performed and tested in representative environment in order to reach

ultimately TRL6 by 2023.

The Adaptive ECS work program shall consist of four work areas. The applicant will lead each

one of the 4 sub work packages here under within the WP6.0 led by Airbus:

6.0.1 – Architecture definition and Development of Adaptive ECS system & control

logic that regulates air treatment and optimizes the mix of outside and treated

recirculated air, based upon airframer requirements. This work area will address both existing

technologies and advanced technologies.

6.0.2 - Development of reliable and high performance air quality sensors. This shall include

the integration/adaptation of existing CO2, hydrocarbons and particulate sensors, and the

development of advanced sensing technologies.

6.0.3 - Development of air treatment technologies. This shall be based on trade studies,

and include the integration/adaptation of existing and development of advanced air

treatment technologies for hydrocarbons and odour removal, CO2 removal and O2

generation.

6.0.4 - System and aircraft level demonstration: system demonstration will be done first

on existing applicant’s facilities and second aircraft level demonstration on integration test

bench AVANT (ZAL facility). This work area will address both existing technologies and

advanced technologies.

The WP 6.0.1 - Architecture definition and Development of Adaptive ECS system & control logic



drives the requirements for WPs 6.0.2 and 6.0.3 and requires their outputs. The overall

demonstration of WPs 6.0.1-3 is to be performed in 6.0.4 - System and aircraft level

demonstration.

Demonstration activities

The demonstration of the Adaptive ECS technology shall be aligned with the step-wise

development approach gradually maturing both Adaptive ECS components and the Adaptive ECS

system.

Adaptive ECS leveraging existing technologies

‒ Adaptive ECS system simulation – system level simulation backed up by laboratory testing of

existing air treatment and air quality sensing components. Demonstrating both target fuel

saving and desired cabin air quality of Adaptive ECS.

‒ Adaptive ECS mock-up. Integration of existing air treatment and air quality sensing

components with existing ECS pack in applicant’s facilities. Demonstration of Adaptive ECS

performance across the range of relevant operational temperatures. Validation of Adaptive

ECS system simulation (1.a)

‒ Adaptive ECS Prototype. Demonstration of Adaptive ECS system operation with all

components operating in realistic environment (temperature, pressure, air flow) while

delivering target fuel saving and desired cabin air quality.

This demonstration shall be done in the applicant facility with a full scale prototype.

The demonstration of adaptive ECS for aircraft integration shall be carried out at Airbus test

bench AVANT in ZAL test facility with another full scale prototype. The demonstration shall

include in addition the assessment of Adaptive ECS cabin air quality by humans either in Airbus

or third party facility.

The components shall in scale allowing potential transition to flight demonstrator. The target

is to achieve TRL 6 demonstration.

Adaptive ECS leveraging advanced technologies

‒ Appropriate demonstration of advanced air quality sensing and air treatment technologies

along development path up to TRL 6 at the component level

‒ System-level demonstration aligned with Adaptive ECS leveraging existing technologies up to

TRL 6 reusing the available hardware in order to minimize costs and demonstrate

performance increase.




Deliverables

Ref. No. Title –– Description Type* Due Date

D_6.0_1 Perform cabin air quality sampling campaign to

establish baseline cabin air quality

R Q2 2017

D_6.0_2 Develop the Adaptive ECS control system architecture

and algorithms

R Q2 2017

D_6.0_3 Model simulation of Adaptive ECS leveraging existing

technologies

R Q4 2018

D_6.0_ 4 Demonstration of 1% fuel saving of Adaptive ECS

system leveraging existing technologies and components

D/R Q4 2019

D_6.0_5 Model simulation of Adaptive ECS leveraging advanced

technologies

R Q1 2023

D_6.0_6 Demonstration of advanced air quality sensing

technologies

R Q4 2021

D_6.0_7 Demonstration of advanced air treatment technologies R Q4 2021

D_6.0_ 8 Demonstration of 2% fuel saving of Adaptive ECS

system leveraging advanced technologies and components

D/R Q4 2023


Ref. No. Title – Description Type* Due Date

M_6.0_1

Adaptive ECS system leveraging existing

technologies and components at TRL 4

R Q2 2017

M_6.0_2

Critical design review of Adaptive ECS leveraging

existing technologies

RM Q2 2018

M_6.0_3 Adaptive ECS system leveraging existing

technologies and components at TRL 6

R Q4 2019

M_6.0_4

Decision gate transition to Adaptive ECS system

development leveraging advanced technologies

RM Q4 2019

M_6.0_5

Adaptive ECS using advanced technologies and

components at TRL 4

R Q4 2021

M_6.0_6 Critical design review of Adaptive ECS leveraging

advanced technologies

RM Q4 2022

M_6.0_7 Adaptive ECS using advanced technologies and

components at TRL 6

R Q4 2023




Scheme of the program




In order to achieve the milestones in 2019 and 2023 in the required maturity, the applicant

needs the experiences as follows:

Competences at the beginning of the project

State-of-the-art air quality sensor technology development and specialists (inorganic and organic

compounds)

Recognized contribution to international air quality standardization committees

Manufacturing capabilities and serial applications of air quality sensors (at TRL 9 if

aerospace application) in the domain of air conditioning, biohazard detection or similar.

State-of-the-art air treatment technology development capabilities for removal of organic and

inorganic contaminants

Manufacturing capabilities and serial applications for treatment of organic and inorganic air

contaminants (at TRL 9 if aerospace application) in the domain of air conditioning, environment

protection or similar

Air quality analytical capabilities for organic and inorganic compounds

Aviation reliability and airworthiness certification expertise

Air quality regulation/standardization expertise

Advanced controller development and prototyping capabilities

ECS hardware prototyping and integration

Sensing, air treatment and ECS modelling and simulation capability

Facilities

Air and Thermal systems prototyping and integration facilities

Test facilities able to test Adaptive ECS and its subsystems as hardware-in-the-loop in

representative environment (pressure and temperature chambers)

Measurement instrumentation and data acquisition laboratory

Cabin mock-up or similar setup that can be instrumented with air treatment and sensing

prototypes to validate performance of Adaptive ECS to remove odours and smells below

detectability by humans.



5. Glossary

ECS Environmental Control System

AVANT Architecture Validation for Air systems of New Technologies ZAL Centre for Applied Aviation Research

WP Work Package



II. Affordable future avionic solution for small aircraft, enablers for single pilot


Programme Area SYS (SAT)


Work Packages (to which it refers in the JTP) WP7.4

Leading Company EVEKTOR



Start Date16

01/04/2016


JTI-CS2-2015-CPW02-SYS-

03-02

Affordable future avionic solution for small aircraft, enablers for single

pilot

operation Short description (3 lines)

Strategic topic corresponds to necessity to equip category of small aircraft with affordable avionics

system enabling cost-effective operation while still keeping the high level of flight safety and

dispatch reliability. The existing solutions for other aircraft categories are not directly usable or easily

modifiable due to the size, weight, and cost constraints of this class of aircraft.

16




1. Background

With the SESAR Deployment Manager now in place, Europe starts implementing the SESAR Concept of

Operation and the technology that is needed to support it.

Likewise any General Aviation aircraft will need to be equally equipped in order for them to be

operated in all future airspace classes. General Aviation not only includes Business Jet flights and

recreational flights, but also Training flights, Taxi flights, Medical flights, Emergency flights, Police

operations, and a lot more. Moreover, small aircraft will also be a very realistic contributor to the

ACARE Flightpath 2050 goal of a 4 hours door-to-door journey in Europe. The niche exists especially in

higher passenger segment and difficult to serve locations.

Knowing this, it becomes clear that Europe needs to work as well on making SESAR technology be

made affordable for this market segment as addressable business opportunities exists. Enabling 4D

trajectory management, SWIM based services and novel CNS technologies will allow more efficient,

predictable and fluent operation in future European ATM environment for this category of Aircraft.

The work content will be aligned to address development gaps in PJ13.

The reason why small aircraft transportation is not fully exploiting its potential lays in the fact that

several enabling elements are currently missing:

Cost-effective operation – current technology does not support single pilot operations of 9- 19

passenger type of aircraft. That brings a heavy cost element to a market segment where cost and

weight are so critical, hindering further exploitation of the offerings of this market segment. It

i s p o s s i b l e t o i m p l e me n t scaled-down t echnology, allowing minimal crew reduction to one

pilot only by decreasing pilot workload. This has to be supported by paying special attention to

human factors aspects of the target solution to ensure the cockpit will be more intuitive and user-

friendly.

Affordable avionics platforms – the cost of avionics is high, and the expected upgrades,

modifications, and integration of new features is not affordable with the current technology price

point for this market segment. At the same time, system architectures across platforms are not

supporting cost efficiency. The architecture has to be designed in a way that it supports

deployment in multiple types of small platforms, ranging from single-piloted to dual-piloted

and optionally, even for future single piloted 9-19 seaters. Moreover, system architecture must

be designed in order to support simpler and much cheaper certification and portability to

different aircraft platforms.

High dispatch reliability – is required to promote small aircraft operation to highly available and

thus appropriate for servicing customer. Avionics capable of all-weather operation is one of the key

enabler to meet this goal if made affordable for the small aircraft segment. Additionally, affordable

and timely acquisition of critical system parameters and information would ease diagnostics and

prognostics and thus schedule maintenance for more effective fleet management.

Flight safety – Single-pilot operation of 19-seater aircraft will require enduring the same level of

safety or preferably its increase. Functions supporting all-weather operation, such as high-



precision navigation, accurate control will be required. Additional measures, such as support for

emergency mode of operation, alternative/return flight planning, and continuous system

monitoring shall open new horizons for future single-pilot operation.

Most of the addressed technologies either exist already, or will be introduced shortly, in other aerospace

market segments, mainly ATR. However, high cost and long development cycles are major disablers for the

introduction of such technologies in the small aircraft market segment. This fact constitutes a significant

technology gap between the market segments, preventing faster development of the European small

aircraft market segment. Therefore, developing innovative and affordable solutions for this market

segment will thus bring a positive impact to the European industrial competitiveness, and the societal goals

expressed in the ACARE SRIA.



The Leaders in Small Aircraft Transport (SAT) transversal activity have identified the need to invite a

Core Partner to perform cockpit and avionics technology development, and a demonstrator

integration for small aircraft, CS/FAR-23 category. The technical challenges stemming from the before

mentioned motivations indicate that extensions of the state-of-the-art technologies and state-of-the-

practice avionics will be required in order to achieve the expected benefits. Core Partner will be

responsible for coordination of expected additional activities planned to be executed via specific

calls for proposals.



2. Scope of work

The goal of the call, which is related to the activity of the Core Partner under selection, is

development of cockpit and avionics technologies which will allow effective and safe operation of

small aircraft, whilst respecting the identified aircraft manufacturer and end-user needs. The

solutions will target the following aircraft categories and modes:

Single-pilot operation for commercial Cargo and Passenger transport for up to 9 passengers

(applicable according to current regulations)

Dual-pilot operation for commercial Passenger transport for 10 or more passengers (applicable

according to current regulations)

Single-pilot operation for Cargo and Passenger transport for 10 or more passengers (not applicable

under current regulations; discussions with regulatory bodies required)

The selected Core Partner will be responsible for definition of cockpit architecture, cockpit and

avionics technology development and system integration into a demonstration platform. The results

shall be demonstrated both as

Technology demonstrators – for lower-TRL results (aiming at single-pilot operation) or avionics

technologies with limited pilot interaction. Flight demonstration may be required if beneficial and

reasonable for validation.

Cockpit demonstrator – for high-TRL technologies and predominantly technologies which are

subject to pilot interaction and which are ready for cockpit integration. Flight demonstrations shall

be organized where required for validation.

Additionally, selected solutions will be demonstrated on selected aircraft from the small aircraft

category. The Leaders see benefit for their respective platforms, in the GA area.

The work shall start from detailed analysis of the cockpit and systems architecture and certification

viability for the above mentioned modes of operation, starting from the most conservative mode.

SESAR 2020 concepts of operation shall be leveraged to the maximum possible extent for the SAT

domain.

The studies and later prototypical developments shall deliver missing technologies that meet the

particular demands of the small aircraft segment. The expectation is that the Core Partner will be

able to integrate the missing technologies with his existing technologies and/or product portfolio in

order to deliver a comprehensive cockpit solution. Core Partner will also identify the methodology

for certification of the solution and coordinate it with certification bodies (EASA).

The technology development is expected to focus on the following technologies, which can be

narrowed down based on the applicant gap analysis:

Affordable SESAR functions in cockpit – shall be investigated to converge to a set of such

cockpit functions representing the best trade-off between the required functionality and

total cockpit cost. The functions considered are initial-4D navigation and autonomous flight



emergency management (threat detection and recovery, alternative flight-plan creation,

automated return to origin, and eventually autonomous landing). Solutions in this area are

expected to enable primarily single-pilot operations of commuters.

Low-cost navigation and communication systems – high-integrity yet affordable GNSS aiding to

navigation systems is perceived to enable all-weather aircraft operation. At the same time, cost

of high-integrity GNSS receivers is still prohibitively high for the small-aircraft segment. High-

integrity GNSS is one of the main enablers for all-weather operations. Furthermore, some

emerging communication technologies are expected to enable better cockpit connectivity and

in-time information. One technology perceived as a business game-changer is low-cost satellite

communication.

Low-cost computing platforms – extending cockpit functions will have an impact on the

amount of computation and its required performance. The increased performance demand is

expected from display functions, augmented vision, and more communication interfaces. The

existing computing platforms are prohibitively expensive and there is very limited potential in

reusing platforms from higher segment. Therefore, it is expected that emerging COTS

computing components would be leveraged and integrated to form low-cost, low-footprint,

compact platforms for small aircraft. Emphasis on fast and cheap certification and

recertification shall be considered.

High-integrity electronics – it is expected that there will be more high-integrity electronics

required for different airborne systems. Small controllers, data concentrators or local

diagnostic units are good examples. Therefore, it is expected the low-cost high-integrity

electronics incorporating fault-detection and alternative operation modes will be required to

fulfil the abovementioned operational objectives while keeping the cost of avionics

affordable.




The expectation is that development will proceed in a modified V-cycle. The modification suggests that

the technology elements are developed in two waves to allow smoother coordination. Eventually,

integration, validation, and demonstration is expected to be performed with the complete set of

elements or those at appropriate TRL.

Deliverables


D7.4.1

Cockpit System Requirements Definition (Function,

Operational, Cerification)

Study T0 + 6 months

D7.4.2 State-of-the-Art Analysis and Cockpit Architecture for SAT Study T0 + 12 months

D7.4.3

Technology Element & System Design and Gate Reviews

(Batch 1)

Report T0 + 22 months

D7.4.4

Technology Element Prototypes & Lab Validation (Batch 1) Report,

Demo

T0 + 34 months

D7.4.5 Cockpit Architecture for SAT Update Report T0 + 36 months

D7.4.6 Technology Element Design and Gate Reviews (Batch 2) Report T0 + 42 months

D7.4.7

Technology Element Prototypes & Lab Validation (Batch 2) Report,

Demo

T0 + 50 months

D7.4.8 System Integration & Validation (Performance, Functional) Report T0 + 60 months

D7.4.9

Cockpit Integration & Validation (Operational, Human

Factors) & Demonstration

Demo T0 + 70 months

D7.4.10 Final Modification & Upgrades Demo T0 + 77 months

D7.4.11 Final Assessment & Validation Reports Report T0 + 84 months

The expected TRL for D7.4.4 and D7.4.7 is TRL4. D7.4.8 is TRL5 and D7.4.9 is TRL6. The TRLs may vary

depending on initial stage and on complexity of development. Solutions leading to alternative

certification approach are expected to reach lower TRL (maximum TRL4).



M7.4.1 Cockpit Architecture for SAT Study T0 + 12 months

M7.4.2 Technology Element Prototypes & Lab Validation (Batch 1) Report T0 + 10 months

M7.4.3 Cockpit architecture for SAT update Report T0 + 36 months

M7.4.4 Technology Element Prototypes & Lab Validation (Batch 2) Report T0 + 50 months

M7.4.5 Cockpit Integration and Demonstration Report T0 + 70 months





M7.4.6 Final Assessment, Validation Reports, & Certification Plan Report T0 + 84 months



Leadership capabilities allowing the partner to drive multiple technology domains in the area of

cockpit and avionics and being capable of full-scale systems integration and cockpit

demonstration.

Research and development capacity to deliver results in the abovementioned technology

domain.

Proven track record in avionics and cockpit development in the area of Type 23 aircraft.

Experience with SESAR technology in order to be able to effectively leverage from the

operational concepts developed in the SESAR framework.

Proven experience in research and technology developments in the areas mentioned in the

Scope of Work section.

Skills, capabilities and experience in providing flight test campaigns.

Capability to perform human-factors evaluation.

The applicant shoud posses appriopriate certified systems (e.g. EASA Part 21, 145, AQUAP, ISO)

5. 5. Glossary

CS23 CATEGORY

AIRCRAFT

Aircraft certified under EU CS-23 requirements or equivalent (i.e. USA FAR 23)