Clean Sky at a Glance: Insight into case studies

Clean Sky at Le Bourget 19 June 2017, Paris

OUTLINE

1.General intro to Clean Sky

2.Major demonstrators achieved

3.Results of assessment by Technology Evaluator

4.Current Clean Sky 2 programme

5.Participation via calls for proposals

Innovation Takes Off

Overview of

Clean Sky 1

and Clean Sky 2

Programmes

Clean Sky – (2008-2016) – 1.6 billion (800 mil from FP7, industry in kind) Clean Sky 2 – (2014-2024) - 4 billion (1755 mil from H2020, industry in kind)

CS1 organisation (2008-2016)

EUROCONTROL EASA

Smart Fixed Wing AircraftAirbus (F, D, UK, E)SAAB (SE)

Green Regional Aircraft Alenia Aeronautica (I)EADS CASA (E)

Green Rotorcraft AgustaWestland (I, UK)Eurocopter (F, D)

Sustainable and Green Engines Rolls-Royce (UK, D)Safran (F)

Systems for Green Operation Thales (F)Liebherr (D)

Ecodesign Dassault Aviation (F)Fraunhofer Gesellschaft (D)

Technology Evaluator Thales DLR

CS1 financial contribution and allocation

Maximum Overall EC Contribution:

800 M€

Partners(min 200 M€

i.e.25%)

Call

for

Proposals

Members

(max. 600 M€ i.e. 75%)

ITD Leaders(max 400 M€ i.e. 50%)

Associates(max 200 M€

i.e. 25%)

match EC contribution

50% (in-kind)

match EC

contribution 50%

(in-kind)

Maximum Overall EC Contribution:

800 M€

Partners(min 200 M€

i.e.25%)

Call

for

Proposals

Members

(max. 600 M€ i.e. 75%)

ITD Leaders(max 400 M€ i.e. 50%)

Associates(max 200 M€

i.e. 25%)

match EC contribution

50% (in-kind)

match EC

contribution 50%

(in-kind)

Development strategy

• Technologies are selected, developed and monitored in terms of maturity or ‘technology readiness level’ (TRL). They were identified as the most promising in terms of potential impact on the environmental performance of future aircraft.

• Concept aircraft are design studies dedicated to integrating technologies into a viable conceptual configuration. Clean Sky’s results are measured and reported by comparing these concept aircraft to existing aircraft and aircraft incorporating ‘evolutionary technology’ in the world fleet.

• Demonstration Programmes include physical demonstrators that integrate several technologies at a larger ‘system’ or aircraft level, and validate their feasibility in operating conditions. This supports the evaluation of the actual potential of the technologies. The ultimate goal of Clean Sky is to achieve successful demonstrations in a relevant operating environment, i.e. up to TRL 6.

Major demonstrators achieved

9

Conceptual aircraft and demonstrators Technologies and configurations:

Advanced Metallic Material

Advanced Composite Materials

Structure Health Monitoring

Low Noise Landing Gear

Low Noise & High Efficiency High Lift Devices

Advanced Electrical Power Generation and Distribution System

Electrical Environmental Control System

EMA for Primary Flight Control System Actuation

EMA for Landing Gear Actuation

Mission Trajectory Management

optimization

Green Regional Turboprop

10

Conceptual aircraft and demonstrators

GRA ATR first flight, Crown Panel 9 July 2015, TRL 5/6

Test campaign # 1

Innovative CFRP fuselage “crown” panel

Contributions from ALENIA (design), ATR

(installation and operation; test aircraft); Fraunhofer

(panel instrumentation)

Aim of Flight test campaign was to support the

development of innovative CFRP panel with

embedded layer to provide additional acoustic

damping

The expected benefits concern weight, internal

noise, assembly costs and structural health

monitoring

Test Campaign # 2 : AEA (All Electric Aircraft) February 2016

E-ECS (Environmental Control System 35 kW vs. 70)

EPGDS (electrical power generation and distribution system)

E-EM Electric management

EMA LG/FCS (Cabin installation of additional electrical loads)

FTI

Electric ECS

Electrical Energy

Management

270 HVDC network

demo channel EMAs E-Loads

https://www.youtube.com/watch?v=5CuJ

9kgoNGU

Conceptual aircraft and demonstrators

Conceptual aircraft and demonstrators

featuring

• SFWA Natural laminar flow (NLF) wing

• SNECMA conceptual Counter Rotating

Open Rotor (CROR)engines

• SGO MTM Optimized trajectories, in the FMS

Short/medium-range (SMR) aircraft, [APL2]

This concept aircraft includes both the ‘smart’ laminar-flow wing and the incorporation of the contra-rotating open rotor (CROR) engine concept, developed within the Clean Sky programme. • The Flight-testing of a A340 demonstrator aircraft with representative Laminar Wing

is planned Sept 2017, although still part of the CS1 framework; • the CROR engine demonstrator on ground is scheduled by Q4-16, while the flight

testing is moved to CS2. • Advanced systems and new flight trajectories already matured to appropriate level

are included in the architecture.

Conceptual aircraft and demonstrators

The Ground Based Demonstrator (GBD) is a full scale partial wingbox demonstration of the

structure and systems needed to produce a leading edge solution to meet the strict requirements to

achieve Natural Laminar Flow (NLF) Wing.

Contributors were GKN as Partner, and Airbus together with the Manufacturing Technology Centre at

Coventry for the assembly and testing of the integrated product.

Main features: The GBD is a 4.5m long by 1m wide section of flight-representative wing leading edge attached to

a partial wing box assembly. The leading edge accommodates a Krueger flap in two sections. This

split has allowed GKN Aerospace engineers to investigate two very different design philosophies. Major outcomes are: Ground Based Demonstrator (full scale Leading edge) fully functional Installation of electro-thermal anti-ice system, moveable Krueger flaps, bird strike and lightening

protection) Numerous manufacturing & assembly lessons learnt (esp. wrt. accessibility)

Conceptual aircraft and demonstrators

Wind tunnel test campaign in DNW to verify the aerodynamic

characteristics of the modified A340

Conceptual aircraft and demonstrators

BLADE assembly and FTD preparation

Conceptual aircraft and demonstrators

Objective: to demonstrate in flight that the Natural Laminar Flow (NLF) wing produced at ‘industrial scales’ will confer significant performance, with low maintenance and operational costs

Main features: Advanced passive laminar wing

aerodynamic design Two alternative integrated structural

concepts for a laminar wing High quality, low tolerance

manufacturing and repair techniques Anti-contamination surface coating Shielding Krueger high lift device

Expected benefits: fuel burn saving on short and mid-range aircraft compared with an equivalent aircraft with a conventional wing

Counter-Rotating Open Rotor - Joint certification group with engine and airframers

and airworthiness authorities. - Definition of the applicable regulations (propeller vs.

turbofan) - Assessment of critical aspects, like blade release

containment; impact on fuselage design (shielding) - Noise assessment progressed. - Ground Tests in preparation.

Main engine demonstrator

CROR Aerodynamic & Acoustics

Out Of Flow

Inflow traverse

Scale 1/7 Scale 1/7 Scale 1/5 HS

Progress in numerical simulations

High Fidelity Wind Tunnel Testing

Analysis and design

Installed propeller efficiency 88% at M=0.75

Capabilities have allowed to deliver High Quality Technical Inputs

Aircraft Handling Quality

Noise (EM&AI blades, high scale, installation effects)

CROR Acoustics: Important Noise Gains Feasible

1980’s GE36

10

15

20

25

5

0 Chapter 3

Cumulative margin vs. ICAO Annex 16 Chapter 3, EPNdB

Chapter 14, 2017

Chapter 4, now ACARE 2000 Ref A/C

CROR A/C [TRL4]

EPNdB (cumulative margin)

Hig

her

No

ise

Lev

el

Open Rotor Noise Levels expected compliant with future regulations beyond new Chapter 14, thanks to uncertainty reduction and design solutions

Current Developments

U-Tail Shielding on BizJets

Rotorcraft demonstrators GRC Demonstration of Helicopter Low Noise IFR and

VFR Procedures

May 2015 TRL 6

H175 helicopter flying low-noise IFR approaches to the heliport of Toulouse-Blagnac airport. The approach procedures were flown using accurate lateral and vertical guidance provided by EGNOS (European Geostationary Navigation Overlay Service), the European Satellite-Based Augmentation System (SBAS), and in the presence of airplane traffic simultaneously approaching and departing to/from airport runways. These helicopter-specific procedures allow achieving the Simultaneous Non Interfering (SNI) aircraft and rotorcraft IFR operations at a medium-size commercial airport.

The low-noise procedures demonstrated noise footprint reductions of up to 50 per cent. Detailed design and integration of the procedures in Toulouse airspace was achieved by GARDEN, a partner project with expertise in Air Traffic Management (ATM). For the VFR tests, an AW139 was used as part of another Partner's projects MANOUVERS

Noise at Airports

• Comparison of Single aircraft operation (take-off,

landing) impact on ground noise signature, of a

conventional configuration vs. new technology

• Comparison of global traffic impact on airport

noise level (day-evening-night) with conventional

fleet and with a fleet featuring Clean Sky

technologies / operations.

Noise at airports

Community Noise: depends on number of events and frequency besides the noise level of a single event

Example noise result for Low Sweep Business Jet

Real airports: Nice and Bordeaux

Population exposed to noise 55 dB, from a LSBJ operating at Nice Côte d’Azur LFMN (3 take-off, 3 landing procedures)

Noise Impacted people reduction • Average Take-off: 73% • All operations: 46%

Population exposed to noise 55 dB, from a LSBJ operating at Bordeaux Merignac LFBD (9 take-off, 4 landing procedures)

Noise Impacted people reduction • Average Take-off: 56% • All operations: 48%

Clean Sky Technology Evaluator – Airport level

Based on six European airports o Noise reduction

• Lden contours • Surface area: 35-70% • Population inside: 10-90%

• Average 5 dB(A) Lden (*) • Clean Sky contribution to SRA1 target:

70%

o Fuel-burn and emissions reduction • Fuel burn and CO2: 30-40% • NOX: 40-45%

Reference; Clean Sky

(*) calculated on each point of a grid covering the affected area. Comment: the improvements are estimated with a “clean sky” A/C fleet; the actual implementation depends on industry and market, besides applicable regulations (general and local)

TE overall mission results

Clean Sky concept aircraft CO2 NOx Noise area

Short-medium range - Open rotor engine -41% -42% -68%

Long Range - 3 shaft Advanced Turbo-fan -19% -39% -67%

Low Sweep Biz-Jet (innovative empennage) -33% -34% -50%

High Sweep Biz-jet -19% -26% -3%

TP 90 Regional - Turbo-prop -26% -46% -21% GTF 130 Regional - Geared Turbo-fan -27% -38% -86%

Clean Sky concept rotorcraft CO2 NOX Noise area

Single Engine Light Rotorcraft (passenger) -22% -62% -60%

Twin Engine Light Rotorcraft (EMS) -13% -43% -50% Twin Engine Medium Rotorcraft (fire) -11% -42% -50%

Twin Engine Heavy Rotorcraft (oil & gas) -22% -34% n/a

High Compression Engine (passenger) -59% -63% n/a

Clean Sky 2

Addressing the H2020 (societal) Challenges

• “Smart Green and Integrated Transport”

Resource efficient transport that respects the environment

Ensuring safe and seamless mobility

Building industrial leadership in Europe

Enhancing and leveraging innovation capability across Europe, with a strong emphasis on SME participation

Leveraging private sector initiatives, and (important!) building on MS national and regional efforts

Aviation R&I in H2020

Long term research

Greening and competitiveness

ATM

Clean Sky 2 SESAR

Basic research

ERC

Alternative fuels

Security

Fuel cells

FCH 2

Access to financing

RSFF

ICT Materials

SME support

Research infrastructures

H2020 – CS2 (2014-2024)

Clean Sky 2 Programme Set-up

Large

Systems

ITDs

Vehicle

IADPs

Tech

no

logy

Eva

luat

or

(TE)

Ge

rman

Ae

rosp

ace

Ce

nte

r (

DLR

)

Regional Aircraft Leonardo

Fast Rotorcraft

Leonardo Airbus

Helicopters

Engines ITD

Safran – Rolls-Royce – MTU

Systems ITD

Thales – Liebherr

Airframe ITD

Dassault – Airbus D&S – Saab

Smal

l Air

Tra

nsp

ort

Ev

ekt

or

– P

iagg

io

Large Passenger

Aircraft Airbus

EU Funding Decision 1.755bn€ 1.716bn€ “net” (after running costs)

Eco

-De

sign

Fr

aun

ho

fer

Ge

sells

chaf

t

Up to 40% of EU funding available for CS2 Leaders

At least 60% of EU funding open to competition:

Up to 30% for Core Partners (becoming Members once selected)

At least 30% for CfP (i.e. Partners as in CS) plus CfTs

Meaning >1bn€ of EU funding in play, via open Calls

CS2 Participation

Industry, SMEs, Academia, and Research Organizations eligible both for participation as Core Partners or Partners.

Participation may also take place via suitable Clusters / Consortia.

800 - 1000 Participants expected across all tiers of the industrial supply chain and “R&I Chain”, with large investment leverage effect

Clean Sky 2

Call for Proposals

Becoming a Partner

The future As part of H2020, new aspects are included in CS2:

An increased attention to involvement of SMEs and Academia (Clean Sky Academy initiative; best PhD theses awards, with second edition at CS1 Closing event in March).

The synergies with Structural Funds at regional level: several agreements signed between Clean Sky and Regions.

An increased attention to Dissemination of the results

More intense collaborations with SESAR and EASA

Possible extension of the Call for Proposals beyond the focussed topics, to cover more upstream research and improve participation of academic partners.

The mid-term evaluation of H2020 and Clean Sky, which will assess the situation and the perspectives in the near future.

Final remarks

1. The Clean Sky original scope aimed at improving the environmental impact of aviation through insertion of technologies in future aeronautical products.

2. In H2020, CS2 complements this environmental target with mobility and competitiveness.

3. The JU is addressing new aspects, like the involvement of Academia, the link with Structural Funds, an increased collaboration with SESAR and EASA and the potential new type of Calls.

4. This paves the way to the evolution of Clean Sky in the next future.