by partnerandinstrumenthavebeenprovided toeaseyoursearch. and thepartnershipare alsogiven.Comprehensive indexlistsbyacronym, each project are presented here. Thecontactdetailsofthecoordinators The background, objectives,descriptionofworkandexpectedresults of - Increasing the operationalcapacityoftheairtransportsystem. - Improving aircraft safetyandsecurity - Improving environmental impactwithregard toemissionsandnoise - Strengthening competitiveness Similar toVolume 1,theprojects are grouped inthefollowing categories: the lastcalls. project selected inthefi the fi that havebeenfi The aimofthispublicationistoprovide informationonresearch projects Aeronautics Research intheSixthFrameworkProgramme (2002-2006) eld ofAeronautics. WhileVolume 1oftheproject synopsiscovered the nanced inthe SixthFrameworkProgramme (FP6)within

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Interested in European research? HOW TO OBTAIN EU PUBLICATIONS RTD info is our quarterly magazine keeping you in touch with main developments (results, programmes, events, etc.). It is available in English, French and German. A free sample copy or free subscription can be obtained from: Our priced publications are available from EU Bookshop (http://bookshop.europa.eu), where you can place an order with the sales agent of your choice. European Commission Directorate-General for Research The Publications Offi ce has a worldwide network of sales agents. You can obtain their Information and Communication Unit contact details by sending a fax to (352) 29 29-42758. B-1049 Brussels Fax (32-2) 29-58220 http://europa.eu.int/comm/research/rtdinfo/index_en.html

EUROPEAN COMMISSION Directorate-General for Research Directorate H - Transport Unit H.3 - Aeronautics EUROPEAN COMMISSION

Aeronautics Research 2002-2006 projects

Project synopses – volume 2

Directorate-General for Research 2008 Transport: Aeronautics

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2 Contents of this volume

During the Sixth Framework Programme Similar to Volume 1, the projects are (FP6, 2002-2006), there were nine calls grouped in the following categories: for proposals related to aeronautics in the - Strengthening competitiveness priority ‘Aeronautics and Space’. While the fi rst synopsis volume provided an - Improving environmental impact overview of projects selected for funding - Improving aircraft safety and security in the three fi rst calls, this second volume - Increasing operational capacity. covers the subsequent calls. These were the four research areas called Overall, during FP6, almost € 900 million for in the work programme. of funding was made available, mostly for research actions. This resulted in the Two indexes allow the identifi cation of funding of 130 Specifi c Targeted Research projects by their acronym (including the Projects, 23 Integrated Projects, 2 Net- projects described in the fi rst volume) and works of Excellence, 7 Coordination by contract number. Finally, an alphabeti- Actions and 24 Specifi c Support Actions. cal index of all project participants gives This represents an amazing mass of work the page number of every project in which and knowledge created. The two volumes the participant is involved. The contact of this synopses book intend to give you details of the Commission staff involved in a quick overview of the content of the aeronautics and air transport is also pro- projects. Each project is the subject of a vided. The European Commission would short summary providing its background, like to thank the project coordinators for its objectives, a description of the work, providing the most up-to-date informa- the expected results, the partnership and tion on their projects. the contact details of the coordinators. The book also includes a list of National We hope that this information will be very Contact Points. Should you have any useful to those readers who want to be question on activities related to aeronau- aware of past and ongoing projects. It can tics within the Framework Programme, also be helpful to those who wish to par- you may contact them. ticipate in proposals within FP7. Finally, it Note that an electronic version of the fi rst is an important source of information for volume can be found at the scientifi c community, industry, policy- http://ec.europa.eu/research/transport/ makers and the general public. transport_modes/aeronautics_en.cfm in the section ‘More info: publications’.

3 4 Foreword

Aeronautics has become a key strategic proposals, which were run sector for Europe. Growth in the jointly by the Directorate- aeronautics sector is dynamic, with an General for Research and the annual increase in passenger numbers Directorate-General for Energy over recent years of around 8.5%. Already and Transport. These research in 2005, 3.3 million persons were employed actions also serve other across the air transport system as a whole policies which are important for in Europe, with a turnover of € 500 billion Europe. The actions constitute and a total of 1.3 billion air transport the building blocks of the passengers. But outside Europe, certain European Research Area. Not regions are seeing more rapid growth than only was particular attention within the EU 25: Russia, China, India, in given to the participation of particular, all being regions of growth and the countries which joined the all calling for cooperation across the air Union in 2004 but in addition, transport sector. the programme encourages With more than 14% of turnover invested participation of SMEs. in research and development, aeronautics It is my pleasure to provide you is recognised to be a research intensive here with the description of the latest sector. But investments in research only research projects that were funded under produce useful results if the funds are the Sixth Framework Programme. carefully invested, based on a sound Our support to aeronautics research does and visionary policy. The role of the not end with FP6. Quite the contrary: the Commission is to develop such a policy last contracts were signed in 2006 and at European level. For this purpose, some of them will run until at least 2010. in its Sixth Framework Programme The SESAR joint undertaking is being for Research and Technological established with a view to converging Development, the European Union has under a single European sky in the fi eld defi ned a Thematic Priority ‘Aeronautics of air traffi c management.The Seventh and Space’. The content of this priority Framework Programme has been has been based on the input of a large launched. In addition to Collaborative number of stakeholders, includes policy Research, which will continue to adapt makers, industry, research centres, to a changing society, a new action has universities, etc. In particular, the been proposed in the fi eld of Aeronautics Strategic Research Agenda, produced by and Air Transport: the Clean Sky Joint the Advisory Council for Aeronautics in Technology Initiative. Europe, has been very useful as a basis on which to structure our policy (http:// We have a number of interesting www.acare4europe.org). Similar to the challenges before us. A strong European Strategic Research Agenda, our work Union can help us meeting these programme adopts a holistic approach to challenges. air transport, i.e. it considers not only the aircraft but also all the components of the sector (e.g. Air Traffi c Management, Airports, etc.) Over the four years of the Sixth Framework Programme (FP6, 2002-2006), almost € 900 million of funding was made Janez Potočnik available in the successive calls for European Commissioner for Research

5 6 Introduction

Aeronautics and air Society’s growing transport needs transport in Europe in a changing context In 2004 and 2005, the increase of air pas- European air transport system senger transport amounted to 8.8% and 8.5% respectively. In particular, the low- The air transport system (ATS) encom- cost airlines allowed an increasing num- passes the aeronautics manufacturing ber of citizens to have access to the air industry, the airports, the airlines and transport system. In addition, developing the air navigation service providers. The countries started to play an important role European ATS is vital for the growth of in the sector. For example, in 2005, out of the entire European economy and for the a total of 2 448 aircraft orders, 15% were cohesion of the Union and its regions. In from India and 14% from China. Based addition to its role in facilitating economic on these fi gures, 51 000 aircraft will be activity, the European ATS represents a needed over the next 20 years. signifi cant economic factor: in 2005, it But these growing needs must be placed contributed € 500 billion to the European in the current context. The growth of air gross domestic product. The aeronautics transport also generates increasing noise manufacturing industry also contributes disturbance for the population. The use to EU exports, with 53% of its total produc- of hydrocarbon fuel results in the emis- tion sold outside of Europe. This industry sion of CO and NOx, i.e. greenhouse is very research intensive with 14.5% of its 2 gases and pollutants. Currently, the turnover invested in R&D. European Commission is developing a Some key air transport fi gures (2005): plan to include aviation into the existing Emissions Trading Schemes, limited for – 3.3 million jobs the moment to industrial sectors produc- (1.4% of all jobs in the EU) ing large amounts of greenhouse gases. – 130 airlines and 450 airports During the last few years, the oil price has grown continuously, making a profi t- – 5 500 aircraft fl eet able operation in these sectors more and – 1.3 billion passengers more diffi cult. Its evolution is diffi cult to predict because it is linked to the political – 18 million aircraft movements. situation in oil producing countries, to the increasing oil requirements of develop- ing countries and to the knowledge of the

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7 available reserves. Security also has to be Based on this vision, the Advisory Coun- a growing priority, especially in the light cil for Aeronautics Research in Europe of preventing terrorist attacks; a high (ACARE) was created with the role of defi n- level of safety continues to be an impor- ing and maintaining a Strategic Research tant concern. Agenda (SRA) i.e. a roadmap for research into new technologies which were identi- Therefore the research policy must also fi ed as critical to fulfi l the objectives of the integrate these factors and take into Vision 2020. Some of the ambitious goals account aspects linked to the environ- for 2020, as defi ned in the SRA, taking the ment, the economy, safety and security. state of the art in the year 2000 as a refer- ence point, are as follows: Vision 2020 and the Strategic – 80% reduction in NO emissions Research Agenda x – Halving perceived aircraft noise In 2000, the Commissioner for Research, Philippe Busquin, initiated a ‘group of – Five-fold reduction in accidents personalities’ to draft a European vision – An air traffi c system capable of han- regarding the future of aeronautics. This dling 16 million fl ights per year vision was published in the Vision 2020

report. Two top-level objectives were laid – 50% cut in CO2 emissions per passen- out: ger kilometre – Meeting society’s needs, in terms of – 99% of fl ights departing and arriving demand for air transport, travel fares, within 15 minutes of scheduled times. travel comfort, safety, security and This fi rst edition of the Strategic Research environmental impact; Agenda provided a main input for the defi - – Ensuring European leadership in nition of the aeronautics work programme the global civil aviation market, by in FP6. enabling it to produce cost-effective, operationally attractive and, from a A second edition of the SRA was published performance point of view, highly effi - in March 2005, building upon and extend- cient products at the pinnacle of cur- ing the original SRA, and illustrating the rent technologies. dynamic fashion in which the Agenda con- tinues to develop and evolve. This version will constitute a solid basis for the FP7 work programme.

Cover page of the Vision 2020 report http://ec.europa.eu/research/ transport/more_info/ publications_en.cfm

8 (&(&L_i_edjWh][j The challenge of the environment as depicted in the Strategic Research Agenda 1. http://www.acare4europe.org De_i[%Den%

The European Research – to develop strong links with partners Area and the Framework around the world so that Europe ben- efi ts from the worldwide progress Programmes of knowledge, contributes to global development and takes a leading role The European Research Area in international initiatives to solve global issues. In 2000, at the Lisbon European Summit, As stated in the Green Paper, The Euro- Europe sets itself the ambitious goal of pean Research Area, New perspectives, becoming ‘the world’s most competitive the Sixth Framework Programme is a key and dynamic knowledge-based economy’ contributor to the ERA. by 2010. To overcome the fragmentation of research and an absence of adequate networking and communication among a Aeronautics research growing number of Member States, it was in the Framework Programmes decided to create a European Research Specifi c aeronautics research at European Area (ERA). The goals of the ERA are: level was fi rst introduced in 1989, under – to enable researchers to move and FP2, in the form of a pilot programme. interact seamlessly, benefi t from The focus of the Framework Programmes world-class infrastructures and work has changed over time, refl ecting the evo- with excellent networks of research lution of the programme, from modest institutions; beginnings to the current status: - FP2 (1990-91), budget € 35 million: a – to share, teach, value and use knowl- pilot phase aimed at stimulating Euro- edge effectively for social, business pean collaboration; and policy purposes; - FP3 (1992-95), budget € 71 million: a – to optimise and open European, consolidation phase with emphasis on national and regional research pro- key technical areas; grammes in order to support the best research throughout Europe and coor- - FP4 (1995-98), budget € 245 million: dinate these programmes to address focused on industrial competitiveness major challenges together;

9 Information on current and past Framework Programmes can be found at the Community Research & Development Information Service

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

with increasing emphasis on subjects of and objectives laid out in the ACARE Stra- wide public interest; tegic Research Agenda were instrumen- tal in defi ning the structure of the work - FP5 (1999-2002), budget € 700 million: programme. In this task, the Commission a specifi c key action aimed at industrial was assisted by the Aeronautics Advisory competitiveness and sustainable growth Group which checked the consistency of of air transport; the document with the ACARE guidelines - FP6 (2002-2006), indicative budget and the proposed strategic orientations. € 900 million: part of the ‘Aeronautics The work programme also adheres to and Space’ thematic priority, with equal guidelines set out in the Lisbon Strategy focus on issues of public interest and and in the White Paper on transport, enti- industrial competitiveness. tled European Transport Policy for 2010: time to decide. It also takes into account The EU programme now contributes more the observations provided by research than 30% of all European public funding centres, universities and the industry. of civil aeronautics RTD. Public funding, in turn, represents only 10% of the total Finally, the work programme integrates spent on civil aeronautics RTD in Europe. the comments and receives the approval of the Programme Committee which rep- resents the Member States and Associ- Aeronautics research under FP6 ated States. Elaboration and scope of the work The content of the aeronautics work pro- programme gramme follows an all-encompassing, global approach to commercial aviation, The work programme is a key document focusing not only on the improvement that is updated for every call. It defi nes of aircraft technologies but also on the the strategic fi elds in which Europe wants infrastructure of the operational environ- to concentrate its research and only the ment. topics mentioned in its text are eligible for funding. The work programme is thus at The programme covers commercial the crossroads between EC policy and the transport aircraft, ranging from large civil research needs of the air transport sec- aircraft to regional and business aircraft tor. and rotorcraft, including their systems and components. It also encompasses The content of the FP6 work programme airborne and ground-based elements of is the result of a broad consultation pro- air traffi c management and airport opera- cess that involves all the stakeholders in tions. However, note that the EU does not the fi eld of aeronautics. The guidelines fund military aeronautics research.

10 Main research areas 3. Improving aircraft safety and security Aeronautics research activities are divided This means ensuring that, irrespective into four general areas: of the growth of air traffi c, there will be fewer accidents and aircraft will be more 1. Strengthening competitiveness (of the secure against hostile actions. Overall manufacturing industry) objectives include: – Reducing the accident rate by 50% Objectives: and 80% in the short and long term, – Reducing development costs by 20% respectively; and 50% in the short and long term, – Achieving 100% capability to avoid or respectively; recover from human errors; – Reducing aircrafts’ direct operating – Increasing the ability to mitigate the costs by 20% and 50% in the short consequences of survivable aircraft and long term, through improved air- accidents; craft performance, reduction in main- – Reducing signifi cant hazards associ- tenance and other direct operating ated with hostile actions. costs; – Increasing passenger choice with 4. Increasing the operational capacity of regard to travel costs, time to destina- the air transport system tion, onboard services and comfort. This entails major changes in the way 2. Improving environmental impact with air traffi c services are provided. Overall regard to emissions and noise objectives include: – Improving safety, taking into account Objectives: projected traffi c levels by providing – Reducing CO emissions (and fuel 2 better information on surrounding consumption) by 50% per passenger traffi c to both pilots and controllers; kilometre in the long term, through – Increasing system capacity to safely improved engine effi ciency as well as handle three times the current air improved effi ciency of aircraft opera- movements by 2020 through an tion; improved planning capability, coupled – Reducing NO emissions by 80% in the x with a progressive distribution of tasks landing and take-off cycle and con- and responsibilities between aircraft forming in the long term to the NO x and ground facilities; emissions index of fi ve grams per kilo- – Improving system effi ciency and reli- gram of fuel burnt while cruising (10 g ability, aiming to achieve an average per kg in the short term), and reducing maximum delay of one minute per other gaseous and particulate emis- fl ight; sions; – Maximising airport operating capac- – Reducing unburned hydrocarbons and ity in all weather conditions through CO emissions by 50% in the long term improved systems to aid controllers to improve air quality at airports; and pilots. – Reducing external noise per opera- tion by 4 to 5 dB and by 10 dB in the short and long term, respectively. For rotorcraft, the objective is to reduce the noise footprint area by 50% and external noise by 6 dB and 10 dB over the short and long term; – Reducing the environmental impact of the manufacturing and maintenance of aircraft and their components.

11 Sixth Framework services, etc. The research activities are thus more downstream along the line of Programme: instruments technology development and the aspect of and implementation integration is key to the project. IPs bring together a critical mass of resources to reach ambitious goals aimed either at FP6 research instruments increasing Europe’s competitiveness or at addressing major societal needs. In aero- In order to best support different types of nautics, the partnership typically ranges research activities or initiatives in sup- between 20 and 60 with total costs of port of research, the Sixth Framework between € 10 and 100 million. Programme proposed fi ve instruments, two of which were new to FP5 (Integrated Network of Excellence (NoE) Project and Network of Excellence). These multiple partner activities aim at Specifi c Targeted Research Project strengthening excellence on a research (STREP) topic by networking a critical mass of These projects support research, techno- resources and expertise. This expertise logical development and demonstration will be networked around a joint pro- or innovation activities that are located gramme of activities aimed primarily at upstream along the line of technology creating a progressive and lasting inte- development. In the fi eld of aeronautics, gration of the research activities of the the number of partners is typically below network partners while, at the same time, 20 and the total cost below € 10 million. advancing knowledge on the topic.

Integrated Project (IP) Coordination Action (CA) These projects support objective-driven CAs are not about doing research but research, where the primary deliverable coordinating research. Their goals are is knowledge for new products, processes, to promote and support networking and

Research and technology acquisition Product development

Fundamental knowledge

Technology development

Technology validation Demonstrators Prototypes

Product defi nition

Product design and development Product desmonstration EU Framework Programme Production

The place of STREP and IP STREP instruments along the line of research and technology Integr. Proj. (IP) acquisition -10 -5 0 years +5

12 Call 1A Call 2A Call 3A 12/2002 12/2003 3/2005 €243 m €309 m €245 m 2002 | 2003 | 2004 | 2005

Call 1B Call 2B Call 3B Call 4B 12/2002 6/2003 6/2004 7/2005 €19.2 m €11 m €14.2 m €53 m

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

DG RTD DG TREN Indicative Indicative Date budget (M€) Date budget (M€) 1A 12/2002 243.0 1B 12/2002 19.2 SSA 12/2002 7.0 2B 6/2003 11 2A 12/2003 309.0 3B 6/2004 14.2 3A 3/2005 245.0 4B 7/2005 53 TTC 2/2006 1.9 Sum 805.9 Sum 97.4 903.3 to coordinate research and innovation FP6 implementation activities. This covers the defi nition, During the Sixth Framework Programme organisation and management of joint (2002-2006), there were nine calls for pro- or common initiatives, as well organis- posals which were related to aeronautics ing conferences, meetings, exchanges of in the priority ‘Aeronautics and Space’. personnel, exchange and dissemination The responsibility was shared between of best practice, performing studies, and the Directorate-General for Research setting up common information systems (DG RTD) and the Directorate-General for and expert groups. Transport and Energy (DG TREN). Calls 1A, 2A and 3A from DG Research and 1B, 2B, Specifi c Support Action (SSA) 3B and 4B from DG TREN were targeting These single or multiple partner activities research projects or actions to coordinate are dedicated to supporting the Commu- the research, i.e. the tools were STREPs, nity research policy. They support confer- IPs, NoEs and CAs. The indicative budgets ences, seminars, studies and analyses, and call dates are provided in the chart working groups and expert groups, oper- below. There was also one permanently ational support and dissemination, infor- open call for SSAs in DG RTD for actions mation and communication activities, or mostly in support of the research policy a combination of these. and strategy, specifi c support for SMEs, international co-operation, etc. with an EU funding under FP6 covers up to 50% indicative budget of € 7 million. of eligible costs for research and indus- trial participants. For academic institu- Finally, the last call from DG RTD intended tions, up to 100% of additional costs are to reinforce the presence of partners from covered. NoEs, CAs and SSAs are nor- targeted third countries (TTC) in running mally provided fi nancing of up to 100% of projects, or in other words, to improve the actual costs. dimension of international co-operation,

13 and had an indicative budget of € 1.9 mil- crucial factor for mission success, and lion. Overall, funds to the order of € 900 adequate mobilisation of resources to million were made available over four achieve the critical mass needed to carry years for these actions. out a project. Scientifi c and technologi- cal excellence is especially important for The selection process the technical aspects of IPs and STREPs. Quality of coordination is more crucial for In order to evaluate the proposals received CAs, while a degree of integration is an in response to each call, the Commission indicator of potential success in creating is assisted by evaluators who are experts a NoE. The quality of the consortium must in the technical fi elds of the proposals also be taken into account when assess- and who are independent of the partners ing any type of instrument and, especially involved. in the case of NoEs, all participants must A proposal is fi rst evaluated independently demonstrate a high level of excellence. by the individual evaluators (typically three Proposals that pass the individual evalu- evaluators for STREPs, CSAs and CAs, and ation phase are then submitted to an up to seven for IPs and NoEs). In many extended panel consisting of selected cases, the different evaluations providing experts. The panel establishes a ranked a coherent assessment and the grades to list of projects. When the budget is attribute to the different criteria are easily exhausted, proposals are put on a reserve agreed. When there are some divergences list. It is the responsibility of the Commis- of views, a consensus discussion takes sion to propose the fi nal list of proposals place, moderated by a Commission rep- eligible for funding. resentative. If necessary, additional evalu- ators will be asked to provide their input before fi nding a consensus. Call results The pre-defi ned main selection criteria The results of the selection process are depend on the type of instrument a given provided below in two charts. One indi- proposal applies to. All projects have to cates the number of projects per instru- be relevant to the objectives of the Pro- ment while the second provides the budget gramme and their potential impact must effectively allocated per instrument. One be apparent. Proposals must demonstrate hundred and thirty STREPs have been good quality of project management, a funded for a total budget of € 368 million,

CA SSA (12.9 - 1%) SSA (24 - 13%) NoE (14.1 - 2%) (7.6 - 1%) CA (7 - 4%) NoE (2 - 1%)

IP STREP (23 - 12%) (368.1 - 41%) IP (496.1 - 55%) STREP (130 - 70%)

Number of projects per instrument and their EC funds allocated per instrument (M€, %) associated percentage

14 i.e. the average EC funding per project is € A full analysis can be found in the fi nal 2.8 million. A typical funding rate ranges report of the Advisory Group on Aeronau- between 50% and 60%; thus a typical aver- tics Research under the Sixth Framework age project total cost ranges between € Programme. 4.7 and 5.6 million. To provide a very rough approximation of the effort that this rep- Participation of small and resents, assume that the cost of an engi- medium-sized enterprises neer is € 100 000 per year, that the budget In Europe, 99% of all enterprises are is made up of only engineer manpower SMEs. They account for 67% of European and that the duration of the project is four GDP and provide 55% of total jobs in the years: € 5.6 million represents 14 engi- private sector. These numbers explain neers working for four years. why Europe pays such special attention IPs are much larger initiatives because to SMEs. part of their success lies in their capacity While the aeronautics sector is mostly to gather a critical mass that is adequately composed of large companies, SMEs integrated during the course of the proj- play a key role in the supply chain and ect. The average EC funding of the 23 IPs the Commission is supporting them to is € 21.5 million; thus a typical total cost ensure an appropriate participation in the ranges between € 35.8 and 43 million. research projects. Only two NoEs have been fi nanced in such FP6 has seen the introduction of Specifi c a way – this instrument’s contribution Support Action projects, such as AeroSME, is modest in the domain of aeronautics. SCRATCH, ECARE+ and DON Q AIR, all Seven CAs help to provide an overview in initiatives dedicated to helping SMEs gain sectors such as, for example, low emission access to EU funding. The graphic below is combustion, noise, air traffi c services, etc. self-explanatory and proves the success- With an average EC funding of € 320 000, fulness of the approach taken. Overall, in the 24 SSAs have modest budgets but these FP6 projects, 18% of the partners were actions can have strategic importance. SMEs that garnered 10% of EC funds.

Evolution of SMEs' participation in Aeronautics (retained proposals before negotiation) 25% All instruments

FP5 Growth 1999 19.4% 20% FP5 Growth 2000 FP5 Growth 2001 17.9% FP6 FP6-2002-aero-1 17.1% FP6 FP6-2003-aero-1 15% FP6 FP6-2005-aero-1 11.9% 11.4% 10% 9.4% 9.9% 8.6%

5.6% 6.2% 6.2% 5% 2.8%

0% 1 FP5 2 FP5 3FP5 1FP6 2 FP6 3FP6 1 FP5 2 FP5 3FP5 1FP6 2 FP6 3FP6 Grant (M€) Participation

15 16 Abbreviations

Countries AT Austria SE Sweden AU Australia SI Slovenia BE Belgium SK Slovakia BG Bulgaria TR Turkey BR Brazil UA Ukraine CA Canada UK United Kingdom CH Switzerland WW Internationnal CN China ZA South Africa CS Serbia And Montenegro CY Cyprus Instruments CZ Czech Republic CA Coordination Action DE Germany IP Integrated Project DK Denmark NoE Network of Excellence EE Estonia STP Specifi c Targeted ES Spain Re search Project FI Finland SSA Specifi c Support Action FR France GR Greece HR Croatia HU Hungary IE Ireland IL Israel IT Italy LT Lithuania LU Luxembourg LV Latvia MK The former Yugoslav Republic of Macedonia NL Netherlands NO Norway PL Poland PT Portugal RO Romania RU Russian Federation

17 18 Table of contents

Strengthening Competitiveness

CESAR Cost-Effective Small AiRcraft 25 FASTWing CL Foldable, Adaptable, Steerable, Textile Wing structure for delivery of Capital Loads 29 PLATO-N A PLAtform for Topology Optimisation incorporating Novel, large-scale, free material optimisation and mixed integer programming methods 32 SimSAC Simulating Aircraft Stability and Control Characteristics for Use in Conceptual Design 36 SmartFuel ADSP Automated digital fuel system design and simulation process 39 TIMECOP-AE Toward Innovative Methods for Combustion Prediction in Aero-engines 42 AIM Advanced In-Flight Measurement Techniques 46 AVERT Aerodynamic Validation of Emission Reducing Technologies 50 ADIGMA Adaptive Higher-Order Variational Methods for Aerodynamic Applications in Industry 53 NODESIM-CFD Non-Deterministic Simulation for CFD-based Design Methodologies 56 KATnet II Key Aerodynamic Technologies to meet the Vision 2020 challenges 59 DIANA Distributed equipment Independent environment for Advanced avioNic Applications 62 MINERVAA MId-term NEtworking technologies Rig and in-fl ight Validation for Aeronautical Applications 65 COSEE Cooling of Seat Electronic box and cabin Equipment 68 E-Cab E-enabled Cabin and Associated Logistics for Improved Passenger Services and Operational Effi ciency 71 SEAT Smart Technologies for stress free AiR Travel 75 MOET More Open Electrical Technologies 78 NEFS New track-integrated Electrical single Flap drive System 82 DATAFORM Digitally Adjustable Tooling for manufacturing of Aircraft panels using multi-point FORMing methodology 85 FANTASIA Flexible and Near-net-shape Generative Manufacturing Chains and Repair Techniques for Complex-shaped Aero-engine Parts 88 RAPOLAC Rapid Production of Large Aerospace Components 92

19 MAGFORMING Development of New Magnesium Forming Technologies for the Aeronautics Industry 96 PreCarBi Materials, Process and CAE Tools Development for Pre-impregnated Carbon Binder Yarn Preform Composites 99 SENARIO Advanced sensors and novel concepts for intelligent and reliable processing in bonded repairs 102 MOJO Modular Joints for Aircraft Composite Structures 105 ABITAS Advanced Bonding Technologies for Aircraft Structures 108 AUTOW Automated Preform Fabrication by Dry Tow Placement 112 BEARINGS New generation of aeronautical bearings for extreme environmental constraints 115 TATMo Turbulence and transition modelling for special turbomachinery applications 118 PREMECCY Predictive methods for combined cycle fatigue in gas turbine blades 122 HEATTOP Accurate high-temperature engine aero-thermal measurements for gas turbine life otimisation, performance and condition monitoring 125 NICE-TRIP Novel Innovative Competitive Effective Tilt-Rotor Integrated Project 128 ATLLAS Aerodynamic and Thermal Load Interactions with Lightweight Advanced Materials for High-speed Flight 132 FLACON Future high-altitude fl ight – an attractive commercial niche? 135

Improving Environmental Impact

MAGPI Main Annulus Gas Path Interactions 139 NEWAC NEW Aero engine Core concepts 141 ENFICA - FC ENvironmentally Friendly, InterCity Aircraft powered by Fuel Cells 145 ERAT Environmentally Responsible Air Transport 149 TIMPAN Technologies to IMProve Airframe Noise 151 CREDO Cabin noise Reduction by Experimental and numerical Design Optimisation 154 MIME Market-based Impact Mitigation for the Environment 158

20 Improving Aircraft Safety and Security

X3-NOISE Aircraft external noise research network and coordination 161 ADVICE Autonomous Damage Detection and Vibration Control Systems 165 CELPACT Cellular Structures for Impact Performance 168 LANDING Landing software for small to medium-sized aircraft on small to medium-sized airfi elds 172 PEGASE helicoPter and aEronef naviGation Airborne SystEms 174 VULCAN Vulnerability analysis for near future composite/hybrid air structures: hardening via new materials and design approaches against fi re and blast 178 ADHER Automated Diagnosis for Helicopter Engines and Rotating parts 181 SHM in Action Structural Health Monitoring in Action 183 SICOM Simulation-based corrosion management for aircraft 185 SUPERSKYSENSE Smart maintenance of aviation hydraulic fl uid using an onboard monitoring and reconditioning system 188 ILDAS In-fl ight Lightning Strike Damage Assessment System 191 DRESS Distributed and Redundant Electro-mechanical nose wheel Steering System 195 COFCLUO Clearance of Flight Control Laws using Optimisation 198 NESLIE NEw Standby Lidar InstrumEnt 200 SOFIA Safe automatic fl ight back and landing of aircraft 203 CASAM Civil Aircraft Security Against MANPADS 207

21 Increasing Operational Capacity

ART Advanced Remote Tower 211 EMMA2 European airport Movement Managemnt by A-smgcs - Part 2 213 SINBAD Safety Improved with a New concept by Better Awareness on airport approach Domain 216 SKYSCANNER Development of an innovative LIDAR technology for new generation ATM paradigms 218 SPADE-2 Supporting Platform for Airport Decision-making and Effi ciency analysis - Phase 2 222 CREDOS Crosswind-reduced separations for departure operations 225 RESET Reduced separation minima 227 NEWSKY Networking the sky for aeronautical communications 231 SUPER-HIGHWAY Development of an operationally driven airspace traffi c structure for high-density high-complexity areas based on the use of dynamic airspace and multi-layered planning 234 SWIM-SUIT System-Wide Information Management – supported by innovative technologies 237 ERASMUS En Route Air traffi c Soft Management Ultimate System 241 ASPASIA Aeronautical Surveillance and Planning by Advanced Satellite-Implemented Applications 244 CATS Contract-based Air Transportation System 247 iFly Safety, complexity and responsibility-based design and validation of highly automated air traffi c management 250 CAATS-II Co-operative Approach to Air Traffi c Services II 254 INOUI INnovative Operational UAV Integration 257 EP3 Single European sky implementation support through validation 260 STAR Secure aTm cdmA software-defi ned Radio 264

22 Support Actions

EASN II European Aeronautics Science Network Phase II 267 USE HAAS Study on high-altitude aircraft and airships (HAAS) deployed for specifi c aeronautical and space applications 270 VEATAL Validation of an Experimental Airship Transportation for Aerospace Logistics 273 AeroSME VI Support for European aeronautical SMEs (Phase VI) 276 ECARE+ European Communities Aeronautics Research Plus 279 AEROCHINA Promoting scientifi c co-operation between Europe and China in the fi eld of multiphysics modelling, simulation, experimentation and design methods in aeronautics 281

23 24 Strengthening Competitiveness CESAR Cost-Effective Small AiRcraft

Background Objectives This project is aimed at providing Euro- CESAR’s objective is to improve the com- pean manufacturers of regional, com- petitiveness for European manufactur- muter and business aircraft with an ers and developers of small-size aircraft enhanced ability to become fully com- used for commercial purposes. The com- petitive in the world market of small-size petitiveness in this aircraft category com- commercial aircraft. prises complex quantitative as well as qualitative factors as perceived by poten- The European manufacturers of larger tial customers – the aircraft operators. aircraft have achieved leadership on the First of all it concerns the sale price and global market and this part of European low operating costs. Besides these quan- aviation industry is nowadays highly com- titative requirements, further qualitative petitive. In the area of regional and small- characteristics are required, for example size commercial aircraft the situation is safety and reliability, suffi cient passenger completely different. In the past, a num- comfort and ecological aspects. ber of traditional aircraft manufacturers in this category have gone bankrupt or Affordable price: according to the eco- struggled with economic problems; only a nomic theory, the sale price is determined few European aircraft manufacturers suc- by the competitive environment in the ceeded in establishing themselves in the market. In the case of a twin-engine pis- world markets. In general, there is still ton aircraft for nine passengers, potential suffi cient potential for European aircraft customers nowadays expect to pay less manufacturers to regain an infl uential than €1 million. For a double-engine tur- position in the world market of small-size boprop for nine people they expect a price commercial aircraft, which is nowadays of less than €1.1 million, while for a four dominated, in particular, by the American to fi ve-seater biz-jet the expected price aircraft industry (predominantly by the should be in the region of €2.5-3 million. USA, Canada and Brazil). To be price competitive puts stringent

WP 0 – Management and Training

WP 1 WP 2 WP 3 WP 4 Aerodynamic Structural Propulsion Optimized Design Design Integration Systems

WP 5 Development Concept Integration and Validation Integration and asessment of project's results on two baseline a/c configurations

NEW PROJECT NEW SOLUTIONS DEVELOPMENT DELIVERABLES FOR SELECTED CONCEPT FOR AIRCRAFT 1.modified economical use of 2. SMALL A/C technologies applied on SYSTEMS large commercial aircraft

25 Strengthening Competitiveness

PROJECT PHILOSOPHY

COMPETITIVENESS

Efficient design Safety challenges requirements On condition maintenance Security aspects Time-to-market reduction Affordable Operation cost reduction transport Highly customer oriented

“CESAR”

New development concept and technologies ready for application on small-size aircraft used for commercial transport (5-15 seats)

requirements on the development pro- ing fuel price and costs of maintenance, cess as well as on the production itself. repair and overhaul (MRO), and indirect The development cycle must be very cost- operating costs (IOCs) comprising mainly effective with short development time ground operating costs. (time-to-market) and to achieve effective production it is necessary to use appropri- Description of work ate manufacture and assembly technol- CESAR will improve the competitiveness ogy. At the same time effi cient propulsion of its partners by an enhanced develop- units and aircraft systems integrated into ment cycle and new technologies for the aircraft, nowadays forming a substan- reduction of aircraft operating costs. A tial part of the costs, must be affordable very comprehensive set of design and to the manufacturers. developmental procedures is necessary Other delivery terms: a number of further for aircraft development. Similarly the conditions, including warranty and post- reduction of aircraft operational costs is warranty service (maintenance, repair characterised by many different features. and overhaul) also have their impact on Therefore CESAR cannot work only with a the fi nal price tag. single topic and a single objective; it has Acceptance: for an aircraft to be accept- to refl ect a real complexity. Hence CESAR able to the customer, it must be reliable has to be a quite involved integrated proj- and safe, it must offer suffi cient passen- ect to achieve the major competitiveness ger comfort corresponding to the given objective. aircraft category and it must be also envi- The project consists of fi ve RTD work ronmentally friendly, i.e., have low noise packages comprehensively covering the emissions, economic fuel consumption complexity of the aircraft design pro- with low CO and NOX emissions. 2 cess, namely aerodynamic and structural Low-cost operation: operating costs are of design, and integration aspects including two types – direct operating costs (DOCs), optimisation of development processes i.e. costs of fl ight operations includ- and knowledge management. In parallel,

26 new technologies will be gained through – New approaches and methods for fast CESAR for selected aircraft systems and and reliable prediction of aero-elastic propulsion systems. stability for CS 23 category – Design tools and technologies nec- Results essary for effi ciently supporting the development of modern turboprop The expected achievements are: engines – Proven high-fi delity aerodynamic – Complex power-plant control system tools customised for use on the devel- including propeller control for smaller opment of small size aircraft, category of engines – A catalogue of advanced airfoils, – Reliable and accurate prediction tool – Advanced wing concept capable of estimating noise emission – Reliable wing contamination tool levels – More consistent tool chain and data- – Competitive integrated environmen- base for fl ight dynamics analyses, tal control system and cabin pressure – Affordable and complex tool for esti- system mation of operational and fatigue load – Integrated diagnostics and on-condi- – Advanced structure technologies cost- tion maintenance effectively tailored for small aircraft – Integrated design system covering – Reliable and relatively fast methods integration of software tools and tools for strength evaluation for – Distributed development of small air- category of CS 23 aircraft craft by various companies on various – Real-time structural health monitor- locations in the EU. Optimised pro- ing system cesses and knowledge management

Acronym: CESAR Name of proposal: Cost-Effective Small AiRcraft Contract number: AIP5-CT-2006-030888 Instrument: IP Total cost: 33 785 228 € EU contribution: 18 100 000 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2009 Duration: 36 months Objective: Competitiveness Research domain: Advanced Design Tools Coordinator: Mr Paiger Karel Vyzkumny a zkusebni letecky ustav, a.s. Beranovych 130 CZ Prague E-mail: [email protected] Tel: +420 (0)225 115 332 Fax: +420 (0)286 920 930 EC Offi cer: J. Martin Hernandez

27 Partners: Aero Vodochody a.s. CZ ARC Seibersdorf research GmbH AT Centre de Recherche en Aéronautique, ASBL BE Centro Italiano Ricerche Aerospaziali ScpA IT Deutsches Zentrum für Luft- und Raumfahrt e.V. DE EADS Deutschland GmbH DE Eurocopter S.A.S. FR EVEKTOR, spol. s r. o. CZ Swedish Defence Research Agency SE GAMESA DESARROLLOS AERNONAUTICOS, S.A.U. ES Hellenic Aerospace Industry S.A. GR HEXAGON Systems, s.r.o. CZ National Institute for Aerospace Research RO Instytut Lotnictwa - Institute of Aviation PL IVCHENKO PROGRESS SE UA Jihlavan a.s. CZ Jihostroj a.s. CZ Liebherr Aerospace Toulouse S.A.S. FR Materials Engineering Research Laboratory Ltd UK MESIT pristroje spol. s r.o. CZ Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL Offi ce National D’Etudes et de Recherches Aerospatiales FR První brnenská strojírna Velká Bítes, a.s. CZ Piaggio Aero Industries S.p.A. IT Polskie Zaklady Lotnicze Sp. z o.o. PL SICOMP AB SE EADS SOCATA FR SPEEL PRAHA Ltd CZ Svenska Rotor Maskiner AB SE Technofan SA FR TURBOMECA FR UNIS, spol. s r.o. CZ University of Manchester UK Brno University of Technology CZ RWTH Aachen University DE Université de Liège BE Technische Universität München, Intitute of Energy Systems DE Laboratory for Manufacturing Systems & Automation - University of Patras GR

28 Strengthening Competitiveness FASTWing CL Foldable, Adaptable, Steerable, Textile Wing structure for delivery of Capital Loads

Background g-forces during deployment (<4g) for shock sensitive equipment and FASTWing CL aims to develop a parafoil/ manned missions; payload system for cargoes of up to 6 – Development and/or adaptation of a 000 kg that can navigate using a Global deployment analysis tool for parafoil Navigation Satellite System GNSS (e.g. material selection and reefi ng layout; GPS/EGNOS/Galileo). FASTWing CL is – Reusable system layout by means of the successor to the Fifth Framework short, cheap and easy refurbishment Programme’s FASTWing which was suc- after a drop; cessfully completed in June 2005. The – Selection of an advanced fl ight termi- latter has developed a technology model nation system in order to reduce haz- capable of fl ying independently, success- ardous situations or damage on the fully demonstrating this technology by ground; dropping loads of up to 3 tons. This was – Adaptable low-cost, volume control the fi rst time that such a heavy payload and weight steering box for indepen- was dropped by a parafoil in Europe. dent, remote-controlled fl ight and fl ight to a beacon; This approach is a clear step beyond the – Development of advanced fl ight con- state of the art; currently such a system trol software for all control modes; does not exist in Europe. All functions of – Development of a portable ground sta- the developed system will be tested and tion for monitoring all control modes validated in a real drop test. and measurements enabling remote FASTWing technology will allow for a pre- control of the system; cise delivery of heavy loads, e.g. mobile – Adaptable fl ight data acquisition sys- medical aid units in disaster areas which tem for monitoring and transmitting are not accessible overland. In a second the in-fl ight measurement data; step, exploitation of the technology is – Development and/or adaptation expected for aircraft and space vehicle of software tools for aerodynamic rescue systems, targeted in accordance design, deployment analysis and fl are with the European Space Agencies’ future manoeuvre analysis; planning scenario. – New concept for power distribution of all components for avionics, actuation Objectives and fl ight termination system in order to minimise number, weight and vol- The objectives are: ume of batteries; – Development and manufacture of a – New concept for actuation, steer- high performance parafoil with a high ing manoeuvres and in particular the glide ratio (>5) and a forward speed fl are manoeuvre in order to reduce of more than 18m/s with high stand- the weight of both the actuator system off distances and independent of wind and the batteries; direction; – Design and manufacturing of a new – Development and manufacture of an advanced light-weight payload carrier effective parachute system for low

29 for different payloads, such as medical – Software capable of directing a num- equipment, rice bags, vehicles. ber of fl ight systems to one single or to different targets and capable of In a number of cases, deployment and controlling multiple co-operative sys- steerable fl ights will be performed to vali- tems; date and optimise the different concepts. – A modular lightweight and low-volume Description of work steering system; – A reliable parachute system showing The following components will be soft opening shocks below 4g and with designed and developed during the a glide ratio of 5g, mostly independent FASTWing CL project: from wind infl uence; – parachute system – Low energy-consuming actuation sys- – parafoil tem; – steering box – A landing shock below 3g to be rea- – payload system lised by a new fl are strategy and – actuation system damping system for fragile payloads – emergency fl ight termination system like medical equipment; – power supply – An autonomous emergency system – fl ight data acquisition system able to terminate fl ight in order to – design and analysis software tool for reduce the horizontal dynamic fl are manoeuvre. – An adaptable fl ight data acquisition system capable of measuring location, The following components will be altitude, accelerations, etc. for fl ight advanced during the project: analysis during and after fl ight; – Guidance and Navigation System – Design software tools for the aero- – Telemetry and Ground Control dynamic design and analysis of para- – Deployment Analysis Software Tool foils; – Aerodynamic Design Tool. – Design software capable of analysing The following components will be bought material selection and opening stag- and adapted during the project: ing of the parachute system in order to – measurement devices for data acqui- reach a minimised opening shock; sition system – Software capable of analysing the – motors for actuation system interaction between parafoil and pay- – submission device for radio signal for load prior to landing in order to fi nd emergency system. the optimal activation of the fl are manoeuvre; Results – Two fl ight tests with the emergency system; The following results or developments – Five non-steered parachute verifi ca- will be available: tion tests; – A non-steered technology model for – Engineering tests with lower payload; parachute verifi cation tests allow- – Five remotely controlled steerable ing analysis of opening and in-fl ight fl ight tests from a minimum drop alti- behaviour of the parachute system; tude of 2 000 m – A technology model, a steering system – Five independent fl ight tests from a and a fl ight control software capable minimum drop altitude of 2 000 m. of performing remotely controlled and

independent fl ights to a pre-defi ned target with a payload of between 3 000 kg and 6 000 kg;

30 Acronym: FASTWing CL Name of proposal: Foldable, Adaptable, Steerable, Textile Wing structure for delivery of Capital Loads Contract number: AST5-CT-2006-030778 Instrument: STP Total cost: 4 968 541 € EU contribution: 2 900 000 € Call: FP6-2005-Aero-1 Starting date: 01.12.2006 Ending date: 31.01.2010 Duration: 38 months Objective: Competitiveness Research domain: Advanced Design Tools Coordinator: Mr Krenz Holger Autofl ug GmbH Industriestrasse 10 DE 25462 Rellingen E-mail: h.krenz@autofl ug.de Tel: +49 (0)4101 307 349 Fax: +49 (0)4101 307 152 EC Offi cer: J. Martin Hernandez Partners: Compania Espanola de Sistemas Aeronauticos, S.A. ES CFD norway as NO CIMSA Ingeniera de Sistemas, S.A. ES Deutsches Zentrum für Luft- und Raumfahrt e.V. DE Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL Technion - Israel Institute of Technology IL Dutch Space NL

31 Strengthening Competitiveness PLATO-N A PLAtform for Topology Optimisation incorporating Novel, large-scale, free material optimisation and mixed integer programming methods

Background and cost of designing and developing new aircraft. Developing safe and minimum weight structures is the driving factor in aircraft Objectives structural design. Usually weight reduc- tion programmes have to be launched PLATO-N aims to overcome the limita- deep into the detailed design phase, and tions of current state-of-the-art topology are characterised by local, manual modi- optimisation tools in order to enable inte- fi cations to the design, applying more gration into the conceptual design pro- expensive materials or adjustments to cess of the European aerospace industry. the manufacturing process. The following operational parameters, performance criteria and novel features An improved overall arrangement of are targeted: materials provides the largest potential – reduction of turnaround time for prac- for saving structural weight in airframe tical solutions design. Tools for topology optimisation – increase of manageable problem size support these early, important decisions – increase in the number of manage- by suggesting optimal material distribu- able load cases tions. Current commercial design tools – consideration of composite materials, do not allow the full potential of compos- including post-processing ite materials to be exploited in airframe design. This requires new tools that are targeted at the specifi c requirements within aerospace structural design. PLATO-N will enable the operational integration of optimisation assistance as a standard procedure in the conceptual © EADS-Munich design process for the European aero- space industry. PLATO-N will be vali- dated against real case studies and will be implemented as a suite of softwares, integrated in a common environment, and its improvement in performance will be benchmarked against state-of-the art commercial products. PLATO-N will help to win global leader- ship for European aeronautics, by provid- A design study using topology optimisation - a new ing advanced tools that reduce the time layout of an aircraft tail section

32 – extension to multidisciplinary design misation code itself while a supplemen- criteria (stress, displacements, etc.). tary approach using sequential convex programming results in an integration in The research goals are: the platform that is somewhat different. 1. The platform should be fl exible with A central aspect of the software system respect to the inclusion of new opti- called PLATO-N is the interpretation and misation algorithms and visualisation visualisation of topology optimisation tools, and it should be geared to aero- results in order to derive the design con- nautical needs. cepts. Likewise it is considered important 2. The large-scale optimisation algo- to provide benchmark examples and an rithms should employ some form of example library. For the latter, global dedicated fi rst-order algorithm. optimisation will be pursued and these 3. The method should be extended to methods also constitute an aspect of data plate and shell problems and should interpretation for FMO in terms of lami- be able to handle multiple objectives nates. such as stiffness, vibration and buck- ling. Results 4. An algorithm should be developed in order to handle local constraints. The main innovations and products are: 5. Benchmark examples should be gen- PLATO: A generic software platform for erated using mixed-integer convex topology optimisation, which is specifi c models. for aeronautics applications. 6. The results should be interpreted and visualised in a manner consistent with PLATOlib.: A sample case library, which aerospace needs, e.g. shell structures can be used as a benchmarking library using laminate lay-ups. for the topology optimisation community 7. The platform should be tested on including challenging applications from examples of industrial origin. industrial design problems. PLATO-N: A high-performance software Description of work system integrating the implementations of algorithms and methods developed in The core of the project, which binds the the project. pieces together in terms of operational software, is the software platform PLATO. Benefi ts from the multidisciplinary It provides a library of common subrou- research approach are expected at all tines, manages the datafl ow between levels: the modules and provides a graphical – The research community will profi t user interface. As well as the platform, from the ‘technology pull’ applied by an example library, called PLATOlib, the aeronautic industry. of industrial and academic benchmark – It will improve the awareness of enti- examples will be generated. For the indi- ties outside the research community vidual parts there are different aspects of the potential of topology optimisa- to be developed, all in terms of upstream tion. fundamental research. This encompasses – PLATO-N greatly extends the scope the development of fast sub-algorithms of topology optimisation and expands for the optimisation methods, inclusion both its applicability and acceptance of these in the overall optimisation meth- in the European aerospace industry. ods and the integration of these with the It provides a means for shortening fi nite element analysis (FEM), which is development times and reinforces required for the application at hand. For the competitiveness of the European free material optimisation (FMO), the FEM airframe manufacturers on the global analysis is an integrated part of the opti- market.

33 – The European aeronautic industry will be more capable of responding to the growing demand of the Euro- pean society for a more effective and sustainable air transport system, by being able to design and manufac- ture conventional and novel aircraft confi gurations at a reduced cost, with lower operating costs and reduced environmental impact.

A topology optimisation- based design for integrally stiffened machined ribs for the inboard inner fi xed leading edge of the Airbus 380 © EADS-Munich

34 Acronym: PLATO-N Name of proposal: A PLAtform for Topology Optimisation incorporating Novel, large- scale, free material optimisation and mixed integer programming methods Contract number: AST5-CT-2006-030717 Instrument: STP Total cost: 2 874 088 € EU contribution: 2 357 159 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 30.09.2009 Duration: 36 months Objective: Competitiveness Research domain: Advanced Design Tools Coordinator: Prof. Bendsøe Martin P. Technical University of Denmark Anker Engelundsvej 101A DK 2800 Kgs. Lyngby E-mail: [email protected] Tel: +45 (0)45253045 Fax: +45 (0)45881399 EC Offi cer: A. Podsadowski Partners: Technion - Israel Institute of Technology IL Institute of Information Theory and Automation of the Academy of Sciences of the Czech Republic CZ Friedrich-Alexander-University of Erlangen-Nuremberg DE Universität Bayreuth DE Altair Engineering Ltd UK RISC Software GmbH AT EADS Deutschland GmbH, Military Aircraft DE Airbus UK Ltd UK Eurocopter Deutschland GmbH DE

35 Strengthening Competitiveness SimSAC Simulating Aircraft Stability and Control Characteristics for Use in Conceptual Design

Background bility of the design by empirical handbook methods. The design methodology rarely Present trends in aircraft design, towards goes beyond static stability, does not augmented stability and expanded fl ight distinguish whether the design driver is envelopes, call for an accurate descrip- related to fl ight handling or operational tion of the non-linear fl ight-dynamic performance, hardly concerns itself with behaviour of the aircraft in order to design control-surface sizing, and never consid- the fl ight control system (FCS) properly. ers static aero-elastic defl ections that Hence the need to increase the knowl- degrade the effectiveness of these control edge about stability and control (S&C) as surfaces. early as possible in the aircraft develop- ment process in order to be ‘right fi rst The SimSAC project objectives are: time’ with the FCS design architecture. 1. to create and implement a simulation environment, CEASIOM (computerised FCS design usually starts near the end environment for aircraft synthesis and of the conceptual design phase when the integrated optimisation methods), for confi guration has been tentatively frozen conceptual design sizing and optimi- and experimental data for predicted aero- sation suitably knitted for low-to-high- dynamic characteristics are available. Up fi delity S&C analysis to 80% of the life-cycle cost of an aircraft 2. to develop improved numerical tools is incurred during the conceptual design benchmarked against experimental phase so mistakes must be avoided. data. Today, prediction errors related to S&C result in costly fl y-and-try fi xes, some- In addition to enhanced S&C analysis/ times involving the loss of prototype air- assessment, CEASIOM supports low- craft and crew. fi delity aero-elasticity analysis with quantifi able uncertainty supporting air- Testimony to this problem is NASA’s craft-level technical decision-making, COMSAC project on computing S&C using thus advancing the state of the art in linear aerodynamics. Indeed its rallying computer-aided concept design suitable call is “…inaccurate prediction of aero- for procuring economically amenable and dynamic stability and control parameters ecologically friendly designs. continue to have major cost impacts in virtually every aircraft class. These Description of work impacts include unacceptable increases in program costs, fl y-and-try approaches The SimSAC project is organised into four to fi xing deviances, extensive develop- technical work packages (WP) and one ment delays and late deliveries…” demonstration work package. Objectives WP2: Development of the CEASIOM Simula- tion System: defi nition, development, imple- Today’s common practice in conceptu- mentation and testing the CEASIOM design al-design sizing for stability and con- system including paying special attention trol employs the so-called tail volume to geometry construction procedures and approach, basically achieving static sta- accounts of aero-elastic deformation.

36 WP3: Aerodynamic Modelling: link the lin- Results ear aerodynamic models into conceptual The SimSAC project aims to address design (WP2 and WP5); develop stability ‘right fi rst time’ design, in which test- and control aerodynamic models from ing is about design verifi cation with a simulation; develop fast CFD methods for minimum of post-freeze problem solving. data generation to populate stability and The achievement of ‘right fi rst time’ will control aerodynamic models; and link the initially lead to cost and time-to-market high-fi delity aerodynamic models into the advantages resulting from minimising design process (WP2 & WP5). laboratory and fl ight-testing, and then a WP4: Benchmark Aerodynamic Model: robust design methodology will allow the validate the different numerical tools of contemplation of bolder designs and radi- WP3 by experimental data of the DLR- cal new aircraft concepts. This is crucial F12 geometry; review the accuracy and since it is widely recognised that cur- effi ciency of the CFD codes pertaining to rent aircraft concepts are not likely to be WP3; and review numerical data to be adaptable to meet the Vision 2020 targets used in the stability and control analysis for environmental impact. To this end, the in WP5. nature of the SimSAC approach is inten- tionally of a generic nature, such that it WP5: Stability and Control Analyser/ will be applicable to most novel aircraft Assessor: compatibility with the CEASIOM morphology confi gurations. Simulation System (WP2) and Aerody- namic Modelling (WP3) modules; inte- The outcome of the SimSAC project is the gration as a sub-space in the CEASIOM CEASIOM design environment. After the analysis environment; and perform project, CFS Engineering, as leader of the integration and testing according to the dissemination, will be responsible for: results from WP6. – Maintaining and coordinating further development of the CEASIOM soft- WP6: Test and Assess Design Process: ware specify requirements for a number of air- – Training and the organisation of users’ craft classes as test cases that span speed meetings range, size and unconventional morphology; – Promotion of the CEASIOM environ- demonstrate, test and evaluate the CAE- ment SIOM simulation system for each of these – Organising the SimSAC design work- cases and show that the enhanced designs shop, possibly under the auspices of are quantifi ably better than those obtained the EWADE group, or EASN, or some with the contemporary design process are. other suitable European body.

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37 Acronym: SimSAC Name of proposal: Simulating Aircraft Stability and Control Characteristics for Use in Conceptual Design Contract number: AST5-CT-2006-030838 Instrument: STP Total cost: 5 109 800 € EU contribution: 3 282 550 € Call: FP6-2005-Aero-1 Starting date: 01.11.2006 Ending date: 31.10.2009 Duration: 36 months Objective: Competitiveness Research domain: Advanced Design Tools Website: http://www.simsacdesign.org/ http://gannet.pdc.kth.se:8080/ simsac/ Coordinator: Prof. Rizzi Arthur Kungliga Tekniska Högskolan Aeronautics TR 8 SE 100 44 Stockholm E-mail: [email protected] Tel: +46 (0)8 790 7620 Fax: +46 (0)8 207865 EC Offi cer: J. Martin Hernandez Partners: Alenia Aeronautica S.p.A. IT University of Bristol UK CERFACS - Centre Europeen de Recherche et de Formation Avancee en Calcul Scientifi que FR CFS Engineering SA CH Dassault Aviation FR Deutsches Zentrum für Luft- und Raumfahrt e.V. DE EADS Deutschland GmbH, Militärfl ugzeuge DE Swedish Defence Research Institute SE University of Glasgow UK J2 Aircraft Solutions Ltd UK Offi ce National d`Etudes et de Recherches Aérospatiales FR Politecnico di Milano IT Saab AB (publ) SE Central Aerohydrodynamics Institute RU Vyzkumny a zkusebni letecky ustav, a. s. CZ Politechnika Warszawska (Warsaw University of Technology) PL

38 Strengthening Competitiveness SmartFuel ADSP Automated digital fuel system design and simulation process

Background and simulation process (ADSP) for aircraft fuel management systems. The system Today’s fuel system design and develop- developed will also be applicable to other ment process requires evaluation of the liquid-containing aircraft systems since baseline specifi cation to manually extract those systems are basically designed with and describe the functional requirements, similar kinds of components. which are mainly laid down as non-stan- dardised verbal descriptions. The automated design and simulation system mainly comprises: Based on the specifi cations, rudimental – the analysis of the general specifi ca- simulations are performed, which can tion and automated system confi gu- lead to initial feedbacks that infl uence the ration/composition (i.e. defi nition of baseline requirement defi nitions. After system functionality and number, type the fi nalisation of rudimental simulation and arrangement of all necessary sys- tasks, the software and hardware devel- tem components to fulfi l the function- opment/realisation begins. ality); Time-consuming and costly manufactur- – the automated generation of execut- ing of hardware is imperative for system able software codes; and component testing. The realisation – the verifi cation of the system via exten- phase for software and hardware has sive and sophisticated simulation. to start at a very early stage of the pro- The main topics of SmartFuel ADSP are: gramme due to time constraints and in – research and development on model- order to get hardware available for veri- ling tools for fuel systems fi cation purposes on the rigs. – standardisation of fuel system specifi - Representative test rigs are essential for cation language system testing in the conventional design – standardisation of fuel system hard- process. These rigs are expensive and ware and software interfaces require a long time to set up, contributing to – research and technological develop- a large extent to programme schedules and ment on tools for fuel system simula- costs. Any deviation in performance deter- tion mined in the later stage of a programme has – fuel system certifi cation aspects and direct infl uence on software and/or hard- documentation ware, thus often requiring new components – realisation of fuel system components to be built. The time necessary to update to verify simulation in rig and fl ight software and/or hardware directly extends tests the programme duration and requires rep- – development of automated design and etition of rig and fl ight-testing. simulation process tool chain – evaluation of automated design and Objectives simulation process compliance with rig and fl ight tests The scientifi c and technological objec- – evaluation of verifi cation/validation tives of SmartFuel ADSP are to develop compliance with certifi cation authority and test a tool-based automated design requirements.

39 The goal of the project is to show that an WP2 analyses the certifi cation and safety automated system design process can requirements needs in order to stan- be successfully and satisfactorily verifi ed dardise the hardware and software parts and validated. of the smart components. Description of work WP3 defi nes and sets up a modular fuel system simulator ready to be used for SmartFuel ADSP develops a tool-sup- automated system design process verifi - ported automated design and verifi cation cation and validation. process for digital fuel systems. WP4 provides a complete airworthy set of Automating the design process will mini- equipment to build up a smart fuel sys- mise the costs and time needed, while tem for the demonstrator aircraft. providing a high-quality result. Today WP5 aims to integrate all the smart com- the design of a digital airborne fuel sys- ponents into the test rig (and also into a tem is a laborious, iterative process to helicopter) to perform a ground and fl ight be repeated each time a new aircraft test programme to validate the overall variant or engine model is employed. It smart fuel system. As preparatory work is expected that costly test benches may for this testing, the safety of fl ight (SOF) be made redundant by the new design clearance for each smart component and approach, which will provide a signifi cant the system will be achieved. competitive advantage to the user of the system. Results In order to test the designed system, a It is anticipated that the automated simulation will be defi ned and developed designed system will produce the follow- for the verifi cation of compliance of its ing benefi ts: functionality against the basic system – 60% reduction in the time for develop- requirements. Simulation of fl ight opera- ing a fuel system tion procedures will be done, thus allow- – 70% reduction in the cost of develop- ing the testing and analysing of the newly ing a fuel system developed system’s functionality before – 50% reduction in the time-to-market any hardware is build. for future complete fuel systems The programme is structured in fi ve Work – 25% improvement in the reliability of Packages (WP). those systems developed using ADSP – 50% reduction in the cost of the new WP1 specifi es the fuel management sys- system due to a better use of off-the- tem requirements and defi nition formats shelf components for automated transition from system – 40% reduction in maintenance cost requirements specifi cation to a machine- due to the advanced quality of design. readable system description/specifi cation in order to automatically generate execut- able code for the fuel management con- trol logic and database protocol.

40 Acronym: SmartFuel ADSP Name of proposal: Automated digital fuel system design and simulation process Contract number: AST5-CT-2006-030798 Instrument: STP Total cost: 5 499 112 € EU contribution: 3 224 957 € Call: FP6-2005-Aero-1 Starting date: 01.12.2006 Ending date: 30.11.2009 Duration: 36 months Objective: Competitiveness Research domain: Advanced Design Tools Coordinator: Mr Frewer Stefan Autofl ug GmbH Industriestrasse 10 DE 25462 Rellingen E-mail: S.Frewer@autofl ug.de Tel: +49 (0)4101 307 150 Fax: +49 (0)4101 307 213 EC Offi cer: M. Brusati Partners: ASG Luftfahrttechnik und Sensorik GmbH DE Eurocopter Deutschland GmbH DE Secondo Mona S.p.A. IT Goodrich Actuation Systems SAS FR Vysoké učení technické v Brnĕ CZ Universidad Complutense de Madrid ES University of Alcalá ES CSRC spol. s r.o. CZ Piaggio Aero Industries S.p.A. IT

41 Strengthening Competitiveness TIMECOP-AE Toward Innovative Methods for Combustion Prediction in Aero-engines

Background Objectives The pressing demand to reduce emissions The main objective of the project is to and noise levels in future aeroengines is enable European industry to design and of the greatest importance. These points develop innovative, optimised, low emis- are evidenced through the very ambitious sions combustion systems within reduced pollutant and noise reduction targets set time and cost scales. This will be made for 2020. possible by the development of state-of- the-art methods in the fi eld of combus- Several combustion technology-related tion modelling. These prediction methods programmes are underway to sup- will give the European industrial partners port these objectives, e.g. LOCOPOTEP, the advantage to improve in three perti- INTELLECT D.M. However, these pro- nent fi elds: grammes are not dedicated to improve methodology. Within previous European Operability: programmes (MOLECULES, CFD4C, – ability to model a wide range of oper-

LESSCO2 , etc.) advanced computation ating conditions, fl uid dynamics (CFD) models, lower order – ability to model and cope with tran- models, and methodology rules have sient conditions, been developed in order to support the – ability to model and thus avoid com- design of a low emission levels combus- bustion instability, tion chamber that will satisfy these 2020 – ability to model and secure capability targets. Within these projects, the main for altitude re-lights. focus was on improving emissions at full Emissions: power conditions. Little work was done – capability to lower combustion sys- on the modelling of unsteady phenomena tem emission levels during the design including combustion and liquid spray phase, modelling. – ability to handle different fuel chemis- In TIMECOP-AE, the next major step try and calculate biofuelled engine. forward is made: modelling aeroengine Competitiveness: combustors which operate on liquid fuel – reducing development costs by attain- and developing the capability to perform ing higher combustion module matu- transient analysis. For this step to take rity before development tests, place, the development of improved tur- – allowing more effi cient design optimi- bulence, turbulence-chemistry interac- sation. tion, spray dynamics and the building blocks to model unsteady phenomena are Within the MOLECULES project, signifi - required. This next step will further close cant advances were made in developing the gap between the numerical model LES codes for turbulence modelling for capabilities and the actual aero-engine combustors operating on gaseous fuels. combustors operating on kerosene. Within this TIMECOP-AE project, it is pro-

42 posed to extend this capability to liquid- blow out or not at landing conditions. fuelled combustors. This is critical to the adoption of advanced combustor concepts. Another impor- Description of work tant operability aspect is whether or not the combustor will re-light at altitude. It Within TIMECOP-AE, the LES tools will is extremely diffi cult to comply with the gain the capability for modelling the requirements for these aspects for lean combustion process within conventional burn combustors, since lean mixtures are and low-emission combustors over a more diffi cult to ignite and are close to the wide range of operating conditions on lean extinction limit. Current CFD meth- liquid fuels. The operating conditions ods are obviously lacking in predicting include mentioned transient phenomena. these transient phenomena. These oper- To be able to model these phenomena, ability issues are challenges that have to improvements are required in the mod- be addressed before low-emission com- els of turbulence, chemistry, turbulence- bustors can be realistically introduced chemistry interactions and liquid spray into the next generation of aero-engines. models. The methods and models will be evaluated against high-quality valida- Currently it is prohibitively expensive and tion data which will be obtained by sev- time consuming to perform rig testing eral validation experiments. Some are to determine the operability of advanced designed to validate specifi c models: one combustor designs. TIMECOP-AE will is a generic combustor, representative of develop the tools to allow virtual proto- an aero-engine combustor, and permits typing of new concepts, which will sig- assessing the full range of models. nifi cantly reduce the testing required, thereby reducing cost and time taken to Results introduce innovative combustion technol- ogy into production engines. CFD tools based on the LES approach will be developed to allow predictions of whether a combustion chamber will

Development of unsteady combustion prediction methods of future engines

BEFORE TIMECOP-AE Validated reacting gaseous-phase LES for steady state operation

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43 Acronym: TIMECOP-AE Name of proposal: Toward Innovative Methods for Combustion Prediction in Aero- engines Contract number: AST5-CT-2006-030828 Instrument: STP Total cost: 7 109 401 € EU contribution: 4 800 000 € Call: FP6-2005-Aero-1 Starting date: 01.06.2006 Ending date: 31.05.2010 Duration: 48 months Objective: Competitiveness Research domain: Advanced Design Tools Website: http://www.timecop-ae.com Coordinator: Mr Hernandez Lorenzo TURBOMECA Combustion Group FR 64511 Bordes Cedex E-mail: [email protected] Tel: +33 (0)5 59 12 13 06 Fax: +33 (0)5 59 12 51 45 EC Offi cer: R. Denos Partners: Rolls-Royce Deutschland Ltd & Co KG DE Rolls-Royce plc UK MTU Aero Engines GmbH DE SNECMA FR AVIO S.p.A. IT Centre Européen pour la Recherche et la Formation Avancée en Calculs Scientifi ques (CERFACS) FR Offi ce National d’Etudes et de Recherches Aérospatiales (ONERA) FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Institut National Polytechnique de Toulouse FR Centre National de la Recherche Scientifi que (CNRS) FR CENTRALE RECHERCHE SA FR Foundation for Research and Technology GR Centro de Investigaciones Energéticas, Medioambientales y Tecnológicas ES Institut Français du Pétrole (IFP) FR The Chancellor, Masters and Scholars of the University of Cambridge UK Technische Universität Darmstadt DE

44 University of Karlsruhe, Institut für Thermische Strömungsmaschinen DE Technische Universiteit Eindhoven NL Imperial College of Science, Technology and Medicine UK Loughborough University UK Czestochowa University of Technology PL Department of Mechanics and Aeronautics, University of Rome ‘La Sapienza’ IT

45 Strengthening Competitiveness AIM Advanced In-Flight Measurement Techniques

Background The results of the design process and thus the quality of a new aircraft will be The research project Advanced In-fl ight verifi ed during fl ight tests for certifi ca- Measurement Techniques (AIM) has the tion. Extrapolating data obtained in the aim of developing advanced, non-intru- wind tunnel or at low Reynolds number sive, in-fl ight measurement techniques simulations to real fl ight is not trivial and for the purpose of effi cient, cost-effective, primarily based on engineering experi- in-fl ight testing for certifi cation and in- ence, sometimes exhibiting considerable fl ight research for aircraft and helicop- deviations from the predictions. ters. In order to achieve this ambitious goal, AIM will organize and structure In terms of measurement techniques, a close collaboration among leading non-intrusive, optical image-based mea- experts from industry, research orga- surement methods have undergone con- nizations, universities and a SME with siderable technological progress over the complementary knowledge of and experi- last decades and are now used as stan- ence in in-fl ight testing, development of dard diagnostic techniques to measure image-based measurement techniques planar distributions of velocity, pressure, and operation of small airports. density and model deformation in indus- trial wind tunnels.

Image Pattern Correlation Technique applied to an Airbus A 340: Setup and result. © DLR

46 P 180 after the take off © Piaggio

Objectives sector for the application of advanced in-fl ight measurement techniques, Non-intrusive, optical image-based mea- – To assess the feasibility of implement- surement techniques shall be further ing existing advanced image based developed such that they can be routinely measurement techniques for fl ow applied to fl ight tests to provide compre- fi eld measurements during in-fl ight hensive information on various important tests, parameters such as wing and propeller – To validate the most promising tech- deformation, thermal loads on the struc- niques in an in-fl ight test performed ture of helicopters, the planar pressure with a large industrial transport air- distribution on a wing, density gradients craft, a helicopter and a light aircraft in strong vortices generated by airplanes carried out by the fl ight testing depart- and helicopters and velocity fl ow fi elds ment of the industrial partners. near airplanes and helicopters. The objectives of AIM are: Description of work – To prepare new fl ight test measure- ment techniques with a signifi cant The work plan has been constructed on improvement in accuracy, ease of a fast-track with simultaneous efforts installation and measurement speed on all technological aspects. The same resulting in a major reduction in the measurement techniques will be adapted duration and cost of fl ight test pro- to different applications. To avoid dupli- grams for the industry. This advance is cation of work and increase the innova- essential for both aircraft and helicop- tion per time unit, the work packages ter development and certifi cation, are strongly linked. The work packages – To facilitate new collaboration between themselves are defi ned by the technologi- European industry and the academic cal application:

47 1. Wing deformation studies, – Image Pattern Correlation Technique 2. Propeller deformation studies, (IPCT) for the measurement of local 3. Helicopter studies, deformations of e.g. wing, aileron 4. Surface fl ow measurements, and fl ap and with help of Quantitative 5. High lift structures, Video Technique (QVT) for the deter- 6. Industrial fl ight testing. mination of local propeller and rotor deformations, Results – Particle Image Velocimetry (PIV) for the measurement of a velocity fl ow The expected results of the project are fi eld of a vortex and velocity fi elds in reliable optical measurement techniques high lift confi gurations, performed in-fl ight for certifi cation as – Background Oriented Schlieren well as for research purposes. This proj- method (BOS) for the measurement ect will demonstrate only the general of the density gradients of a fl ow fi eld feasibility of the measurement tech- and therefore to determine the posi- niques, since not all possible application tion and strength of spatial vortex fi la- can be tested. ments, In particular, the goal of AIM is to use of – Light detection and ranging (LIDAR) the following measurement techniques for the measurement of a velocity fl ow for in-fl ight investigations: fi eld of a vortex, – Pressure Sensitive Paint (PSP) for the measurement of surface pressures, – Infrared Technique (IRT) for the mea- surement of surface heat distribu- tions.

48 Acronym: AIM Name of proposal: Advanced In-Flight Measurement Techniques Contract number: AST5-CT2006-030827 Instrument: STP Total cost: 3 538 526 € EU contribution: 2 000 000 € Call: FP6-2005-Aero-1 Starting date: 01.11.2006 Ending date: 31.10.2009 Duration: 36 months Objective: Competitiveness Research domain: Aerodynamics Website: http://aim.dlr.de Coordinator: Dr. Falk Klinge Deutsches Zentrum für Luft- und Raumfahrt e. V. Bunsenstrasse 10 Linder Höhe DE 37073 Göttingen E-mail: [email protected] Tel: +49 (0) 551 709 2471 Fax: +49 (0) 551 709 2830 EC Offi cer: R. Denos Partners: Airbus France FR Eurocopter Deutschland DE EUROCOPTER S.A.S. FR PIAGGIO AERO INDUSTRIES S.p.A. IT EVEKTOR, spol. s r.o. CZ Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL Offi ce National d`Etudes et de Recherches Aérospatiales FR Cranfi eld University UK Moscow Power Engineering Institute (Technical University) RU Flughafengesellschaft Braunschweig mbH DE

49 Strengthening Competitiveness AVERT Aerodynamic Validation of Emission Reducing Technologies

Background Objectives The AVERT project will deliver upstream AVERT aims for a 10% improvement in aerodynamics research that will enable cruise lift-to-drag ratio in addition to that breakthrough technology and innovative promised by the ‘pro-green’ confi gura- aircraft confi guration leading to a step tion, due to direct reductions in profi le change in aircraft performance. drag and by unlocking traditional design constraints to reduce vortex drag. The project will contribute towards: – strengthening the competitiveness of Several fl ow control technologies have the European manufacturing industry; emerged recently that are considered to – improving the environmental impact show suffi cient promise, which might be of aircraft concerning emissions. usefully applied to an aircraft in order to reduce drag, either directly or by enabling The main objective of the AVERT project is variations in design that would result the development and industrialisation of in lower drag. AVERT will investigate active fl ow control technologies for appli- this selection of devices further with the cation to a realistic confi guration, thereby development focused closely on indus- reducing drag signifi cantly. trial application. This activity will link This research responds to a target set in directly with the work on manufacturing the ACARE 2020 review for a substantial and control technologies, and will be con- increase in aircraft cruise lift-to-drag stantly reviewed by industrial partners. ratio by realising the full potential of new This industrial review will assess the confi gurations such as the ‘pro-green’ viability and gross performance benefi ts aircraft. Active fl ow-control technology of the devices when applied to full-scale can attack the two main sources of air- aircraft. craft drag – profi le drag and vortex drag – The following describes the fi ve technical both directly and by unlocking traditional objectives of the AVERT project: confi guration constraints and altering the – Exploration and development of fl ow- focus of many design rules. It is predicted control technologies for high-speed that the combined drag reduction could application; be up to 10%, thus leading to large reduc- – Exploration and development of fl ow- tions in emissions. control technologies for low-speed Achieving this objective will give the application; aircraft manufacturers within AVERT – Development of manufacturing and confi dence that emerging fl ow control control technologies for sensors and technologies can be industrialised to the actuators; point of practical and benefi cial applica- – Industrial validation of fl ow-control tion to an aircraft. technology; – Industrial assessment of fl ow-control technologies.

50 Description of work Results Devices suitable for high-speed appli- The expected results are: cation include active transition control, – Quantitative performance of each of passive and active turbulent skin friction, the high-speed fl ow-control technolo- drag reduction and active buffet control. gies; - Identifi cation of promising fl ow- Devices suitable for low-speed application control technologies for high-speed include those which produce oscillatory application through the use of the blowing in a fl ap gap, and synthetic and performance results in an industrial fl uidic jets for controlling fl ow separation assessment process; at the leading edge. – Specifi cation of the devices selected The successful industrialisation and appli- for industrial validation; cation of arrays of fl ow-control devices – Quantitative performance results for onto an aircraft will be highly dependent each of the low-speed fl ow-control on the ability to manufacture and install technologies; them. Recent advances in MEMS technol- – Identifi cation of promising fl ow- ogy (MEMS: microelectromechanical sys- control technologies for low-speed tems) have provided AVERT with the fi rst application through the use of the real opportunity to assess and develop performance results in an industrial manufacturing processes for large vol- assessment process; ume production of fl ow-control devices. – Specifi cation of the devices selected Additionally, by drawing on expertise from for industrial validation; the fi eld of structural health monitoring, – Feasibility studies concerning the optimisation of the type and distribution manufacturing processes and costs of of the appropriate devices will be pos- selected devices; sible, together with the development of – Control laws for closed loop actuator advanced means to control them such as systems; open and closed loop systems. – Optimisation tools for signal speci- fi cation and array design for devices Part of this process will be the valida- aimed at T-S instabilities; tion that the manufacturing processes – An array, or arrays, of selected devices can deliver arrays of devices in suffi cient manufactured to specifi cations result- quantity, quality and durability for indus- ing from the device development activ- trial application. The fi nal step prior to ity; the inclusion of any of these technologies – Testing of these devices to measure in the product design process will be a their quality, performance and dura- large-scale wind tunnel validation. This bility; will evaluate possible performance gains – Modifi cation of one low-speed wind and provide the fi nal and most rigorous tunnel model and one high-speed set of performance data for industrial wind tunnel model to incorporate assessment. selected devices; – Test results from wind tunnel tests of the modifi ed models; – Validated performance characteristics of the selected devices.

51 Acronym: AVERT Name of proposal: Aerodynamic Validation of Emission Reducing Technologies Contract number: AST5-CT-2006-030914 Instrument: STP Total cost: 7 494 957 € EU contribution: 3 900 000 € Call: FP6-2005-Aero-1 Starting date: 01.01.2007 Ending date: 31.12.2009 Duration: 36 months Objective: Competitiveness Research domain: Aerodynamics Coordinator: Dr Wood Norman Airbus UK New Filton House UK BS99 7AR BRISTOL E-mail: [email protected] Tel: +44 (0)117 9364552 EC Offi cer: D. Knoerzer Partners: Airbus España S. L. Sociedad Unipersonal ES Alenia Aeronautica S.p.A. IT Dassault Aviation FR EADS Deutschland GmbH Corporate Research Center Germany DE Deutsches Zentrum für Luft- und Raumfahrt e.V. DE National Institute for Aerospace Research ‘Elie Carafoli’ RO Offi ce National d’Etudes et de Recherche Aérospatiales FR Paragon Ltd GR Vyzkumny a zkusebni letecky ustav, a.s. CZ Technische Universität Berlin DE Centre National de la Recherche Scientifi que, Délégation Régionale 18 FR Universidad Politécnica de Madrid ES University of Manchester UK University of Nottingham UK Centre National de la Recherche Scientifi que FR

52 Strengthening Competitiveness ADIGMA Adaptive Higher-Order Variational Methods for Aerodynamic Applications in Industry

Background Objectives Computational fl uid dynamics (CFD) has The goal of the ADIGMA project is to add become a key technology in the develop- a major step towards the development of ment of new products in the aeronauti- next-generation CFD tools for advanced cal industry. Signifi cant improvements aerodynamic applications with signifi cant in physical modelling and solution algo- improvements in accuracy and effi ciency. rithms have been as important as the The project will focus on the development enormous increase of computer power to of novel and innovative adaptive higher- enable numerical simulations in all stages order discretisation methods for the of aircraft development. However, despite solution of the Navier-Stokes equations the progress made in CFD, in terms of at high Reynolds numbers. user time and computational resources, The main scientifi c objectives of ADIGMA large-scale aerodynamic simulations of are: viscous high Reynolds number fl ows are – the improvement of key ingredients still very expensive. The requirement to for higher-order space discretisation reliably achieve results at a suffi cient level methods for the compressible fl ow of accuracy within short turnaround times equations places severe constraints on the applica- – the development of higher-order tion of CFD for aerodynamic data produc- space-time discretisations for tion, and the integration of high-fi delity unsteady fl ows including moving methods in multidisciplinary simulation geometries and optimisation procedures. The limita- – the development of reliable adaptation tions of today’s numerical tools reduce the strategies including error estimation, scope of innovation in aircraft develop- goal-oriented isotropic and anisotro- ment, keeping aircraft design at a conser- pic mesh refi nement vative level. Consequently, enhanced CFD – the development of strategies for capabilities for reducing the design cycle combining mesh refi nement with local and cost are indispensable for industry. variation of the order of the discretisa- Moreover on a longer term, advanced tion scheme physical models like DES and LES will be – the utilisation of innovative concepts used for evaluating the envelope of the in higher-order approximations and fi nal design, but it becomes clear that adaptation strategies for industrial current results too often depend on the applications, as well as the criti- mesh which cannot be tuned suffi ciently cal assessment of newly developed well, once more stressing the need for adaptive higher-order methods for novel methods. industrial aerodynamic applications, including the measurement of bene- fi ts compared to state-of-the-art fl ow solvers currently used in industry.

53 Description of work Results In order to concentrate effort, the ADIGMA The ADIGMA project focuses on the so project focuses on two major innovative far fragmented research in higher-order technologies: higher-order methods and methods in Europe. It will foster the sci- reliable adaptation techniques. They have entifi c co-operation between the univer- shown high potential to provide major sities, research establishments and the achievements in CFD for aircraft design. aeronautical industry. The transfer from Since the computational effi ciency of innovative upstream technologies in CFD higher-order methods is currently not into the industrial design cycle will be compatible with the performance of clas- signifi cantly improved. ADIGMA will pro- sical lower-order methods, dedicated vide a major breakthrough in numerical developments need to be addressed to simulation of high Reynolds fl ows and improve this situation and to overcome thus will be essential and indispensable current limitations and bottlenecks. Since to exploit fully the potential of computa- ADIGMA is aiming at novel computational tional fl uid dynamics as the major source strategies for future industrial applica- for determining data required to drive tions, it is indispensable that industrial the aerodynamic design process. More- partners specify the requirements on over, to support the design of advanced next-generation solvers at the begin- fl ow control technologies (mainly driven ning of the project and carry out a critical by ecological topics like noise, emis- assessment of the newly developed tech- sions and by economic (DOC) effects), nologies at midterm and towards the end very precise CFD solutions – fulfi lling the of the project. With the help of a highly needs of, for example, aero-acoustics and skilled consortium, the ADIGMA project complex fl ow control physics – are the is aiming at scientifi c results and algo- key enablers to reach the ACARE Vision rithms/methods, which are completely 2020 oriented design goals. ADIGMA is novel in an industrial environment. an important cornerstone to support the competitiveness of both the European research community and European air- craft manufacturers. As a benefi t, the developed algorithms and solution meth- odologies will not be limited to aeronauti- cal applications but can also be exploited for fl ow simulation in general.

Acronym: ADIGMA Name of proposal: Adaptive Higher-Order Variational Methods for Aerodynamic Applications in Industry Contract number: AST5-CT-2006-030719 Instrument: STP Total cost: 4 887 080 € EU contribution: 3 200 000 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2006 Duration: 36 months Objective: Competitiveness

54 Research domain: Aerodynamics Website: http://www.dlr.de/as/adigma Coordinator: Dr Kroll Norbert Deutsches Zentrum für Luft- und Raumfahrt e.V. Institute for Aerodynamics and Flow Technology Lilienthalplatz 7 DE 38108 Braunschweig E-mail: [email protected] Tel: +49 (0)531 295 2440 Fax: +49 (0)531 295 2914 EC Offi cer: D. Knoerzer Partners: Alenia Aeronautica S.p.A. IT Airbus Deutschland GmbH DE Airbus France SAS FR Dassault Aviation FR EADS Military Aircraft DE Centre de Recherche en Aéronautique, ASBL BE Aircraft Research Association Ltd UK Uppsala University SE Institut National de Recherche en Informatique et Automatique FR Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL Offi ce National d’Etudes et de Recherches Aérospatiales FR von Karman Institute for Fluid Dynamics BE Università degli Studi di Bergamo IT Société d’Etudes et de Recherches de l’Ecole Nationale Supérieure d’Arts et Métiers FR University of Nottingham UK Charles University Prague, Faculty of Mathematics and Physics CZ University of Wales Swansea UK Universität Stuttgart DE University of Twente NL Warsaw University of Technology PL Nanjing University CN

55 Strengthening Competitiveness NODESIM-CFD Non-Deterministic Simulation for CFD-based Design Methodologies

Background (such as fl uid-structure, fl uid-thermal, aero-acoustic applications), are based on NODESIM-CFD addresses the EU objec- simulations with a unique set of input data tives of reducing aircraft development and model variables. However, realistic costs and increasing safety, through the operating conditions are a superposition introduction of a new paradigm for CFD- of numerous uncertainties under which based virtual prototyping, aimed at the the industrial products operate (uncer- incorporation of operational and other tainties on boundary and initial conditions, uncertainties in the simulation process. geometries resulting from manufacturing The potential for achieving these EU tolerances, numerical error sources and objectives largely depends on the reliabil- uncertain physical model parameters). ity of the virtual prototyping of software The presence of these uncertainties is the systems upon which the design process major source of risk in the design decision is constructed. Since many uncertain- process and therefore increases the level ties affect the parameters and results of of risk of failure in a given component. a CFD (Computational Fluid Dynamics) simulation, the design process has to The technical objective of NODESIM-CFD develop a methodology by which these is to introduce these uncertainties within uncertainties are taken into account in the the simulation process by applying non- decision process. deterministic methodologies in order to obtain, instead of a single predicted value, NODESIM-CFD adheres to the priority an associated domain of variation of the items of Strengthening Competitiveness, predicted output quantities. action 1.a: Integrated design and product development, particularly Advanced mod- The main industrial objective of NODE- elling and simulation tools, and action SIM-CFD is to provide tools for the evalu- 1.1: Breakthrough technologies, particu- ation and quantifi cation of uncertainties larly in simulation methods. It is believed in aerodynamic and thermal performance that the outcome of NODESIM-CFD will predictions, thus supporting the goals of have a signifi cant potential towards safety enhanced design confi dence, risk reduc- improvement and the objectives of 1.3.1.3 tion and improved safety. Research Area 3: Improving aircraft safety and security as an inclusion of uncertainty Description of work management within the design phase will The NODESIM-CFD project is composed serve to identify safety aspects and pro- of the following action lines: vide a more effective risk management by – The identifi cation and probabilistic a reduction of failure risks. quantifi cation of the most signifi cant Objectives uncertainty sources, related to CFD and multidisciplinary based simula- As of today, analysis and design methods tions, of aeronautical components in the aeronautical industry, particularly (wings, aircraft and engines). the aerodynamic simulation tools based – The development and incorporation of on computational fl uid dynamics (CFD) effi cient non-deterministic methodol- and their multidisciplinary extensions ogies into the CFD simulation systems

56 in order to produce reliability bounds The external dissemination will consist of of the predictions (mean and standard publications, conference presentations of deviations of relevant design quanti- the new methods (mainly by the research ties) in a rational way. partners), while the industrial partners – Application and evaluation of the will also consider application-oriented developed methodologies to the non- publications. deterministic analysis of aeronautical Due to the innovative character of NODE- components for industrial relevant SIM-CFD, a strong action of information confi gurations. and dissemination of these methodolo- – The development and application of gies will be undertaken. This will take robust CFD-based design methodolo- the form of dedicated presentations, for gies incorporating the non-determin- instance at meetings of other EU projects; istically based simulations, enabling demonstration of representative case rational estimates of probabilities of studies by NODESIM-CFD partners; vari- failure. ous illustrations of the potential impact Results of NODESIM-CFD on all future industrial projects where simulations are involved. Two levels of dissemination and exploita- A fi nal workshop will be considered for a tion are defi ned within NODESIM-CFD: broader dissemination. an internal action (during the life of the As a by-product, we hope that through the project) from the developers, mainly uni- NODESIM-CFD project, many engineers versity and research organisations and and scientists in Europe will be made SMEs, towards the industrial end users; aware and become motivated to adopt, and an external action from the consor- develop and apply non-deterministic tium to the external world. approaches to analysis and design. The internal dissemination and exploita- tion consists of a strong action of knowl- edge transfer between developer partners and end-user partners.

57 Acronym: NODESIM-CFD Name of proposal: Non-Deterministic Simulation for CFD-based Design Methodologies Contract number: AST5-CT-2006-030959 Instrument: STP Total cost: 4 309 135 € EU contribution: 2 300 000 € Call: FP6-2005-Aero-1 Starting date: 01.11.2006 Ending date: 31.10.2009 Duration: 36 months Objective: Competitiveness Research domain: Aerodynamics Coordinator: Prof. Hirsch Charles Numerical Mechanics Applications International Avenue Franklin Roosevelt, 5 BE Brussels E-mail: [email protected] Tel: +32 (0)2 642 28 01 Fax: +32 (0)2 6479398 EC Offi cer: A. Podsadowski Partners: Airbus UK Ltd UK Alenia Aeronautica S.p.A. IT QinetiQ UK Centre Internacional de Metodes Numerics en l’Enginyeria ES Dassault Aviation FR Deutsches Zentrum für Luft- und Raumfahrt e.V. DE Engin Soft Tecnologie per l’Ottimizzazione srl IT Institut national de Recherche en Informatique et Automatique FR MAN Turbo AG, Schweiz CH Offi ce National d’Etudes et de Recherches Aérospatiales FR Scientifi c Production Association ‘Saturn’ RU Sigma Technology RU University of Trieste IT Delft University of Technology NL Vrije Universiteit Brussel BE WS Atkins Consultants Limited UK

58 Strengthening Competitiveness KATnet II Key Aerodynamic Technologies to meet the Vision 2020 challenges

Background 2. providing a platform supporting com- munication and strategy development. Due to intense research and technol- The platform will be realised by Inter- ogy efforts, Europe is slowly reaching a net publications, workshops and a status of industrial balance with the US, major conference on the subject. which, for decades, dominated the aero- nautics industry worldwide. It is of prime Whilst open upstream research in aero- importance that the achieved industry dynamics will be primarily addressed, and fi nancial balance is continuously structural, manufacturing, systems, and supported by an equivalent co-operation operational aspects will also be consid- in research and technology development ered in order to ensure a realistic evalu- in Europe. ation of the advanced technologies with respect to their application to future air- For the achievement of the ACARE Vision craft. 2020 goals, aerodynamic technologies play a dominant role. KATnet II, as a Description of work Coordination Action, provides support for reaching this goal in the area of key KATnet I produced a strategy paper on aerodynamic technologies. The project is key aerodynamic technologies, which was the successor of KATnet I (2002 to 2005), a published in 2005. From this paper the successful Thematic Network of the Fifth following three technology areas were Framework Programme. defi ned by the KATnet I technology groups as being important for reaching the Vision KATnet II focuses on open upstream 2020 goals: research, providing input to the devel- 1. Aircraft confi guration technologies, opment of strategies and technologies covering shape optimisation, adaptive to meet potential future aeronautical sections, wing-tip devices, high lift requirements on emissions, fuel con- systems, engine integration, and novel sumption, noise and safety. The project confi gurations. supports ACARE’s Strategic Research 2. Drag reduction technologies covering Agenda in order to maximise the indus- laminar fl ow technology, turbulence trial return of European R&TD invest- control, vortex drag reduction technol- ment. ogies, and wave and interference drag Objectives reduction technologies. 3. Separation control technologies cov- The main objective of KATnet II is to iden- ering control surfaces, vortex gen- tify and assess the aerodynamic technol- erators, surface suction, tangential ogies that are needed to reach the Vision blowing, MEMS and load control. 2020 goals. This is done by: The above technology areas provide a 1. supporting a joint European approach thematic cover for the following ongoing for defi ning the necessary technolo- EU-funded aerodynamic projects: AWIA- gies for improving aircraft perfor- TOR (IP), EUROLIFT II (STREP), FLIRET mance. The fi ndings will be reported (STREP), HISAC (IP), NACRE (IP), REMFI in a strategy paper. (STREP), SUPERTRAC (STREP) and TEL- FONA (STREP).

59 Other non-EU activities addressed by The workshops, conference and the dis- KATnet II are AIRnet, GARTEUR, ERCOF- semination of state-of-the-art technology TAC and corresponding national pro- via an Internet website allow interested grammes. parties to receive fi rst-hand information about actual aerodynamic trends, achieve- The networking activities provided by ments and future strategies of large enter- KATnet II are implemented through the prises. Through seminars, workshops and following four work packages: the conference, about 150 to 200 of the ‘R&T strategy development and exploita- industry’s leading specialists will person- tion’, will identify critical technologies and ally be involved in KATnet II communica- promotes their development for meeting tion and dissemination activities. the Vision 2020 targets, raising industrial awareness, and promoting the exploita- Results tion of maturing technologies. KATnet II brings engineers, designers and ‘Multidisciplinary technology assessment’ scientists together from all concerned pays special attention to technologies with disciplines in order to improve the envi- a strong dependence on multidisciplinary ronmental compatibility of future aircraft, effects, such as performance-related tech- to support the multidisciplinary design nologies, aerodynamic noise and safety. process, to foster the understanding ‘Dissemination of KATnet II information’ between scientists and engineers, and will provide proactive network support by to intensify the dissemination of relevant updating/using the existing KATnet web- knowledge. site, distributing newsletters, and pro- The expected main achievements of KAT- moting the involvement of the academic net II are: community, e.g. via the EASN network. – the identifi cation of technology KATnet II communication platforms will opportunities, investigation of their make the existing KATnet organisational maturity, benefi ts and confi dence, expertise available by organising work- and the development of strategies shops, an international conference and for their implementation into future other networking events. aircraft

Key technology areas

Main TA 1 TA 2 TA 3 coordination A/C Configuration Drag Reduction Separation Control Expected actions Technologies Technologies Technologies achievements WP 1 R&T Strategy Developm. Technology Opportunities & Exploitation Technology Evaluation WP 2 Multidisciplinary Technology Benefits Technology Assessment Implementation Strategies WP 3 Dissemination of Technology Guidance KATNET II Information Workshops WP 4 KATNET II International Conference Communication Platforms

KATNET Community Industry – Research Establishments – Universities KATnet II matrix structure

60 – the multidisciplinary assessment – the development of strong contacts of potential candidate technologies within the academic community and for virtual aircraft confi gurations as the integration of organisations in the defi ned in KATnet new Member States of the European – the dissemination of KATnet II infor- Union mation and results via the KATnet II – the organisation of seminars and work- website and regular newsletters shops on topics of interest and an inter- national conference on the subject.

Acronym: KATnet II Name of proposal: Key Aerodynamic Technologies to meet the Vision 2020 challenges Contract number: ACA5-CT-2006-030943 Instrument: CA Total cost: 1 183 376 € EU contribution: 850 000 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 30.09.2009 Duration: 36 months Objective: Competitiveness Research domain: Aerodynamics Website: http://www.katnet.eu Coordinator: Dr Schrauf Geza Airbus Deutschland GmbH Kreetslag 10 DE 28199 Bremen E-mail: [email protected] Tel: +49 (0)421 538 3232 Fax: +49 (0)421 538 4714 EC Offi cer: D. Knoerzer Partners: Airbus UK Ltd UK Airbus España S. L. Sociedad Unipersonal ES EADS Military Aircraft Systems DE Dassault Aviation FR Alenia Aeronautica S.p.A. IT Deutsches Zentrum für Luft- und Raumfahrt e.V. DE Offi ce National d’Etudes et de Recherches Aérospatiales FR QinetiQ Ltd UK Swedish Defence Research Agency SE Vyzkumny a zkusebni letecky ustav, a.s. CZ Dziomba Aeronautical Consulting DE

61 Strengthening Competitiveness DIANA Distributed equipment Independent environment for Advanced avioNic Applications

Background integrated modular electronics (IME) plat- form, providing avionic applications with a With the evolution of aircraft systems and secure distribution and execution on vir- technologies, electronics are becoming tual machines. This new platform will be more and more a critical part of the civil called, in the context of DIANA, Architec- aviation industry. As such, their infl uence ture for Independent Distributed Avionics in fl ight effi ciency, safety, security and (AIDA). The DIANA project will develop a cost is increasingly becoming a key factor simulation and evaluation test-bed for in the development of better aircraft. AIDA and its associated concepts. With the forecasted demand for new air- The state of the art in the world of com- borne functions and systems, concerning puter engineering development applica- mainly new safety, security and passen- tions (tools, methodologies, etc.) will be ger service functionalities, a potential analysed. Existing resources will be iden- increase in aircraft electronic costs may tifi ed and evaluated in the light of require- be seen as an unacceptable factor by air- ments for avionics development. The fi nal lines. Additionally, the weight and areas result will be a development and certifi - available for avionics in an aircraft bay cation environment for the AIDA applica- will also limit the introduction of new pro- tions, which will include already existing cessing units. tools, adaptations to these and the design To mitigate this scenario, aircraft industry of new ones. suppliers are looking to emergent tech- AIDA will benefi t greatly from the stan- nologies, which have been developed and dardisation of its concept. Therefore, AIDA validated in other technological domains, must be defi ned by taking as many inputs in order to adapt them to the aeronauti- as possible from the relevant standardi- cal safety critical standards and require- sation organisations. This will be done ments. through the participation of these bodies By introducing new breakthrough tech- by the members of the DIANA project. At nologies in the avionics domain, DIANA the end of the project, the AIDA defi nition will contribute to the reduction of an air- and associated evaluation test beds will craft’s development and operating costs, refl ect the results of the interaction with enabling a faster upgrade and replace- the referred standardisation bodies. The ment of the avionics applications, and development and certifi cation methods contributing to the overall reduction of will also be designed in a way that will weight onboard an aircraft through a refl ect these results. better use of available computational resources. Description of work Objectives The DIANA project is the fi rst step in the implementation of an enhanced IME plat- Building on previous work, the DIANA form, providing secure distribution and project has the objective to give a fi rst level execution on virtual machines to avionic response for the defi nition of an enhanced applications.

62 OO Avionics A653 Avionics OO Avionics A653 Avionics Application Application Application Application

Interoperability middleware Interoperability (virtual machine, distribution, security) Architecture

ARINC 653 Interface ARINC 653 Interface

IME Multiprocessor OS IME OS

HardwareHardware I/O Module I/O Module Hardware Deployment view of DIANA Physical project architecture for communication independent distributed avionics

The following activities will be performed – The foreseen high degree of contribu- in DIANA: tion to standards will add to the dis- a. Defi ning and evaluating an example semination of the research results IME platform, including: achieved in the project. It will also b. object-oriented (OO) avionic applica- strengthen the infl uence of Europe in tions running on virtual machines, like the involved standardisation commit- the java virtual machine (JVM) tees, traditionally dominated by Amer- c. services supporting secure distribu- ican contributions. tion (like CORBA) for avionic applica- – The strong research focus of DIANA tions and the dissemination of its results d. Defi ning the development process, among academic partners will con- based on the model-driven engineer- tribute towards strengthening the ing (MDE) approach technological and scientifi c back- e. Defi ning the certifi cation ground of Europe. It will contribute f. Standardisation of the results of the towards creating an image of Europe project. as a producer of advanced academic and technological results, which is a Today, the development of avionics soft- way of attracting postgraduate stu- ware accounts for 85% of the cost of the dents from outside Europe: a known development of avionics. Applying the key factor for increasing scientifi c and techniques mentioned above (MDE, OO, technological capability. CORBA and JVM) into IT systems has – The exploitation of the results from achieved reductions of up to 80% in the DIANA will allow air framers to inte- cost of software development. grate more advanced avionic systems Results with signifi cantly reduced costs. Avi- onic suppliers will be able to offer DIANA will reduce costs in the devel- more competitive products in a shorter opment, maintenance and refi tting of time. aircrafts, thus reducing the cost of air – The advanced goals under study will travel. allow partners to increase their intel- lectual property rights (IPRs) and con- The innovation-related activities per- sequently their competitiveness. formed within the scope of DIANA will infl uence the following areas:

63 Acronym: DIANA Name of proposal: Distributed equipment Independent environment for Advanced avioNic Applications Contract number: AST5-CT-2006-030985 Instrument: STP Total cost: 5 042 129 € EU contribution: 2 899 694 € Call: FP6-2005-Aero-1 Starting date: 01.12.2006 Ending date: 30.11.2009 Duration: 36 months Objective: Competitiveness Research domain: Avionics Coordinator: Mr Neves José Skysoft Portugal - Software e Tecnologias de Informação SA Av. D. João II, Lote 1.17.02, Torre Fernão Magalhães, 7º PT 1998 - 025 Lisbon E-mail: [email protected] Tel: +351 (0)213829366 Fax: +351 (0)213866493 EC Offi cer: M. Brusati Partners: Thales Avionics SA FR Alenia Aeronautica S.p.A. IT Dassault Aviation FR Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL Societa’ Italiana Avionica IT Budapest University of Technology and Economics HU AONIX SA FR Universität Karlsruhe (TH) DE Empresa Brasileira de Aeronáutica S.A BR

64 Strengthening Competitiveness MINERVAA MId-term NEtworking technologies Rig and in-fl ight Validation for Aeronautical Applications

Background munications, and will continue the basic research on specifi c technological areas MINERVAA takes a further step on the in the fi eld of Ka-band avionic phased- roadmap to acquire enabling technolo- array antennas. gies to implement the future aeronautical broadband network. MINERVAA is capital- In particular, MINERVAA will concentrate ising on the experience achieved in other on three main fl ows of activity: EU-funded projects in the same area of – outside-aircraft optical link (OOL): the research, particularly in ATENAA. project moves from state-of-the-art requirements and available research Indeed, all the studies and efforts car- results, to concentrating on the imple- ried out in recent years in this area mentation of an innovative, low-drag, demonstrate that the future aeronauti- compact, high data-rate terminal to be cal communication systems will have to installed onboard a dedicated testing support a large number of new services aircraft – fl ight safety, crisis management capa- – inside-aircraft optical passenger net- bility, air-traffi c management capability, work (IOPN): the project takes advan- improvement in fl ight comfort, increase tage of the inside-aircraft optical link of onboard available services (in-fl ight (IOL) technology, validated within the entertainment, e-mailing, telephone ATENAA project, to develop an overall calls, etc.) – and solve the relevant tech- passenger optical network, which is nological challenges. able to support different passenger- New aeronautical network concepts, related applications and is connected based on specifi c broadband commu- to the outer links (e.g. optical and Ka- nication technologies (outside-aircraft band) in order to provide broadband optical links, inside-aircraft optical links, connection from ground to seat. Ka-band data links using avionic phased- – Ka-band avionic phased-array anten- array antennas) have been assessed in nas: this project progresses with principle and are being evaluated and ATENAA research activities by investi- validated in the laboratory environment. gating at lab level both the integration of TX and RX Ka-band avionic phased- The MINERVAA project is expected to array antennas into a single one, and make good progress with this roadmap by extending the Satcom design to match bringing the above technologies from the the air-to-air communications needs. lab to the aircraft. Objectives Description of work The MINERVAA project, by focusing on Outside-aircraft optical link: the OOL air- key emerging technologies investigated borne terminal will be designed by taking within the ATENAA project, will validate into account a trade-off between ATENAA on aircraft and in-fl ight free space opti- optimal solutions and installation con- cal communication technologies, both straints, particularly with reduced size for intra-cabin and outside-aircraft com- requirements. Such a terminal design

65 will be validated in fl ight, together with an steering antennas. A test-bed will evaluate innovative ADS-B based pointing mecha- aircraft-aircraft Ka-band communication nism on a platform providing an air-to- and an algorithm will be developed, which ground communication link. addresses the calibration and beam- forming issues of TX/RX Ka-band anten- Inner optical passenger network (IOPN): nas, thus going one step further from the the project exploits the ATENAA in-cabin ATENAA project on what concerns antenna optical link technology, which is based integration and steering control. on diffuse refl ected light, to design and implement a complete airborne pas- senger cabin network. This passenger Results network will be validated using different MINERVAA will deliver: kinds of innovative e-services for passen- – an in-fl ight validated free-space optic gers, such as passenger seat occupation communications system, aimed at monitoring, health monitoring, homeland civil aviation applications, including a security related services and video-on- compact airborne terminal and posi- demand. The validation platform will be tion auxiliary channel implemented in a cabin mock-up to pro- – an integrated passenger optical cabin vide a realistic environment scenario. network, validated in a cabin mock-up Ka-band avionic phased-array antennas using a set of passenger-related appli- integration and validation: the project aims cations, ready for new aircraft devel- at investigating the technologies capable opment and aircraft refurbishment of increasing the Ka-band antenna’s com- – a design for an integrated TX/RX Ka- pactness in order to make easier antenna band avionic phased array antenna for integration on aircraft, in particular by aircraft-aircraft communications, and integrating TX and RX antennas, as well a steering control algorithm for both as developing specifi c calibration and a TX/RX Satcom and aircraft-aircraft beam-forming algorithm for control of the Ka-band antennas.

Smiths TATEM Airbus ECAB Final application

Thales ANASTASIA Product industrialisation

Sagem DS Avionic network SAFEE Safran Group in-flight validation

CAPANINA Comnet

Manet Network Protocols

Results evaluation Implement. Strategy Defin. MINERVAA

Emerging technologies Emerging technologies In-laboratory test and validation in-flight validation

Technologies study for Outer optical link application inavionic networks Inner optical link Avionic network Ka-Band Link MINERVAA project concept definition Selex Communications in the context of EU-funded research Funded projects 7th EU Framework programme

66 Acronym: MINERVAA Name of proposal: MId-term NEtworking technologies Rig and in-fl ight Validation for Aeronautical Applications Contract number: AST5-CT-2006-030808 Instrument: STP Total cost: 5 528 467 € EU contribution: 2 993 610 € Call: FP6-2005-Aero-1 Starting date: 01.03.2007 Ending date: 28.02.2010 Duration: 36 months Objective: Competitiveness Research domain: Avionics Website: http://www.minervaa.org Coordinator: Dott. Amirfeiz Massimiliano Selex Communications SpA Via Pieragostini, 80 Via Negrone, 1A IT 16151 Genova E-mail: [email protected] Tel: +39 010 614 4479 Fax: +39 010 614 4602 EC Offi cer: J. Blondelle Partners: Deutsches Zentrum für Luft- und Raumfahrt e.V. DE EADS Deutschland GmbH DE IN.SI.S. SpA IT SAGEM Défense Sécurité FR Technological Educational Institute of Piraeus GR Thales Communications FR

67 Strengthening Competitiveness COSEE Cooling of Seat Electronic box and cabin Equipment

Background change simulation and design, heat pipe manufacturing, equipment cooling, seat New generations of in-fl ight entertain- integration and development, aircraft ment (IFE) systems are required to pro- interfaces). vide more and more services (audio, video, Internet, fl ight services, multime- An international co-operation with ITP dia, games, shopping, phone, etc.) at an (Russian research leader and pioneer in affordable cost. But unlike other avionics the fi eld of miniature loop heat pipes) is systems installed in temperature-con- proposed to strengthen the consortium trolled bays, most of the IFE equipment research team. and boxes are installed inside the cabin. The quantifi ed technical and scientifi c They may be buried in small enclosed objectives are to develop a new cooling zones, not connected to the aircraft cool- enhanced thermal link dedicated to cabin ing system (ECS), and this situation cre- IFE equipment, which will have the fol- ates thermal management problems that lowing characteristics: affect the reliability, safety and cost of – transfer capacity up to 100 W (existing the equipment. The most critical piece of equipment is between 30 and 75W) equipment is the SEB (seat electronic box) – thermal conductivity equivalent or installed under each passenger seat. greater than 800 W/m/°K (twice of that To face the increasing power dissipa- compared to copper) tion, fans are used but with the following – heat transportation distance 500 mm drawbacks: extra cost, energy consump- (max) tion when multiplied by the number of – resistance to aircraft cabin environ- seats, reliability and maintenance con- ment (vibration, acceleration, shocks, cern (fi lters, failures, etc.), risk of block- airbus specifi cations) ing by passengers’ belongings, and noise, – minimum volume and low weight coupled with unpleasant smells creating – ease maintenance disturbance in the overall cabin area. – affordable cost target vs. cost of a fan system The objectives of the project are, there- fore, to develop and evaluate an alternate Two Fifth Framework Programme proj- advanced cooling technique to the fans ects are relevant to COSEE: MCUBE, ded- based on a loop-heat-pipe, phase-change icated to the development of micro heat passive system, adequately integrated pipes and ANAIS, dedicated to improved inside the seat structure and taking IFE architecture. Both are coordinated by advantage of the seat frame as a heat sink Thales Avionics and will bring experience or of the aircraft structure when installed and results to this project. in the ceiling. Description of work Objectives The technical programme is divided into A European collaboration is necessary six work packages (WP), distributed by due to the multidisciplinary nature of the type of activity. problems to be solved and the fact that Research and innovation activity: the necessary expertise and knowledge do not lie in a sole nation (e.g. phase- WP1 General technical analysis:

68 – System specifi cations – D3 Laboratory experimentationsT0+18 – Comparison of existing cooling options – D4 Technical report on system inte- – System mock-up defi nition grationT0+18 – Test fi le defi nition – D5 Technical report on system mock- up defi nitionT0+24 WP2 Loop-heat-pipe studies: – D6 Technological system mock-up – Theoretical approach assembly reportT0+24 – Technology mock-up experimentation – D7 Test report on thermo-mechanical – LHP development performanceT0+30 WP3 System integration designs: – D8 Final report with synthesis and – Equipment integration limits of technologiesT0+30 – Seat integration All the companies providing IFE sys- WP4 System mock-up development: tems today are of American and Japa- – LHP manufacturing nese ownership and origin. The top four – Equipment adaptations players are supported by huge national – Seat adaptations companies that have the critical mass to fund research into new generations WP5 Performance evaluation: of products every two or three years. – Thermo-mechanical performance eval- The technological revolution of recent uation years – moving from analogue systems Management activity: to integrated digital systems – will con- – WP6 Synthesis, exploitation and proj- tinue over the coming years as compo- ect management. nents evolve in terms of package size and complexity, and because of the Results convergence of Internet, TV and audio standards; so-called multi-media. Cur- The deliverables for this project are: rently the only realistic way for European – D1 Technical report on module specifi - players to compete in this market is by cationsT0+6 grouping the experience and knowledge – D2 Technical report on HP simulations of key partners in a given sector, as in and experimentationT0+18 COSEE.

Seat installation

69 Acronym: COSEE Name of proposal: Cooling of Seat Electronic box and cabin Equipment Contract number: AST5-CT-2006-030800 Instrument: STP Total cost: 3 200 793 € EU contribution: 1 886 137 € Call: FP6-2005-Aero-1 Starting date: 01.06.2006 Ending date: 30.11.2008 Duration: 30 months Objective: Competitiveness Research domain: Cabin Environment Coordinator: Mr Sarno Claude Thales Avionics SA 25 rue Jules Vedrines FR 26027 Valence E-mail: [email protected] Tel: +33 (0)4 75 79 86 57 Fax: +33 (0)4 75 79 86 06 EC Offi cer: M. Brusati Partners: Avio Interiors IT BRITAX Premium Aircraft Interior Group UK RECARO Aircraft Seating GmbH & Co. KG DE Euro Heat Pipes BE University of Stuttgart DE INSA LYON FR Vyzkumny a zkusebni letecky ustav, a.s. CZ Institute of Thermal Physics RU

70 Strengthening Competitiveness E-Cab E-enabled Cabin and Associated Logistics for Improved Passenger Services and Operational Effi ciency

Background venient boarding/deplaning of passen- gers and by offering onboard offi ce and Travel has improved much in the last 100 home-like functionalities, which shall years, from being an adventure to the be adaptable to passengers’ individual height of the ‘golden age’, when the mere preferences and making use of the ability to travel accorded a person signifi - most advanced information and com- cant privilege. Back then, access to the munication technologies available. aircraft was assured and once onboard, 2. To reduce the aircraft’s direct operating the facilities and service were very much costs in order to improve the airline’s representative of what would have been competitiveness. This will encompass available in other situations to which the e-enabled optimised ground handling traveller would have been exposed. for a reduction in aircraft turnaround Since then, there has been much diver- time, e-enabled mission adaptive cab- sifi cation in travelling, with the develop- ins for a simplifi ed cabin reconfi gura- ment of many classes of travel in order to tion during operation, and cabin crew offer a wide choice of services for the pas- workload reduction through effective sengers to select the overall travel quality cabin e-management tools using air- experience that suited their means and to-ground communications. their aspirations. 3. To reduce aircraft development costs in order to enable the European air- However, the ever-growing volume of craft industry to build cost-effi ciently passengers and the high complexity of operable and easy customisable air- airports have dramatically increased, to craft. This shall be achieved by modu- the point where travel quality is being lar and fl exible system architectures, considerably affected by the process prior by introducing innovative wireless con- to aircraft access. Thus, for ensuring cepts for in-fl ight entertainment (IFE) seamless logistic processes that keeps and cabin/cargo management, leading the traveller contented, the entire fl ying to reduced aircraft manufacturing and experience is to be redesigned, covering customisation costs. the whole end-to-end process from start to fi nish. Description of work Objectives In order to achieve E-Cab’s ambitious goals and correctly manage the complex- The E-Cab project will provide answers ity of the development task, the project is to the identifi ed issues by improving the organised around eight interconnected end-to-end-travel processes in a holis- technical sub-projects, four of which tic approach. The objectives for this are refl ect the four main streams under dis- threefold: cussion: 1. To increase passenger choice with – The end-to-end chain ‘Passenger regard to travel costs, time to desti- Services’ will particularly concentrate nation, onboard services and comfort. on wireless and 3G (third generation) This will be provided by a more con-

71 communication technologies applied The key part of the E-Cab project will to digital passenger entertainment be the ‘Communication Infrastructure’, and seamless connectivity. which interconnects the different e-logis- – The end-to-end chain ‘People Mov- tic chains and allows the developed ser- ing’ covers the seamless fulfi lment of vice applications to ‘talk’ to each other and passenger tracing, guidance and other exchange data on an integrated network useful information via stationary and/ platform. For proving the smooth interac- or mobile solutions. tion between all end-to-end-chains, tests – The end-to-end chain ‘Freight Han- will be performed on a full-scale ‘Integra- dling’ addresses seamless, automated tion and Verifi cation’ platform that will baggage and cargo management solu- integrate all sub-systems under study. tions, mainly based on radio frequency One last technical sub-project is dedi- identifi cation (RFID). cated to the ‘Evaluation, Dissemination – The end-to-end chain ‘Catering Ser- and Exploitation’ of the project results. vices’ will develop new technolo- gies and processes for covering the Results ground logistics, the service onboard The E-Cab project will investigate and as well as the data intercommunica- deliver improvements within each of the tion between booking and scheduling aforementioned end-to-end service and processes. logistic chains, but more signifi cantly These four sub-projects cover most of will focus on the benefi t to be derived the project development, starting from from effective interaction between them. requirement defi nitions up to pre-integra- It will set up a framework of seamless, tion and testing of subsystems. They are validated processes, comprising the set preceded and monitored by an additional of enabling key technologies across the sub-project ‘Requirements, Concepts and spectrum of E-Cab technical domains and Standards’ that ensures the consistency the underlying common communication and coherency between the four end-to- infrastructure. The successful completion end chains. of this project shall pave the way for the European aviation industry to offer a step change in passenger service concepts.

Deployment view of DIANA Project Architecture for Independent Distributed Avionics

72 Acronym: E-Cab Name of proposal: E-enabled Cabin and Associated Logistics for Improved Passenger Services and Operational Effi ciency Contract number: AIP5-CT-2006-030815 Instrument: IP Total cost: 23 084 246 € EU contribution: 12 500 000 € Call: FP6-2005-Aero-1 Starting date: 01.07.2006 Ending date: 30.06.2009 Duration: 36 months Objective: Competitiveness Research domain: Cabin Environment Coordinator: Dr Rueckwald Reiner Airbus Deutschland GmbH Kreetslag 10 DE 21129 Hamburg E-mail: [email protected] Tel: +49 (0)40 743 76878 Fax: +49 (0)40 743 76232 EC Offi cer: M. Brusati Partners: Ascom (Switzerland) Ltd CH B&W Engineering GmbH & Co. KG DE CeBeNetwork France S.A.R.L FR Centre National de la Recherche Scientifi que FR Dassault Aviation FR Diehl Aerospace GmbH DE Dansk Teknologi Udviklingsaktieselskab DK EADS Deutschland GmbH DE Bucher Leichtbau AG CH Cranfi eld University UK Giunti Interactive Labs S.r.l. IT University of Malta MT Centro IBERLog, Associação para o Desenvolvimento da Logística e da Organização PT Identec Solutions AG AT Jettainer GmbH DE Microtech International Ltd Sp. z o.o. PL OnAir N.V. NL Rheinmetall Defence Electronics GmbH DE

73 Fundación Robotiker ES SELEX Communications SPA IT Siemens Business Services GmbH & Co. OHG DE Siemens Business Services spol. s r.o. CZ ULTRA Electronics Limited trading as ULTRA Electronics Airport Systems UK SITA (Société Internationale de Télécommunications Aéronautiques) SC BE Thales Avionics UK UK Terma A/S DK TriaGnoSys GmbH DE Thales Avionics SA FR TNO - Nederlandse Organisatie voor toegepast- natuurwetenschappelijk onderzoek NL Universitaet Bremen DE

74 Strengthening Competitiveness SEAT Smart Technologies for stress free AiR Travel

Background Hence individual passengers are always likely to have certain confl icting require- Passenger comfort is clearly a main fac- ments as the perception of comfort is tor in a user’s acceptance of transporta- affected by a variety of factors – gen- tion systems. An individual’s reaction to a der and ethnicity being among the most vehicle environment depends not only on important ones. the physical inputs but also on the char- acteristics of the individual. The fi ndings SEAT promotes a radically new concept of a number of passenger surveys and where passenger comfort is taken to a new comfort-related research indicate that level. The SEAT system will develop smart there is not a universal optimal setting for responsive seats and an interior environ- comfort-related parameters in a plane. ment with the capability of detecting physiological and psychological changes in a passenger’s condition in real time. This in turn will be analysed and appro- priate adjustments, such as temperature control, air ventilation, seat parameters, etc., put in place. Furthermore passen- gers will be able to create their own sur- roundings with personal entertainment and offi ce characteristics in place. The entire approach is to create an environ- ment that responds to individual require- ments and desires which is not centrally controlled or manually adjusted. The sys- tem is based on advanced technologies and systems developed by the partners as breakthrough research developments or other advanced technologies. Objectives The project is focused on: – the creation of a ‘smart seat’ that adapts the climatic characteristic to the passenger physiological status, – integrated physiological monitoring system with health alert options, – the development of a system for active/passive vibration dampening incorporating smart textiles – the development of interactive enter- tainment, – the development of fully integrated cabin passenger services.

75 The main SEAT objectives can be defi ned will be compatible with the central system as follows: and will be able to function as a stand- 1. To develop a system that suppresses alone feature. This modular approach will overall noise, as well as for each pas- guarantee suffi cient fl exibility for the pro- senger, vision of different levels of service. 2. To develop novel approaches to active/ passive vibration reduction incorpo- Results rating smart technologies and textiles Innovation-related activities: One of the in particular, major innovations of the SEAT project is 3. To develop technology that allows a the development of a novel integrated healthier cabin environment including cabin environment that incorporates: temperature, pressure, airfl ow and – physiological monitoring with a health humidity, alert option that is not in existence in 4. To develop onboard systems that will aircrafts, but partners in this consor- enable offi ce-like and home-like ser- tium have developed such technolo- vices, gies for different applications, 5. To develop a functional prototype of – a ‘smart seat’ that actively addresses the SEAT system that will be an impor- potential health hazards and is an inte- tant stage in the development of an gral part of the onboard entertainment, e-cabin. – ‘smart textiles’ and other smart tech- Description of work nologies for vibration dampening and noise reduction, The aim of SEAT is to produce an integrated – an innovative active/passive noise con- system for cabin services and environ- trol based on advanced computational mental control. The work plan described models, in this section will ensure that all the key – interactive context-based entertain- objectives of the project are met. ment, – an integrated approach to comfort, The project is structured as follows: entertainment and creation of fl exible WP1: Physiological monitoring of passen- home/offi ce environment. gers systems, WP2: Smart seat, These innovative building blocks are WP3: Noise and vibration attenuation, based on: WP4: Interactive and integrated enter- 1. Innovative wearable technologies for tainment, physiological modelling, WP5: Development of an integrated 2. Transferring physiological models adaptable system. developed for sport and health appli- cations, The philosophy of the work programme is 3. Using intelligent textiles with built-in simply to avoid unnecessary management sensors and active dampening facili- complication and to ensure a superior but ties, simple concept. 4. Developing structural analysis tools The work packages (WP) 1-4 are designed that allow simulating and assessing in a way to refl ect the most important the effect of different ‘smart solu- environment features from the passen- tions’, gers, point of view. They are run in paral- 5. Developing fully compatible modules lel as WP5 is providing compatibility and that can work in isolation or commu- co-work for the technologies and once nicate with each other, developed they will be incorporated in the 6. Utilising existing working technologies fully integrated SEAT system. The second developed by the partners in the area important feature of this design, apart of avionics, onboard entertainment, from compatibility, is fl exibility and self- noise control, smart textiles and wear- suffi ciency – each of the developments able monitoring.

76 Acronym: SEAT Name of proposal: Smart Technologies for stress free AiR Travel Contract number: AST5-CT-2006-030958 Instrument: STP Total cost: 3 065 000 € EU contribution: 2 136 500 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2009 Duration: 36 months Objective: Competitiveness Research domain: Cabin Environment Website: http://www.SEAT-Project.org Coordinator: Prof. Aliabadi Ferri M. H. Imperial College of Technology and Medicine Exhibition Road UK London E-mail: [email protected] Tel: +44 (0)207 594 5079 EC Offi cer: J.L. Marchand Partners: Acústica y Telecomunicaciones, S.L. ES Asociación de Investigación de la Industria Textil ES Antecuir S.L. ES Centre for Applied Cybernetics CZ INSTITUTO TECNOLOGICO DEL CALZADO Y CONEXAS ES Queen Mary and Westfi eld College UK STARLAB ES Technische Universiteit Eindhoven NL Thales Avionics SA FR DHS IE

77 Strengthening Competitiveness

MOET More Open Electrical Technologies

Background be innovative electrical network prin- ciples (full HVAC, full HVDC or hybrid) In line with Vision 2020, MOET aims to up to 1MW for a broad range of aircraft establish a new industrial standard for matching with PbW needs to be vali- commercial aircraft electrical system dated through component, equipment design, which will directly contribute and network simulations and tests. towards strengthening the competitive- – to resolve and validate the transfor- ness of the aeronautical industry. The mation of users into all electrical solu- project will also contribute to reducing tions. These deliverables will be on air aircraft emissions and improving opera- conditioning, wing ice protection, cool- tional aircraft capacity. ing and actuation systems validating Recent national and European research the transformation into all electrical activities and state-of-the-art commer- solutions with validation by hardware, cial aircraft developments have launched such as integrated smart power pack more advanced approaches for onboard or jamming-free EMA, tests and/or energy power management systems. simulation. These benefi ts have also been recognised – to develop and validate power elec- in North America where they are being tronics enabler technology. The deliv- given special consideration. erables will be a representative set of integrated power electronics convert- A step change is necessary to remove ers validating high-performance tech- current air and hydraulic engine off-takes nology capability based on potential and further increase the electrical power innovative new standards. generation capability. This in itself will – integration into aircraft. These deliver- require signifi cant changes to current ables will be a set of studies validating electrical generation and network tech- PbW integration into aircraft and high- niques. lighting new installation constraints After Fly-by-wire, the Power-by-wire con- and opportunities. cept (PbW) will enhance aircraft design – to develop a coherent design envi- and use by power source rationalisation ronment to support PbW design and and electrical power fl exibility. This will validation. The deliverables are a set be achieved by developing the necessary of simulation and integrated rig plat- design principles, technologies and stan- forms permitting future PbW concept dards. development, validation, optimisation and assessment. Objectives Description of work The main MOET objectives aim at validat- ing design principles, technologies and MOET provides a comprehensive approach standards for innovative PbW concepts to PbW by simultaneously gathering with an open-system approach from a broad range of aircraft manufactur- components, from equipment through to ers with their requirements and a broad design. range of partners providing technologies ranging from components to systems. The project’s objectives are: – to defi ne and validate new electrical net- The project will validate design principles works up to 1MW. The deliverables will of an innovative PbW concept.

78 The project aims at defi ning generic archi- At system level, the PbW concept, by defi - tecture, equipment and components by nition, will increase the number of elec- developing technologies based on stan- trical users which signifi cantly affects the dards for cost and risk reductions. Spe- electrical network. The PbW concept by cialist power electronics companies have defi nition will extend electrical system joined the project to add their expertise. applications. Integration aspects will be considered At component level, the PbW concept by through numerical mock-ups to validate defi nition will increase power electronics, system integration. More composite air- which is no easy technology to master. PbW craft will be considered based on ALCAS will extend the common technologies. results. The European supply chain for PbW solu- Simulation and rig open platforms will tions and technology will be stronger than allow the project to validate PbW con- its competitors in the United States. cept-gathering models and hardware The project will also contribute towards from generators up to users. Standard burning less fuel by increasing electrical designs and validation rules will enhance generation and distribution capabilities their capability to integrate technologies onboard aircraft. securely into their equipment. Aeronautics is a key sector for European Results technology which powers other industrial fi elds. These major companies in turn MOET will establish and reinforce a criti- power their associated supply chain. The cal mass of competences for a complete supply chain, especially component man- PbW solution across aircraft companies ufacturers, will enrich their competitive- and supply chains by developing key ness by demonstrating their capabilities technologies based on a broad European to produce innovative and high-quality expertise. components for their non-aeronautic At aircraft level, the PbW concept, by market. defi nition, will increase the criticality of In addition to industrial benefi ts, MOET electrical generation and distribution and aims to develop an innovative electrical move the boundaries between the sys- network to develop the PbW concept for tems. which 2% fuel saving has been foreseen with respect to the current state of the art.

Acronym: MOET Name of proposal: More Open Electrical Technologies Contract number: AIP5-CT-2006-030861 Instrument: IP Total cost: 66 489 777 € EU contribution: 37 756 231 € Call: FP6-2005-Aero-1 Starting date: 01.07.2006 Ending date: 30.06.2009 Duration: 36 months Objective: Competitiveness

79 Research domain: Electric & Mechanical Systems Website: http://www.moetproject.eu Coordinator: Mr Jomier Thomas Airbus France 316 route de Bayonne FR 31060 Toulouse cedex 9 E-mail: [email protected] Tel: +33 (0)5 61 18 86 73 Fax: +33 (0)5 61 93 07 58 EC Offi cer: H. von den Driesch Partners: Airbus Deutschland GmbH DE Airbus España, S.L. (Sociedad Unipersonal) ES Airbus SAS Central Entity FR Airbus UK UK Alenia Aeronautica S.p.A. IT ARTTIC SAS FR ARTUS S.A.S FR EADS Astrium Crisa ES CROUZET Automatismes FR Dassault Aviation FR Deutsches Zentrum Für Luft- und Raumfahrt e.V. DE DYNEX Semiconductor Limited UK EADS CCR FR EADS Deutschland GmbH Corporate Research Centre DE Egida Net PL EURILOGIC MAGALI FR Eurocopter SAS FR Goodrich Actuation Systems FR Goodrich Actuation Systems Limited UK Goodrich Control Systems Limited,trading as Goodrich Power Systems UK Hispano-Suiza FR LABINAL S.A FR Institut National Polytechnique de Toulouse FR Institut National Polytechnique de Grenoble FR Liebherr Aerospace Toulouse S.A.S. FR Liebherr Aerospace Lindenberg GmbH DE Liebherr Elektronik GmbH DE Microtech International Ltd PL MICROTURBO FR

80 MOOG Ireland Ltd IE Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL Paragon Ltd GR První brnenská strojírna Velká Bítes, a.s. CZ PCA Engineers Limited UK Puissance Plus FR Rolls-Royce plc UK ROLLVIS SA CH Saab AB (publ) SE SAGEM SA FR Société Européenne D’Ingénierie multiTEchnique et de Communication FR SEMELAB plc UK Siemens Aktiengesellschaft DE Smiths Aerospace UK SNECMA FR Técnica Electronica de Automatismo y Medida SA ES Techniques et Fabrications Electroniques SA FR Thales Avionics Electrical Systems SA FR TTTech Computertechnik AG AT Ultra Electronics Limited - Controls Division UK A UK academic consortium consisting of the Universities of Nottingham, Sheffi eld, Manchester and Bristol UK Universitat Politècnica de Catalunya ES Gdansk University of Technology PL Technische Universität Hamburg-Harburg DE Lappeenranta University of Technology, Laboratory of Fluid Dynamics FI Seconda Universita degli Studi di NAPOLI II - Dipartimento di Ingegneria dell’Informazione IT Universidad Publica de Navarra ES Universita’ degli Studi di Padova IT Technological Education Institute of Piraeus GR ECE FR Intertechnique FR

81 Strengthening Competitiveness NEFS New track-integrated Electrical single Flap drive System

Background system and centralised motor will be replaced. The track beams will be rede- The high lift system of large transport signed to enable an optimised system- aircraft comprises leading edge slats and structure solution for this new fl ap drive trailing edge fl aps and is deployed dur- system. This provides the opportunity for ing take-off and fi nal approach, providing an innovative composite design in fl ap additional lift to get or stay airborne at low support structures. speeds. The proposed fl ap drive system offers Symmetric fl ap actuation is tradition- a fundamental change in high lift drive ally assured by coupling all fl ap surface technology compared to state-of-the-art actuators to a torque shaft system, which systems. The expected benefi ts are: extends along the rear spar of both wings – new functionalities of the high lift sys- and is driven by a centralised hydraulic, tem via differential fl ap setting (DFS), electric or hybrid motor. The actuators like accelerated vortex decay, roll trim are located at or near special fl ap sup- and roll control support port structures called track beams which – reducing operational interruptions transmit the lift produced by the movable caused by high lift systems by at least fl ap surfaces to the wing. 15% Conventional fl ap drive systems have a – improving the drive system effi ciency low effi ciency, require a high installation by at least 25% effort with shafts and gearboxes dis- – a 2-3% L/D improvement in cruise tributed across most of the wing trailing – a 20% weight reduction of the fl ap edges and offer no functional fl exibility, track beam due to highly integrated e.g. differential surface defl ection. composite design – a 5% cost reduction in the manufactur- It is the target of NEFS to fundamentally ing and assembly of the fl ap track beam change the high lift drive system and due to the minimised number of parts structure presently installed in commer- – improved maintainability cial transport aircraft. It is proposed to – reduced installation effort (for design develop a distributed electrical fl ap drive and manufacturing). system that is completely integrated with the fl ap track beams. This new technol- Description of work ogy is an enabler for new functionalities, which are developed in related RTD proj- As a baseline for the boundary conditions ects like AWIATOR, NACRE or ATEFA. It and the assessment of improvements, will also allow an increase in the fault tol- reference data will be adopted from a erance of the high lift system. state-of-the-art commercial transport aircraft. Objectives One of the main criteria for the system to The main objective of NEFS is to replace be developed is the high requested level the traditional drive systems by a distrib- of redundancy, primarily concerning the uted electrical fl ap drive system that is motors and electronics. To address this completely integrated into the fl ap sup- problem, advanced redundancy concepts port structure. The transmission shaft will be developed.

82 Different drive system concepts are con- craft simulation and aircraft performance ceivable to reach the above-mentioned analysis. Results from this analysis may goals: a high torque/low speed approach reveal the necessity of additional moni- with a rather heavy motor, but possibly toring functions or tighter monitoring making an additional gearbox obsolete, thresholds. will be compared to a geared low torque/ high speed drive. The competing solutions Results will be developed by different partners. If successful, the NEFS fl ap drive and A highly integrated composite design support system will set a benchmark has to be realised to achieve a signifi cant for future aircraft models. The proposed weight reduction of 20% in the fl ap sup- approach will be fl exible enough to port structure compared to the metallic cover almost all kinds of high lift system reference. In order to integrate a maxi- requirements including advanced aircraft mum amount of composite expertise and wing confi gurations. into the design, two different concepts The results of NEFS will be reported and are developed by different partners. The engineering design recommendations concepts will be evaluated by all partners will be published in order to assure a and the best solution will be realised in seamless exploitation of results. Utilisa- the design and manufacturing phase. tion of this technology will signifi cantly During the drive system development contribute to the European aerospace it will be assured and verifi ed by CATIA industries’ capability of supplying prod- installation studies that the drive sys- ucts that can maintain 50% of the market tem fi ts into the limited space below the for large transport aircraft. track beam fairing, requiring a close link Although the European aircraft systems between system and structure develop- suppliers’ global market share is signifi - ment activities. cant, US system suppliers still have the The analysis of repercussions of system dominant position in almost all prod- performance and failures on aircraft uct groups, with the US industry being behaviour requires combined system-air- strongly supported by its government.

Approach of NEFS © Airbus Deutschland GmbH

83 NEFS RTD work will support the systems industries’ striving for hig hly competitive products and thus prepare the ground for a balanced market access comparable to the one achieved by Airbus. The same holds true for the partners involved in structure development.

Acronym: NEFS Name of proposal: New track-integrated Electrical single Flap drive System Contract number: AST5-CT-2006-030789 Instrument: STP Total cost: 6 128 977 € EU contribution: 3 600 000 € Call: FP6-2005-Aero-1 Starting date: 01.03.2007 Ending date: 28.02.2010 Duration: 36 months Objective: Competitiveness Research domain: Electric & Mechanical Systems Coordinator: Mr Christmann Markus EADS Deutschland GmbH, Corporate Research Centre Willy-Messerschmitt-Straße DE 81663 Munich E-mail: [email protected] Tel: +49 (0)89 607 20159 Fax: +49 (0)89 607 21717 EC Offi cer: J. Blondelle Partners: ACE GmbH – Advanced Composite Engineering DE BAE Systems (Operations) Ltd UK Diehl Avionik Systeme GmbH DE Deutsches Zentrum für Luft- und Raumfahrt e.V. DE Airbus Deutschland GmbH DE Goodrich Actuation Systems Ltd UK RUAG Aerospace CH SAAB AB (publ), Saab Avitronics SE Stridsberg Powertrain AB SE Helsinki University of Technology FI Institut für Verbundwerkstoffe GmbH DE Politechnika Warszawska (Warsaw University of Technology) PL

84 Strengthening Competitiveness DATAFORM Digitally Adjustable Tooling for manufacturing of Aircraft panels using multi-point FORMing methodology Background Objectives DATAFORM is highly innovative because it The main objectives of DATAFORM are the is rapid and cost-effective in panel form- development and application of digitally ing when compared to the traditional adjustable multi-point forming tooling solid die forming or increment forming and multi-point positioning tooling for technology. Today there are three main fabrication and assembly of aircraft pan- surface sheet forming technologies and els. In particular, DATAFORM will enable two thin-wall panel positioning technolo- fl exible and digital manufacturing of skin gies available for fabrication and assem- panels in aircraft bodies. bly of aircraft bodies in terms of rapid and The industrial and scientifi c objectives of economical production. Forming tech- the project are: nologies are well established: semi-die – to explore fundamental adjustable forming technologies, such as age creep multi-point tooling technology for forming and stretch forming; incremental forming and fabrication; forming technologies, such as the shot – to develop digitally adjustable multi- peen forming, laser forming and single- point tooling systems comprising point incremental forming; and dieless punch matrices to replace solid dies forming technologies, such as reconfi gu- or hard tooling; rable tool forming and multi-point form- – to realise rapid dieless forming of skin ing. The two positioning technologies panels and accurate jigless fabrication are simple modular fi xturing technolo- of panel segments; gies used to clamp parts for machining, – to investigate the implementation of and extremely expensive reconfi gurable the DATAFORM tooling in the manu- fi xturing technologies used to hold work facturing of aircraft products; pieces for inspection. With respect to cur- – to reduce tooling costs, set-up time, rent aircraft manufacturing technology, lead time and storage, and to increase the advantage of DATAFORM is fl exible tooling utilisation signifi cantly. dieless forming and extremely rapid jig- less positioning, which are two decisive It is the aim of DATAFORM to empower advantages regarding emerging new digitally adjustable tooling technology aeronautical production requirements. with a clear focus on its industrial use for In general, DATAFORM has the following aeronautics and to drive the rapid devel- advantages compared with other aircraft opment of fl exible tooling in manufactur- panels manufacturing technologies: high ing, which will lead to new processes and fl exibility, high effi ciency, large deforma- immediate industrial exploitation. The tion capability and low tooling cost. main advantageous features of DATA- FORM will be digital and universal with high fl exibility, compared with the present hard tooling for panel forming and panel fabrication.

85 The element group of a multi-point stretch-forming prototype developed by JLU © DATAFORM partner - JiLin University © DATAFORM

Description of work into a digitally adjustable tooling sys- tem, to optimise the developed fl exible DATAFORM addresses research into tooling and validate the tooling for dif- adjustable multi-point tooling technol- ferent applications. ogy, the development of digitally adjust- – WP5 focuses on the dissemination and able multi-point tooling, the innovation of exploitation of the R&D results of the fl exible fabrication tooling, applications of project. dieless forming tooling and jigless posi- – WP6 concerns all the management tioning tooling. The work plan is broken aspects of the project and the monitor- down into the following six Work Pack- ing of progress, identifying shortcomings ages (WP): and recommending remedial action. – WP1 focuses on the analysis of indi- vidual user needs and demands for Results digitally adjustable tooling, and will evaluate various fl exible tooling tech- DATAFORM will develop technologies and nologies. systems for the manufacturing of aircraft – WP2 aims to study the fundamentals panels. The main deliverables and expec- of multi-point forming methodology tations of the project are: and explore the capabilities of fl exible – A solution to the key technological fabrication tooling technology for air- problems of adjustable multi-point craft panels. tooling for the procedures of dieless – WP3 will build a novel and effi cient forming and jigless positioning of air- digitally adjustable multi-point tool- craft panels. ing system based on the principle of – The building of integrated CAD/CAE/ multi-point forming, and will develop CAT software and robotic control automatic robotic control techniques devices for the modular system to deal for a fl exible fabrication tooling. with the data exchange interface, dif- – WP4 aims to integrate the developed ferent material simulations and fabri- hardware and software components cation process control.

86 – The development and implementa- – DATAFORM will play a key role in real- tion of digitally adjustable multi-point ising the full potential of fl exible tool- tooling and techniques in the manu- ing by combining multi-point forming facture of aircraft products. Two pro- technology and computer-controlled totypes of dieless forming tooling and fabrication technology. jigless positioning tooling with punch matrices will be developed.

Acronym: DATAFORM Name of proposal: Digitally Adjustable Tooling for manufacturing of Aircraft panels using multi-point FORMing methodology Contract number: AST5-CT-2006-030877 Instrument: STP Total cost: 3 725 230 € EU contribution: 2 462 675 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 30.09.2009 Duration: 36 months Objective: Competitiveness Research domain: Manufacturing Website: http://www.cf.ac.uk Coordinator: Prof. Pham Duc Truong Manufacturing Engineering Centre (MEC), Cardiff University Queen’s Buildings, The Parade, Newport Road UK CF24 3AA Cardiff E-mail: [email protected] Tel: +44 (0)29 20874429 Fax: +44 (0)29 20874880 EC Offi cer: P. Perez-Illana Partners: Open Engineering S.A. BE Centre de Recherche en Aéronautique ASBL BE JiLin University CN KAYSER ITALIA IT SENER INGENIERIA Y SISTEMAS ES

87 Strengthening Competitiveness FANTASIA Flexible and Near-net-shape Generative Manufacturing Chains and Repair Techniques for Complex-shaped Aero-engine Parts

Background 3. Development of heat treatment cycles before and after laser treatment to get The aim of FANTASIA is to contribute microstructures and thermal stress towards winning global leadership for fi elds that meet the mechanical prop- European aeronautics by developing erties new fl exible and near-net-shape addi- 4. Determination of static and dynamic tive manufacturing chains and repair mechanical properties of the laser- techniques using laser metal deposition processed and heat-treated samples (LMD) and direct laser forming (DLF) together with correlation of these processes. These techniques, in combi- properties with microstructure and nation with conventional manufacturing stress fi elds processes, offer the possibility to realise 5. First time workout of acceptance plus a breakthrough in the manufacturing of a non-destructive test (NDT) inspec- aero-engine parts. In particular, the fol- tion criteria for LMD and DLF pro- lowing potential can be achieved: cess (correlations between tolerable 1. New design possibilities using the defects, microstructure, mechanical nearly unlimited geometrical freedom properties and process parameters) of DLF 6. Support of the process development 2. Decrease time efforts in the whole by simulation of temperature, stress life cycle of a part in the design and/ fi elds and microstructure formation or redesign phase, subsequent manu- to predict process parameters and facturing and the repair phase build-up strategies 3. Savings in production and raw mate- 7. Development of equipment for LMD rial costs due to reduced time effort and DLF processes: and raw material quantity to be used – processing heads, including powder in generative manufacturing feeding nozzles and shielding gas 4. Processability of conventional nickel units for 3D processing and titanium base alloys as well as – process chamber for DLF upcoming advanced materials like – software for Computer Aided Design / TiAl and Udimet 720. Computer Aided Manufacturing (CAD/ Objectives CAM) integration – sensors and systems for on-line pro- 1. Development of process layout for cess control LMD to achieve the required charac- 8. New manufacturing and repair chains teristics with respect to material, part by combining conventional (e.g. cast- quality and economy ing, milling, joining) and laser-based 2. First time development of process techniques (LMD, DLF). layout for DLF to achieve the required characteristics with respect to mate- rial, part quality and economy

88 HPT Casing of a BR715 aero engine made of Nimonic PE16 manufactured by Rolls-Royce Deutschland © Rolls-Royce Deutschland © Rolls-Royce

Description of work of this WP is the development of on-line process control methods. The work is divided into work packages (WP). Simultaneously with the process engi- neering in WP3, a geometrical and metal- In WP1, the test pieces and the additives lurgical examination of the test pieces will for LMD and DLF will be manufactured. be carried out in WP6. The additives (powder and wire) will be characterised. In WP 7, test pieces from different materi- als for mechanical testing are fabricated The aim of WP2 is the Finite Element with the suitable parameters determined modelling of LMD and DLF processes to in WP3. Different mechanical tests (e.g. generate input for the process develop- tensile and HCF tests) will be carried out. ment (WP3). The main focuses are the calculation of the temperature and stress To ensure the required and defect-free fi elds, as well as the microstructure for- structure of the processed parts, non- mation in dependence of process param- destructive tests (NDT) have to be carried eters and part geometry. out (WP8). In WP3, the process layout for LMD and Based on WPs 2-8, demonstration parts DLF will be developed for different materi- will be repaired and manufactured in WP9 als and part geometries. A further aspect using the developed techniques and pro- in WP3 is the development of suitable cess chains. This work package includes heat treatment procedures after LMD and the heat treatment, the fi nal machin- DLF processes. ing, NDT inspection and the mechanical tests. In WP4, hard- and software for both tech- niques will be developed, modifi ed and In WP10, a technical and economical tested. For quality assurance and reliable assessment of the results will be car- LMD and DLF, process monitoring and ried out. An additional essential aspect on-line process control systems will be is working out the acceptance and NDT developed and tested in WP5. The focus inspection criteria for LMD and DLF.

89 Results 3. Acceptance and NDT inspection crite- ria for LMD and DLF processes FANTASIA will deliver new manufactur- 4. Processability of new materials by ing and repair methods for use in ‘older LMD and DLF generation’ and in future advanced per- 5. Control methods for LMD and DLF for formance aero-engines. In addition, it will quality assurance contribute to a higher level of improve- 6. Heat treatment procedures before ment in the reduction of emissions, fuel and after laser treatment consumption, manufacturing and repair 7. Mechanical properties of LMD and costs, engine reliability and raw material DLF processed materials use that can be achieved in short, mid 8. Industrial equipment for LMD and and long-term development. The directly DLF exploitable outputs from FANTASIA will 9. Models for temperature, thermal be: stress and microstructure simulation 1. Advanced manufacturing and repair 10.New design possibilities by novel technologies using LMD and DLF for manufacturing techniques complex shaped parts 11.Requirement profi le for powder and 2. New manufacturing and repair chains wire additive materials. by combining conventional and laser- based techniques

High-integrated new cladding head for laser metal deposition © FANTASIA

90 Acronym: FANTASIA Name of proposal: Flexible and Near-net-shape Generative Manufacturing Chains and Repair Techniques for Complex-shaped Aero-engine Parts Contract number: AST5-CT-2006-030855 Instrument: STP Total cost: 6 483 880 € EU contribution: 3 781 040 € Call: FP6-2005-Aero-1 Starting date: 01.06.2006 Ending date: 31.05.2010 Duration: 48 months Objective: Competitiveness Research domain: Manufacturing Website: http://www.fantasia.aero Coordinator: Dr Wissenbach Konrad Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e. V. Hansastraße 27 C Steinbachstrasse 15 DE 52074 Aachen E-mail: [email protected] Tel: +49 (0)2418906147 Fax: +49 (0)2418906121 EC Offi cer: A. Podsadowski Partners: Rolls-Royce plc UK Industria de Turbo Propulsores, S. A. ES AVIO S.p.A. IT TURBOMECA FR University of Manchester UK TWI Ltd UK Asociación Industrial de Óptica, Color e Imagen ES TRUMPF Laser und Systemtechnik GmbH DE Riga Technical University LV TLS Technik GmbH & Co Spezialpulver KG DE CLFA - GROUPEMENT D’ETUDE ET DE RECHERCHE POUR LES APPLICATIONS DES LASERS DE PUISSANCE (GERAILP) FR Sulzer Innotec, Sulzer Markets and Technology Ltd CH Precitec KG DE SR Technics Switzerland CH Rheinisch-Westfälische Technische Hochschule Aachen DE BCT Steuerungs- und DV-Systeme GmbH DE INCODEV FR Council for Scientifi c and Industrial Research (CSIR) ZA

91 Strengthening Competitiveness

RAPOLAC Rapid Production of Large Aerospace Components

Background of this technology. Further work will defi ne material properties, achieve cer- Shaped metal deposition (SMD) is a pro- tifi cation for the process and widen the totyping system that allows complex parts range of materials which can be depos- to be built directly from a CAD model with ited. RAPOLAC will concentrate on aero- minimum fi nishing. The system builds space materials such as titanium, steels components layer by layer without the and nickel-based alloys, which are costly need for tooling. Complex parts can be and diffi cult to machine. This process made with improved material properties has attracted interest from several aero- and hybrid components can also be cre- space companies, but take-up is limited ated. because: The advantage of SMD is that complex – weld parameters vary according to parts, or those that need a lot of machin- the material, substrate, geometry and ing, can be made quickly and cheaply: in size some cases lead times have been reduced – the material properties are not well by 70%. The fi nished parts can also have understood improved material qualities, the process – the benefi ts of SMD over more tradi- has low to zero harmful emissions and tional processes are not clear. it does not require tooling. Uses include To validate SMD for commercial aero- rapid prototyping, one-off parts, repair, space use, exemplar parts containing and complex or hybrid components. diffi cult-to-manufacture features will The SMD rig consists of a robot with a TIG be constructed from a variety of mate- welding head and a manipulator, housed rials. Material characterisation will be inside a sealed chamber with wire fed in performed, and the process modelled from outside. The system welds the wire using FE and mechanical techniques. A in an inert argon atmosphere to prevent cost-benefi t analysis will be carried out the substrate, electrode and part reacting to compare SMD construction with tra- with atmospheric gases. Once used, the ditional manufacturing routes, allowing a argon can be safely vented via an extrac- business case to be put forward to encour- tion system, or re-circulated via a scrub- age take-up by SMEs. The time and mate- ber system. A water-cooled vision system rial savings are expected to make SMD an allows the welding arc to be viewed and attractive option for the manufacture of the size of the bead and weld pool to be large aerospace parts. monitored in real time. Features can be built in any orientation without the need Description of work for support structures. RAPOLAC’s aim is to validate SMD to Objectives manufacture aerospace parts in a variety of materials. To do this, the properties To exploit SMD technology fully within produced by different materials, geome- aerospace, it must be demonstrated that tries and deposition parameters must be it is a valid and cost-effective manufactur- catalogued, heat-treatments and machin- ing route. RAPOLAC will produce a busi- ing strategies developed, and the process ness case for SMD to ensure the take-up modelled and controlled.

92 WP1 will build the parts needed for the used entirely, and where hybrid manufac- microstructural analysis, fatigue and ture is more cost-effective. This will lead stress tests and will provide data for mod- to the creation of a business plan for SMD elling. It will also investigate the effects and encourage its take-up in industry. of different weld parameters, materials, substrates, part sizes and geometries, and Results test the control strategies developed. It will look at post-heat-treatment and machin- The fi nal deliverables for RAPOLAC have ing strategies for the fi nished parts. been chosen to improve process knowl- edge and to make SMD more attractive. WP2 will look at the properties of the parts produced, and develop a database Investigations will produce post-heat- of material properties, residual stresses treatment strategies, optimum weld and susceptibility to fracture. parameters and machining strategies for a variety of aerospace materials. These WP3 will develop both local models (opti- will be obtained by depositing parts and mising weld parameters to give the best obtaining micro-structural results, ten- material properties) and global robotic sile and fatigue test results, and surface models of the SMD process. analysis results. Mechatronic heat trans- WP4 will look at all aspects of the SMD fer models and residual stress models process and quantify its benefi ts, compar- will be created to help in this process. ing SMD with traditional manufacturing This information will allow the SMD pro- processes. It will highlight the cost and cess to be certifi ed for non-critical aero- environmental advantages and develop space applications for the materials and best practice manufacturing methods, parameters chosen, and will give compa- which will indicate where SMD should be nies confi dence in the process.

Close-up of the Kuka robot with attached welding head and camera, preparing to deposit a part © AMRC

93 As part of the drive to encourage SMD take-up, cost-benefi t reports will be pro- duced for SMD with respect to traditional processes, a business case for SMEs will be developed, and a best practice methodology for hybrid parts will be pro- duced. A website will be set up for the project, the papers used to publicise it and for workshops. Training modules will be developed for interested companies. The impact of the above deliverables will be: – Reduction of 60% in the lead time nec- essary to produce new parts through the elimination of tooling and the use of SMD parts as manufacturing proto- SMD engineer types examining a test – Reduction of 40% in the cost of manu- component facturing products through reducing © AMRC raw material use, fi nish machining and tooling – Reduction of 90% in the inventory held, since the only stock item is wire.

94 Acronym: RAPOLAC Name of proposal: Rapid Production of Large Aerospace Components Contract number: AST5-CT-2006-030953 Instrument: STP Total cost: 2 734 500 € EU contribution: 2 140 650 € Call: FP6-2005-Aero-1 Starting date: 01.01.2007 Ending date: 31.12.2009 Duration: 36 months Objective: Competitiveness Research domain: Manufacturing Website: http://www.rapolac.eu Coordinator: Dr Gault Rosemary University of Sheffi eld Western Bank UK S10 2TN Sheffi eld E-mail: [email protected] Tel: +44 (0)114 222 7866 Fax: +44 (0)114 222 7678 EC Offi cer: P. Perez-Illana Partners: DIAD srl IT Footprint Tools Ltd UK Instituto de Desarrollo Tecnológico para la Industria Química (Universidad Nacional del Litoral) AR K.U. Leuven Research and Development BE Metec Tecnologie snc IT SAMTECH s.a. BE Università degli Studi di Catania - Dipartimento di Ingegneria Elettrica Elettronica e dei Sistemi IT

95 Strengthening Competitiveness MAGFORMING Development of New Magnesium Forming Technologies for the Aeronautics Industry

Background It will be achieved by the following: 1. Methodologies for the preparation of Magnesium is highly attractive for realis- raw material for plastic deformation ing weight reduction in aeronautic struc- 2. Study of the lubrication needs of the tures due to its low density - 65% of that plastic forming of magnesium of aluminium. Magnesium wrought alloys can be made to have mechanical and sur- 3. The development of special heated face properties similar to those of alu- dies with controlled temperatures and minium. temperature gradients The most important advances of using 4. The development of cooling proce- magnesium shapes have been achieved dures, to attain the best qualities for in the automotive industry. Most projects the manufactured part were focused on cast alloys and meth- 5. The development of a press loading odologies. Only AEROMAG, in the Sixth application routine Framework Programme, is explicitly concerned with wrought aeronautic appli- 6. Some minor geometric modifi cations, cations. MAGFORMING complements within the parts design, using model- AEROMAG by developing forming tech- ling software, to make sure that the nologies. magnesium part meets the specifi ca- tions required by the end users. It is evident from current research that the products manufactured by forming Description of work processes of aluminium could be pro- duced by upgraded processes of magne- MAGFORMING is divided into parallel sium alloys, but in a completely different work packages which are related to the domain of parameters. However, this various developed technologies. Theses possibility is severely limited by the lack activities will be enveloped in four work of technologies in plastic processing and packages: Specifi cations and Testing & forming. Validation, before and after the above activities, respectively, and Dissemination Objectives & Exploitation and Assessment & Review during the duration of the project. The objective of MAGFORMING is to First, technology demonstrators (TDs) advance the state of the art in the technol- and alloys will be selected and a prelimi- ogy of plastic processing of wrought mag- nary estimation of production feasibility nesium alloys for aeronautical applications, and costs will be done. by developing tools and methodologies for industrial technologies, and showing their Then, the technological work packages feasibility in aeronautics. The measure for will begin: design and production of tools attaining the objective will be the fabrica- and dies and manufacturing process of tion of several prototypes, one or two for the TDs. Modelling and simulation will be each of the technologies. done before the design of tools and dies,

96 and between design and production of The specifi c expected results during the tools and dies. project are: 1. A list of parts (TDs) with specifi cations The last step after the production of the TDs will be a verifi cation of the required 2. Preliminary economic feasibility report mechanical properties and compatibility on the TDs checking to the required specifi cations, 3. Improved semi-fi nished material and as well as an estimation of complete cost lubrication (suitable for each technol- data for each technology process. ogy) The fi nal activity of the project will be a 4. Drawings of designed tools and dies textbook for each technology demonstra- (for each technology) tor, specifying the process and approving tests. 5. A prototype (TD) of each technology Results 6. Technology textbook and economic analysis for each TD. Aeronautics (decrease in the weight of aircraft), the environment (less fuel con- sumed) and metallurgy (development of new processes) will all benefi t from the consequences of the successful comple- tion of MAGFORMING.

97 Acronym: MAGFORMING Name of proposal: Development of New Magnesium Forming Technologies for the Aeronautics Industry Contract number: AST5-CT-2006-030852 Instrument: STP Total cost: 3 422 522 € EU contribution: 1 894 090 € Call: FP6-2005-Aero-1 Starting date: 01.08.2006 Ending date: 31.03.2009 Duration: 32 months Objective: Competitiveness Research domain: Structures & Materials Coordinator: Mr Fein Amir Palbam Metal Works - AMTS En Harod IL 18960 En Harod Ihud E-mail: [email protected] Tel: +972 (0)4 6530 700 Fax: +972 (0)4 6531 904 EC Offi cer: H. von den Driesch Partners: EADS Deutschland GmbH DE Magnesium Elektron Limited UK Airbus Deutschland GmbH DE Israel Aircraft Industries IL Liebherr Aerospace Toulouse S.A.S FR SMW Engineering Ltd RU Chemetall GmbH DE ULTRATECH SP.ZO.O. PL ALUBIN Ltd IL Charles University, Prague - Faculty of Mathematics and Physics, Department of Metal Physics CZ Universitat Hannover - IFUM DE

98 Strengthening Competitiveness PreCarBi Materials, Process and CAE Tools Development for Pre-impregnated Carbon Binder Yarn Preform Composites Background Objectives Composites are the material of choice The project includes three material spe- for many advanced aircraft structural cialist partners covering fi bre, resins and applications (A380 – 28% and Boeing 787 textiles, four selected research and uni- – 50% content) and have proven weight/ versity partners, a fi nite element software performance superiority over metals. company and four industrial partners The critical issues today are performance representing Europe’s aircraft manufac- improvements: the development of faster, turing industry. more cost effective manufacturing and The key project objectives are: simulation tools to optimise their manu- 1. the development of new binder yarns facture and design. and compatible epoxy resins Today’s manufacture of advanced com- 2. new energy and process effi cient posites uses either layers of pre-impreg- activation methods, suitable for rapid nated plies (prepregs), or resin infusion of manufacture, will be evaluated and dry textiles (liquid composite moulding or partially industrialised LCM) to form a laminate. Prepreg com- 3. modifi cations of existing AdTP (auto- posites give superior mechanical proper- mated tow placement) and textile ties due to toughened resins, but suffer machinery to suit binder yarn process- from high material costs, limited shape- ing ability, expensive manufacturing and lim- 4. a full materials testing program to ited shelf life. LCM can overcome many characterise the process and mechan- limitations, but must use low viscosity ical performance of binder yarn com- resins for infusion, which have a poorer posites. Detailed comparison with mechanical performance. competitive LCM and prepreg com- posites will be made and the data will The PreCarBi project will develop new provide input to the CAE (computer- materials (carbon fi bres and liquid resins) aided engineering) tools development/ as well as supporting technologies that validation and demonstrator parts bring together prepreg and LCM technol- manufacture, design and validation ogies to combine the advantages of each. 5. development/improvement of exist- Essentially pre-impregnated carbon fi bres ing CAE tools for impregnation, drape, with a polymer binder will be developed stress optimisation and cost will be for LCM and tow placement processes. undertaken and used to design the Activation via heat allows binder yarns to three chosen project demonstrator be repeatedly shaped prior to resin infu- parts. The fi nite element (FE) codes sion. The binder yarns enhance mechani- to be used are based on existing com- cal properties, have indefi nite shelf life, mercial composite software owned by and improve pre-form handling/trimming one of the partners and drapeability.

99 6. manufacture, CAE design and valida- Results tion of three challenging aircraft dem- The main project deliverables include: onstrator components will assess the 1. Development and industrialisation validity of the new technologies. of binder yarn reinforced composites with better toughness, improved com- Description of work pression after impact and better com- pression properties than conventional PreCarBi will develop a new manufactur- LCM composites. ing technology, including new base mate- 2. Development of a new resin system rials (binder yarns and compatible resins) that is fully compatible with the binder and textile preforms that will lead from yarn and the new processing demands conception to fi nal manufacture of three which conforms to current aerospace representative aircraft demonstrator com- requirements. ponents. The research will address tech- 3. Optimisation of yarn structure for faster niques such as effi cient heat activation and better impregnation by providing and effi cient preform construction that open carbon fi lament arrangements. is relevant to industrial manufacturing. 4. Development and industrialisation Special emphasis is placed on the work of composites suitable for plane, 2D needed for automated processes and in- and complex 3D geometries requiring process inspection techniques (to control drapeable fabrics, without compro- preform and fi nal composites quality). mising plane properties. An important focus of PreCarBi is the 5. Reduction of so-called ‘ply-drop-areas’ development of CAE and simulation tools by methods that can avoid/minimise this dedicated to virtual prototyping of process by continuous distribution (spread width and design of the binder yarn composites. of yarns that are fi xed by the binder) and These tools will be adapted from exist- tailoring of the yarn architecture. ing composite simulation FE software for Automated dry tow placement machines impregnation, draping and composites are highly effi cient, but at the moment design. The fi nal validation will be against demand expensive materials (slit tapes the three diverse demonstrator struc- extracted from prepregs) and energy con- tures. In this way software developments suming storage conditions. Binder yarn will be fully integrated into the research textiles could also be applied on these structure and will also provide the back- machines and have the benefi t that cold bone for an integrated virtual design of storage and hot curing conditions are not industrial parts. These tools will allow needed (energy savings). improved, optimal composite parts to be designed and manufactured. The selected The project will develop existing commer- software tools are commercial products cial FE software packages to simulate belonging to one of the project partners. infusion, draping and stress optimisation, Cost analysis and software tools are also and enable full advantage of these prop- included in the project. erties to be taken.

resin activation

1.binder yarn 2.activated 3. preform 4. composite binder yarn

100 Acronym: PreCarBi Name of proposal: Materials, Process and CAE Tools Development for Pre-impregnated Carbon Binder Yarn Preform Composites Contract number: AST5-CT-2006-030848 Instrument: STP Total cost: 3 946 970 € EU contribution: 2 329 500 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2009 Duration: 36 months Objective: Competitiveness Research domain: Structures & Materials Website: http://www.cranfi eld.ac.uk/sas/materials/ Coordinator: Prof. Pickett Anthony Cranfi eld University School of Applied Sciences Bedfordshire, Building 61 UK MK43 OAL Cranfi eld E-mail: a.k.pickett@cranfi eld.ac.uk Tel: +44 (0)1234 754034 Fax: +44 (0)1234 752473 EC Offi cer: H. von den Driesch Partners: Airbus Deutschland GmbH DE Airbus Espania SL ES Eurocopter Deutschland GmbH DE ESI Group FR Fischer Advanced Composite Components AG AT Sicamp AB SE Sigmatex (UK) Ltd UK Tono Tenax Europe GmbH DE University of Latvia, Institute of Polymer Mechanics LV Huntsman Advanced Composites CH Laboratory of Technology and Strength of Materials GR

101 Strengthening Competitiveness SENARIO Advanced sensors and novel concepts for intelligent and reliable processing in bonded repairs

Background Objectives Current economic world conditions The objectives of the project are to achieve: are forcing civil aircraft to operate well – a scientifi cally-based assignment of the beyond their original lifespan, resulting in correspondence between monitored the need for innovative repair techniques. dielectric properties and actual mate- The development of high strength fi bres rial state (Tg) for the adhesive material and adhesives has led to the invention of and the reinforcing composite; new methodology for the repair of metallic – the development of thermo-mechan- structures by adhesively bonding patches ical process simulation tools vali- manufactured by composite materials. dated on small coupons to correlate The biggest challenge in this fi eld is to the internal stress development with ensure compliance with increased qual- changes in the material state during ity standards required at their process- repair processes; ing and retrieve confi dent results on their – the incorporation of robust optical sen- integrity across their operational life. sors into repair patches to augment the information from the dielectric The fi eld repair is usually performed by sensors and provide a means of long- the use of ‘hot bonders’, a self-contained term repair integrity assessment; console that applies and controls heat – an intelligent online process guidance and vacuum/pressure over a repair patch, algorithm for ensuring a predefi ned primarily through a heating blanket. The cure advancement and minimum inter- thermocouple readings from the blanket nal stress development within the com- are currently used to assess the curing posite materials of the repair process; of the resin, through comparison of the – a wireless operation of non-intrusive actual temperature readings against the dielectric sensors for measuring the resin curing specifi cation. The hot bond- material state and the integrity of the ers cannot supply consistent and even adhesive material online; heat over the whole repair, due to several – a portable repair control console with inherent factors. multiple heating zones and blanket- The main limitation of existing technology mounted dielectric sensors with an in the bonding repair of aerospace struc- active link to blanket heaters; tures lies in the inability of the repair con- – an application of laser technology in trol systems to assess the actual material repair processes (cutting, heating) state and integrate the available tools and automated treatment of the repair (simulations, measurements, experience, surface; knowledge) into an intelligent material- – a multi-zone process control system based control system. demonstrated on large areas and thick components, capable of safely guiding optimal repair processes in terms of uniform cure advancement and glob- ally determining the fi nal material conditions.

102 Description of work Results The proposed research utilises: The proposed novel multi-zone integrated – extensively studied and widely appli- process control scheme gains full benefi t cable dielectric monitoring methods; from the use of multi-sensory devices – expertise in designing durable dielec- and the deployment of existing process tric sensors for monitoring resin cure, knowledge (including cure and stress adapted to process the monitoring of development) and enables the in situ bonded repairs; monitoring of the bonded repair and the – existing fi eld repair control equipment resulting adhesion quality at any stage in utilising heating blankets, with the the process, while offering a potential tool potential to incorporate multi-sensory for non-intrusive structural health moni- technology. toring. The development route includes: Given the successful implementation of – developing material models for the the scheme, the repair process uncer- cure process and the stress develop- tainty can be minimised or even elimi- ment; nated, thus contributing to the easier – enhanced thermomechanical simula- certifi cation and standardisation of the tion tools with integrated functionality repair procedures. The global nature of involving temperature effects, resin the multi-sensor and multi-zone control cure, heat transfer, contraction and scheme allows the single-step repair compaction; processes. This involves treating and co- – multi-material process optimisation curing the adhesive and reinforcing the tools and strategies connected with composite using portable and usable simulation tools and repair control repair systems, leading to increased equipment; safety and weight saving in the aircraft. – designing dielectric sensors with a The project results resolve signifi cant down-scaled sensing area according problems for two groups of end-users: to process requirements and capabili- – for the aerospace component manu- ties; facturers and repair centres: the lack – enabling wireless capability for the of standard, online and in situ infor- non-intrusive dielectric sensors in mation on and control of the bonding industrial operations; process and quality, and – adapting in-process optical fi bre sen- – for the manufacturers of process and sors operating alongside the dielectric repair support systems: the missing sensing; link between the advanced industrial – a miniaturised process monitoring simulation and control systems and modules with fast signal processing the developing material and process for integration with the portable repair monitoring technology. control equipment; – an intelligent model-based process guidance algorithm for single- or multi-zone heat actuation; – a gradual integration of the developed systems towards a repair process con- trol platform.

103 Acronym: SENARIO Name of proposal: Advanced sensors and novel concepts for intelligent and reliable processing in bonded repairs Contract number: AST5-CT-2006-030982 Instrument: STP Total cost: 2 771 935 € EU contribution: 1 789 355 € Call: FP6-2005-Aero-1 Starting date: 21.11.2006 Ending date: 20.10.2009 Duration: 36 months Objective: Competitiveness Research domain: Structures & Materials Coordinator: Dr Maistros George Integrated Aerospace Sciences Corporation (INASCO) 17, Tegeas St. GR Argyroupolis E-mail: [email protected] Tel: +30 (0)210 9943427 EC Offi cer: A. Podsadowski Partners: Laser Zentrum Hannover eV DE SENER INGENIERIA Y SISTEMAS ES GENERALE DE MICRO-INFORMATIQUE FR Tel Aviv University IL Israel Aircraft Industries Ltd IL FUNDACIÓN INASMET ES National Technical University of Athens GR Short Brothers PLC UK

104 Strengthening Competitiveness MOJO Modular Joints for Aircraft Composite Structures

Background adhesives allow a much more versatile application range than fi lm adhesives. State-of-the-art technology for the Signifi cant cost savings are obtained manufacturing of primary CFRP (Carbon through the option of automation, which Fiber Reinforced Polymer) aircraft struc- is heavily applied throughout the automo- tures is still prepreg (pre-impregnated) tive industry. technology. However, investigations have been carried out in recent years towards Objectives replacing this technology by cost-effi cient manufacturing processes. One of these The technical objective of MOJO is to processes is the resin transfer moulding develop a material-driven composite (RTM) process. With the RTM process, dry design philosophy. It combines the advan- textile preforms are placed in the mould tages of low-cost infi ltration processes, and injected with liquid resin after closing advanced preforming technology and the mould. Many preform technologies adhesive bonding, with the elimination are associated with the textile industry of fasteners. The manufacturing risk of where they have reached a high level of highly integrated parts is reduced through automation. However, for state-of-the-art the differential design with decreased CFRP components, the designs are often integration. The principle of MOJO lies in not driven by the composite materials; the design of CFRP joining elements for parts are manufactured and subsequently pure shear load transfer; peel stresses assembled with the use of fasteners. So are generally avoided. The shapes of the for joining cured parts, adhesive materials joining elements are defi ned by a number are becoming more important and paste of standard attachment situations. The

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Quality Assurance © EADS Deutschland GmbH

105 fi nal assembly of components and ele- Results ments is performed using adhesive bond- Year 1 ing. Tension loads in interfaces (e.g. skin – Test programme with harmonised test to spar) are handled using 3D stitching procedures technology. In combination with appropri- – Loom operational and ready for test ate preform architecture and design, high – Delivery of non-woven preforms with loads can be transferred without bolts. H, T and pi-Shape – Delivery of hedgehog tapes for pre- Description of work form assembly – Delivery of skins featuring tailored The project will focus on the development joints of three different joining elements. The project starts with WP2, ‘Requirements Year 2 and Design’. It gives a direct input of geo- – Software completed for weaving pi, T metrical and architectural requirements and H profi les for WP3, ‘Advancement of the Loom’. This – Verifi ed functionality of the loom, now work package is dealing with the build-up ready for production of a special automatic 3D-profi le weaving – Delivery of 3D woven preforms loom. – Delivery of skins featuring woven joints WP4: ‘Preforming’ will investigate other – Assessment of textile bonding meth- preform technologies. Furthermore, 3D ods completed reinforcement technologies, such as tuft- – First components bonded and ready ing and offl ine stitching, will be investi- for test gated. The preforms will also be used to – Establishment of a fl ow model which validate the tooling and infi ltration con- is verifi ed by tests cepts developed in WP5, ‘Infi ltration and – Design allowable for pressure-free Assembly’. The consolidated parts will bonded composites be provided for assembly, which is done – Completion of E, C and D-level testing using paste and fi lm adhesives. The bond- ing process is supported with analytical Year 3 and simulation methods. – Drawing set for A and B-level compo- nents Further simulation of failure mechanics – Report on infl uence of fi bre volume of the interface and the bond lines will be fraction orientation and crimp of investigated in WP6, ‘Structural Analysis woven profi les and Test’. This work package will also – Delivery of A and B-level structures provide the test data as well as estima- – Conclusion of A and B-level testing tions regarding cost and weight savings. – Catalogue of profi les for modular These data are used for further optimisa- joints tion of the preforming process. – Guidelines for modular joints WP7: ‘Quality Assurance’ is dedicated to The main outputs of the proposed MOJO evaluating non-destructive test meth- framework will ensure a strong strategic ods for modular joints. Furthermore, it impact by contributing to the two top- addresses the tolerance management level objectives identifi ed in the Strategic and possible damage repair scenarios Research Agenda: and methods will be investigated. – To meet society’s need for a more WP8 is ‘Exploitation and Dissemination’. effi cient, safer and environmentally friendly air transport – To win the global leadership for Euro- pean aeronautics by reinforcing com- petitiveness.

106 Acronym: MOJO Name of proposal: Modular Joints for Aircraft Composite Structures Contract number: AST5-CT-2006-030871 Instrument: STP Total cost: 4 731 101 € EU contribution: 2 545 823 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2009 Duration: 36 months Objective: Competitiveness Research domain: Structures & Materials Coordinator: Dr Körwien Thomas EADS Deutschland GmbH (for courier only: Wareneingang Geb 6.1 Ludwig-Bölkow-Alle, 85521 Ottobrunn, Germany) DE 81663 Munich E-mail: [email protected] Tel: +49 (0)89 60728722 Fax: +49 (0)89 60732158 EC Offi cer: P. Perez-Illana Partners: BITEAM AB SE Secar Technologie GmbH AT Royal Institute of TechnologyDepartment of Aeronautical and Vehicle Engineering SE Laboratory of Technology and Strength of Materials GR Vyzkumny a zkusebni letecky ustav CZ Dassault Aviation FR Eurocopter Deutschland GmbH DE EADS CCR FR Société Anonyme Belge de Constructions Aéronautiques BE Deutsches Zentrum für Luft und Raumfahrt e.V. DE Cooperative Research Centre for Advanced Composite Structures AU

107 Strengthening Competitiveness ABiTAS Advanced Bonding Technologies for Aircraft Structures

Background est to all. Due to the complexity of this challenging issue, collaboration on Aircraft manufacturers identifi ed a European level with support from some decades ago that the joining selected research institutions could of aircraft structural elements with be very benefi cial. adhesive bonding is a key technology to low weight, high fatigue resistance, ABiTAS is therefore clearly contrib- robustness and an attractive design uting to both the top-level objectives for cost structures. The early wooden identifi ed in the Strategic Research aircrafts, the De Havilland Mosquito, Agenda and the Vision 2020 report Fokker 50, Saab 2000 and the new Air- to meet society’s needs for a more bus A380 are milestones, which prove effi cient, safer and environmentally a long tradition of adhesive bonding friendly air transport and to win global in the aircraft industry. However, the leadership for European aeronautics. adhesive bonding of structural ele- ments is still restricted, mainly due Objectives to a lack of universal, economic and The central target of ABiTAS is the robust processing techniques. Fur- development of a more robust, fl exible ther technical progress in this area is and economic processing chain for the crucial for increased functional and assembly of structural elements made economic benefi t. from polymer composites and titanium It was identifi ed by different European by adhesive bonding in order to boost the aircraft manufacturers (producers feasibility of new structural concepts as of helicopters, civil and military jets) they are envisaged by a number of cur- that the advancement of adhesive rent European and national research and bonding technologies is of great inter- demonstrator projects.

Surface Treatment and Monitoring, Adhesive Application

108 Therefore ABiTAS aims at the following RTD groups, including a university four major innovations and their integra- from Greece. tion into one processing chain: The high complexity of the described – Reliable, fast and cost-effective pre- challenges and the limited time- treatments for polymer composites frame will force a parallel workfl ow and titanium alloys, which assure and require strong interconnection durable bonding and which are appli- between the partners. Starting with cable for automated processing collecting, structuring and assess- – On-line monitoring of the physico- ing the general and specifi c require- chemical state of treated polymer ments in Work Package 1, research composite surfaces for more effective and basic developmental work will quality control be performed in parallel in the fi eld – Adhesive chemistry, which enables of new adhesive development, auto- more fl exibility with processing and mated surface treatment and on-line assembly via bonding on command sensing of physico-chemical condi- and the introduction of new material tions at the surface (Work Packages functionalities 2, 3 and 4). The work on surface – Combination of advanced fi t analysis, pre-treatments and surface sensing automated bond-line gap adapted methods will be concerted to form a application and advanced assembly basis for the development of a closed technology, which incorporates tech- concept for on-line monitoring and niques for fast fi xation and reaction surface pre-treatment, which is to initiation to reduce assembly pressure be further developed and realised and to shorten cycle times. in Work Package 5. The processing Description of work technology for the new adhesive for- mulations will be developed in Work The trans-national consortium of 15 Package 6. Finally the prototypes partners is well prepared to achieve developed within Work Packages the objectives. It covers the full range 2, 5 and 6 will be combined into the of competencies required for all rel- envisaged novel processing chain, evant topics and is well balanced, due which will undergo a comprehen- to the involvement of major European sive and critical assessment in Work aerospace manufacturers, SMEs and Package 7.

109 Results All these achievements enable the set-up of advanced bonding processing, which The outputs of this project are the conse- allow the integration of processing steps, quent advancements of young technolo- reduction of heavy, costly manufactur- gies like: ing tooling and a cycle-time decrease in structural assembly. – automated surface pre-treatment – a fast laser triangulation-based fi t This will give the European aerospace analysis system industry the opportunity to supply less – gap-adapted application system and expensive products than their competi- new developments like: tors, reduce the direct operating costs – adhesives, which combine high and thus increase their market share. strength and durability with fl ex- ible processability like improved wetting behaviour, multiple cur- ing temperature or a bonding-on- command functionality, – a monitoring system for sens- ing the physico-chemical state on polymer composite surfaces in an industrial manufacturing environ- ment.

110 Acronym: ABiTAS Name of proposal: Advanced Bonding Technologies for Aircraft Structures Contract number: AST5-CT-2006-030996 Instrument: STP Total cost: 4 800 000 € EU contribution: 2 585 600 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 30.09.2009 Duration: 36 months Objective: 2 Research domain: 9 Coordinator: Dr Stöven Timo Airbus Deutschland GmbH Hünefeldstrasse 1-5 28199 Bremen DE - Germany E-mail: [email protected] Tel: +49 (0)421 538 6031 Fax: +49 (0)421 538 4482 EC Offi cer: J. Blondelle Partners: Airbus España, S.L. ES Airbus UK Ltd UK Eurocopter S.A.S. FR Eurocopter Deutschland GmbH DE Dassault Aviation FR EADS Deutschland GmbH - Corporate Research Center Germany DE EADS CCR FR Laboratory of Technology and Strength of Materials GR Fraunhofer-Gesellschaft zur Foerderung der angewandten Forschung e.V. DE ALENIA Aeronautica S.p.A. IT Huntsman Advanced Materials Europe CH Upper Austrian Research GmbH AT LLA Instruments GmbH DE EDF Polymer-Applikation Maschinenfabrik GmbH AT

111 Strengthening Competitiveness AUTOW Automated Preform Fabrication by Dry Tow Placement

Background Objectives The content of fi bre-reinforced materi- The aim of the project is the development als, or composites, in primary aircraft of a manufacturing technology for auto- structures continues to grow and with mated preforming, with a parallel devel- this growth comes the demand for con- opment of a design capability to match. tinuous improvements in manufacturing The AUTOW project will develop the tech- technology. nology by adapting existing automated The most common manufacturing tech- deposition capability for pre-impregnated nology for composites used today involves materials (prepregs) with the capabil- manual stacking of pre-impregnated ity to deposit dry fi bre tows, allowing the sheets of material, followed by curing fabrication of complex preforms. These in an autoclave. It uses complex tooling, can then be injected with a cost-effi cient, precludes a high level of part integration automated LCM process. The complexity and increases assembly effort, making it of the challenge to develop this new tech- a labour and capital-intensive manufac- nology is in the multidisciplinary approach turing method. required to adapt, develop and explore: – machine capability A novel manufacturing method, often – material format referred to as liquid composite moulding – processing windows (LCM), uses dry fabric which is preformed – an integrated design engineering into the component shape, placed in a approach. mould, subsequently injected with resin and cured. The advantages of this process The critical areas that will be developed are that it is possible to use cheaper mate- are: rials and simpler tooling. It also enables – advanced machine and materials cheaper processing and part integration, expertise to develop a material that thus reducing assembly costs. is compatible with the machine, will stick to the mould or substrate and So far, the potential advantages of LCM allow resin injection in a subsequent could not be achieved, because preform- LCM-process ing is either a manual process or an auto- – aerospace expertise to determine mated process with limited scope, such the scope and constraints of the new as weaving or braiding. fabrication capability with respect to Developing an innovative technology for preform shapes, fi bre trajectories and the automated fabrication of complex pre- processing parameters for relevant forms would overcome these problems. It applications could enable cost savings of up to 40% – expertise in material modelling, pro- in comparison with current technology, cess simulation, structural analysis due to cheaper part manufacturing, less and optimisation to obtain an integrated scrap, reduced assembly and increased design engineering approach for the accuracy. design of components to be made with the new fabrication capability.

112 Description of work Results Machine capability for dry tow placement The project will result in: will be developed fi rst by carrying out A new capability for automated preform adaptations of existing machines. The fabrication for LCM processes. machines will then be used to determine process window and preforming charac- The development of aerospace quality, teristics. Innovative lay-up tooling will carbon fi bre, dry tow material confi gura- be developed, addressing the problem of tion with binder, which can be handled by positioning the fi rst ply. the machine, will stick to the mould and is suffi ciently permeable to allow resin Material confi gurations will be developed injection. and approaches for the activation of the tackiness of the material will be studied. Processing windows for fabrication, options and limitations with respect to The materials will be tested for com- component shape and tow trajectories. patibility with the adapted machines. Subsequently the characteristics of the An integrated design engineering preforms will be determined: (shape-) approach with software capabilities for stability for handling purposes, and com- the design of components using dry tow pressibility and permeability for injection placement. purposes. A number of preforms will be A validated fabrication capability for the injected and cured to evaluate the detailed complete design-analysis-fabrication-test fi bre structure for modelling injection and cycle for a representative component. mechanical performance. The proposed research will contribute A design approach will be developed to towards realising a validated fabrication match the dry tow placement capability to technology for automated preform manu- account for the new options offered, such facture with advanced dry tow placement as fi bre steering. The envisaged inte- machines, which, in combination with grated design environment will not only automated liquid composite moulding combine the manufacturing constraints and curing, enables building compos- imposed by the tow-placement technol- ite structures for aerospace vehicles in ogy, but also fabrication issues associ- a fully automatic way. This will result in ated with the resin infusion process. considerable time and cost savings. The The new technology will be compared to possible cost reduction will strengthen baseline technology and validated by car- the competitiveness of the European rying out the complete cycle of design, Aerospace industry and is in line with the analysis, fabrication and testing using European Vision 2020 . a suitable component chosen during a workshop. The enhancement of the state-of-the- art achieved in this project will be sum- marised, and scope and guidelines for the new method will be presented as a manual for future designers.

113 Acronym: AUTOW Name of proposal: Automated Preform Fabrication by Dry Tow Placement Contract number: AST5-CT-2006-030771 Instrument: STP Total cost: 3 842 809 € EU contribution: 2 427 154 € Call: FP6-2005-Aero-1 Starting date: 01.01.2007 Ending date: 31.12.2009 Duration: 36 months Objective: Competitiveness Research domain: Structures & Materials Coordinator: Ir. Müller Marcelo Stichting Nationaal Lucht- en Ruimtevaartlaboratorium Anthony Fokkerweg 2, 1059 CM 90502 NL 1006 BM Amsterdam E-mail: [email protected] Tel: +31 (0)527 248 792 Fax: +31 (0)527 248 210 EC Offi cer: H. von den Driesch Partners: Dassault Aviation FR Delft University of Technology NL EADS CCR FR Hexcel Reinforcements FR Israel Aircraft Industries IL Katholieke Universiteit Leuven BE KSL Keilmann Sondermaschinenbau GmbH DE Offi ce National d’Etudes et de Recherches Aérospatiales FR Universität Stuttgart DE Vyzkumny a zkusebni letecky ustav CZ

114 Strengthening Competitiveness BEARINGS New generation of aeronautical bearings for extreme environmental constraints

Background focus on the understanding of degrada- tion phenomena and the defi nition of Bleed systems decrease pressure and new bearing materials, processes and temperature to levels acceptable for designs in order to answer the following downstream pipes and the air cooling constraints: system. Bleed valves, which regulate the – corrosion and oxidation resistance pressure, have a strong safety issue: their – impact resistance failure can lead to aircraft depressurisa- – low friction torque (constant during tion with the immediate request to land lifetime) at the closest airport. In addition to all – load variation resistance (0 to 5000 the direct consequences on passengers/ MPa) crews’ comfort, fl ight delay and traffi c – taking place in extreme environmental management, failures have a strong eco- working conditions with temperatures nomic impact on airliners: a diversion is of about 550°C and vibration levels at estimated to cost up to € 150 000. In 2004, about 25g. An additional constraint ten diversions resulting from valve fail- will be that only dry lubricants will be ure were reported for the AIRBUS fl eet authorised. alone. BEARINGS detailed objectives are: Valve failures, resulting from ball bearing 1. To better understand the degradations blockages, are due to fretting and false encountered in bearings, using recent Brinelling, known to occur in quasi-static advances in contact modelling; assemblies in a vibratory environment. 2. To propose innovative materials (bulk, Due to the power increase in new aircraft smart sintered, nanomaterials) and engines and the extended service life of adapted processes; existing aircraft, vibration levels around 3. To propose relevant bearing designs. engines are becoming extremely strong (about 25g). Temperatures can also reach To overcome the limitations, BEARINGS up to 550°C. Systems surrounding engine will introduce nanomaterials in aeronau- zones are therefore submitted to new and tical applications in order to reach the extreme environmental constraints. necessary properties in terms of hard- ness, toughness and strength. Even if the tendency is to develop more electrical aircraft, most of the aircraft Description of work developed today, based on bleed sys- tems, will still be in use over the next 20 BEARINGS will reach the objectives years and these issues have to be solved. defi ned due to advanced innovations in: Today’s bearing designs and materials – Tribology are no longer suitable. – Powder design and manufacturing – Spraying processes Objectives and because of technological develop- The main objective of the BEARINGS ments focused on improving: project is to develop a new generation of – Tribological test-bench capabilities aeronautical bearings for extreme envi- – Component test-bench capabilities ronmental constraints. The project will – Valve design integration.

115 The innovations can be summarised as: – Innovation No. 6: Responsible nano- – Innovation No. 1: Adaptation and technology approach by using nano- improvement of a new tribological materials in agglomerated forms to methodology based on numerical avoid the release of nanoparticles in modelling, tribological characterisa- the environment which may affect tion and analyses with the objective human health. of proposing a bearing generic model – Innovation No. 7: Innovative, smart defi nition. nano-composite sintered materials – Innovation No. 2: A better assess- with dry solid lubricants. ment of the local contact solicitations (amplitudes, directions and frequen- Results cies). – Innovation No. 3: Measure and intro- BEARINGS provides a unique opportunity duce new material behaviour laws, to maintain European air systems and which are relevant to the problems bearings suppliers’ leadership by offer- with bearings, to greatly improve a ing a superior and affordable European new tribological methodology. technology, which supports an invalu- – Innovation No. 4: Improved under- able strategic advantage for European standing and modelling of the for- airframe manufacturers and airliners. As mation of the Superfi cial Tribological BEARINGS will be a technological break- Transformations. through, they will also have a consider- – Innovation No. 5: Large degree of free- able advantage on the world market. dom in designing/conceiving/produc- Advances in the associated scientifi c/ ing tribomaterial systems adapted to technological fi elds will give a strong material property expectations. advantage to the equipment supply chain and SMEs by improving their own skills

116 and developing new ones. These compe- – the sectors which need to fi nd cor- tences will also be valid for sectors other rosion resistant materials to replace than aeronautics. chrome VI. Strong economic impacts are also expected for: – the sectors which use solid lubricant bearings;

Acronym: BEARINGS Name of proposal: New generation of aeronautical bearings for extreme environmental constraints Contract number: AST5-CT-2006-030937 Instrument: STP Total cost: 3 763 023 € EU contribution: 2 000 000 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2009 Duration: 36 months Objective: Competitiveness Research domain: Structures & Materials Coordinator: Dr Duquesne Nathalie Liebherr Aerospace Toulouse 408 avenue des Etats-Unis, BP52010 FR 31016 Toulouse Cedex 2 E-mail: [email protected] Tel: +33 (0)5 6135 22 58 Fax: +33 (0)5 61 35 29 52 EC Offi cer: M. Brusati Partners: První brnenská strojírna Velká Bítes, a.s. CZ SKF Aerospace France FR The Provost, Fellows and Scholars of the College of the Holy and Undivided Trinity of Queen Elizabeth near Dublin IE Budapest University of Technology and Economics HU Institut National des Sciences Appliquées de Lyon FR Consorzio per lo sviluppo dei sistemi a grande interfase - CSGI IT MBN Nanomaterialia S.p.A. IT ARC Seibersdorf Research GmbH AT Instytut Obrobki Plastycznej (Metal Forming Institute) PL PyroGenesis SA GR

117 Strengthening Competitiveness

TATMo Turbulence and transition modelling for special turbomachinery applications

Background Agenda and the Vision 2020 report, TATMo represents a major contribution to both of Today’s turbomachinery bladings for tur- these high-level objectives: bines can reach extremely high levels – to meet society’s needs for a more of effi ciency at high levels of Reynolds effi cient, safer and environmentally numbers. Low pressure turbines (LPT) friendly air transport. are operating at low Reynolds numbers – to win global leadership for European which make them more sensitive to fl ow aeronautics, with a competitive supply separation and may cause large aero- chain, including small and medium dynamic losses. In addition, the current enterprises. trend in LPT is to reduce the blade count (i.e. reduce the weight) resulting in more TATMo will improve calculation capa- lift on each airfoil. For these reasons, bilities by a better modelling of the fl ow special design features are necessary for with and without span-wise roughness LPT in order to preserve high levels of elements and synthetic jets, which is effi ciency. If the high lift blade philosophy necessary for the prediction of these is to be maintained, these measures may complicated fl ow fi elds and the losses, need to be refl ected in special designs or through improved design tools. in the application of perturbation devices An improvement of simulation tools on the suction side of the blade prevent- and understanding of the physics dom- ing or reducing the massive separations inating the very low Reynolds number near mid-span. fl ows over the compressor and turbine Within the TATMo project, these measures blades will: intend to preserve high levels of lift while – enable the designers to reduce the increasing the effi ciency. In addition, the number of engine design iterations existing database for higher Reynolds by providing the right design the fi rst numbers, as a result of the Fifth Frame- time, work Programme project UTAT, will be – lead to more effi cient and lighter extended to lower Reynolds numbers. designs and thus to a reduction in the aircraft fuel burn which fi nally cuts the The performance of compressor blades emission of CO . will also be adressed by lowering or avoid- 2 ing the detrimental corner separations by Description of work means of suction and blowing. Addition- ally, the effects of real geometry such as The TATMo project contributes to the fi llet radius, weld and wall roughness on above-mentioned objectives of the the effi ciency will be assessed. aeronautics priorities by combining experimental and analytical studies of Objectives compressor and turbine fl ows. The most appropriate test cases are chosen with In conjunction with the two top-level objec- the help of preliminary CFD computa- tives identifi ed in the Strategic Research tions.

118 The investigation for LPTs comprises: be investigated. The test cases, as defi ned – a fl at plate with a typical LPT pressure in a Computational Fluid Dynamics test distribution without upstream wakes, matrix, will be verifi ed with the differ- – a fl at plate facility with incoming ent turbulence models. The modelling wakes, work will be mainly done by the research – a cascade at design Mach number with establishments and the academic TATMo and without an upstream high-speed partners, while the verifi cation work is wake generator. primarily performed by the industrial partners. The critical Reynolds number is deter- mined for three designs where mas- Results sive separation occurs. All designs have the same turning but have two different The understanding of the physics of suction side diffusions and two different separations in highly loaded compres- pitch-to-chord ratios. sor and turbine blades of axial fl ow turbomachines and the assessment of Benchmark tests for code validation of the potential benefi t of active and pas- compressors with real geometry effects sive devices is a prerequisite to reduce and for the LPT’s very low Reynolds num- the losses and signifi cantly increase the ber high lift designs, with and without effi ciency of (low-pressure) turbines and roughness elements or synthetic jets, are compressors of an aero-engine. More- generated. over, the higher possible load of the To account for specifi c fl ow phenomena blades will decrease the weight of the and roughness effects, a range of differ- engine and hence reduce the specifi c ent concepts of turbulence modelling will fuel consumption.

Cascade test section in the wind tunnel at VKI © Courtesy of VKI - von Karman Institute, Belgium Karman Institute, of VKI - von © Courtesy

119 Visualisation of calculation results: total-pressure distriution of a fl ow through a compressor cascade © Courtesy of Berlin University of Technology, Germany of Technology, of Berlin University © Courtesy

The exploitable outcomes of TATMo will – Database and validated modelling of be: active fl ow control devices for highly – Improved aerodynamic simulation loaded compressor blades on the tools through code calibration and blade and on the casing, validation against high quality mea- – Derivation of new design rules for surements, compressor and turbine blades in – Improved understanding of the phys- the very low Reynolds number fl ow ics of low Reynolds number fl ows, regime. – New views and insights into a mas- In light of the arguments elaborated sively separated fl ow fi eld by means above, the TATMo project outcomes will of newly developed unsteady mea- have a signifi cant benefi cial impact on surement techniques, the competitiveness of the European – Database and validated modelling of aeronautic industry. perturbation devices for highly loaded turbine blades,

120 Acronym: TATMo Name of proposal: Turbulence and transition modelling for special turbomachinery applications Contract number: AST5-CT-2006-030939 Instrument: STP Total cost: 4 905 970 € EU contribution: 2 999 908 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 30.09.2009 Duration: 36 months Objective: Competitiveness Research domain: Propulsion Website: http://www.tatmo.eu Coordinator: Mr Servaty Stephan MTU Aero Engines GmbH Dachauer Strasse 665 DE 80995 Munich E-mail: [email protected] Tel: +49 (0)89 1489 4261 Fax: +49 (0)89 1489 99977 EC Offi cer: R. Denos Partners: SNECMA FR AVIO S.p.A. IT Industria de Turbopropulsores, S.A ES Techspace Aero S.A. BE Rolls-Royce Deutschland Ltd & Co. KG DE Deutsches Zentrum für Luft- und Raumfahrt e. V. DE Offi ce National d’Etudes et de Recherches Aérospatiales FR Universita’ degli Studi di Firenze - Dipartimento di Energetica ‘Sergio Stecci’ IT Centre de Recherche en Aéronautique, ASBL BE Technical University of Berlin DE The Chancellor, Masters and Scholars of the University of Cambridge UK von Karman Institute BE Università degli Studi di Genova - Dipartimento di Macchine, Sistemi Energetici e Trasporti IT Universidad Politecnica de Madrid ES Imperial College of Science, Technology and Medicine UK

121 Strengthening Competitiveness PREMECCY Predictive methods for combined cycle fatigue in gas turbine blades

Background and a similar proportion of in-service problems. The primary objective of PRE- The modern gas turbine is a complex MECCY is to develop new and improved machine, the design and development of CCF prediction methods for use in the which takes many months and costs mil- design process. These will halve the num- lions of euros. The European gas turbine ber of development and in-service CCF manufacturing industry is under pressure problems, thereby reducing the time and to minimise the resources required to cost required to develop a new engine and bring a new design to market due to global reducing the operating costs once in ser- competitive pressure and increasing cus- vice. They will also enable the design of tomer expectations. Accurate design and lighter, more effi cient blades, reducing prediction tools are key to success in this engine Specifi c Fuel Consumption. process. In order to develop the new prediction PREMECCY identifi es the fi eld of rotor methods the project will fi rst generate blade combined cycle fatigue (CCF) as high quality material test data. All the an area where there are shortcomings in industrial partners are in a position to the existing industry-standard design and exploit the resulting methodologies within prediction tools, and thus where signifi - their existing design processes. cant benefi ts can be achieved. Rotor blade CCF accounts for up to 40% of Objectives the total number of issues that arise dur- The fundamental aim of the PREMECCY ing an engine development programme project is to deliver new and improved combined cycle fatigue (CCF) prediction tools for exploitation in the industrial design process. This will be achieved through a programme of material char- acterisation and advanced testing. The current industry standard assess- ment of High Cycle Fatigue integrity at the component design stage is based on the Goodman or modifi ed Goodman (range- mean) approach. The Goodman method has been in existence for over a century and is undoubtedly a valuable tool for the mechanical design engineer. However, the demand for ever more powerful, effi cient, reliable and safe gas turbines has led to a greater and greater complexity in rotor blade design. This leads to a state of affairs where the number of variables associated with the true component HCF integrity in the engine environment outnumber those

© Rolls-Royce, 2007 © Rolls-Royce, considered at the design phase.

122 To meet these objectives the project will Methods development carry out the following key tasks: The industrial partners will identify which – design advanced test specimens, rep- modelling approach has the most potential resentative of rotor blade critical fea- for application at the component level. Based tures; on this they will develop advanced engineer- – defi ne and execute a matrix of tradi- ing approaches that can be applied in the tional testing to fully characterise the design process and that will offer improve- selected materials; ments in both accuracy and timescale com- – modify existing test rigs to allow CCF pared with existing design capabilities. testing of advanced specimens; – defi ne and execute advanced speci- Results men testing to explore a range of CCF mechanisms on life; This programme will yield the following – develop new and enhanced CCF pre- deliverables: diction methods. 1. A comprehensive database and reports characterising the HCF and CCF response Description of work of three gas turbine blade materials. 2. Validated engineering methods for The project can be broken down into the prediction of component HCF and CCF following sections: strength and life. Materials selection 3. New and improved models accurately describing the behaviour of features The consortium partners have agreed upon subjected to HCF and CCF. three key expanding materials, including: 4. Enhanced HCF and CCF test rigs capa- 1. Titanium 6.2.4.2, used in IP and HP bilities. compressor rotor and stator compo- nents These deliverables can be linked to direct 2. Inconel 713LC, nickel alloy used in LP and indirect economic benefi ts. turbine blade and vanes Direct – Reduced development lead-time/ 3. CMSX4, nickel alloy typically used in development cost/engine operating cost, HP and IP turbine blades and vanes increased competitiveness and hence Specimen design market share and improved profi tability. PREMECCY will adopt the aerofoil-like Indirect – Improved airline profi tability, working section that was shown to be increased supplier revenues, reduced effective in a previous Fifth Framework cost of air travel and other gas turbine Programme named RAMGT. Detailed services such as electricity, shipping and design, including the defi nition of criti- fossil fuel supply. cal features will be carried out using the Impact on society includes: latest design and fi nite element analysis Quality of life – improved aircraft reliability techniques. will improve the passenger experience and Material testing the effi ciency of air traffi c operations. Sav- ings are likely to be passed on to the cus- The reality of gas turbine rotor blade tomer who will thus enjoy improved service resonance is that the alternating loads at reduced cost. Improving competitiveness are typically generated by a fl ap or tor- will also safeguard highly skilled jobs. sional mode-shape resonance resulting in a stress fi eld that is considerably more Environment – improvements in the effi - complex than that generated in traditional ciency of the gas turbine as a result of tests. In order to carry out a representa- PREMECCY will contribute to a reduction tive test a more advanced test rig will be in fossil fuel usage and hence in CO2 emis- developed. sions which are linked to climate change.

123 Acronym: PREMECCY Name of proposal: Predictive methods for combined cycle fatigue in gas turbine blades Contract number: AST5-CT-2006-030889 Instrument: STP Total cost: 6 729 345 € EU contribution: 3 708 882 € Call: FP6-2005-Aero-1 Starting date: 01.06.2006 Ending date: 31.05.2010 Duration: 48 months Objective: Competitiveness Research domain: Propulsion Coordinator: Mr Webster Adrian Rolls-Royce plc 65 Buckingham Gate UK SW1E 6AT London E-mail: [email protected] Tel: +44 (0)1332 243528 Fax: +44 (0)1332 243530 EC Offi cer: D. Chiron Partners: Rolls-Royce Deutschland Ltd & Co KG DE INDUSTRIA DE TURBO PROPULSORES, S.A. ES TURBOMECA FR SNECMA FR AVIO S.p.A. IT MTU Aero Engines GmbH DE Siemens Industrial Turbomachinery Ltd UK Volvo Aero Corporation SE FUNDACION INASMET ES Technische Universität Dresden DE Association pour la Recherche et le Développement des Méthodes et Processus Industriels FR CENTRALE RECHERCHE S.A. FR Institute of Physics of Materials, Academy of Sciences of the Czech Republic CZ POLITECNICO DI MILANO IT

124 Strengthening Competitiveness HEATTOP Accurate high-temperature engine aero-thermal measurements for gas turbine life otimisation, performance and condition monitoring

Background – Measurement of gas temperature, pressure, fl ow and blade tip clearances Instrumentation is a key generic technol- at very high temperatures (>1000°C); ogy in the gas turbine industry that infl u- – Measurement of component tem- ences the development cost, effi ciency and peratures in the hottest parts of the competitiveness of gas turbine products. engine; The very hostile gas turbine environment – Measurement of component vibration presents unique challenges for instru- on very hot components. mentation. The drive to greater effi ciency is steadily raising the temperatures and Objectives pressures in engines, and this further The objectives of HEATTOP are: increases the challenge to the instrumen- – Reduced measurement uncertainty for tation. The cross sector impact of short- design validation, enabling improved falls in current instrumentation capability engine performance in new products; was assessed by the Fifth Framework – Instruments for validation of design Programme’s European virtual institute in parts of engines which are inac- for gas turbine instrumentation (EVI-GTI) cessible with current state-of-the-art thematic network. EVI-GTI (www.evi-gti. instruments; com) identifi ed three areas where the lack – Reduced engine development costs of adequate instrumentation capability is through more direct measurements of perceived to be either holding back gas key component performance, reducing turbine engine development, or leading to the amount of special testing required; increased uncertainty in design methods – Reduced cost of product ownership and component life prediction: through reduced component life pre- diction uncertainty and therefore

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125 reduced parts consumption, and the fi nal specifi cations will meet the aero improved product performance giving engine manufacturers’ needs. reduced fuel burn; The four technical Work Packages are led – Sensors enabling better engine con- by engine OEMs (original equipment man- trol and monitoring; ufacturers) or by experienced industries – Validation of all technology develop- or research institutes. Work packages, ments within the project in repre- tasks and sub-tasks have been chosen sentative environments to provide and distributed amongst the partners in instruments suitable for utilisation such a way that all consortium work is within three years. complementary rather than competitive. To achieve these objectives within a period The Work Packages for validation of sen- of three years, the work programme will sors in test vehicles will verify if the idea develop measurement technologies in behind the development works out. If the four areas: prototype rig test of a technology gives – Quantum step of thermocouple tech- promising results, the technology will go nology for use at very high tempera- into the fi nal engine tests which will be tures; done on production aircraft engines and – Advanced, highly accurate, high tem- power gas turbines. perature, surface temperature mea- surements; Results – Advanced gas path aerodynamic mea- surements for high temperatures; The expected results are: – Clearance measurements at high tem- – Understanding the impact of the expo- peratures for long-term monitoring. sure of new sensor technologies to very hostile environments, which have Description of work been previously used in laboratory conditions only; There are nine Work Packages in total: – Reports on rig and engine tests, vali- four technical Work Packages for sensor dating the technology readiness of the development (as listed above) and two newly developed measurement capa- Work Packages for sensor validation in bilities; test facilities. The other Work Packages – Sensor data from in-engine operation are dedicated to defi nitions of targets, including the uncertainty analysis of coordination and project management, the results; and dissemination of results. – OEMs will use sensors for developing The four technical Work Packages will be new improved products, and monitor- performed in parallel, followed by tests ing and control applications to reduce in rigs and production engines. Although cost of ownership of new products; there will be sensor development work – Vendors (SMEs, instrumentation sup- in each of them, they have been set up ply chain) will ensure a rapid commer- according to the technical problem to be cial exploitation of results by producing solved rather than according to the tech- and selling sensors to the gas turbine nology used for the solution. This will OEMs; guarantee that the focus is on the solu- – Academia will publish knowledge of tion of the problem rather than on the new technologies to stimulate further technology only. advances in the fi eld; – Dissemination of information on Coordination and project management technology developments in sensing will be led by Siemens Power Generation. technology for harsh environments The defi nitions will be led by the European through EVI-GTI open conferences and leaders in aero engines to make sure that meetings.

126 Acronym: HEATTOP Name of proposal: Accurate high-temperature engine aero-thermal measurements for gas turbine life otimisation, performance and condition monitoring Contract number: AST5-CT-2006-030696 Instrument: STP Total cost: 8 848 004 € EU contribution: 5 219 660 € Call: FP6-2005-Aero-1 Starting date: 01.08.2006 Ending date: 31.07.2009 Duration: 36 months Objective: Competitiveness Research domain: Propulsion Coordinator: Flohr Patrick Siemens AG, Power Generation PE53 Gas Turbine Diagnostics Mellinghoferstr. 55 DE 45473 Mülheim a.d. Ruhr E-mail: patrick.fl [email protected] Tel: +49 (0)208 456 4757 Fax: +49 (0)208 456 2714 EC Offi cer: R. Denos Partners: Rolls-Royce Group plc UK Volvo Aero Corporation SE Vibro-Meter SA CH Meggitt (UK) Ltd trading as Vibro-Meter UK UK KEMA Nederland B.V. NL CESI Ricerca - Centro Elettrotecnico Sperimentale Italiano Giacinto Motta SpA IT Farran Technology Limited IE Von Karman Institute for Fluid Dynamics BE Oxsensis Ltd UK Advanced Optics Solutions (AOS) GmbH DE Auxitrol SA FR Institut für Physikalische Hoch-Technologie (IPHT) DE The Chancellor, Masters and Scholars of the University of Cambridge UK University of Lund SE ONERA FR The Chancellor, Masters and Scholars of the University of Oxford UK

127 Strengthening Competitiveness NICE-TRIP Novel Innovative Competitive Effective Tilt-Rotor Integrated Project

Background were conducted such as RHILP, ACT-TILT, DART, TRISYD, TILTAERO and ADYN. Stud- A tilt-rotor is a vehicle which is designed ies and development were also conducted to take off and land vertically like a heli- under national support, more specifi cally copter and cruise like a fi xed-wing aero- for the tilt-rotor blade development under plane by tilting its propellers. The USA French government support. has a lead over Europe as the only country with fl ying tilt-rotors. Besides generating important knowledge, these projects have demonstrated techni- The European rotorcraft community has cal feasibility in relation to key tilt-rotor been engaged in studies on the tilt-rotor specifi c issues in aerodynamics, dynam- concept since the mid 1980s, particularly ics, mechanics, rotor or fl ight control. within the EUREKA programme (EURO- FAR project). This initiative led to further Objectives studies and the bases were defi ned for a programme aiming to fl y a tilt-rotor The ERICA concept and architecture are demonstrator by the early 2010s, open- very much innovative for tilt-rotor. Their ing the way for a possible fi rst commer- implementation requires the develop- cial aircraft. A research and development ment of new features and achieving tech- roadmap was defi ned and progressively nological breakthroughs, as was done in implemented through several projects. previous EU projects with full-scale man- In particular, several EU-funded projects ufacturing of a rotor hub and a gearbox,

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elastomeric components, mixed metal- – Design of the main tilt-rotor elements lic/composite material pieces, advanced and their integration environment: manufacturing processes, optimised rotor fuselage, wing, tail surfaces, nacelle blades, advanced control features, fl y-by- and engine integration, drive system, wire/light technology, active side-stick, rotor system, fl ight control system, enhanced fl ight mechanics models, etc. hydraulic system, electrical system and fuel system. General CAD integra- The NICE-TRIP project will continue along tion of subsystems. this innovation track and develop new fea- – Manufacture and integration of criti- tures such as: cal tilt-rotor parts: rotor hub, blades, – the integration of critical technologies drive system, drive system housing. developed in previous projects; – Design and development of a rig for – the design and manufacture of full- full-scale prop rotor gearbox (PRGB) scale tilt-rotor parts; and housing testing, and for whirl – the defi nition of new generation actua- tower tests of the integration of rotor tors (for nacelle, wing, rotor); hub, blades and PRGB. – the development of a powered full-span – Full-scale testing: functional, kinemat- mock-up (scale 1/5), fully movable; ics and performance of the critical parts – the development of new types of test- (gearbox, input module, blades, rotor ing rigs to accommodate the novel hub) under representative hover loads. features and to produce the much – Design, development and integration demanding tilt-rotor environment of a large-scale (1/5) full-span pow- (aerodynamics, loads); ered model for assessing, through – the analysis of the integration of tilt- wind tunnel tests, aerodynamic inter- rotors in air traffi c management/con- ference in helicopter, conversion and trol. fi xed-wing modes. Description of work – Design and development of a full-span modular model (scale 1/8) for evaluat- The following topics are addressed by this ing the aerodynamic coeffi cients of the project: aircraft through wind tunnel tests.

129 – Design and development of a small- Results scale partial model of nacelle, for The NICE-TRIP results will be: optimising the interference between – Research in several topics: fl ight nacelle and engine through wind tun- mechanics modelling, aeromechan- nel tests. ics modelling, simulation and com- – Wind tunnel testing in appropriate facil- putation codes improvement, aircraft ities with the full-span modular model. performance prediction, handling – Provision of appropriate full-scale qualities, aero-elasticity and aero- and wind tunnel data for the assess- acoustic prediction, stress calcula- ment of the tilt-rotor fl ight demon- tion, materials. strator and weight/cost/reliability of a – Teaching and training programmes in production aircraft. aeronautics with enhanced tools. The associated scientifi c and operational – Exploitation for research and studies topics are: of the powered full-span mock-up – Consolidation and validation of com- and ground testing tilt-rotor parts putation codes: fl ight mechanics, built in the project. CFD, aero-elastic, aero-acoustic and – Exploitation for research and develop- performance. ment of the enhanced testing facilities – Consolidation of the aircraft char- built in the project. acteristics and architecture require- – Development of improved elements ments: aircraft performance, general of traditional rotorcrafts (rotor, drive design, loads, handling qualities, train) for more effi cient and competi- aerodynamics, dynamics. tive products, including new manu- – Investigation of the tilt-rotor integra- facturing processes. tion in air traffi c management/control – Development of improved systems for (ATM/ATC). conventional rotorcrafts (fl ight con- – Assessment of the sustainability of trol, actuation). the tilt-rotor. – Exploitation of an enhanced expertise – Development of recommendations, in rotorcraft development. strategies and plans for future work – Pre-certifi cation studies (by rotorcraft on the way to a fl ying prototype. manufacturers) and certifi cation work (by airworthiness authorities). – Integration of tilt-rotors in air traffi c management and control (ATM/ATC).

Acronym: NICE-TRIP Name of proposal: Novel Innovative Competitive Effective Tilt-Rotor Integrated Project Contract number: AIP5-CT-2006-030944 Instrument: IP Total cost: 38 302 000 € EU contribution: 19 000 000 € Call: FP6-2005-Aero-1 Starting date: 01.11.2006 Ending date: 31.03.2010 Duration: 54 months Objective: Competitiveness Research domain: Novel Confi gurations

130 Website: http://nicetrip.onera.fr Coordinator: Mr Favennec Yves VERTAIR Aeroport Marseille-Provence FR 13725 Marignagne E-mail: [email protected] Tel: +33 (0)4 42 85 62 74 Fax: +33 (0)4 42 85 86 05 EC Offi cer: P. Kruppa Partners: Agusta SpA IT Eurocopter FR Eurocopter Deutschland GmbH DE Westland Helicopters Ltd UK Castilla y Leon Aeronautica S.A. ES Galileo Avionica SpA IT Gamesa Desarrollos Aeronauticos ES Goodrich Actuation Systems SAS FR IDS Ingegneria Dei Sistemi S.p.A. IT Liebherr-Aerospace Lindenberg GmbH DE MECAER Meccanica Aeronautica S.p.A. IT PAULSTRA SNC FR SAMTECH s.a. BE Secondo Mona S.p.A. IT Sener Ingenieria y Sistemas ES ZF Luftfahrttechnik GmbH DE Riga Scientifi c Experimental Centre ‘AVIATEST LINK’ LV Centre de Recherche en Aéronautique, ASBL BE Centro Italiano Ricerche Aerospaziali SCpA IT Fundacion Centro de Tecnologias aeronauticas ES Deutsches Forschungzentrum für Luft- und Raumfahrt DE Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL Offi ce National d’Etudes et de Recherches Aérospatiales FR Consorzio SICTA - Sistemi Innovativi per il Controllo del Traffi co Aereo IT Federal State Unitary Enterprise Central Aerohydrodynamic Institute named after Pof. N.E. Zhukovsky RU Politecnico di Milano IT University of Liege BE The University of Liverpool UK Universitaet Stuttgart DE Politchnika Warszawska (Warsaw University of Technology) PL

131 Strengthening Competitiveness ATLLAS Aerodynamic and Thermal Load Interactions with Lightweight Advanced Materials for High-speed Flight

Background A wide range of heat-resistant and light- weight materials is available nowadays One option for a future air transport system but their defi nition and implementation is the use of supersonic vehicles allowing requires the availability of vehicle system to reach the antipodes in a few hours. In conditions and constraints. Europe, very limited research has been carried out in the fi eld of supersonic trans- Indeed, the expected benefi ts of economi- port vehicles above Mach 3. Concorde and cal, high-performance and high-speed other studies on supersonic transport in civil-aircraft designs that are being con- America and Japan limit the fl ight speed sidered for the future will be realised only to Mach 2 to 2.4, which still allows the use through the development of lightweight, of classical aluminium alloys. high-temperature composite materi- als for structure and engine applications For high-speed aircraft, the lift to drag ratio to reduce weight, fuel consumption and of the vehicle and the material and cooling direct operating costs. issues for both airframe and engine are some of the key elements which force the While the LAPCAT project investigates designer to limit the fl ight Mach number. propulsion systems for fl ight Mach num-

Creep test facility © DLR

132 ber ranging between 3 and 8, this ATTLAS techniques based on transpiration and project looks into the vehicle aerodynam- electro-aerodynamics principles will be ics and the testing of potential materials investigated. that can withstand the high heat loads Combined aerothermal experiments will encountered at these very high velocities. test various material specimens with a Objectives realistic shape at extreme aerothermal conditions for elevated fl ight Mach num- The objectives of ATTLAS are: bers. Dedicated combustion experiments – to evaluate two innovative supersonic on CMC combustion chambers will allow aicraft concepts that will be able to the reduction of combustion liner cooling provide acceptable levels of lift to drag resulting in a NOx -reduction and overall ratios for fl ight Mach numbers rang- thermal effi ciency increase. ing between 3 and 6, Finally, a particular aerothermal-ma- – to identify and assess lightweight terial interaction will strongly infl uence advanced materials that can withstand the aerothermal loadings. Conjugate ultra high temperatures and heat fl uxes heat transfer, transpiration cooling and enabling fl ights above Mach 3. At these compressible transition phenomena are high speeds, the classical materials investigated and modelled. used for airframes and propulsion units are no longer feasible and need Results to be replaced by high-temperature, lightweight materials, with an active The project will result in: cooling of some parts. – the defi nition of the requirements and operational conditions at system Description of work level, – the assesment of the performance of First of all, the overall design for high- two supersonic vehicles, speed transports will be revisited to – dedicated and thorough in-depth increase the lift/drag ratio and volumet- experiments performed on material ric effi ciency through the ‘compression characterisation in combination with lift’ and ‘waverider’ principles, taking aerothermal loads and combustion into account sonic boom reduction. This processes, should allow vehicle defi nitions for Mach 3 – setting-up and validating physical and Mach 6 cruise fl ights. models integrated into numerical Second, materials and cooling tech- simulation tools. niques, and their interaction with the aero-thermal loads will be addressed for both the airframe and propulsion com- ponents. The former will focus on sharp leading edges, intakes and skin materials coping with different aerothermal loads, the latter on combustion chamber liners. After carrying out material characteri- sation and shape defi nition at specifi c aerothermal loadings, dedicated on- ground experiments will be conducted. Both ceramic matrix composites (CMC) and heat-resistant metals will be tested to evaluate their thermal and oxidiser resistance. In parallel, novel cooling PATH Structure

133 Acronym: ATLLAS Name of proposal: Aerodynamic and Thermal Load Interactions with Lightweight Advanced Materials for High-speed Flight Contract number: AST5-CT-2006-030729 Instrument: STP Total cost: 8 430 843 € EU contribution: 4 776 000 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 30.09.2009 Duration: 36 months Objective: Competitiveness Research domain: Novel Confi gurations Website: http://www.esa.int/techresources/ATLLAS Coordinator: Dr Steelant Johan European Space Agency - European Space Research and Technology Centre Keplerlaan 1 NL 2200 AG Noordwijk E-mail: [email protected] Tel: +31 (0)71 565 5552 EC Offi cer: R. Denos Partners: European Aeronautic Defense and Space - Space Transportation GmbH DE MBDA-France FR Alta S.p.A. IT Deutsches Zentrum für Luft- und Raumfahrt (German Aerospace Center) DE Offi ce National d’Etudes et de Rescherches Aérospatiales FR Swedish Defence Research Agency SE Gas Dynamics Ltd UK University of Southampton UK University of Stuttgart DE Technische Universität München DE EADS Deutschland GmbH- Corporate Research Center Germany DE Université Pierre et Marie Curie FR

134 Strengthening Competitiveness FLACON Future high-altitude fl ight – an attractive commercial niche?

Background fl ying vehicle. The correspondingly pre- dicted fi nancial revenue based on space It is the SpaceShipOne (SS1) whose tourism seems to be suffi ciently high to experimental demonstration fl ights in the let a niche industry survive (for example USA have shown that sub-orbital (high- Virgin Galactic) in the long term. How- altitude) fl ight is technically feasible. This ever, not everybody concerned would like actually represents the state of the art. to travel in adventure-like rough style; the Much more effort needs to be invested to more fl ight comfort that could be offered, advance from this demonstration fl ight the better. to routine and potentially commercial fl ights. This is also indicated by the efforts Objectives undertaken by Virgin Galactic to market and produce SS2. This concerns not only The objective is to identify and assess technical but also non-technical issues. the long-term potential of commercial high-altitude fl ight in Europe for selected However, at least for the fl ights to be mission requirements. Furthermore, it anticipated, owing to the (comparatively) is proposed to identify missing develop- many start-up engineering companies ments in technology for Europe and to attempting to provide fl ight opportunities, address safety measures, as well as the the American Authority FAA is preparing a required steps to satisfy legislation. A legislation which mitigates and adapts the corresponding research and development stringent rules which apply to the tran- strategy to enable commercial high-alti- sonic transport. Polling investigations, tude fl ights will be worked out in order to for example by FUTRON, have shown that secure the international competitiveness there is a substantial, small community of European industries. which would be ready to pay the neces- sarily high price of the order of about USD While the common understanding of the 200 000 to enjoy the near-space ride in a European community is that sub-orbital

In clockwise direction: SpaceShipTwo, Rocketplane XP, XCOR Xerus, Explorer C21

135 high-altitude fl ight is technically feasible mission opportunities. This would within a few years, building on the avail- include the rough costing of a fi rst able knowledge in aviation, it has never experimental fl ight. been proven experimentally. Such sub- 3. To investigate the possibility of an air orbital fl ight is also understood to be on launch for sub-orbital fl ight, includ- the borderline of space, since the trans- ing the effect on costs in the short and port of people is approaching the orbital long term, and whether the launching environment without really entering it carrier could be used for other pur- fully, in the sense of having to master poses. The task would include choos- the harsh environment of hypersonic re- ing a launching strategy. entry into the atmosphere. According to 4. To summarise the experiences gained reports, the interest in the USA in high- in the work on topics 1 to 3 by per- altitude fl ying is very large in spite of the forming a synthesis and attempting a high price, suggesting a profi table niche roadmap, including a rough schedul- for commercial fl ight and triggering inno- ing of necessary events. vation in small industries to satisfy such demand. Results The key objectives are therefore: Available/published approaches for high- 1. assess worldwide activities and defi ne altitude fl ight have been reviewed, and reasonable mission requirements; a corresponding assessment has been 2. identify potential problems, technical made. An analysis of potential market but in particular non-technical ones, opportunities in addition to space tourism and the missing elements for carrying has been carried out. Descent trajectories out commercial high-altitude fl ight; for non-zero horizontal velocities at maxi- 3. propose a way forward to achieve com- mum altitude have been investigated with mercial sub-orbital fl ight, including regard to loads on the vehicle and on the potential self-sustained development people. A tentative list of requirements for steps leading to human hypersonic high-altitude fl ight has been set up. fl ight, and a funding scenario for an The following agreement about the major initial experimental fl ight. user requirements for suborbital fl ight Description of work was obtained: – > 100 km altitude The topics dealt with in this project are: – < 4-5 z-g mechanical load on passen- 1. To evaluate the mission opportunities gers of sub-orbital, potentially commercial – Low g-duration > 3 min fl ights based on the review of available – Ticket price < USD 200-250 000 publications and existing in-house – Number of passengers < 8 performed work. – Crew necessary ( 1 or 2 ) 2. To review the technical and non-tech- – Time to market < 2015 nical elements required for sub-orbital Introduction of horizontal velocity for fl ights, and to identify problems or added attraction in future transportation. missing elements/technologies. This includes the investigation of what has Corresponding technical requirements to be achieved in terms of legal issues, (e.g. maximum dynamic pressure, real- and other non-technology topics to istic re-entry corridor, etc.) remain to be be able to fl y, and without too many defi ned based on the existing preliminary restrictions regarding fl ying over land sensitivity analysis. and inhabited areas. Another topic is the estimation of costs associated with sub-orbital fl ight based on selected

136 Acronym: FLACON Name of proposal: Future high-altitude fl ight - an attractive commercial niche? Contract number: ASA5-CT-2005-30712 Instrument: SSA Total cost: 127 784 € EU contribution: 110 000 € Call: FP6-2002-Aero-2 Starting date: 01.09.2006 Ending date: 31.08.2007 Duration: 12 months Objective: Competitiveness Research domain: Novel Confi gurations Website: http://www.esa.int/techresources/ecfl acon Coordinator: Dr Kordulla Wilhelm ESA/ESTEC Keplerlaan 1 NL 2201 AZ Noordwijk E-mail: [email protected] Tel: +31 (0)71 565 4410 Fax: +31 (0)71 565 6615 EC Offi cer: J. Martin Hernandez Partners: ASTRIUM ST (HB) DE Dassault Aviation FR DLR DE ONERA FR

137 138 Improving Environmental Impact MAGPI Main Annulus Gas Path Interactions

Background for improving engine thermal effi ciency and reducing secondary air losses’. In a modern aero engine, up to 20% of the main annulus fl ow is bled off to perform Experiments in dedicated rigs are planned cooling and sealing functions. The vicin- to validate the design tools and improve pre- ity of these bleed ports and fl ow sinks is diction capability of secondary fl ow systems characterised by complex unsteady swirl- when interacting with the main gas path. ing fl ows which are not fully understood. Even the most up-to-date numerical tools Description of work have diffi culties predicting the behaviour Within MAGPI, experiments are planned of the secondary fl ow system when inter- on turbine disc rim and compressor acting with the main annulus. manifold cavity heat transfer, hot gas The expected results are a reduction ingestion, and spoiling effects of cooling of cooling and sealing airfl ow rates, air fl ow and their impact on turbine and improvements of the turbine and com- compressor performance, as well as a pressor effi ciency and an increase in the reduction of secondary air losses. safety margin of the engine components The experimental data will be used for by better cooling. a better understanding of the complex The targeted outcome will contribute to fl ow phenomena and improvements of the ACARE goal of reduced CO2 emissions platform and cavity design. Furthermore, via reduced fuel burn of 2% to improve the industrial partners will validate their the environment and strengthening the design tools with these test data and competitiveness of European gas turbine improve their prediction capability of sec- manufacturers. ondary fl ow systems when interacting with the main gas path. Objectives Results The project addresses interactions between the main gas path and secondary The expected technical results are: fl ow systems in commercial gas turbines – Knowledge of the interaction phenom- in a response to Research Activity AERO- ena and its effect on cavity heat trans- 2005-1.3.1.2a ‘Concepts and technologies fer, spoiling and performance; © Rolls-Royce Deutschland © Rolls-Royce

Development of reliable aero engines Durable gas turbines

139 – Experimental results for validation of The targeted outcome will contribute to

improved numerical tools for second- the ACARE goal of reduced CO 2 emissions ary fl ow systems; via reduced fuel burn of 2% to improve – Optimised design methods and com- the environment and thus strengthening putational fl uid dynamics best prac- the competitiveness of European gas tur- tice guidelines. bine manufacturers.

Acronym: MAGPI Name of proposal: Main Annulus Gas Path Interactions Contract number: AST5-CT-2006-030874 Instrument: STP Total cost: 6 790 700 € EU contribution: 4 300 000 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2010 Duration: 48 months Objective: Environment Research domain: Emissions Coordinator: Dr Klingsporn Michael Rolls-Royce Deutschland Ltd & Co KG Eschenweg 11 DE 15827 Blankenfelde E-mail: [email protected] Tel: +49 (0)33 708 615 49 Fax: +49 (0)33 708 632 85 EC Offi cer: D. Chiron Partners: SNECMA FR Rolls-Royce plc UK AVIO S.p.A. IT Siemens Industrial Turbomachinery Ltd UK Alstom Power Ltd UK Industria de Turbo Propulsores S.A. ES MTU Aero Engines GmbH DE Turbomeca FR University of Surrey UK University of Sussex UK Universitaet Karlsruhe (TH) DE Darmstadt University of Technology DE Università degli Studi di Firenze IT Universidad Politecnica de Madrid ES

140 Improving Environmental Impact NEWAC NEW Aero engine Core concepts

Background The existing programmes have already identifi ed concepts and technologies to Global air traffi c is forecast to grow at an meet these goals. NEWAC will close the average annual rate of around 5% in the gap in the enabling technologies and will next 20 years. This high level of growth develop fully validated novel core engine makes the need to address the environ- technologies based on the results of past mental penalties of air traffi c all the more EC projects, which will deliver a further urgent. Consequently, Europe’s aviation 6% reduction in CO emissions and a fur- industry faces a massive challenge to 2 ther 16% reduction in NOX emissions. satisfy the demand whilst ensuring eco- nomic, safe and environmentally friendly If these results are combined with the air travel. expected results of VITAL (low spool tech- nology) and other national programmes, A fi rst step to reach these 2020 objectives and the different technology readiness has been set-up through the Fifth and levels are taken into account, the ACARE Sixth Framework Programme projects targets can be attained at a Technology targeting noise, NOX and CO emission 2 Readiness Level of 5. reductions. The recently started VITAL project is focusing on technologies for Description of work low-pressure system improvements to reduce CO2 and noise. There is, however, The innovations provided by NEWAC will complementary research to be performed include: on combustor technologies along with the – Intercooled Recuperative Aero Engine introduction of new engine confi gura- (IRA), which includes optimisation tions to reduce NOX emissions and fur- of the recuperator arrangement, an ther reduce CO2 to achieve the SRA 2020 innovative duct design and a radial objectives. compressor; – Intercooled core, with compact and Alternative engine confi gurations conse- effi cient intercoolers, aggressive quently need to be researched in order to ducting and an advanced compres- fi nd a more signifi cant and durable reduc- sor capable of performing at the tion of pollution. Such reductions can only extremely demanding conditions of be achieved by fi rstly considering new con- the intercooled cycle. The intercooler fi gurations with innovative components is also a critical technology for the IRA and secondly by integrating and optimising concept which was not developed dur- these components in new engines. ing the EEFAE-CLEAN programme; Objectives – Active core, with active heat manage- ment systems like active air cooling, ACARE identifi ed the research needs for active rotor venting system, smart the aeronautics industry for 2020: a 20% compressor casing and active com- reduction in CO2 emissions per passen- pressor fl ow control; ger-kilometre from the engine, whilst – Flow controlled core with outer fl ow- keeping the specifi c weight of the engine path control technology from casing constant, and a signifi cant reduction of air aspiration applied on blades and the NOX emissions during the landing and vanes, new advanced 3D aerodynamic take-off cycle in order to achieve the 80% compressor design and robust rotor/ reduction. stator tight clearance management;

141 NEWAC

– Innovative combustors with LPP (lean – SP6 will cover developments concern- premixed prevaporised) technology ing innovative combustor solutions, applied for low OPR engines (IRA), with which will complete the work done PERM (partially evaporated rapid mix- on new core confi gurations to support ing) technology for low to medium OPR lean combustion; engines (engine with active heat man- – SP0, a management and dissemina- agement or fl ow controlled core) and tion sub-project, will assure the coor- LDI (lean direct injection) technology for dination of the work, its dissemination medium to high overall pressure ratio outside the consortium, and proper (OPR) engines (intercooled engine). exploitation and technology transfer. The work in NEWAC is organised in seven sub-projects (SP): Results – SP1 defi nes the requirements for the NEWAC’s main result will be fully vali- technologies to be researched and dated novel technologies enabling a 6% assessed at the whole engine level, reduction in CO emissions and a further and the corresponding benefi ts will 2 16% reduction in NOX. Most importantly, lead to disseminating and exploiting the project will address the particular the technology plans; challenges involved in delivering these – Four sub-projects (SP2 to SP5) cover benefi ts whilst simultaneously contrib- the development of innovative and uting to the attainment of the ACARE complementary solutions; targets. – SP2 is on the Intercooled Recuperative Aero Engine (IRA engine) architecture All new confi gurations investigated in (will provide the next step beyond the NEWAC will be compared, assessed AEROHEX and CLEAN developments); and ranked according to their benefi ts – SP3 is on intercooled high OPR confi g- and contributions to the global project

uration, which will give the CO2 reduc- targets. Detailed specifi cations will be tions associated with very high OPR provided for all innovative core confi gu- whilst using the intercooler to avoid rations. As a result, NEWAC will identify the associated NOX penalties; the technology routes to environmen- – SP4 is on active heat management tally friendly and economic propulsion

core confi guration to reduce CO2 with- solutions. The developed components out penalties for NOX; will further result in optimised engine – SP5 proposes a fl ow controlled core, designs based on the NEWAC technolo- which is a post CLEAN, new genera- gies, but also in combination with the tion technology contributing to effi - results of the EEFAE, SILENCER and ciency gain; VITAL programmes.

142 Acronym: NEWAC Name of proposal: NEW Aero engine Core concepts Contract number: AIP5-CT-2006-030876 Instrument: IP Total cost: 75 090 907 € EU contribution: 40 000 000 € Call: FP6-2005-Aero-1 Starting date: 01.05.2006 Ending date: 30.04.2010 Duration: 48 months Objective: Environment Research domain: Emissions Website: http://www.newac.eu Coordinator: Dr Wilfert Guenter MTU Aero Engines GmbH Dachauerstr. 665 DE 80995 Munich E-mail: [email protected] Tel: +49 (0)89 14894347 EC Offi cer: D. Chiron Partners: Airbus France SAS FR První brnenská strojírna Velká Bítes, a.s. CZ ARTTIC FR Aristotle University of Thessaloniki GR AVIO S.p.A. IT The Chancellor, Masters and Scholars of the University of Cambridge UK Centre de Recherche en Aéronautique, ASBL BE Chalmers University of Technology SE Cranfi eld University UK Deutsches Zentrum für Luft- und Raumfahrt e. V. DE Ecole Polytechnique Fédérale de Lausanne CH SCITEK Consultants Ltd UK Loughborough University UK National Technical University of Athens GR Offi ce National d’Etudes et de Recherches Aérospatiales FR The Chancellor, Masters and Scholars of the University of Oxford UK PCA Engineers Limited UK Rolls-Royce Deutschland Ltd & Co KG DE Rolls-Royce Group plc UK

143 Aachen University of Technology DE SNECMA FR Société des Nouvelles Applications des Techniques de Surface FR Steigerwald Strahltechnik GmbH DE Sulzer Metco AG (Switzerland) CH University of Sussex UK Techspace Aero BE Graz University of Technology AT Turbomeca FR Università degli Studi di Firenze IT University of Karlsruhe (TH) DE Universidad Politecnica de Madrid ES Université de Liège BE Ecole Centrale de Lyon FR Universität Stuttgart DE Université de Technologie de Belfort-Montbéliard FR Volvo Aero Corporation SE Vibro-Meter SA CH Wytwórnia Sprzętu Komunikacyjnego «PZL-Rzeszów» Spółka Akcyjna PL Centre d’Essais des Propulseurs / Délégation Générale pour l’Armement FR EnginSoft IT

144 Improving Environmental Impact ENFICA - FC ENvironmentally Friendly, InterCity Aircraft powered by Fuel Cells

Background noise abatement regulations are even more stringent. Rapidly emerging hydrogen and fuel-cell power-based technologies can now be Objectives exploited to initiate a new era of propul- sion systems for light aircraft and small The main objective of the ENFICA-FC commuter aircraft. In addition, these project is to develop and validate the use technologies can also be developed for of a fuel-cell-based power system for the future replacement of onboard elec- propulsion of more-/all-electric aircraft. trical systems in larger ‘more-electric’ or The fuel-cell system will be installed in a ‘all-electric’ aircraft. selected aircraft which will be fl ight and performance tested as proof of function- The feasibility of this project is dependent ality and future applicability for intercity on several key-enabling technologies aircraft. It will also demonstrate that including fuel-cell stacks and integrated noise levels and pollutant emissions can systems, hydrogen fuel storage and a be signifi cantly reduced, or even elimi- safe airport-based hydrogen-refuelling nated, by more-/all-electric aircraft in the infrastructure. Another important consid- air and on the ground. eration is that it should demonstrate the path to future economic viability. No other project funded by the European Commission will give such ambitious The primary advantages of deploying results and it will be presented at both a these technologies are low noise and low ground level and an in-fl ight public event emissions – features which are particu- within the scheduled time. larly important for commuter airplanes that usually takeoff and land from urban A feasibility study will be carried out to areas. The possibility to takeoff and land defi ne new aircraft propulsion systems that within the noise abatement regulations can be achieved by fuel-cell technologies, set for small airfi elds, in urban areas and (with performance improvements expected near population centres, will allow the within the next 10-15 years) together with use of these airfi elds late at night when other aircraft-based applications.

ISRAEL AIRCRAFT INDUSTRIES - Small Commuter Jet (20 PAX)

145 From these studies, and combined with detailed design and published results obtained from previous projects, scientifi c and technological innovations are to be pursued sequentially through the devel- opment of innovative technologies in the fi elds of more-/all-electric aircraft and then exploited through the design, build- ing, installation and fl ight test validation of a small aircraft powered by a fuel-cell system. This will all be achieved within in the 36-month project duration. Description of work 1. A feasibility study will be carried out to provide a preliminary defi nition of new forms of aircraft propulsion systems that can be obtained by fuel-cell tech- INTELLIGENT ENERGY - 12 kWe Fuel cells stack nologies with the following objectives: The following items will be pursued: – identifi cation of requirements of spe- – a fuel-cell unit will be designed, built cifi c applications for regional trans- and tested in a laboratory ready to be port aircraft (APU, primary electrical installed onboard for fl ying generation supply, emergency electri- – highly effi cient brushless electric cal power supply, landing gear, etc.) motors and power electronics appa- – preliminary defi nition of propulsion ratus will be designed and manufac- system including: fuel stack (compari- tured ready to be installed onboard for son between PEM, SOFC, MCFC, etc.), fl ying hydrogen storage or direct onboard – an effi ciency of greater than 90% production, fuel-cell system, electric should be obtained by an optimised motor and power management sys- aerodynamic propeller design tem – a study of the fl ight mechanics of the – defi nition of preliminary relevant sys- new aircraft will be carried out to ver- tems and subsystems; integration of ify the new fl ight performance fuel-cell systems in the pressurised – a fl ight test bed of the aircraft, capable structure of aircraft operational of remaining aloft for one hour, will be behaviour the main goal of the project to validate – safety, certifi cation, maintenance and the overall high performance of an all- installation electric aircraft system. – reliability and maintainability concept defi nition; life-cycle cost evaluation. Results 2. A scale-size, electric motor-driven In defi ning the intercity aircraft systems airplane powered by fuel cells will be that can be powered by fuel cell tech- developed and validated by a fl ight nologies, the feasibility study will take test. into account future generation fuel cells An existing, highly effi cient design of a (with the performance improvements two-seater aircraft that has already been expected within the next 10-15 years) certifi ed will be used. The fuel-cell system and will thereby show the technical (and and the electric motor will be integrated performance) advantages that could be onboard; the fl ight control system will obtained in contrast with existing conven- also be converted into an electric system. tional systems.

146 In addition, the feasibility of an all-elec- The other ambitious result will be to tric propulsion intercity aircraft (10 to present, at a public event within the 15-seater), completely equipped by fuel scheduled time, the fl ight test bed of cells, will be studied in order to assess the aircraft capable of remaining aloft the impact that a more silent and less for several hours, which will validate the polluting aircraft will have in being able overall high environmental performance to takeoff and land from congested urban of an all-electric aircraft system. areas using short airfi elds.

Acronym: ENFICA - FC Name of proposal: ENvironmentally Friendly, InterCity Aircraft powered by Fuel Cells Contract number: AST5-CT-2006-030779 Instrument: STP Total cost: 4 445 400 € EU contribution: 2 918 600 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 30.09.2009 Duration: 36 months Objective: Environment Research domain: Emissions Website: http://www.interdip.polito.it/aeronautica/gruppo_romeo/romeoindex.html Coordinator: Prof. Romeo Giulio Politecnico di Torino Corso Duca degli Abruzzi 24 IT 10129 Turin E-mail: [email protected] Tel: +39 011 5646820 Fax: +39 011 5646899 EC Offi cer: D. Knoerzer Partners: METEC TECNOLOGIE SNC IT Israel Aircraft Industries Ltd IL Intelligent Energy Ltd UK Brno University of Technology CZ EVEKTOR, spol. s r.o. CZ Jihlavan Airplanes, s.r.o. CZ EnigmaTEC UK Air Products plc UK Université Libre de Bruxelles BE INFOCOSMOS S.A. GR

147 Improving Environmental Impact ERAT Environmentally Responsible Air Transport

Background space. Implementation of environmentally sensitive airspace designs, the provision ERAT aims at defi ning solutions that of effi cient fl ight profi les in the vicinity can be operationally implemented from of airports, and the implementation of 2012-2015 to improve the environmental advanced low noise and emissions rout- performance of the European air trans- ings and techniques may all serve to help port system.The continuing growth in reduce aviation’s environmental impact. traffi c and the increasing concerns about the environmental impact pose signifi cant Objectives challenges for the long-term acceptabil- ity and sustainability of air transport. The Existing RTD, such as the Sourdine and challenge is to accommodate the forecast Sourdine II projects have developed and increase in demand whilst at the same established the feasibility and potential time reducing the environmental impact benefi ts of new operational procedures of aviation. (noise abatement procedures) to reduce the noise impact in the vicinity of airports. Over the past 40 years, continued techni- cal advances have minimised the envi- Whilst a signifi cant amount of research ronmental impact of aviation growth has been carried out, this has been pri- through the incorporation of technologies marily conducted in isolation and often

that have signifi cantly reduced CO2 , noise results in adverse side effects, such as and emissions. Although there is scope reduced system capacity. To obtain the for further improvement, technological full benefi t, an integrated approach is developments of aircraft and propulsion required, which consolidates the vari- systems on their own are unlikely to offset ous strands of research to support an the environmental impact of the expected environmentally optimised air transport growth in air traffi c movements. operation whilst maintaining, and prefer- ably improving, capacity. These technological developments need to be complemented by improvements The objective of ERAT is to contribute in the management of air traffi c and air- to the reduction of the environmental

Determine performance requirements Identity and design ATM operationalmeasures concept SESAR Determine KPA interdependencies Determine Select best (dis)benefits per KPA measures Optimisation Describe future Assess (dis)benefits Environmentally operations incl. through modeling optimalised operation selected measures and simulation Optimisation

ATM Masterplan Description of work SESAR

148 impacts of air transport in the vicinity of through which the project has arrived at airports as of 2015 by: a particular type of operations is of itself 1. Identifying and developing operational generic and can as such contribute to the measures reducing the environmental development of standards. impact; Bucharest Henri Coanda International 2. Selecting the best operational mea- Airport (BHCIA) may cover the other end of sures while taking into account any the operating spectrum. Experiencing an trade-off between noise, emissions 8% growth in aircraft movements, it is fac- and capacity without sacrifi cing ing a different set of challenges. BHCIA’s safety; experience will enhance the understand- 3. Embedding those operational mea- ing of any obstacles for implementation sures within a concept of operations of selected measures at this end of the for two airports and their surrounding operating spectrum, thus contributing to airspace, based on SESAR’s high-level the selection of those measures carrying concept of operations; the greatest benefi ts over the full range 4. Providing quantifi ed advantages and of operations. disadvantages of the selected opera- tional measures through assessments Results using ICAO key performance areas and the European Operational Con- ERAT will deliver an ‘environmentally opti- cept Validation Process methodology. mised’ air transport operation addressing 5. Establish an understanding of the noise and emissions at airports and in the issues involved with implementation terminal phases of fl ight, demonstrated by ensuring user acceptance of the through modelling and simulation, pro- selected operational measures. viding quantifi ed benefi ts and associated non benefi ts. Description of work The ERAT project is: The project is targeting two airport loca- – addressing the issue of environmental tions, which represent a high and a sustainability and ATM-related con- medium-density operating environment. straints in the eTMA; The participation of both National Air – identifying and recommending best Traffi c Services and LFV show that two short-/medium-term operational suitable sample locations for the pro- measures which will improve the posed research are available, where, for environmental performance, whilst instance, London eTMA operations may addressing the interdependencies represent one operating environment and between performance objectives of Stockholm eTMA operations the other. A different KPAs; fi nal selection of the two sample locations – validating selected operational mea- will be made at the start of the project. A sures in different operating environ- proper representation of different operat- ments using E-OCVM. ing environments will be used as the cri- These results will: terion for selection. – help consolidate various strands of As the effects will be assessed for two research supporting an environmen- particular locations, the results will not tally optimised ATM; necessarily be transferable to other – help accelerate implementation of rel- situations without reconsideration. By evant environmental measures; seeking both a high and medium density – contribute to SESAR’s ATM master operating environment the research may plan and help achieve the environ- show which measures can deliver the mental objective of a 10% reduction greatest benefi ts in even the most chal- in the effects that aviation has on the lenging of ATM situations. The process environment.

149 Acronym: ERAT Name of proposal: Environmentally Responsible Air Transport Contract number: 037182 Instrument: STP Total cost: 7 459 857 € EU contribution: 3 856 352 € Call: FP6-2005-TREN-4-Aero Starting date: 01.06.2007 Ending date: 31.05.2010 Duration: 36 months Objective: Environment Research domain: Emissions Website: http://www.erat.aero Coordinator: Mr Boering J.H.L. To70 B.V. Postbus 43001 NL 2504 AA Den Haag E-mail: [email protected] Tel: +31 (0)70 3922322 Fax: +31 (0)70 3658867 EC Offi cer: C. North Partners: Airbus France FR EUROCONTROL Experimental Centre FR Nationaal Lucht- en Ruimtevaart Laboratorium NL Deutsche Lufthansa DE National Air Traffi c Services UK Snecma FR Deutsches Zentrum für Luft- und Raumfahrt DE LFV SE Bucharest Henri Coanda International Airport RO ENV-ISA FR

150 Improving Environmental Impact TIMPAN Technologies to IMProve Airframe Noise

Background Objectives During the last decades, the replacement TIMPAN will address airframe noise by of older jet-powered aircraft by aircraft tackling both landing gears and high-lift with high bypass ratio engines, progres- devices, which are the two main con- sively encompassing effi cient acoustic tributors to approach airframe noise. The design rules and noise reduction technol- investigations planned in TIMPAN are: ogies, has signifi cantly reduced the noise – the development and assessment of impact from individual aircraft operations innovative technologies for airframe on communities near airports. However, noise reduction application: a break- the continuous growth in air traffi c makes through technology for source noise it is necessary to achieve further noise reduction is required to meet the long- reductions to ensure the air transport term objectives. TIMPAN will rely on industry’s sustainable growth. state-of-the-art research fi ndings of disciplines way beyond the aero- In the report, European Aeronautics – a acoustics domain. vision for 2020 , a group of people gave – the improvement of low-noise designs, their view on the future of air transport: for generic aircraft components, very challenging noise reduction targets were defi ned; perceived noise levels must be reduced by 50%, i.e. -10 dB per aircraft operation by 2020.

To achieve such reductions, all fi elds of © SILENCE(R) investigation have to be pursued simulta- neously by reducing the noise at source: use new confi gurations with profi table installation effects and improved aircraft procedures around airports so as to limit the noisy areas to airport boundaries. In recently designed aircraft, contribu- tions from airframe noise (mainly due to the interaction of the airfl ow with the air- craft airframe) and engine noise sources to the overall aircraft noise are quite bal- anced at approach. The approach noise source reduction challenge has to be addressed by reduc- ing airframe noise to the same level as engine noise. Dominant airframe noise SILENCE(R) advanced sources, which are due to the deploy- gear that will be used as ment of both high-lift devices and landing the baseline for TIMPAN investigations gears, are to be considered.

151 which will take results from previous Transversally, the technology evaluation research investigations, such as EC will be performed, specifying the needs (RAIN, SILENCE(R)), national or com- in terms of integration, cost and per- pany-funded research projects linked formance, and analysing the results at to airframe noise investigations. They aircraft scale, if relevant, with the use of will target shorter-term objectives. three virtual aircraft platforms. These investigations will focus on prin- Results ciples and will be applicable to any type of commercial/business aircraft, includ- The fi rst deliverable will be the assess- ing new confi gurations such as those ment of the effi ciency of a selection of developed in NACRE. Furthermore, the innovative concepts that could be tomor- approach proposed in TIMPAN includes row’s breakthrough airframe noise-re- a performance, cost and integration duction technologies. assessment of the technologies with mul- The second deliverable will be the tidisciplinary evaluation. improvement of proven low-noise tech- Description of work nologies, which will have a direct impact on community noise for short-term new TIMPAN is organised into three main work aircraft projects (2010-2015), with the packages: expected reduction of 6 dB for landing a. Landing gear noise reduction gear noise and 4 dB for high-lift device b. High-lift device noise reduction noise levels compared to the 2000 state c. Technology evaluation of the art. In both cases, a technol- ogy assessment will help to identify the In both technical work packages (a) and potential impact of such fi ndings in terms (b), the work is split between the proof of of overall aircraft noise reduction, inte- concept of innovative technologies and gration, cost, etc., so further research the improvement of current state-of-the- needs will be also identifi ed. art low-noise design. TIMPAN will benefi t European aerospace Various innovative technologies will be companies, the academic/research world investigated, including plasma actua- and European citizens beyond its main tion, air blowing, use of meshes for land- noise reduction objective by: ing gear, and slat-less confi gurations – Increased economic competitiveness and fl ow control techniques for high- of European companies in the world lift devices. All these activities, led by market research and academic partners, will be – Enhanced research skills and exper- achieved in parallel, and conclude with tise in research establishments and laboratory tests to measure their noise academia, through the development reduction effi ciency. and application of new techniques, The conventional design tasks include, in which to a large extent will be carried addition to research and academia, the out by PhD students or young scien- airframe noise partners from industry. tists On landing gear activity, it is planned to – Expanded employment opportunities use the Silence(R) advanced gear as a in the EU’s aircraft industries and their basis and improve the design, in particu- associated supply industries, includ- lar treating the currently noisier systems. ing high-technology SMEs The advanced design for high-lift devices – Noise reduction for populations around concerns the wing leading edge acoustic airports, and thus improved quality of liner and the aero-acoustic design pro- life and health. cess of a high-lifted confi guration.

152 Acronym: TIMPAN Name of proposal: Technologies to IMProve Airframe Noise Contract number: AST5-CT-2006-030870 Instrument: STP Total cost: 5 260 175 € EU contribution: 2 965 000 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2009 Duration: 36 months Objective: Environment Research domain: Noise Coordinator: Mr Piet Jean-François Airbus France SAS 316 Route de Bayonne FR 31060 Toulouse E-mail: [email protected] Tel: +33 (0)5 61 18 53 23 Fax: +33 (0)5 61 18 57 66 EC Offi cer: P. Kruppa Partners: Airbus Deutschland GmbH DE Airbus UK Ltd UK ATECA FR Dassault Aviation FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE EADS Deutschland GmbH DE Free Field Technologies BE Messier-Bugatti FR Messier-Dowty S.A. FR Stichting Nationaal Lucht- en Ruimtevaartlaboratorium (NLR) NL Offi ce National d’Etudes et de Recherches Aérospatiales FR Technical University at Braunschweig DE University of Southampton UK

153 Improving Environmental Impact CREDO Cabin noise Reduction by Experimental and numerical Design Optimisation

Background However, the development and imple- mentation of advanced tools for inte- The reduction of interior noise in aircraft rior cabin noise applications is severely and helicopter cabins is a critical aspect impeded by the current diffi culty and of maintaining the competitiveness of expense of measuring the sound power the European aerospace manufactur- from principle external noise sources ing industry. Low cabin noise levels are entering the aircraft cabin at different crucial for passenger comfort and are a locations. This information is essen- consequential factor in the commercial tial for the validation and calibration of success. prediction models and the subsequent Advanced design tools and prediction development of design tools. There methods are necessary to reduce inte- are currently no commercially viable rior noise levels of aircraft and helicopter methods of acquiring this information designs in a maximal cost-effective way. quickly and accurately. In fact conven- Accurate and reliable prediction methods tional acoustic intensity or holography facilitate large reductions in noise levels measurements are polluted by multiple while minimising extra production costs refl ections from the walls and other through informed improvement of cabin refl ecting surfaces in the cabin. design and the targeted selection and installation of acoustic treatments.

Link between modelling and measurements at the local and global levels in the advanced vibro- acoustic design procedure

154 Objectives beamforming and scanning laser Doppler vibrometry to provide acceptable results Motivated by the aircraft industry’s acute in a cabin environment in fl ight condi- need to validate and calibrate prediction tions. Specifi c design of experiment (DoE) models and advanced design tools for the procedures for cabin noise measurement, cost-effective design of low-noise cabins, and uncertainty evaluation and inverse the CREDO project addresses the devel- methods for test-based model identifi - opment of experimental procedures and cation for fi brous materials will be also analytical tools by which the sound power developed. entering an aircraft cabin can be deter- mined suffi ciently quickly, accurately and As an interactive and mutual develop- with the necessary spatial resolution. ment, these techniques will be extended to a global acoustic model of the whole or Two parallel approaches are pursued. In a large part of the cabin interior and then the fi rst, the sound power entering the inverting from measured sound data to cabin is locally extracted from local mea- the required entering sound power (WP3). surements of the total fi eld by new tech- This will be achieved with pioneering niques. inverse fi nite element implementations In the second approach, the sound power and groundbreaking inverse simplifi ed entering the cabin is determined globally energy methods, developed in close con- through numerical inversions of mea- nection with novel measurement technol- surements throughout the entire cabin ogy and algorithms, extended from the using the new experimental tools. At local to the global level. all stages in the project, the interaction Subsequently, the developed techniques between local and global approaches and will be evaluated inside an aircraft cabin between measurement and processing is (WP4), during ground and fl ight tests. In exploited to maximum innovative effect. WP5, these techniques will be employed Description of work in a more challenging environment, a helicopter’s cabin interior, with the aim The project is divided into seven work of separating the structure- and air- packages (WP). The fi rst fi ve WPs focus borne paths from the gearbox into the on research and technological develop- cabin. ment activities, WP6 is devoted to the syn- thesis of results and innovation-related Results activities, and WP7 covers the project The anticipated results are expected to be management. as follows: After a clear defi nition of industrial speci- – potential acoustic ground- and fl ight- fi cations and requirements (WP1), the test time and cost reduction of about basic idea of the project is to develop 25% innovative experimental and numerical – possibility of generating inputs for tools and procedures (WP2) for detailed standardisation of fl ight test acoustic local acoustic imaging of entering acous- procedures tic intensity inside aircraft and helicop- – exploitation of techniques in the most ter cabins, taking into consideration the important and challenging aeronautic reverberant nature of these environ- cases for both aircraft and helicopters, ments. This approach employs a hitherto each of them requiring different solu- unavailable microphone array concept: tions and procedures the double layer array, together with – direct contribution to noise reduc- purpose-developed processing and pro- tion and cabin comfort through the cedural algorithms. The feasibility study improvement of simulation reliability will be performed using adaptations of 3D and validation levels

155 – improvement of acoustic design pro- source at the passenger position; cesses and of problem solution effi - the sources not contributing will not ciency through the establishment of be treated, saving weight, costs and innovative accurate procedures for time) simulation model calibration (more – application of new measurement improved solutions can thus be tested: techniques in other fi elds with similar possible reduction of noise and weight problems (automotive vehicles, trains, at the same cost level or vice versa) ships, civil buildings, workplaces, etc.). – new fast procedures for panel contri- bution analysis (contribution of each

Acronym: CREDO Name of proposal: Cabin noise Reduction by Experimental and numerical Design Optimisation Contract number: AST5-CT-2006-030814 Instrument: STP Total cost: 3 494 099 € EU contribution: 2 166 000 € Call: FP6-2005-Aero-1 Starting date: 01.07.0006 Ending date: 30.06.0009 Duration: 36 months Objective: Environment Research domain: Noise Website: http://mm.univpm.it/credo Coordinator: Prof. Tomasini Enrico Primo Università Politecnica delle Marche Piazza Roma 22 IT 60100 Ancona E-mail: [email protected] Tel: +39 (0)71 2204441 Fax: +39 (0)71 2204813 EC Offi cer: D. Knoerzer Partners: Alenia Aeronautica S.p.A. IT Brno University of Technology CZ Brüel & Kjær Sound & Vibration Measurement A/S DK Dassault Aviation FR Deutsches Zentrum für Luft- und Raumfahrt DE EADS Deutschland GmbH - Corporate Research Centre Germany DE Ecole Centrale de Lyon FR Eurocopter Deutschland GmbH DE Free Field Technologies BE

156 Laboratoire d’Acoustique de l’Université du Maine FR Ødegaard & Danneskiold-Samsøe A/S DK Politecnico di Milano IT Università di Napoli ‘Federico II’ - Dipartimento di Progettazione Aeronautica IT Agusta SpA IT

157 Improving Environmental Impact MIME Market-based Impact Mitigation for the Environment

Background establish a new and benefi cial means of balancing environmental and operational Airlines and airports will likely face an concerns for European air transport. The increasing number of noise-impact con- project will also address interdependen- straints in future. There are already at cies between noise and emissions with least 128 airports worldwide with some the consideration that noise should not be type of noise surcharges, and the situa- optimised at the expense of emissions. tion that the air-transport industry faces regarding noise-related environmental Description of work constraints on future growth is very grave. As has been shown in other industries, The MIME project contains seven Work there are conditions under which a mar- Packages (WP): ket-based mechanism using transferable WP1 – Project management and coordina- permits can be used to provide improved tion, providing management of the over- control over environmental impacts and, all project and coordination of the Work at the same time, allow effi cient business Packages, and reporting to the European operations. MIME is aimed at discovering Commission. This Work Package focuses whether, and how, such mechanisms can on administrative, fi nancial, schedule and be used to improve environmental noise coordination issues. To this end, the proj- control in air transport. ect coordinator (WP1 Manager) interacts Objectives with all the project partners, and serves as the principal intermediary between the MIME seeks to determine the answers to European Commission and each of the several basic research questions: partners. 1. How can noise be translated into trad- WP2 – Noise technology, addressing all able permits? aspects of noise metrics and measure- 2. How would such a system be put into ments relevant to the envisioned system place? of trading and environmental control. This Work Package focuses on noise technol- 3. Can a market increase the number of ogy, describes the state of the art, and viable options? addresses the key issue of how to trans- 4. How can air traffi c management (ATM) late noise impact into noise permits. contribute to enabling airlines to reach WP3 – Market mechanisms, addressing their noise goals? all aspects of design and evaluation of the 5. Could this add a fi fth dimension to the envisioned system of tradable permits. This International Civil Aviation Organisa- Work Package focuses on economic issues tion’s ‘Balanced Approach’? arising from the functioning of a noise trad- able permit market. The validation strategy 6. What is the nature of an appropriate is defi ned in this Work Package. To this regulatory framework? end, the WP3 manager interacts with other Successfully answering these questions project partners in order to bring together in alignment with the evolution of Single the aspects linked with noise quantifi ca- European Sky ATM Research (SESAR) will tion, the economic background and view-

158 point of the different market actors, and Results the needs in terms of combined ATM, noise The MIME project will provide the follow- and business case simulations. ing results: WP4 – Simulation and analysis, address- – a system of transferable airline-based ing the simulation and analysis of the noise permits; envisioned mechanisms in their operation – a method of implementation of noise with the broader air-transport system. permits and the means by which the This Work Package focuses on simulation chosen system would be equitably put and analysis, and describes which simu- into place at an airport; lation capabilities are required and how – requirements for tools for calculating they will be used to perform a number airline noise permit use; of case studies addressing noise impact, – an analytic framework that would permits and the permit-trading market. enable a single airline to understand the operation of this market and the WP5 – Implementation framework, address- value of such noise permits; ing the means of implementation of the envi- – tools to enable airport situations to be sioned system, including regulatory matters. judged as advantageous (or not) for This Work Package focuses on developing a such market-based approaches; workable implementation and regulatory – propositions for enabling uniform framework, building on the outputs from implementation of the chosen noise WP2, 3 and 4. permit system at European airports; WP6 – Scientifi c coordination, ensures – the regulatory framework that would that coordination is maintained between establish and govern this system. Work Packages 2-5 and that input from the scientifi c community is sought and integrated into the project. Whereas WP1 deals with the management of the con- sortium and reporting to the commission, WP6 deals with managing the scientifi c content of the project within the Work Packages. WP7 – Dissemination, addressing dis- semination of project progress and results to all relevant stakeholders. This Work Package ensures a wide understanding of the aims and objectives of MIME among stakeholders during the lifetime of the project, and a broad knowledge among these stakeholders of the fi nal results and benefi ts of MIME.

159 Acronym: MIME Name of proposal: Market-based Impact Mitigation for the Environment Contract number: 037060 Instrument: STP Total cost: 4 458 740 € EU contribution: 2 579 996 € Call: FP6-2005-TREN-4-Aero Starting date: 01.05.2007 Ending date: 30.04.2010 Duration: 36 months Objective: Environment Research domain: Noise Coordinator: Javier Garcia Boeing Research and Technology Europe S.L. ES E-mail: [email protected] EC Offi cer: M. Jensen Partners: EUROCONTROL BE SINTEF NO Boeing Research and Technology Europe ES Env-ISA FR QinetiQ UK University of Leeds UK Technical University Munich DE DHV NL

160 Improving Environmental Impact X3-NOISE Aircraft external noise research network and coordination

Background lenges set by the ACARE 2020 Vision. To this end, the objectives are: Despite very signifi cant technology – to evaluate EC-funded project results improvements over the past 20 years and and assess their contribution to the attention being paid to other environ- state of the art; mental impacts, aircraft noise remains – to formulate, through the develop- a major problem in Europe. This has to ment of common strategies and be solved by the air transport industry as complementarity with national activi- a whole so as to deal with the expected ties, priorities and key topics for future growth. Stakeholders and policy-makers projects aimed at noise reduction at are faced with the particular challenge source, and at improved understand- that, while noise reduction at source has ing of the impact of aircraft noise in generally been progressing well, particu- the community; larly with the evolution of engine concepts, – to identify potential reinforcement of there is a need for an economically viable future project partnerships through but continuously quieter airline fl eet to expertise mapping, to foster new col- accommodate the expected traffi c growth laborations and promote novel ideas; without adverse environmental impact. – to ensure dissemination and exploitation In practice, this calls for new, more of anticipated technology breakthroughs encompassing systemic approaches, and scientifi c developments, includ- underlining that, associated with the suc- ing providing technical information for cessful development of novel technology regulatory bodies and policy-making by manufacturers, additional elements agencies to make them aware of prog- have to be taken into consideration for ress made in aircraft noise research; noise source reduction to meet its goals – to contribute to an improved integra- and play its full role in the face of expected tion of the European aircraft noise future air transport developments. research community through a net- work of national focal points, including Coordinating aircraft noise research at the development of local networks in EU level thus implies the need to maintain new EU Member States to foster par- a competitive position in a technical area ticipation in future projects. where European manufacturers have always held a leading position. The spe- Description of work cifi c European context with higher soci- etal demands requesting new, effi cient X3-NOISE involves 32 partners from 20 ways of managing the community impact countries and is organised around fi ve also needs to be considered. technical Work Packages (Reduction of noise at source, Management of noise Objectives impact, Scientifi c dissemination, Com- munication and feedback, Network sup- The X3-NOISE Coordination Action, port and Coordination). The project work through its network structure and com- plan will: prehensive work plan involving expert – establish detailed research plans to groups, scientifi c workshops, stakeholder support the ACARE Strategic Research seminars and a common information sys- Agenda by means of dedicated road- tem, will address the aircraft noise chal- maps;

161 Results The expected results are: – successful implementation of tech- nology development priorities associ- ated with improvement of appropriate research infrastructure; – regularly updated technology sta- tus documents, including technology prospects and readiness levels; – successful implementation of priori- ties aimed at harmonised environmen- tal planning tools and instruments, including the evaluation of noise/ emission interdependencies; – clarifi cation of aviation situation vs. the END directive from a technical standpoint; – active technical debate to stimulate elaboration of research strategies in specifi c areas; – widespread information on aircraft noise-related programmes and devel- opments; – investigate key enabling issues through – continuation of international exchanges ad hoc task groups (computing capac- leading in particular to the presentation ity, noise emissions tradeoffs, experi- of a worldwide technology status within mental benchmarks); ICAO CAEP; – seek constructive debates to address – better coordination of expertise at forward-looking issues (stakeholders’ national and regional level (TTC), so seminars on environmental inter- that added-value contributions to EC dependencies, noise mapping tech- projects are more clearly identifi ed niques, technology status and green around a common set of well dissemi- airport concept); nated priorities and objectives; – ensure dissemination through an – better identifi cation and exploitation of annual thematic scientifi c workshop; national upstream research in coordi- – pursue active collaboration with other nation with EC projects; environmental networks such as – structured development of local net- AERONET, ECATS and CALM; works in new EU Member States in – implement a network of national focal order to foster participation in future points over most of the EU-27. projects; – development of co-operation with NIS An advisory board, made up of aviation and Mediterranean INCO regions as stakeholders’ representatives, will pro- well as South America. vide feedback on potential developments in the environmental domain. The international co-operation aspects of the research agenda to be developed through the project activity are further reinforced by the participation of three partners, from Ukraine, Egypt and Brazil, acting as focal points at regional level.

162 Acronym: X3-NOISE Name of proposal: Aircraft external noise research network and coordination Contract number: 030840 Instrument: CA Total cost: 1 880 000 € EU contribution: 1 880 000 € Call: FP6-2005-Aero-1 Starting date: 01.06.2006 Ending date: 31.05.2010 Duration: 48 months Objective: Environment Research domain: Noise Coordinator: Mr Collin Dominique SNECMA Site du villaroche - Rond-point René Ravaud FR 77550 Moissy Cramayel E-mail: [email protected] Tel: +33 (0)1 60 59 73 96 Fax: +33 (0)1 60 59 78 53 EC Offi cer: D. Chiron Partners: Airbus S.A.S. (Airbus Central Entity) FR Rolls-Royce plc UK ANOTEC Consulting, S.L. ES Airbus UK UK Stichting Nationaal Lucht- en Ruimtevaart Laboratorium NL Free Field Technologies BE Manchester Metropolitan University UK Deutsches Zentrum für Luft- und Raumfahrt, e.V. DE Zara web services FR Airbus France FR A2 Acoustics AB SE Swedish Defence Research Agency SE To70 B.V. NL GFIC FR Alenia Aeronautica S.p.A. IT Dornier GmbH DE University of Southampton UK Offi ce National d’Etudes et de Recherches Aérospatiales FR Institute of Aviation (Instytut Lotnictwa) PL Integrated Aerospace Sciences Corporation GR

163 National Research & Development Institute for Gas Turbines - COMOTI RO Budapest University of Technology and Economics HU Czech Technical University in Prague CZ Vilnius Gedimino Technical University Institute of Thermal Insulation LT The Provost, Fellows and Scholars of the College of the Holy and Undivided Trinity of Queen Elizabeth near Dublin IE Instituto Superior Técnico PT Laboratoire d’Electromagnétisme et d’Acoustique - Ecole Polytechnique Fédérale de Lausanne CH National Aviation University, Department of Safety of Human Activities, Centre of Environmental problems of the airports UA Ain Shams University, Faculty of Engineering - ASU Sound and Vibration Lab., Department of design and production engineering EG Federal University of Santa Catarina, Mechanical engineering, laboratory of acoustics and vibration BR Teuchos Exploitation, Direction des études Division Nord FR

164 Improving Aircraft Safety and Security ADVICE Autonomous Damage Detection and Vibration Control Systems

Background – data are collected and analysed both locally and globally and the severity of Some technologies and prototypes exist damage is determined by a self-learn- today for either damage detection or ing system. vibration damping but which are not able to combine both tasks under the same system. In addition, very few systems can Objectives perform the work in real time during the The global objective of ADVICE is to service life of the protected structure, design, model, develop and validate a without having to resort to dynamically smart wireless network of self-powered intruding instrumentation and sacrifi ces devices that can be used for the simul- in the electrical power of the structure. taneous damping of structural vibrations The majority of existing technologies and detection of damage in airplane and rely on retrofi ts of the damage detection helicopter structures. The project concept and vibration control systems, usually is illustrated in the Figure. constrained by existing designs and are ADVICE incorporates the following tech- therefore not optimising the locations nical objectives: and performance of their corresponding – to use the vibrations of the structure instrumentation. as an energy source for the actuators, The technology of ADVICE will overcome sensors and other electrical loads. the shortcomings of existing fragmented This will induce signifi cant space and approaches and will supply combined weight savings compared with various damage detection and vibration damp- existing smart systems ing, a self-powered, wireless data trans- – to manage the sensor data collection mitting system optimised for the location through a smart RF network and whose effect on the dynamics of the – to address several monitoring strate- protected structure will be known and gies aiming at defi ning new condition- controlled. based maintenance programmes and inspection procedures Indeed, compared with completed and – to investigate the robustness of the current European projects with similar system thoroughly, including the objectives and addressing similar issues, structural integrity of the device itself the ADVICE project presents the following and of the interface between the device differences, listed by order of originality: and the support made of composite – it tackles the problem of power supply material for the network of sensors – in terms of damage evolution, to – it incorporates vibration damping and couple both vibration damping and damage detection at the same time, real-time monitoring towards a syn- which is very benefi cial from the point of ergetic mechanism between delaying view of probabilistic fracture analysis the occurrence of critical damage and – the data collection is ensured through accelerating its detection. a reliable network which operates with minimum energy and RF pollution Among the ADVICE benefi ts, we can high- – ADVICE sets the focus on the struc- light: tural integrity of the actuators, sen- – the defi nition of custom-tailored main- sors and interfaces tenance programmes

165 – an increase in the lifetime of the parts the delivery of recommendations for SYS- and of the vehicle. TEM integration. All these elements help to reduce the total WP4 is concerned with the integration, ownership cost while being a major contri- reliability and safety assessment, testing bution to the aircraft safety and reliability. and validation of the system. The vibration Description of work damping and damage detection effi cien- cies of a set of VDCus on a simple struc- The project is divided into four technical ture are evaluated. Work Packages (WP). Among the technical innovations, the WP1 is mainly concerned with specifi ca- following advances can be highlighted: tions of the target applications, defi nition of optimisation of semi-passive damping the basic and performance requirements systems, on chip energy conversion and of the autonomous damage detection and regulation from SOI technology, optimised vibration control system, and specifi cation network topology and management, ultra of the test applications for validation. It low energy components, simulation of the also includes an exhaustive technological structural integrity of the system, etc. review and the evaluation of the economi- cal impact of structural health monitoring Results on the total cost of ownership. The major deliverables of the project are: WP2 gathers the tasks dedicated to the – a complete and operational autono- design of the vibration and damage con- mous damage detection and vibration trol units (VDCus), of the smart RF net- control system with several VDC units work and of other hardware and software, (illustrated in Figure 2), associated RF including the central treatment station. network, central station, data treatment WP2 is also concerned with the defi nition software, management APIs, etc. of measurement/structural health moni- – optimised and validated components toring strategies. (semi-passive piezoelectric patch, semi-passive visco-elastic constrained WP3 consists of the development and layer, on-chip energy management manufacture of the system and leads to module from SOI technology, Lamb

Piezoelectric Generator II Damping and Power Module

Piezoelectric Actuator IEnergy conversion and regulation Energy storage (battery)

Damping Damping System III

Additional treatment Signal processing Additional Additional CPU, A/D & D/A converters, treatment treatment Digital I/O, Flash memory,…

Sensor (PZT transceiver, RF transceiver Additional strain gauges, other) treatment Additional

Measurement Pre-Treatment View of a vibration Sensing Module Signal Processing & Transmission Module and damage control unit To gateway/router © CENAERO

166 Wave transmitters and receivers, RF – a list of recommendations for the transmission module, etc.) integration and use of VDC units. – a review of the structural health mon- The project is carefully evaluated using a itoring strategies and their technical ‘success measurement table’. and economical impact

Acronym: ADVICE Name of proposal: Autonomous Damage Detection and Vibration Control Systems Contract number: AST5-CT-2006-030971 Instrument: STP Total cost: 3 072 456 € EU contribution: 1 758 029 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 30.09.2009 Duration: 36 months Objective: Safety & Security Research domain: Accident Prevention Website: http://www.advice-project.eu Coordinator: Dr Nawrocki Anne Centre de Recherche en Aéronautique, ASBL (CENAERO) Avenue Jean Mermoz 30 Bâtiment Mermoz 1 - 2ème étage BE 6041 Gosselies E-mail: [email protected] Tel: +32 (0)71 91 93 50 Fax: +32 (0)71 91 93 31 EC Offi cer: P. Kruppa Partners: CISSOID S.A. BE DDL Consultants FR EADS Deutschland GmbH, Corporate Research Center Germany DE Aernnova Engineering Solutions S.A. ES Goodrich Actuation Systems S.A.S. FR Israel Aircraft Industries Ltd IL Institut National des Sciences Appliquées de Lyon FR PROTOS EURO-CONSULTORES DE INGENIERIA S.L. ES WYTWORNIA SPRZETU KOMUNIKACYJNEGO “PZL-SWIDNIK” Spolka Akcyjna PL Université Catholique de Louvain BE

167 Improving Aircraft Safety and Security CELPACT Cellular Structures for Impact Performance

Background In the longer term the aircraft industry sees a potential for twin-walled sandwich The use of composite materials and new structures due to their much higher shell- metal alloys in aircraft structural com- bending stiffness than single skin designs ponents has grown steadily with each and far higher strength/weight ratios. They generation of aircraft. The development would allow novel highly effi cient fuselage of a complete pressurised fuselage in concepts without stringers and with much composites or hybrid metal/composites larger frame spacings, and would also represents a big challenge, particularly be appropriate for next-generation air- because of increased vulnerability of craft concepts such as the blended wing. these materials to impact threats. Current aircraft sandwich structures are The big jump in technology needed for the particularly vulnerable to impact dam- realisation of a new fuselage for the next- age, due to their thin composite skins and generation Airbus requires new production low-strength honeycomb or polymer foam technologies and materials for integrated cores. Thus for effi cient lightweight future structural concepts. Current concepts for aircraft structures there is a requirement fuselage structures introduce composites now to develop new sandwich materials in the fuselage barrel with conventional concepts with improved impact resis- frame/stringer concept monolithic skins. tance.

Folded core composite structural element © University of Stuttgart © University

168 Cellular metal lattice structure by selective laser melting © University of Liverpool © University

Objectives design and analysis will be developed. CELPACT will develop improved design The scientifi c and technological objec- techniques for sandwich structures based tives of CELPACT are the development of on advanced computational tools. Pro- new sandwich material concepts for pri- totype structures will be fabricated and mary aircraft structures with higher per- tested under high-velocity impact condi- formance low-weight cores designed to tions in order to validate design concepts, enhance impact resistance. The new core and material parameters will be experi- materials to be investigated include folded mentally derived as input to the simula- composite elements, low-weight metal tion software. honeycombs and lattice structures. Sand- wich structures with composite skins are expected to be used in fuselage barrels; Description of work however, in highly critical impact-loaded CELPACT will develop new manufacturing regions, such as wing leading edges and techniques for both composite hybrid and front cockpit panels, there is interest in metal cellular materials and structures. metal-skinned sandwich structures. Candidate materials and geometries To meet these technological objectives, defi ned are cellular hybrid composites CELPACT will employ advanced manu- (CHC) with folded composite core struc- facturing techniques for novel cellular tures, and cellular metal (CM) with closed material designs at the micro scale, in cell and lattice cores. Open lattice geom- order to improve structural performance etry CM cores will be fabricated by selec- for strength/weight, fatigue resistance, tive laser melting (SLM) using aluminium, damage tolerance and crashworthiness. stainless steel and titanium for the core Physical phenomena associated with materials. Folded composite core struc- impact damage and progressive collapse tures will be fabricated in a new continu- of such structures are complex, and theo- ous folding process using aramid fi bre retical models and simulation tools for paper pre-impregnated with epoxy resin.

169 Initial folding patterns to be investigated Results will be V-form zigzag geometry, which CELPACT will provide new technolo- gives an open cellular structure. gies for airframes which will facilitate The key to the design of improved cellular novel aircraft confi gurations. They will materials is modelling and simulation. be based on advanced twin-walled struc- Methods will be developed based on cell tural concepts, using advanced compos- micromodels for optimising cell geom- ite and metallic cellular structures as etries, together with homogenised mod- core materials and leading to structural els and multiscale code developments weight reduction in airframes. for impact modelling in larger sandwich New advanced manufacturing processes structures. will be developed and refi ned for cellular The structural case selected for study metal structures using selected laser is foreign object impact damage from melting technology, and for continuous impactors such as bird strikes on CM fabrication of folded hybrid composite panels and tyre rubber or runway debris core structures. Concepts will be dem- impacts on CHC twin-skinned structures. onstrated for lightweight structures with Structural tests will focus on gas gun and improved impact resistance. These mate- drop tower impact tests on generic struc- rial developments have strong potential tures. Validation studies will assess the outside the aerospace industry such as technology developments, verify the sim- fi lter technology and medical implants ulation and design methods by detailed for CM structures, and boat hull and comparison of impact damage predic- vehicle structures for CHC materials. tions with test results, and fi nally make New design methods for advanced sand- recommendations for aircraft design- wich structures will be validated, based ers. CELPACT will conclude with fi nal on new simulation tools which combine assessment reports and design guides multiscale modelling with microscale for aircraft industry users, the ‘Road map cell models. They may be used to opti- to application’ reports and a fi nal work- mise structural concepts for improved shop. behaviour under complex load systems such as impact and crash loads.

170 Acronym: CELPACT Name of proposal: Cellular Structures for Impact Performance Contract number: AST5-CT-2006-031038 Instrument: STP Total cost: 3 109 000 € EU contribution: 2 430 000 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2009 Duration: 36 months Objective: Safety & Security Research domain: Accident Prevention Coordinator: Dr Johnson Alastair Deutsches Zentrum für Luft- und Raumfahrt eV Institute of Structures and Design Pfaffenwaldring 38-40 DE 70569 Stuttgart E-mail: [email protected] Tel: +49 (0)711 6862 297 Fax: +49 (0)711 6862 227 EC Offi cer: P. Perez-Illana Partners: University of Liverpool UK The Chancellor, Master and Scholars of the University of Oxford UK Laboratory of Technology and Strength of Materials GR Aachen University DE ENS Cachan FR University of Stuttgart DE Brno University of Technology CZ ATECA FR Airbus Deutschland GmbH DE EADS CCR FR EADS Deutschland GmbH DE Alma Consulting Group S.A.S. FR

171 Improving Aircraft Safety and Security LANDING Landing software for small to medium-sized aircraft on small to medium-sized airfi elds

Background – stage 1 software, based on input of digital information of the ambient Small to medium-sized aircraft are not space, available through commercial usually equipped with the latest expen- off-the-shelf (COTS) 3D digital maps, sive aviation technology. In parallel, small satellite data and elevation data; to medium-sized airports are also not – stage 2 software, based on medium always equipped with the latest airport resolution input of the larger fi eld landing-guidance technology, such as vicinity; ILS. The small to medium-sized aircraft – stage 3 software, based on high resolu- business is expanding rapidly, so there tion 3D geographical information sys- is an emerging need to develop low-cost tem (GIS) data including all obstacles and effective technologies that are inex- as input of the closer fi eld vicinity; pensive whist providing additional added – software for the integration of the assistance to pilots, such as landing dur- above components, providing the air- ing diffi cult weather. Such a pilot product craft position within the digitally rep- will be produced by LANDING. resented space; Objectives – 3D-visualisation software of the inte- grated fl ight guidance information on LANDING will deliver a low-cost soft- the hardware; ware product assisting pilots of small to – the required approach from 3D-da- medium-sized aircrafts to land safely on tabases and a high resolution digital small and poorly equipped fi elds, in bad airport database. weather and low-visibility conditions. A pilot can use LANDING for additional Results guidance during the three phases of the LANDING components run on COTS hard- landing process: the ‘approaching’ phase, ware onboard, which can be portable or the ‘tunnelling’ phase and the ‘runway’ there is the possibility of it being panel- phase. LANDING thus offers integral mounted computing equipment (e.g. software at a pre-industrial level as an pen-PC or Figure 2a) with a fast rendering, ‘add-on’ for safety, which is loaded on including a display for 3D-visualization. ‘portable’ aircraft hardware navigation The software is platform-independent. technologies. The 3D terrain and other airport, fi eld or Description of work terrain data are pre-installed on the hard- ware. LANDING is cost-effi cient since it is LANDING will integrate seven software addressed to small or business aircrafts, and data components: hydroplanes and helicopters, and deliv- – the geo-referenced position of the air- ers software development, applications, craft with the use of satellite and other dissemination and material for possible data; future certifi cation.

172 Acronym: LANDING Name of proposal: Landing software for small to medium-sized aircraft on small to medium-sized airfi elds Contract number: AST5-CT-2006-030905 Instrument: STP Total cost: 1 613 000 € EU contribution: 983 000 € Call: FP6-2005-Aero-1 Starting date: 01.01.2007 Ending date: 31.12.2008 Duration: 24 months Objective: Safety & Security Research domain: Accident Prevention Website: http://www.landing-eu.eu Coordinator: Prof. Bonazountas Marc Epsilon GIS Technologies SA Monemvasias 27 Polydron GR 15125 Maroussi E-mail: [email protected] Tel: +30 (0)210 6898615 Fax: +30 (0)210 6821220 EC Offi cer: J.L. Marchand Partners: Aeroservices SA GR Airport Authority of Bolzano, ICAO: LIPB Ente Nazionale per l’Aviazione Civile IT Aschenbrenner Geraetebau GmbH DE Delft University of Technology NL Diamond Aircraft Industries GmbH AT Lugano Airport CH Technische Universität München DE TopoSys Topographische Systemdaten GmbH DE Suediroler Transportstrukturen AG (STA) IT IABG mbH DE

173 Improving Aircraft Safety and Security PEGASE helicoPter and aEronef naviGation Airborne SystEms

Background integrity in the fi nal zone for fi xed and rotary-wing aircraft, which when imple- Approaches, landings and take-offs or, mented correctly can result in: more generally, manoeuvres or naviga- – airport application without the need tion in the terminal zone, are among the for ground-based precision landing most critical tasks in aircraft operation. installation systems, – improved pilot confi dence during both Today, the only certifi ed navigation sys- landing and take-off, tem available for landings, ground rolls – reduced workload for the crew, and take-offs are the ILS and MLS which – reduced environmental impact through require heavy airport infrastructures. improved procedures, However, there has been a recent trend – reduced fuel consumption through towards the GNSS systems but these shorter waiting patterns, do not have the necessary integrity. This – a system not susceptible to jamming/ clearly highlights the unmet need for new interference. systems which could either replace or complement the existing systems. Objectives Users and operators of aerospace trans- port expect improved all-weather opera- The purpose of the PEGASE project is to tions and safer operations at an affordable prepare the development of an autono- cost. Easier and more effi cient proce- mous (no external assistance or ground dures in the terminal area’s fi nal zone equipment required), all-weather, locali- will contribute to meet such expectations. sation and guidance system based upon PEGASE will introduce cost-effective the correlation between vision sensor higher levels of navigation accuracy and outputs and a ground reference database.

Computed image Accurate localisation Sensed Tracking I1 Onboard Computed features image database ON Guidance BOARD Servoing I2 Extracted features Localization Sensors AUTO PILOT System Platform control PILOT

OFF BOARD Offline creation of the on board NavAid system Database I3 Conceptual view

174 This innovative NavAid system is intended The goal of WP3 is focused on one of the for use onboard in fi xed as well as rotary key technology of the project: the imag- wing aircraft. ing sensor, which may be in the form of a CCD camera, infrared camera, laser The applications of such a NavAid System active imaging, SAR imaging, fused sen- are twofold and can be considered either sors (electromagnetic and/or optronic as a primary means of navigation to pro- sensor), etc. vide guidance to the aircraft for opera- tion on any helipad/runway without any WP4 will continuously and incrementally external assistance or ground equipment, develop a shared simulation framework or as a supplementary mean of naviga- based upon existing tools. It will provide tion, i.e. a system used in correlation with to the partners: other means such as ILS/MLS or GBAS/ – a clear understanding of the specifi ca- SBAS, in order to improve the integrity tions and requirements, and potentially the accuracy of the total – a clear understanding of the models, navigation system. – the possibility to test the models within an existing simulation, Once the feasibility has been demon- – to delivery of the models. strated and the constraints relative to the implementation have been identi- WP5 will compare different data sources fi ed in this project, the defi nition and and their qualities and refi ne quality development of a proof of concept will metrics, taking into account the metrics be necessary. The application of the needed for safe aircraft navigation. system is anticipated in concordance WP6 will develop new methods in image with the Single European Sky master processing, visual tracking and visual plan (ATM 2000+, SESAR) in the period serving to implement the functionalities 2007-2012. required in the PEGASE Navaid system. Description of work WP7 will assess the functionalities of the designed PEGASE NavAid System in the PEGASE is a feasibility study of a new nav- reference simulations. igation system which will allow a three- dimensional, truly autonomous approach Results and guidance for airports and helipads, and improve the integrity and accuracy The NavAid System will contribute to the of GNSS differential navigation systems. enhancement of the state of the art by: This new navigation system relies on – Increasing operations in all weather three key technologies: conditions/night and day (for instance, – the specifi cation of a reliable ground by maintaining the same landing reference database, rate), – innovative correlation techniques – Consolidating RNP/RNAV approaches between sensors and the onboard due to the improvement in the integrity ground database, of the means of navigation and thus – a robust serving algorithm for the permitting a reduction in the minima, management of the trajectories of both – Smoothing the ILS/MLS path, which fi xed-wing and rotary-wing aircraft. will allow a more accurate approach and landing and reduce the risk of a Seven work packages (WP) will allow missed approach, PEGASE to achieve its goals. – Allowing GPS/SBAS/GBAS CAT 3 WP2 will establish the operational and operations with the possibility of functional requirements for the PEGASE selecting the vertical path (from 3° up NavAid System, based upon existing pro- to 7° for fi xed wing aircraft or up to 12° cedures and their possible changes. for helicopters) and to defi ne curved

175 WP2: Specifications WP7: Assessment and requirements PEGASE system and synthesis Methodology view Operational requirements Rotary wing: piloted simulation

System requirements Fixed Wing: detailed simulation

Assessment criteria Aircraft: global technical simulation

WP6: Visual tracking and visual servoing DEVELOPMENT Servoing I3

Tracking I2

WP3: Sensors WP5: Geographical databases Offline creation of the on board Database I1

WP4: Shared simulation framework

approaches through a hybridisation with the system, – Providing a supplementary/primary means for fi nal approach, landing, roll breaking, taxi exit and take-off run, – Contributing to the progressive reduction in ground facilities (lights, paintwork, ground Navaid, etc.) while ensuring current and future safety requirements.

176 Acronym: PEGASE Name of proposal: helicoPter and aEronef naviGation Airborne SystEms Contract number: AST5-CT-2006-030839 Instrument: STP Total cost: 5 511 395 € EU contribution: 3 000 000 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2006 Duration: 36 months Objective: Safety & Security Research domain: Accident Prevention Website: http://www.pegase-project.eu Coordinator: Mr Patin Bruno Dassault Aviation 9 Rond-Point des Champs-Elysées Marcel Dassault FR 92552 Saint-Cloud Cedex E-mail: [email protected] Tel: +33 (0)1 47 11 58 54 EC Offi cer: J.L. Marchand Partners: ALENIA AERONAUTICA S.p.A. IT Eurocopter FR Eurocopter Deutschland GmbH DE EADS CCR FR Walphot S.A. BE Elliniki Photogrammetriki Ltd GR Consorzio Nazionale Interuniversitario per le Telecomunicazioni IT Institut National de Recherche en Informatique et en Automatique FR Centre National de la Recherche Scientifi que FR Eidgenoessische Technische Hochschule Zürich CH Ecole Polytechnique Fédérale de Lausanne CH Instituto Superior Tecnico PT Jozef Stefan Institute SI EADS DS SA FR

177 Improving Aircraft Safety and Security VULCAN Vulnerability analysis for near future composite/hybrid air structures: hardening via new materials and design approaches against fi re and blast

Background – development of numerical tools for blast vulnerability analysis of compos- The increase of air traffi c is not accompa- ite and hybrid aeronautical structures; nied by a similar percentage of increase in – blast vulnerability map of composite airborne accidents; however, the absolute and hybrid-scaled fuselage substruc- number of fatalities due to accidents has tures for different charge locations increased. Moreover, despite the strict and different explosive quantity; safety measures, terrorist acts cause the – implicit and explicit blast harden- probability of an internal or external inci- ing strategies of composite and dent of fi re or blast to increase. More than hybrid aerostructures by design and ever, passenger airborne safety and con- by materials (including novel design sumer faith require hardening strategies, approaches tailored to the new gen- which should be incorporated in aircraft eration materials). design. The objectives regarding fi re are: Composite and hybrid metal/compos- – development of algorithms, material ite aerostructures are nowadays con- models and failure criteria for fi re sidered as the only way to obtain a safe, behaviour: criteria for fi re spread and light, environmentally friendly and cost- fi re burn-through; effective aircraft. This fact is refl ected in – fi re vulnerability map of in-fl ight fi re the constantly increasing usage of such spread and burn through conditions in materials in the new generation of civil composite and hybrid-scaled fuselage aircrafts. The improvement of current substructures for different types of aircraft against blast and/or fi re incidents fl ame intensity and location; remains an open issue; therefore the vul- – Implicit and explicit fi re hardening nerability of composite and hybrid struc- measures for composite and hybrid tures under such loading is requiring aerostructures by design and by novel more intense research than ever. materials to reduce fi re spread. Objectives Description of work The objectives regarding blast are: The scope of this project encompasses – development of algorithms, material the development of novel materials and models and failure criteria for high design optimisation strategies aimed at strain rate loading of composites and strengthening composite/hybrid airborne hybrid materials, and calibration of structures and preventing catastrophic the numerical tools against experi- damage. This will be obtained via the mental results; assessment of the vulnerability of model aerostructures to blast and fi re. Numeri-

178 cal tools will be developed and validated and security. Going one stage further, the against experimental fi ndings in order to experience gained through the envisaged develop a vulnerability map of typical sub- test campaign will be consolidated in structures. Vulnerable locations will be proposing new standards for the study of identifi ed and reinforced in two ways: (a) blast and fi re incidents and thus provide by introducing novel design approaches, the roadmap for an integrated approach and (b) by using tailored novel composite to the issue of civil aircraft survivability. and hybrid materials. Implicit and explicit This project is directly addressing the sub- measures will be considered based on ject of passenger survivability: VULCAN reinforcing design strategies and novel will identify research, and specify and materials. introduce strategic approaches which will Finally, hardened sub-aerostructures will bring major benefi ts to the safety of the be designed, manufactured and validated passengers, thus minimising the number aiming at a tenfold increase in blast and of fatal losses, even in the case of onboard fi re resistance compared to those cur- terrorist actions. rently used with the minimum weight The outcome of VULCAN will provide penalty. methodologies readily applicable to air- Results craft design and the anticipated benefi ts will refl ect the realisation of safer airborne One of the major innovations of VULCAN structures within the next fi ve to seven is the development of novel hardening years. In this way VULCAN is expected to methodologies for aircraft structures contribute to the sustainable development against blast and fi re incidents. These of a sector that has suffered serious blows methodologies will be based upon the in the last few years and thus enables the adoption on novel materials (and material European air transport sector to reinforce technologies) and the application of new its current global position and continue to design approaches which are expected increase, offering employment and better to signifi cantly enhance aircraft safety customer service.

VULCAN WP0 – Project Management

WP1 – Literature Survey: WP2 – Response WP3 – Vulnerability WP4 – Improvement WP5 – Manufacturing WP6 – Economic Selection and Design of structural analysis of the response strategies for blast & fire and testing of optimised evaluation, exploitation of Simplified components HSL of simplified protection by design scaled and simplified and dissemination UoP Aerostructures PEMA aerostructures and novel material aerostructure IAI WP2.1 – Numerical to blast & fire UoP configurations SENER WP1.1 – Existing analysis of the response WP5.1 – Manufacturing of Procedures and Criteria of structural components WP3.1 – Simulation of WP4.1 – Improvement optimised scaled and to blast loading the response of simplified strategies by design simplified aerostructure WP1.2 – State-of-the-Art: aerostructures to Materials WP2.2 – Simulation of blast loading WP4.2 – Improvement WP5.2 – Testing of the response of strategies by novel optimised scaled and WP1.3 – Civil Air transport structural components WP3.2 - Vulnerability materials/configurations simplified aerostructure Accidents/ Incidents and to fire propagation map for blast behaviour Implications to Safety WP4.3 – Implementation WP5.3 – Evaluation against WP2.3 – Manufacturing WP3.3 – Simulation of of improved design and imposed targets and WP1.4 – Selection and of flat panels the response of simplified novel materials in numerical tool simulation Design of Scaled aerostructures to simplified aerostructures of optimised scaled and Simplified WP2.4 – Experimental fire propagation and numerical simulation simplified aerostructure Sub-Aerostructures response of structural components to blast loading WP3.4 - Vulnerability WP4.4 – Combined loading map for fire behaviour scenarios and simulations WP2.5 – Experimental response of structural components to fire propagation VULCAN project: Work WP2.6 - Validation and optimisation of algorithms Package breakdown

179 Acronym: VULCAN Name of proposal: Vulnerability analysis for near future composite/hybrid air structures: hardening via new materials and design approaches against fi re and blast Contract number: AST5-CT-2006-031011 Instrument: STP Total cost: 4 825 113 € EU contribution: 2 987 524 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 01.04.2010 Duration: 42 months Objective: Safety & Security Research domain: Accident Prevention Coordinator: Mr Karagiannis Dimitri Integrated Aerospace Sciences Corporation (INASCO) Tegeas St., 17 GR 16452 Argyroupolis - Athens E-mail: [email protected] Tel: +30 (0)210 99 43 427 Fax: +30 (0)210 99 61 019 EC Offi cer: P. Perez-Illana Partners: University of Patras GR University of Sheffi eld UK Health and Safety Executive UK Netherlands Organisation for Applied Scientifi c Research NL Institut fuer Vebundwerkstoffe DE SICOMP AB SE Fundacion Inasmet ES PeMA Aerosapace - Associação PT Royal Military Academy BE Warsaw University of Technology, Institute of Aeronautics and Applied Mechanics PL Hellenic Aerospace Instrusty S.A. GR Israel Aircraft Industries Ltd IL PIEP - Polo de Inovação em Emgenharia de Polímeros PT SENER INGENIERIA Y SISTEMAS ES

180 Improving Aircraft Safety and Security ADHER Automated Diagnosis for Helicopter Engines and Rotating parts

Background corded data. This will reduce false alarm rates and maintenance costs and increase Aircraft availability, in-fl ight reliability operational aircraft availability, enabling and low-cost maintenance are major effi cient scheduling of preventive main- concerns for helicopter operators. HUMS tenance. (Health Usage Monitoring System) imple- menting sensor-based monitoring is an The main scientifi c and technological enabling technology seeking to provide objectives of this project are: a condition-based maintenance (CBM) – To obtain a better understanding of the relying on automated diagnosis/progno- physical behaviour of ODM, vibration sis of the health of aircraft components. and acoustic sensors through new the- One challenge for HUMS is to implement oretical models and through a series automated low-cost CBM systems as an of bench test experiments on helicop- alternative to periodic physical inspec- ter gearboxes, especially in terms of tions. Existing HUMS technologies tend ‘ageing effects’ and ‘progressive emer- to generate high rates of false alarms gence of failures’ for rotating parts; due to the use of fi xed alarm thresholds. – To defi ne innovative self-adaptive algo- The automated analysis of fl eet operat- rithms enabling data-driven automatic ing data on engine and rotating parts learning to analyse time evolutions of recorded by onboard sensors is a major sensor data and to generate antici- scientifi c objective to reach adaptive, reli- pated health diagnosis, taking account able, and low-cost HUMS systems. This of ‘vehicle usage context variables’; objective will be explored in this project – To test these algorithms on helicopter by addressing: fl eet vibration data; – Performance of simultaneous oil – To evaluate the feasibility of automated debris monitoring (ODM) and vibration health monitoring of helicopter fl eets monitoring using available ODM and by self-adaptive software analysis of vibration sensors; (ODM + vibrations) data. – Analysis of new physical models for ODM and vibration characteristics of Description of work helicopter rotating parts (gearboxes, The project work breakdown structure bearings, etc.) to calibrate ‘ageing includes three sub-projects (SP): effects’ and ‘progressive emergence – SP1 is concerned with project man- of failures’; agement, scope specifi cation, results – Design and validation of innovative evaluation and dissemination towards software tools dedicated to self-adap- potential end users. tive diagnosis/ prognosis of potential – SP2 addresses experimental data failures of helicopter rotating parts. acquisition and physical modelling of Objectives three key categories of sensors known to have discriminating capabilities to The project’s main goal is to enable ‘fl eet- monitor the health of helicopter rotat- scale’ health monitoring for helicopters ing parts: oil debris monitoring, vibra- with robust failure diagnosis and progno- tions and acoustic emissions. The sis, relying on multi-sensor monitoring main goal of SP2 is to reduce the rate and automated analysis of sensor-re- of undetected faults.

181 – SP3 focuses on innovative multi- – Quantitative impact of contextual vari- sensor diagnosis software tools and ables on defects; explores the diagnosis potential of – Experimental evaluation of the poten- self-learning algorithms. It includes tial of acoustic emission sensors for fi ve work packages addressing a heli- diagnosis; copter fl eet sensor database, external – Database of vibration recordings for a variable impact on vibration-based helicopter fl eet; diagnosis, multi-sensor data fusion – Self-adaptive software tools for health for diagnosis, automatic elimination of diagnosis; defective sensor data and the overall – Methods and tools for automated technical evaluation of the project out- multi-sensor data fusion for diagnosis; puts. The main goal of SP3 is to reduce – Methods and tools for automated the rate of false alarms. elimination of degraded sensor data; – Bench test evaluation of defect diag- Results nosis on helicopter rotating parts; – Validation concepts and industrialisa- It is expected to acquire/obtain the follow- tion feasibility; ing knowledge elements and results: – Perspective assessment for fl eet-scale – Oil debris fault detection rates for automated multi-sensor diagnosis. various damage modes and operating contexts;

Acronym: ADHER Name of proposal: Automated Diagnosis for Helicopter Engines and Rotating parts Contract number: AST5-CT-2006-030907 Instrument: STP Total cost: 1 458 596 € EU contribution: 1 059 090 € Call: FP6-2005-Aero-1 Starting date: 01.12.2006 Ending date: 30.11.2008 Duration: 24 months Objective: Safety & Security Research domain: Maintenance & Reliability Coordinator: Mr Derain Jean-Pierre Eurocopter S.A.S. Aéroport Marseille-Provence FR 13725 cedex Marignane E-mail: [email protected] Tel: +33 (0)4 42 85 91 98 Fax: +33 (0)4 42 85 87 65 EC Offi cer: P. Kruppa Partners: RSL Electronics Ltd IL Cardiff University UK University of Patras GR Ecole Normale Supérieure de Cachan FR

182 Improving Aircraft Safety and Security

SHM in Action Structural Health Monitoring in Action

Background Objectives Structural health monitoring (SHM) is an Advances in technology stem from emerging technology, dealing with the advances in knowledge. The development development and implementation of tech- and the usage of technologies depend niques and systems where monitoring, on the dissemination of state-of-the-art inspection and damage detection become information, which is the objective for this an integral part of structures and thus a project. matter of automation. It also merges with Structural health monitoring (SHM) sys- a variety of techniques related to diagnos- tems and technologies have acquired a tics and prognostics. signifi cant relevance during the last two SHM emerged from the wide fi eld of smart decades, and it is referred to as one of the structures and laterally encompasses key issues in long-term R&D aeronautic disciplines such as structural dynam- plans. ics, materials and structures, fatigue SHM in action will prepare the experts, and fracture, non-destructive testing required by European industry, to be and evaluation, sensors and actuators, able to design and manage the structural microelectronics, signal processing and health of engineering structures in the possibly much more. To be effective in the future. development of SHM systems, a multi- disciplinary approach among these disci- This will be achieved by shortening the plines is therefore required. Without this delay among the existing knowledge and global view it will be diffi cult for engineers its industrial applications which was due to holistically manage the operation of to: an engineering structure through its life – the multidisciplinary aspect of the cycle in the future and to generate new technology requiring a long learning breakthroughs in structural engineering. period;

SHM approach

183 – the lack of basic teaching materials; niques relevant to the understanding and – few people having access to laborato- handling of SHM. Laboratory and demon- ries for hands-on experience; stration activities will also be included so – a large number of tests having been that participants gain hands-on experi- done on small specimens, but few dem- ence in the main techniques addressed. onstrations done on real structures. This advanced course will be given two or three times each year, in different Euro- Description of work pean countries and in close co-operation with industry. A matching network of experts from European universities and research insti- Results tutions, selected by their technical com- petence and teaching experience, have The fi rst lecture series will be held in prepared an intensive (40 hours) lectures Madrid, 7-11 May 2007. Dates for further series, covering all theory and tech- courses can be found on the website.

Acronym: SHM in Action Name of proposal: Structural Health Monitoring in Action Contract number: ASA6-CT-2006-044636 Instrument: SSA Total cost: 786 060 € EU contribution: 265 000 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 30.09.2009 Duration: 36 months Objective: Safety & Security Research domain: Maintenance & Reliability Website: http://www.aero.upm..es/es/departamentos/shm/ Coordinator: Prof. Güemes Alfredo Universidad Politecnica de Madrid Dpt Aeronautics Plaza cArdenal Cisneros, 3 ES 28040 Madrid E-mail: [email protected] Tel: +34 (0)913366327 Fax: +34 (0)913366334 EC Offi cer: A. Podsadowski Partners: University of Siegen DE University of Sheffi eld UK University of Lisbon PT Polish Academy of Science PL Risø National Laboratory DK University of Patras, Mechanical and Aeronautical Engineering GR

184 Improving Aircraft Safety and Security

SICOM Simulation-based corrosion management for aircraft

Background the basis for new cost-effi cient mainte- nance and repair strategies. Corrosion management concepts utilis- ing the application and integration of pre- Objectives dictive tools for corrosion occurrence and growth will be a driver for new technical SICOM will develop models that can advances in the fi eld of corrosion main- become an essential part of future pre- tenance, and in the development of new dictive maintenance concepts. They will structural designs, materials and pro- deliver the information about onset and cesses for surface protection. Additional evolution of corrosion and thus fi ll the gap benefi ts can be expected by reduced between corrosion detection or monitor- time-to-market for new products. ing and the calculation of the structural impact of corrosion. Data from environ- Current maintenance philosophy claims mental condition or corrosion monitoring that all corrosion damage has to be identi- systems and non-destructive inspection fi ed and repaired prior to becoming struc- can be used as input data. Model outputs turally critical. The consequences are will be utilised for the repair decision unanticipated and result in unscheduled process or can supply structural integrity maintenance with high costs. The total calculation programmes. annual direct cost of corrosion, for exam- ple to the US aircraft industry, is estimated Modelling parameters will be defi ned, at $2.2 billion, which includes the cost of which represent corrosion condition and design and manufacturing ($0.2 billion), in-service experience of aircraft. Localised corrosion maintenance ($1.7 billion), and corrosion will be simulated by a numerical downtime ($0.3 billion). A reliable predic- microscale model with regard to micro- tion of the occurrence of corrosion fl aws structure and the micro-electrochemical and corrosion propagation would provide condition. The corrosion rate of alumin-

WP1: Requirements and Specification l

WP2: WP3: WP4: Contro Microstructural Based Engineer Based Modelling Engineer Based Modelling ity Modelling – Occluded Cell – Galvanic Corrosion l ua

WP5: Q Impact of Surface Treatment WP8: and

WP6: ement

Validation and Model Integration g Mana WP7: Dissemination and Exploitation Project organisation

185 SICOM Macro-scale (Galvanic Corrosion)

Micro-scale (localized, selective Corrosion) Meso-scale (Crevice situation) Decision SICOM: Support Tool a decision-support tool

ium alloys in the meso-scale of occluded for prediction of galvanic corrosion behav- cells by means of numerical calculation iour will be developed and up-scaled for will be modelled as a function of physi- application to structural elements of air- cal and geometrical factors for a given craft. The infl uence of surface treatment macro-environment. An engineering-based on modelling results will be included numerical model for prediction of galvanic with regard to inhibitor release from corrosion behaviour will be developed and protection systems, role of clad layer up-scaled for application to structural ele- infl uence and oxide degrading effects. A ments of aircraft. The models are intended decision-support tool will be established to be incorporated into a decision-support for exploitation and implementation of the tool to enable the engineer to view the data project results in scientifi c and technical generated by the models but also to exam- applications. A further extension of the ine the trends of the data. models is to take into account specifi c surface treatment of the aluminium alloy Description of work and their localised breakdown. A numerical microscale model will simu- Results late localised corrosion of aluminium alloys with regard to microstructure The following major results are expected: and the micro-electrochemical condi- – specifi cation of requirements for in- tions developed. The corrosion rates of and output data used in different fi elds aluminium alloys will be provided in the of application; mesoscale of occluded cells by means of – mass transport model and the evalu- a numerical calculation as a function of ated, critical parameters that trigger physical and geometrical factors for given localised corrosion; macro-environments. A numerical model

186 – numerical calculation of the corro- – galvanic corrosion model predicting sion rate of aluminium in an occluded the corrosion rates for typical struc- cell; tural joints under varying conditions; – advanced modifi ed mass transport – a decision-support software tool will model for the impact of a clad layer be designed and provided to enable that includes the relevant (complex) a wide application in corrosion man- geometrical and chemical param- agement. eters;

Acronym: SICOM Name of proposal: Simulation-based corrosion management for aircraft Contract number: AST5-CT-2006-030804 Instrument: STP Total cost: 3 088 766 € EU contribution: 2 569 583 € Call: FP6-2005-Aero-1 Starting date: 01.03.2007 Ending date: 28.02.2010 Duration: 36 months Objective: Safety & Security Research domain: Maintenance & Reliability Coordinator: Hack Theo EADS Deutschland GmbH Willy-Messerschmidt-Strasse DE 81663 Munich E-mail: [email protected] Tel: +49 (0)89 607 23389 Fax: +49 (0)89 607 32163 EC Offi cer: A. Podsadowski Partners: Airbus Deutschland GmbH DE EADS Corporate Research Center France FR BEASY - Computational Mechanics Incorporated UK Swiss Federal Laboratories for Materials Testing and Research CH University de Bourgogne - Central National de la Recherche Scientifi que FR Friedrich-Alexander University of Erlangen-Nuremberg DE Vrije Universiteit Brussel BE Sheffi eld Hallam University UK University of Patras - Laboratory of Technology and Strength of Materials GR Politechnika Warszawska (Warsaw University of Technology) PL

187 Improving Aircraft Safety and Security

SUPERSKYSENSE Smart maintenance of aviation hydraulic fl uid using an onboard monitoring and reconditioning system

Background Objectives Aviation hydraulic fl uids are hygro- The strategic objective is to strengthen scopic and, as a result, their lifetime is competitiveness in the European civil highly unpredictable. The performance aeronautics industry through substan- of the entire aircraft hydraulic system is tially reduced maintenance costs, and, affected by the condition of the hydraulic in addition, provide improved safety, reli- fl uid and, if degradation goes undetected, ability and reduced environmental impact it may cause damages with serious con- – all related to the degradation of hydrau- sequences. These may be economic at lic fl uid by means of an optimised mainte- best or catastrophic at worst. At present, nance concept based on an onboard fl uid assessing the condition of the hydrau- monitoring and reconditioning system. lic fl uid in an aircraft is laborious, time The technical objectives are: consuming and expensive. Therefore the – to develop an optimised hydraulic fl uid fl uid is typically tested less than once a maintenance programme to reduce year, with the risk of unscheduled main- cost, downtime and environmental tenance if the fl uid has exceeded its lim- impact, and to increase safety and its of usage. Consequential interruption reliability of aeronautical hydraulics; of the airline service bears a huge eco- – to design, develop and validate an nomic cost. onboard intelligent multisensor system This project proposes the development to monitor the critical parameters and of an optimised maintenance concept evaluate the condition of the aviation based on an autonomous onboard system hydraulic fl uid used in most civil air- capable of monitoring the fl uid condition craft (phosphate ester-based fl uids); and restoring it when required. This will – to design, develop and validate an increase the lifetime of the fl uid yet pre- onboard hydraulic fl uid recondition- vent damage caused by degraded fl uid. ing system to stop fl uid degradation If external reconditioning or a change and thus enhance the fl uid’s lifetime of fl uid should prove to be unavoidable, almost indefi nitely. this could be scheduled to coincide with regular service and maintenance opera- Description of work tions, thanks to the predictive capability of the monitoring system. Fibre-optic Different water separation and elimina- sensors using luminescent indicators as tion techniques will be investigated and well as alternative optical and electro- selected. The chosen approach yields a chemical sensors will be developed for balanced-risk strategy in which estab- fl uid monitoring. lished techniques are combined with

188 cutting-edge research, the outcome of advantage that the entire industry will be which results in concurrent individual strengthened. At the end of the Super- deliverables of high intrinsic value, SkySense project, the consortium plans thereby enhancing the combined benefi ts to have introduced a new hydraulic fl uid expected from the project. maintenance, radically improved from the present one, and characterised by: The partial objectives of the project mate- – hydraulic fl uid condition monitored rialise into different technological deliv- permanently; erables, each of which have high intrinsic – instantaneous results and trend value on their own, representing ambi- curves available continuously; tious research objectives, including: – risk of corrosion or clogging virtually 1. Development of novel sensing pro- inexistent due to a smart maintenance cedures for the measurement of system; moisture, chlorine, dissolved gases, – no fl uid substitution, or only when acidity and particles in an aggressive needed; and unusual matrix such as hydraulic – lower cost and optimised use of fl uid. resources; 2. Development of materials, electronics – no hydraulic fl uid-related, unsched- and software for the successful con- uled maintenance (but probably no struction and operation of such robust maintenance at all); sensors. – reduced or zero-waste emission; – lower environmental impact. 3. Obtaining adsorbent materials and membrane fi ltration technologies, The consortium estimates that the pro- and, in particular, optimised com- posed system may result in direct cost binations thereof, to yield effective reductions for the airlines of several hun- elements for the removal of water, dreds of thousand euros per aircraft. This particles and other undesired ele- represents between 10 and 30 times the ments from hydraulic fl uids. initial system cost. For the entire airline industry (assuming 360 planes per year), Results this represents savings in the region of € 100 million per year in the middle to long The material output of the project will term. consist of a preliminary test unit contain- Based on the developed and proved con- ing the multisensor and reconditioned cept, once the project has been success- subsystems. The system will be tested fully concluded, a specifi cation for the on the ground to verify the technology, Onboard Monitoring and Reconditioning and evaluate the system’s performance System will be issued by Airbus. within the new maintenance strategy. A suffi cient number of units of the sen- sor subsystem and of the regeneration subsystem will be manufactured in the project and used for individual testing in the laboratory before assembly and pre- liminary testing of the complete system. The impact of this system will extend far beyond the consortium partners: the cost savings to airlines due to the optimised maintenance strategy will give Euro- pean constructors such a competitive

189 Acronym: SUPERSKYSENSE Name of proposal: Smart maintenance of aviation hydraulic fl uid using an onboard monitoring and reconditioning system Contract number: AST5-CT-2006-030863 Instrument: STP Total cost: 4 731 237 € EU contribution: 2 760 000 € Call: FP6-2004-TREN-3 Starting date: 15.10.2006 Ending date: 14.10.2009 Duration: 36 months Objective: Safety & Security Research domain: Maintenance & Reliability Coordinator: Mr Garcia Enrique Interlab Ingenieria Electronica y de Control S.A. C/ Maria Tubau, 4 - 2 ES 28050 Madrid E-mail: [email protected] Tel: +34 (0)91 3589627 Fax: +34 (0)91 3588327 EC Offi cer: P. Perez-Illana Partners: Airbus France SAS FR EADS Deutschland GmbH DE Lufthansa Technik Budapest Kft HU Instytut Lotnictwa (Institute of Aviation) PL Loughborough University UK Compañia Española de Sistemas Aeronauticos ES Sofrance SA FR Universidad Complutense de Madrid ES EADS CCR FR Fundación INASMET ES Centre de Transfert de Technologies Céramiques FR Groupe d’Etudes en Procédés de Séparation FR

190 Improving Aircraft Safety and Security ILDAS In-fl ight Lightning Strike Damage Assessment System

Background To be able to design appropriate lightning protection, aircraft manufacturers have a Commercial passenger aircraft are on strong need for a well-defi ned real light- average struck by lightning once a year. ning threat to aircraft. The effects of lightning on aircraft and helicopters are minimal for low-amplitude Objectives strikes, but higher-amplitude strikes may result in expensive delays and important The ILDAS project is to provide important repair and maintenance. data concerning the properties of real lightning strikes to fl ying aircraft and pos- The present certifi cation threat level is sibly helicopters. The fi rst project objec- derived from cloud-to-ground lightning tive is to use this knowledge to develop strike data measured on instrumented tailored and effi cient maintenance towers. While historically this threat defi - inspection procedures which must be nition has served the purpose of lightning applied after a recorded strike. Secondly, protection adequately on metallic air- improved knowledge provides a better frames, modern aircraft incorporate an insight into the actual effects of a light- increasing amount of composite materi- ning strike to a fi xed-wing aircraft or a als that make them more susceptible to helicopter, which can be used to improve damage. Moreover, aircraft now employ aircraft design. more high-authority electronic control systems that are susceptible to upset and In order to achieve these high-level objec- damage. As a result of the introduction of tives, the derived objectives are: extra protection measures the advantages – to develop an innovative and effi cient of modern materials could be cancelled measurement system prototype called by the addition of weight and higher cost. ILDAS (In-fl ight Lightning Strike Dam-

191 age Assessment System) for in-fl ight the protection measures will be taken into measurement of lightning strikes to account. aircraft. ILDAS uses advanced smart The state of the art in lightning strike sensor techniques which enable char- measurements, available sensor tech- acterisation of lightning strike param- nologies and electro-magnetic model- eters and current fl owing through the ling will be defi ned as a starting point aircraft skin during an in-fl ight light- for innovation. During the development ning strike. of the solution, the needs will be trans- – to adapt existing electromagnetic formed into requirements for a lightning modelling software and to develop strike measurement system prototype and validate enabling electromagnetic with on-board recording of the data. The software technology for calculations technology development for the prototype of current fl ow resulting from a light- of the measurement system will focus on ning strike to an aircraft. The develop- innovative and reliable sensor technology, ment and implementation of a very measurement chain and data recording innovative inverse method based on a technology development. numerical simulation of the lightning current propagation will be performed There will be a strong interaction between within ILDAS. the prototype development and the elec- – to defi ne a database dedicated to the tro-magnetic analysis research in order measured and deduced lightning data, to further defi ne the related measure- enabling subsequent exploitation. ment data recording chain, the analysis and the management of the lightning Description of work data, and other data collected during the lightning events. At the start of the ILDAS project the inputs will be defi ned in terms of end-user Results needs and state-of-the art technology. The need for the measurement system The ILDAS research project will yield a will be further detailed with all stake- complete system concept that has been holders involved, defi ning the measure- verifi ed during simulated on-ground ment requirements and in-fl ight lightning lightning tests. The project will also yield measurement sensor constraints. During the validation of the inverse method for this early study phase, the need to pro- deriving the strike amplitude and attach- tect aircraft and helicopters against the ment points on fi xed-wing aircraft and on effects of lightning strikes and the cost of helicopters.

Sensor cover Aircraft structural interface Sensor SIGNAL CONDITIONING/ Readout (E-field, H-field) CONVERSION/RECORDING

Power Aircraft Signal I/F

Airborne Ground Signal Analysis

Analysis Data Readout Lighting Data Storage Database Facility Ground based readout Report ILDAS preliminary system architecture

192 After future industrialisation and fi nal Better knowledge of lightning proper- certifi cation, the actual application of ties also enables European and other ILDAS in aircraft and helicopters enables standards committees, which act on a rapid build-up of the lightning database behalf of the European aircraft industry, contents. to verify and possibly improve the light- ning test standards. This should also Improved knowledge of the actual light- enable optimisation of the protective ning strike should lead to executing measures of aircraft, through tailor- a tailored and effi cient maintenance ing the design to the properties of real inspection procedure after a recorded lightning, and resulting in a reduction in strike. This will strengthen the com- the cost and weight penalty of protec- petitiveness of the industry by reducing tive measures. aircraft operating costs through a reduc- tion in maintenance time and other direct operating costs.

193 Acronym: ILDAS Name of proposal: In-fl ight Lightning Strike Damage Assessment System Contract number: AST5-CT-2006-030806 Instrument: STP Total cost: 4 255 247 € EU contribution: 2 331 793 € Call: FP6-2005-Aero-1 Starting date: 01.10.2006 Ending date: 31.03.2009 Duration: 30 months Objective: Safety & Security Research domain: Maintenance & Reliability Website: http://ildas.nlr.nl Coordinator: Ing. Zwemmer Rob Stichting Nationaal Lucht- en Ruimtevaartlaboratorium (NLR) Anthony Fokkerweg 2 NL 1059 CM Amsterdam E-mail: [email protected] Tel: +31 (0)20 511 3327 Fax: +31 (0)20 511 3210 EC Offi cer: P. Perez-Illana Partners: EADS CCR FR Airbus France SAS FR Culham Lightning Ltd UK LA Composite s.r.o. CZ Technische Universiteit Eindhoven NL OFFICE NATIONAL D`ETUDES ET DE RECHERCHES AEROSPATIALES FR GROUPE SOCIUS SA FR Eurocopter Deutschland GmbH DE Air France FR Lufthansa Technik AG DE Vector Fields Ltd UK

194 Improving Aircraft Safety and Security

DRESS Distributed and Redundant Electro-mechanical nose wheel Steering System

Background In lower visibility conditions, all landings, ground manoeuvres and take-offs have to An aeroplane is steered on the ground by be interrupted. orienting the nose landing gear wheels. On all commercial aeroplanes today, Continuous efforts are being made by the these wheels are oriented by a hydrauli- aeroplane manufacturers and the air traf- cally actuated steering system. On auto- fi c management sector to fully automate matic landings, during the automatic the approach, landing, ground manoeu- braking sequence, the steering system vres and take-off in order to increase the is commanded by the fl ight control com- air transport system effi ciency by being puters in order to keep the aircraft on the able to operate the airports in true ‘all runway’s centre line. When reaching the weather’ conditions. end of the runway, pilots have to regain The weak link today is the current nose manual control of the aeroplane as there landing gear steering system, which must is no automatic ground guidance on taxi- be improved in terms of safety so that it ways. is able to be integrated into the future Even the automatic steering during the fully automated ground guidance system, automatic braking sequence is of limited allowing the expected air transport effi - use since, due to the low safety level of ciency levels to be reached. the current steering systems, airworthi- ness regulations impose a minimum visi- Objectives bility that would allow the pilots to be able The project objective is, therefore, to to safely regain manual control in case of gradually increase the reliability and steering system malfunction and keep the safety levels of the aeroplane ground aeroplane on the runway by using manual steering system. differential braking.

Single-aisle aircraft nose landing gear

195 Electromechanical redundant actuation modular and redundant open control technology associated with new modular system architecture studies, and also control system architecture, based on a addresses the complex nose landing digital bus network, should allow large gear oscillations damping control. improvements in the reliability and safety – The ‘Electromechanical technologies’ of the ground steering system to levels work package concerns the electro- compatible with the requirements of a mechanical actuator, a new electric fully automated ground guidance system. motor architecture, and a safe and segregated power electronics control The DRESS architecture will improve system safety and fault tolerance while offering – The ‘Components manufacture’ and an open and modular structure through ‘Technology Integration’ work pack- the digital bus network reconfi guration ages will cover the manufacture and capabilities, and will provide an easy and then the assembly of various compo- safe connection to the future automatic nents with fi rst sub-assembly tests. guidance system. The system fault man- – ‘Technology evaluation’: the main agement will be improved by automatic components and then the complete failure localisation. validation prototype of the new steer- Another step will be made towards the ing system will be tested against the all-electric aircraft and its associated specifi cations. An evaluation of this advantages by eliminating the current new technology regarding its integra- hydraulically actuated steering system tion in a production aircraft system and its well-known drawbacks. will be provided. An overall steering system weight reduc- Results tion at aircraft level will also be reached, even if the electromechanical actuators A steering system demonstrator will be could turn out to be slightly heavier than available at the end of the project which the current hydraulic actuators, since will have been tested on a dedicated rig. many current hydraulic components DRESS will develop a cost-effective associated with the hydraulically actuated steering system with an improved level system will be deleted. of safety allowing automatic aircraft guid- Description of work ance. Furthermore, DRESS has a global approach: improving the safety critical DRESS will achieve this technology break- system architecture with modular and through, investigating in the fi elds of both open real-time control loop architecture system architecture and electromechani- while introducing jamming-free electro- cal actuation. mechanical redundant actuators. DRESS is composed of the following work DRESS will improve the European aero- packages: nautic industry competitiveness, contrib- – The ‘Specifi cations and assessment uting to securing long-term employment criteria’ work package will identify all in this industry. the requirements, providing a base on It will contribute to education and training which high-level as well as detailed via the development and application of new specifi cations for this new steering digital and electromechanical techniques, system will be established. Assess- to a large extent based on work carried out ment criteria will be defi ned to assess by PhD students or young scientists com- the fi nal validation results in an easier ing from different European countries. and better way. – The ‘Research on optimised system DRESS aims to provide the technology architecture’ work package concerns to improve competitiveness and safety,

196 which will contribute towards airport By helping to improve airport traffi c effi - traffi c effi ciency. This will allow aviation ciency, DRESS will contribute towards growth in harmony with society needs reducing the air transport system’s and effi ciency, and thereby enable air energy consumption with a more effi cient travel to become a more effi cient trans- service without delays. port medium for both people and goods.

Acronym: DRESS Name of proposal: Distributed and Redundant Electro-mechanical nose wheel Steering System Contract number: AST5-CT-2006-030841 Instrument: STP Total cost: 4 223 456 € EU contribution: 2 586 477 € Call: FP6-2005-Aero-1 Starting date: 15.06.2006 Ending date: 14.06.2009 Duration: 36 months Objective: Safety & Security Research domain: Maintenance & Reliability Website: http://www.dress-project.eu Coordinator: Mr Dellac Stephane Messier-Bugatti Parc Jean Monnet 41, Avenue Jean Monnet FR 31770 Colomiers E-mail: [email protected] Tel: +33 (0)5 34 50 77 19 Fax: +33 (0)5 34 50 77 03 EC Offi cer: M. Brusati Partners: Saab AB SE Airbus UK Ltd UK Messier-Dowty FR Institut National des Sciences Appliquées de Toulouse FR Université catholique de Louvain BE UNIVERSITATEA DIN CRAIOVA RO Université de Haute-Alsace FR Budapest University of Technology and Economics HU TTTech Computertechnik AG AT Equip’Aéro Technique FR Stridsberg Powertrain AB SE Institute of Aviation PL

197 Improving Aircraft Safety and Security COFCLUO Clearance of Flight Control Laws using Optimisation Background fl ight conditions as compared to the current industrial standard Proving to the certifi cation authorities that 2. a reduction in effort and cost in terms an aircraft is safe to fl y is a long and compli- of simulations and fl ights when opti- cated process. It is the responsibility of the misation-based CFCL is used prior manufacturer to show that the aircraft com- to fi nal in-fl ight validation in order to plies with the certifi cation specifi cations, defi ne the test campaign and especially the so-called airworthiness 3. a signifi cant increase in safety through code. This code contains a huge amount of better quality and confi dence in the different criteria that has to be met. Before clearance process when optimisation- manned fl ights are performed to show that based CFCL is used prior to fi nal in- an aircraft meets all the clearance criteria, fl ight validation in order to defi ne the simulations and computer computations test campaign. are performed. This project will focus on the computer computations in the certifi cation Description of work process. If the computations can be made faster, time is saved which will reduce time to The clearance criteria will be selected so market for new products and will also allow that the successful use of them in con- for rapid prototyping. Moreover, it is also junction with optimisation-based CFCL desirable to make the computations more will result in fewer off-line and manned detailed and accurate which would improve simulations. For civil aircraft, dynamics the quality of the certifi cation process, and related to the fl exible structure require thus increase the safety of aircraft. different, more detailed and thus larger models than what is necessary for mili- Objectives tary aircraft. Therefore new, integrated models will be developed and special It is important to keep in mind that the ques- attention will be paid to the fast trim- tions addressed in this project are not purely ming and linearisation of these models. technical, since industry is already techni- Also the question of how to obtain ratio- cally able to successfully clear fl ight control nal approximations of the state space laws. The main industrial benefi ts of the new matrices of the linear parameter-varying methods should be related to reducing the systems resulting from the linearisation involved effort and cost, while getting suf- will be addressed. This will be essential in fi ciently reliable results, or increasing the order to build so-called linear fractional reliability of the analysis results with a rea- transformation-based parametric mod- sonable amount of effort. Therefore a bench- els, which are the state-of-the-art model mark problem will be defi ned according to representations used in robustness and current industrial standards and the results stability analysis of control systems. obtained from optimisation-based clearance In addition to this, the optimisation prob- will be compared with a baseline traditional lem for CFCL is in some cases non-convex, solution based on gridding the parameter hence there are local optima. This means space and testing the fl ight control laws for that many optimisation methods will not a fi nite number of manoeuvres. fi nd the global worst-case parameter com- More specifi cally the following objectives bination, which for the CFCL might result in will be demonstrated: the wrong conclusions. Moreover, optimis- 1. a higher reliability of optimisation- ation algorithms for non-convex problems based clearance of fl ight control laws often have tuning parameters which for (CFCL) in detecting safe and unsafe the ordinary engineer might be diffi cult to

198 understand. Also some optimisation prob- tion quality clearance tools. These tools lems might have such a large dimension, will either be sold or licensed, and used or the number of problems to be solved in-house or for consulting services. might be so large, that answers might not The results from the project are useful not be found in reasonable time. Thus there is only for clearance of fl ight control laws for a need for more research in optimisation civil aircraft but also for military aircraft. algorithms dedicated to CFCL in order to Many of the results obtained are general and overcome the above-mentioned obstacles. can be adapted for clearance of control laws Results for vehicles other than aeroplanes, such as unmanned aerial vehicles, cars and trucks. When the methods and tools developed Flight clearance for unmanned aerial vehicles in the frame of COFCLUO prove to be reli- is expected to be even more important than able, accurate and relevant in the valida- for manned aircraft. For the car industry, one tion and clearance process performed by application of optimisation-based clearance design engineers, they are expected to of control laws could be to improve the reli- become very soon part of the internal Air- ability of existing systems, such as vehicle bus fl ight control laws validation process. stability control and traction control. Another Later on when confi dence has been gained application in future control systems devel- internally on such a new process involving opment is automatic obstacle avoidance. The optimisation-based methods, Airbus could results obtained can also be used in the con- propose to airworthiness authorities that nection of validation of many other different they include the methods in the offi cial types of systems, and thus the results will clearance process. Some of the results of strengthen the ability of European industry to the project will be developed into produc- validate safety-critical systems in general. Acronym: COFCLUO Name of proposal: Clearance of Flight Control Laws using Optimisation Contract number: AST5-CT-2006-030768 Instrument: STP Total cost: 3 253 686 € EU contribution: 2 055 516 € Call: FP6-2005-Aero-1 Duration: months Objective: Safety & Security Research domain: Maintenance & Reliability Coordinator: Prof. Hansson Anders Linköpings Universitet Department of Electrical Engineering Division of Automatic Control SE 58183 Linköping E-mail: [email protected] Tel: +461(0)3281681 Fax: +461(0)3282622 EC Offi cer: A. Podsadowski Partners: Airbus France SAS FR Deutsches Zentrum für Luft- und Raumfahrt e.V. DE Offi ce National d’Etudes et de Recherches Aérospatiales FR Swedish Defence Research Agency SE Universita’ degli Studi di Siena IT

199 Improving Aircraft Safety and Security NESLIE NEw Standby Lidar InstrumEnt

Background cano ash or bugs, although some acci- dents have occurred due to the failure of An air data system usually consists of pneumatic connection after maintenance a primary system that includes three operations. redundant channels and has, in addition, a separate stand-by channel. Even though efforts are made by manu- facturers to design dissimilar air data Traditional air data standby channels are channels, there is no reason that external composed of pitot tubes and pressure aggressions such as ice, ash or bugs will ports, which deliver parameters such independently affect the primary air data as airspeed and pressure altitude. The system probe and the standby air data standby channel has generally neither a system probe. temperature probe nor an angle of attack probe. The standby static pressure probe The purpose of NESLIE is, therefore, to location on the fuselage is selected so as demonstrate that a LIDAR-based (light to limit the infl uence of sideslip. detection and radar) air data standby channel will help to suppress the major Air data standby channels are therefore drawbacks of existing pneumatic sys- composed of equipment very similar to tems whilst maintaining the performance that encountered on the primary chan- required by the related standards. nels: pitot probes, static probes and pneumatic tubing. Objectives The main reason for aircraft accidents to be linked to air data systems is probe LIDAR will allow the implementation of a obstruction due to icing problems, vol- measurement principle that is very differ-

Single – particle measurement principle

V Optical architecture L

PL, VL Vlong Laser Source Separator

V +V Vtrans L D V V +V L D

Interferometer POL, VOL (V -V )+V L OL D

Detector Signal Processing V = 2.V HF Signal D long λ Amplification/ Air Digitalization Signal Processing Filtering Speed

Vlong Single particle measurement principle VD © Thales

200 ent from existing systems. The sensitivity surement optimal architecture and of LIDAR to wear and pollution differs from requirements traditional pneumatic systems because – TEEM Photonics and IMEP will develop there is no part of it outside the fuselage an integrated optical circuit for aero- (the LIDAR window is mounted fl ush with nautical application the fuselage); in fact, the presence of air – EADS CRC will derive the Airbus and pollution-like droplets or ash improves Dassault specifi cations at LIDAR level, the LIDAR signal. to develop an adapted free space optic and aircraft window The LIDAR can be installed in a large – XENICS will deliver an optimised range of available locations on the fuse- detector lage whereas standby channel probes – CERTH will develop a signal process- should be installed on locations where ing software that is able to deal with there is minimal sideslip effect. NESLIE low signal level compared to noise should demonstrate that it is possible to level design an entire LIDAR-based air data – NLR will test the LIDAR in fl ight and standby channel with few or no pneumatic support Thales and CERTH in the measurements. interpretation of test results This technology will also allow a non- – Thales Avionics will manage the con- protruding probe to measure Pt, AOA and sortium, and assemble and test the SSA in comparison to traditional probes, mock-up before fl ight-testing. which have protruding parts that are sub- ject to damage. Results NESLIE goes one step further in the NESLIE’s main output will be a mock-up domain of LIDAR size, weight and cost that will be tested on NRL aircraft, which, reduction, with the use of emerging after the project, will be installed on an integrated optic technology (integration Airbus aircraft for a testing period lasting on substrate, guided optics, etc). The thousands of hours. required technological parts (laser, sepa- rator, commutation, pump hybridisation, The product that Thales will develop, etc.) will thus be merged into a minimal based on the NESLIE experience, will number of integrated modules. replace the standard Pitot, AOA and SSA probes, which are too sensitive to outside Description of work damage. A second output of the NESLIE project The project is organised into four work will be a series of high quality documents packages: such as: – The specifi cation of a functional archi- – Air data parameter requirement and tecture of LIDAR-based standby air equipment performances for use as a data system standby instrument – The research and development of – State of the art of the required tech- innovative technologies nologies for NESLIE (laser specifi ca- – The development and in-fl ight test of a tion) complete functional mock-up – LIDAR and subassembly specifi cation – The consortium management of IR airspeed measurement channel All the necessary skills to achieve the report project goals are present in the NESLIE – Airborne installation constraints consortium: – Signal processing interfaces and sig- – Airbus and Dassault will defi ne air- nal characteristics borne LIDAR-based air data mea- – Flight test plan

201 – Certifi cation requirement for a laser IR airspeed system, and technological airborne system risk assessment – Requirement for fl ight-tests on a com- – Flight test evaluation report mercial aircraft – Laser passivation report – Ground accuracy test and report – Final exploitation report and techno- – Report on literature study, specifi ca- logical implementation plan of a laser tion and integration possibilities with anemometer on production aircraft and its benefi t.

Acronym: NESLIE Name of proposal: NEw Standby Lidar InstrumEnt Contract number: AST5-CT-2006-030721 Instrument: STP Total cost: 5 983 001 € EU contribution: 3 100 000 € Call: FP6-2005-Aero-1 Starting date: 02.05.2006 Ending date: 30.04.2009 Duration: 36 months Objective: Safety & Security Research domain: Security Website: http://www.neslie-fp6.org Coordinator: Dr Olivaux Pascale Thales Avionics SA 45, rue de Villiers - 92526 Neuilly sur Seine 25, rue Jules Vedrines FR 26027 Valence E-mail: [email protected] Tel: +33 (0)4 75 79 35 93 Fax: +33 (0)4 75 79 86 55 EC Offi cer: M. Brusati Partners: Airbus France SAS FR Dassault Aviation FR EADS CRC DE IMEP FR XenICs BE Centre for Research and Technology - Hellas GR Teem Photonics SA FR NLR NL

202 Improving Aircraft Safety and Security SOFIA Safe automatic fl ight back and landing of aircraft

Background security emergency (e.g. hijacking), dis- abling the control and command of the The SOFIA project is a response to the aircraft from the cockpit. This means challenge of developing concepts and creating and executing a new fl ight plan techniques enabling the safe and auto- towards a secure airport and landing matic return of an aeroplane in the event the aircraft at it. The fl ight plan can be of hostile actions. This is proposed as the generated on the ground (ATC) or in a continuation of the SAFEE works on FRF military airplane and transmitted to the (fl ight reconfi guration function), a sys- aircraft, or created autonomously at the tem which returns aircraft automatically FRF system. to the ground. SOFIA will design archi- tectures for integrating the FRF system into several typologies of avionics for civil Objectives transport aircraft. This requires the devel- The main objective of SOFIA is to develop opment of one of these architectures, the and validate the FRF system to safely and validation (following E-OCVM) of the FRF automatically return civil transport air- concept and of the means to integrate it in craft to the ground when they come under the current ATM. A safety assessment of hostile action conditions. The project will FRF at aircraft and operational (ATC) lev- also analyse what kind of confl icts can els (applying ESARR) is also needed. generate FRF in the airspace and will SOFIA will produce the FRF system, propose some solutions to minimise the which will take control of the aircraft impact. The overall SOFIA objectives are and safely return it to ground under a as follows:

SOFIA scope

203 Validation resources

– demonstrate that FRF can be designed Description of work and developed in a reliable and afford- SOFIA is chiefl y a technological project able manner; with a strong technical component to – demonstrate that an FRF equipped design, develop and validate the fl ight aircraft is safe during its normal oper- reconfi guration function. It also dedicates ation; an important part to assessing the opera- – demonstrate that when FRF is in com- tional issues related with the integration mand of an aircraft it can be safely and of the FRF system into the airspace. securely returned to the ground at a designated airport; SOFIA will benefi t from the UAV experi- – formulate a proposal to integrate FRF ence regarding ‘sense and avoid’, and in the current and future (ADS-B, CDM, especially automatic fl ight, and the com- 4D Trajectory Negotiation) airspace; mercial aviation experience regarding – determine the modifi cations needed certifi cation, whereby one common FRF in the ATC systems on the ground to function will be developed in compliance handle FRF; with international aviation rules. – implement FRF and necessary modi- SOFIA follows a stepwise approach in its fi cations in ATC to perform validation development. It is formed by four interre- trials representative of two operation lated main steps that are complemented modes; by the dissemination and exploitation – fl ight plan re-planning with negotia- activities: tion: fl ight plan generated by ATC and executed by FRF; a. Assessment of the issues related with – fl ight plan re-planning without nego- the operation of the FRF in airspace tiation: FRF creates and executes the In this task, the air and ground system fl ight plan. environment in which the FRF will be used is defi ned. The necessary pro- cedures for the operation of the FRF including all air and ground (ATC) pro- cedures will be detailed. The regula-

204 tory and certifi cation frameworks will Results be assessed, identifying possible con- The main expected result from the SOFIA fl icts for the FRF operation. project is the development of a sys- b. Design of the FRF system tem that provides the airplane with the Here the specifi cation and integration capacity to return automatically to the of the FRF on some typical avionic ground when an onboard hostile action architecture that are anticipated for takes place, e.g. hostile individuals have future aircraft will be examined. The replaced the pilots. This assumes such design covers the three solutions: hazards for which the activation of FRF is FPL generated and sent by ATC, FPL the only solution to avoid any major dam- generated autonomously by FRF and age, not only to the aircraft and its pas- station keeping. sengers but also to the population and infrastructures on the ground. c. Development of the FRF system for enabling the validation exercises Furthermore, FRF development poses a In this task, the simulation environ- great challenge for European industry, ments that allow FRF functional vali- ANSP and research centres because dation are set-up. This includes the of the diffi culties in carrying out such a adaptation of already available fl ight system and integrating it in the airspace simulator components and the devel- whilst maintaining safety levels in the opment of appropriate new mock-up aircraft operation. SOFIA will allow the components. The station keeping aeronautical European community to solution will not be developed. acquire knowledge about the required techniques and solutions. Such develop- d. Validation of the FRF system and its ments will therefore enable the Euro- integration into the airspace pean industry to assume a leadership This will be performed by experimen- position to implement this kind of solu- tal validation in three steps: tion worldwide. a) Preliminary validation on virtual GAL ATENA cabin simulator linked to the DFS ATC simulator, and a preliminary fl ight test (IoA); b) Final validation on THA cabin and UAV simulators; c) Experimental fl ight tests (DAI) linked to the DFS ATC simulator.

205 Acronym: SOFIA Name of proposal: Safe automatic fl ight back and landing of aircraft Contract number: AST5-CT-2006-030911 Instrument: STP Total cost: 4 997 984 € EU contribution: 2 589 623 € Call: FP6-2005-Aero-1 Starting date: 01.09.2006 Ending date: 31.08.2009 Duration: 36 months Objective: Safety & Security Research domain: Security Website: http://www.sofi a.isdefe.es Coordinator: Mr Herreria Garcia Juan Alberto ISDEFE, Ingenieria de Sistemas para la Defensa de España, S.A. Edison, 4 ES 28066 Madrid E-mail: [email protected] Tel: +34 (0)91 271 17 47 Fax: +34 (0)91 564 51 08 EC Offi cer: J.L. Marchand Partners: DFS Deutsche Flugsicherung GmbH DE GALILEO AVIONICAUNA SOCIETA` FINMECCANICA IT Skysoft Portugal, Software e Tecnologias de Informação S.A. PT Teleavio Srl IT Thales Avionics SA FR Institute of Aviation (Instytut Lotnictwa) PL Rheinmetall Defence Electronics GmbH DE Diamond Aircraft Industries GmbH AT

206 Improving Aircraft Safety and Security CASAM Civil Aircraft Security Against MANPADS

Background their relatively low cost and the vulner- ability of large aircraft on landing or tak- Commercial aircraft are a target of ter- ing off, the probability of such attacks rorists because they represent one of appears to be high. the best achievements of our society: an attack has a big psychological impact on The US is preparing some regulations to population, and thus economical activity. force commercial aircraft to be equipped If a multiple attack like the ones on the with onboard protection systems. It is vital Madrid railways and the London Under- for Europe from a security and an eco- ground were to occur in several airports nomical standpoint to be able to answer spread over the globe, economy would be this requirement. Future protection sys- severely weakened. This effect would be tems must be competitive, i.e. low cost and reinforced if the terrorists underlined that minimal perturbation on the aircraft (low London occurred after Madrid. mass, low drag and low consumption). There exists another threat besides the Objectives 11 September twin-towers type of event: 15 000 disseminated shoulder-launched The likelihood of a terrorist attack against infrared guided missiles (MANPADS) a commercial aircraft by fi ring several which are in uncontrolled hands. Several MANPADS missiles towards it from a attacks have already occurred and evi- populated area nearby a large airport dence of traffi cking has been reported. appears to be high. The global objective of Taking into account the large number of the proposed CASAM project, is to design, MANPADS currently known to be in the and validate a closed-loop laser-based possession of over 27 terrorists groups, DIRCM (directed infrared countermea-

207 sure) module for MANPADS jamming the get effi cient jamming capability. The inter- fi red missile(s), which will comply with esting challenge and the possible risk are the constraints of commercial air trans- linked to the global requirements of air- portation, including the civil aircraft pro- lines and airframers: low total volume, low fi le of fl ight, and will be able to defeat fi rst drag, low mass, low power consumption, and second generation MANPADS (cur- high reliability, low LCC, and no risk on- rently the most available worldwide) and ground and during take-off and landing. also third generation ones which may be Part of the challenge lies in technol- available in the future. CASAM objectives ogy improvements and simplifi cations consider that this DIRCM system shall be through an innovating approach. designed with reference to the specifi c requirements and constraints relevant to The main technical DIRCM modules need commercial aviation. For example, con- innovative work: sideration must be given to the following: – Optronics have to be low volume, low – environmentally friendly for ground mass and low cost. The opto-mechan- objects and inhabitants close to ical turret will reach outstanding per- the airport, safe for the aircraft (for formance in steering and stabilisation. maintenance, handling and usage), New focal plane array (imagery sen- highly effi cient against the recognised sor) will integrate passive and active threats, detection modes for improved passive – upgradeable for further and future and active tracking modes. Line of disseminated threats, sight stabilisation will use innovating – maintainable within commercial bud- low-cost devices. gets and processes. – Laser technology will be based on new progress in OPO crystals with a simpli- A protection system is made of a mis- fi ed architecture. For the pump laser, sile detector and deceiving equipment. research will be focused on mass, vol- CASAM will concentrate research on the ume and consumption reduction, as latter: innovative directed infrared coun- well as output power and pulse rate termeasure (DIRCM) equipment which frequency improvement. OPO research represents the most expensive and heavi- will deal with wavelength conversion est part of a global defence system. stage optimisation, crystal choice, Description of work arrangement and optimisation. – Laser technology will be based on new During the 26-month project, CASAM effi cient approaches including fi bre will explore several technological break- lasers and simpler frequency conver- throughs in laser, optics, electromechan- sion modules (OPO), as well as directly ics and processing that will be the core of emitting mid-infrared semiconductor the future competitive equipment. A tech- lasers. nical validation prototype will be tested – Tracking technology will be adapted against actual missile seeker heads. Spe- and optimised in synergy with hard- cifi c effort will be put on threat analysis ware development. and simulation, economical analysis, air- craft installation constraints and impact. Results A specifi c study will be carried out on The results of the project will be: legal and regulation issues which have a – a DIRCM prototype test article to be prominent position in the roadmap. ground tested, The goal of the research is to progress on – a validation of this developed innova- innovative technologies that will identify an tive DIRCM system’s effectiveness with effi cient and competitive DIRCM system respect to the operational require- for use on a commercial aircraft. Military ments due to a set of laboratory tests research has shown that it is possible to and open range tests.

208 Due to the sensitivity of the topic related ect during its course will be classifi ed as to the security of commercial fl ights, the confi dential and put under tight access vast majority of technical data, draw- control. ings and sketches released by the proj-

Acronym: CASAM Name of proposal: Civil Aircraft Security Against MANPADS Contract number: AST5-CT-2006-030817 Instrument: STP Total cost: 8 651 122 € EU contribution: 4 543 581 € Call: FP6-2005-Aero-1 Starting date: 01.06.2006 Ending date: 31.07.2008 Duration: 26 months Objective: Safety & Security Research domain: Security Coordinator: Mr Vergnolle Jean-François SAGEM Défense Sécurité Le Ponant de Paris 27, rue Leblanc FR 75512 Paris E-mail: [email protected] Tel: +33 (0)1 58 11 25 37 Fax: +33 (0)1 58 11 70 84 EC Offi cer: J.L. Marchand Partners: EADS Deutschland GmbH DE Diehl-BGT-Defence GmbH & Co. KG DE Thales Optronique SA FR INEGI - Instituto de Engenharia Mecânica e Gestao Industrial PT A. BRITO, Industria Portuguesa de Engenagens, Lda. PT Clyde and Co. UK Institute for Economic Research SI Offi ce National d’Etudes et de recherche Aérospatiales FR Adria Airways the Airline of Slovenia d.d. SI Lufthansa Technik AG DE KEOPSYS FR Laser Diagnostic Instruments AS EE Deutsches Zentrum für Luft- und Raumfahrt e.V. DE Forschungsgesellschaft für Angewandte Naturwissenschaften e.V. DE Hellenic Aerospace Industry S.A. GR Thales R&T FR Alcatel Thales III-V Lab FR

209 210 Increasing Operational Capacity ART Advanced Remote Tower

Background Description of work The enhanced situational awareness is The following steps are planned to achieve one of the main prerequisites for improved these objectives: regularity at the aerodrome, which has 1. Design and construct a remote tower proven to be one of the bottlenecks in cab. today’s ATM system. 2. Evaluate controller workload and situ- ational awareness. A cost-benefi t analysis regarding remotely 3. Evaluate operational benefi ts with new operated towers shows substantial eco- possibilities to present information. nomical benefi ts when compared to tra- 4. Identify and quantify vital parameters ditional ATC operations at airports. These for remote airport operations. benefi ts for the ANSP will in turn reduce 5. Evaluate technical and operational the cost for airline operators and travel- safety issues. lers. Results Objectives The intention is to prove the concept and The concept of placing the controller of technology in low-density areas in order the airport in a high building with win- to explore the applicability in medium- dows overlooking the area of responsibil- and high-density areas. The ART concept ity has remained unchanged. However, will in turn be one of the bricks in the this involves a number of limitations to future concept of highly automated ATM the concept of operations. Some of these at airports. are: – low utilisation of personnel resources The concept of ART will also have spin- – a need for redundant resources at off effects in the areas of incident and each ATC unit accident investigation. ART will explore – adding new aids and sensors often the possibility of not only using recorded implies stand-alone equipment voice communication but reproducing – stand-alone equipment adds to the the course of events with audio and video head-down time thus removing focus copies of the controllers’ situation. from the primary fi eld of view. Major deliverables are the ART concept of The ART project aims to change this con- operations, system design, incorporation cept and evolve airport operations. Its and adaptation of sensors, and an ART objectives are to: demonstrator on a low-density airport – remotely operate an airport ATC unit in Sweden with the possibility to explore – combine remote operation with the concept at an operational airport. The enhanced visibility and composite pre- possibility to control live traffi c at specifi c sentation of view and operational data events at the airport will be analysed. – - evaluate operational pros and cons of the remote airport concept.

211 Acronym: ART Name of proposal: Advanced Remote Tower Contract number: 37179 Instrument: STP Total cost: 2 900 000 € EU contribution: 1 504 500 € Call: FP6-2005-TREN-4-Aero Starting date: 01.06.2007 Ending date: 31.05.2009 Duration: 24 months Objective: Capacity Research domain: Airport Operations Coordinator: Mr Fält Kari Saab AB Ljungadalsgatan 2 SE 35180 Vaxjoe E-mail: [email protected] Tel: +46 (0)470 42135 Fax: +46 (0)470 42071 EC Offi cer: E. Martin Partners: Luftfartsverket SE National Aerospace Laboratory NL Equipe Electronics Ltd UK LYYN AB SE

212 Increasing Operational Capacity EMMA2 European airport Movement Management by A-smgcs - Part 2

Background modular system will be validated in an operational environment. Moving ahead Due to the recovered growth in air trans- from current level 1 and 2 of A-SMGCS port, airport capacity is expected to towards these higher levels, further con- become the major bottleneck in the near straints will be taken into account and fur- future. The A-SMGCS (Advanced Surface ther applications will become possible to Movement Guidance and Control System) get the full A-SMGCS benefi t. The project project EMMA2, the successor of EMMA, results will feed the relevant documents of aims to become the most signifi cant R&D international organisations involved in the contribution to the Vision 2020 goals by specifi cation of A-SMGCS (ICAO, EURO- maturing and validating the A-SMGCS CAE, EUROCONTROL) and so should be concept as an integrated air-ground sys- mandatory for all future implementations. tem, seamlessly embedded in the overall air traffi c management (ATM) system. In a Description of work two-phase approach, EMMA has consoli- dated the surveillance and confl ict alert In order to meet the objectives mentioned functions, and EMMA2 will focus now on above, installations at international airports advanced onboard guidance support to and in test and airline aircraft will be pro- pilots and planning support to controllers. moted and used. Building upon the previous work (e.g. EMMA, EUROCONTROL AOP), Objectives the harmonised concepts of operations will be applied and validated thanks to func- The main objectives of EMMA2 are the tional and operational testing under real consolidation of higher A-SMGCS func- operational conditions. Active participa- tions in the operational environment. tion of licensed controllers and pilots from Building upon the harmonised levels 1 different countries are mandatory. Finally and 2 of the ground movement assistance the Integrated Project EMMA2 will lead to tools and procedures, further functions comprehensive results which will support will be realised and validated. The focus the regulation and standardisation bodies, of EMMA2 will be: as well as the industry in early and effi cient – the routing and planning function implementation of A-SMGCS worldwide. realised by several planners (Depart- ing Manager, etc.) and the adequate Human Machine Interface (HMI); 2-GP0 Management – the guidance function mainly realised by information displayed to the pilot thanks to CPDLC (control pilot data 2-SP1 Concept orum ) F S

link communication); G) XP) R ser – the information management function M ( 3 2 (TL oard 1 (P

realised by embedding A-SMGCS into B On 2-GP7 U round

the ATM smoothly. round round P2 G G S 3 5 P4 G P 2- P S S

Within EMMA2, these functions will be S 2- 2- developed at least as prototypes, the 2- adequate operational procedures will 2-SP6 Validation EMMA2 be worked out and as far as possible the

213 Validation is split into two test phases to by the overall management and a user ensure an iterative process and provide the forum, which is used as a ‘speakers’ corner’ chance to build up a full level A-SMGCS. or as an interface to the project for additional Licensed controllers and pilots, as well as users or other interested stakeholders. simulators, aircraft and ground vehicles, will be involved in the testing in order to gain Results realistic results. Controllers and pilots will be trained in simulation and on site to pre- At the end of EMMA2 the relevant concept pare them for coping with a full A-SMGCS documents will be updated by the results under real operational conditions. and experiences gained. Furthermore, rec- ommendations will be issued that directly EMMA2 is organised the same way as its affect the A-SMGCS standardisation bodies. predecessor EMMA was in six different subprojects, which will be coordinated by Therefore the expected results of EMMA2 six different partners. There are four verti- are: cal development subprojects, three being – The operational concept for all dedicated to the development of ground sys- A-SMGCS levels; tems for the three test sites and the fourth – The derivation of the necessary per- one being dedicated to onboard systems. formance requirements; These four subprojects are independent of – A-SMGCS integration in simulators at each other. This organisation was used to three airports and in several aircraft; minimise frictional losses to give the part- – Two iterative test periods; ners involved the chance to use their own – Verifi cation of performance require- existing systems. However, these four sub- ments; projects are interlinked with the subprojects – Validation of operations; ‘concept’ and ‘validation’ to guarantee that – Guidelines and recommendations to different systems are based on a common common technical and operational A-SMGCS interoperable air-to-ground co- system performance, safety require- operation concept and validated with the ments, certifi cation aspects and pro- same criteria. This structure is surrounded cedures for the transition phase.

Surveillance

Co-op Non co-op

External information Fusion Human Location, identity, Machine velocity, quality Interface Control of lights/signs Pilot/vehicle displays

MonitoringGuidance (& Control) Definition of Deviation Conflict resolution monitoring from planned parameters routes (conflict table) Planning Planned routes Planned routes

EMMA2 Planning rules and objectives

214 Acronym: EMMA2 Name of proposal: European airport Movement Management by A-smgcs - Part 2 Contract number: TREN/05/FP6AE/S07.45797/513522 Instrument: IP Total cost: 20 816 840 € EU contribution: 10 997 830 € Call: FP6-2003-TREN-2 Starting date: 01.03.2006 Ending date: 28.02.2009 Duration: 36 months Objective: Capacity Research domain: Airport Operations Website: http://www.dlr.de/emma Coordinator: Mr Roeder Michael German Aerospace Center e.V. Lilienthalplatz 7 DE 38108 Braunschweig E-mail: [email protected] Tel: +49 (0)531 295 3026 Fax: +49 (0)531 295 2180 EC Offi cer: M. Jensen Partners: Aeropuertos Españoles y Navegación Aérea (representing Airport Council International) ES Airbus France S.A.S FR SELEX Sistemi Integrati S.p.A. IT Air Navigation Service of the Czech Republic CZ BAE Systems Limited UK Direction des Services de la Navigation Aérienne FR ENAV S.p.A. IT Nationaal Lucht- en Ruimtevaart Laboratorium NL Park Air Systems AS NO Thales Air Traffi c Management S.p.A. IT Thales Avionics S.A. FR

215 Increasing Operational Capacity SINBAD Safety Improved with a New concept by Better Awareness on airport approach Domain

Background Objectives In recent years, the European aviation Improving the ability to monitor air traffi c industry has faced enormous challenges. in a rapidly growing density of aircraft, and Fierce competition has restructured the raising an anticipated alert to endangered industry and the aftermath of 11 Sep- aircraft in case of confi rmed collision risk, tember has turned the industries’ uneasy is a crucial element towards signifi cantly situation into an economic crisis, leaving increasing aircraft safety and security, no stakeholder unaffected. especially in the airport control terminal region (CTR) zone. While competition in the aviation industry remains fi erce and the threat of safety or SINBAD aims to perform the proof of security related incidents is still immi- application of a new functionality, intended nent, there is an urgent need to take new to improve aircraft safety and security at actions to face such threats and secure airport CTR to wards the 2010 horizon. the European aviation industries com- petitive position.

SINBADSINBA D: :System System overvieovervieww

AAlertlert andand emergencemergencyy orders

NNewew air traffictraffic proceduresprocedures

Ground-to-Air communication Approach system ApproachApproach andand Non Non Transgressing Transgressing Zone Zone Surveillance Radar (P/S ASR) PassivePassive sensor sensor

ATM center ADS-B, Mode S ExExtendedtended fufusionsion Multilateration ++ CuCurrentlyrrentl ycapabilities capabilities Systems PAM decisiondecision ssupportupport capability ExtendedExtended capabilities capabilities capability

SINBAD: system overview A globalA global improved improved approach approach s usurveillancerveillance system system

216 Description of work Results To achieve this goal, the tasks performed The expected outcomes of this project in SINBAD are: are: – t o r e fi ne the air traffi c control (ATC) – an assessment of the safety and and security management (SMS) security improvements with respect operational concepts for those parts to collision avoidance, provided by that could make use of such enhanced the introduction of the new PMS and surveillance capabilities; AHA technologies currently existing – to develop a new concept of primary in ATM systems. This assessment will multilateration surveillance (PMS); be made according to the EUROCON- – to develop a new concept of Active TROL Operational Concept Validation Hazard Assessment (AHA) functional- Method (E-OCVM), ity for the ATC sub system; – a cost-benefi t analysis, which will – to perform their proof-of-concept at show in a parameterised approach two different sites (Brno and Frank- which costs would be generated and furt airports). which benefi ts would be extracted from the insertion of SINBAD tech- nology into the European Air trans- portation system, according to various deployment hypotheses, – a technology analysis and the related technology implementation plan, showing the future steps to be taken in order to provide the market with a certifi ed operational product. This project will give the Europeans a leading position in aircraft, passenger, crew and airport, safety and security management.

217 Acronym: SINBAD Name of proposal: Safety Improved with a New concept by Better Awareness on airport approach Domain Contract number: 37164 Instrument: STP Total cost: 5 585 966 € EU contribution: 3 084 636 € Call: FP6-2005-TREN-4-Aero Starting date: 01.07.2007 Ending date: 30.06.2010 Duration: 36 months Objective: Capacity Research domain: Airport Operations Coordinator: Mrs Greverie Wilfried Thales Air Defence 7-9 rue de Mathurins FR 92221 Bagneux E-mail: [email protected] Tel: +33 (0)1 64 91 99 74 Fax: +33 (0)1 64 91 67 66 EC Offi cer: E. Martin Partners: Thales ATM Ltd FR National Aerospace Laboratory UK ECORYS NL German Air Navigation Services DE Air Navigation Services of the Czech Republic CZ Thales ATM GmbH DE ADV Systems DE Budapest University of Technology and Economics HU

218 Increasing Operational Capacity SKYSCANNER Development of an innovative LIDAR technology for new generation ATM paradigms

Background Description of work Laser detection and aircraft tracking sys- The work is divided into 16 Work Pack- tems (LIDARs, LIght Detection And Rang- ages (WP): ing systems) are emerging as a critical – WP 1: System and testing require- design trend in the development of new ments specifi cation generation ATM (air traffi c management) – WP 2: First measurement session paradigms, of which they are the main – WP 3: Laser beam and airframe inter- innovations. The realisation of laser sen- action model design and development sors as rotating laser range-fi nder arrays – WP 4: Simulation software design and and their combination with versatile sys- development tems lead to major advantages for their – WP 5: Sensor control software design application with air traffi c control (ATC), and development airport surveillance and ground-to-air – WP 6: Laser sensor design and devel- laser communications, and last but not opment least to save cost, usually at the same – WP 7: Sensor management computer time as achieving an improved ATC per- design and development formance. These laser systems, devel- – WP 8: Data handling and C2 software oped these days without any particular design and development diffi culty, are challenging classic ATM – WP 9: Aircraft collision probability and paradigms in many aspects. Nevertheless decision-support model design and it is commonly recognised that the effec- development tiveness of these systems relies strictly – WP 10: Field-testing target design and on their capability to reliably perform a development track data fusion with airport radars, and – WP 11: New generation ATM paradigm to manage a new generation ATM para- specifi cation digm. Also driving and controlling a data – WP 12: System prototype integration fusion between laser tracking data and – WP 13: Field testing radar tracking data requires a very high – WP 14: Dissemination computation power. – WP 15: Exploitation – WP 16: Consortium management. Objectives Results SKYSCANNER’s target consists of devel- oping a demonstrator model of an inno- The expected results of SKYSCANNER vative LIDAR technology, which can detect are: and track aircraft up to six nautical miles – development of a demonstrator based from the ATZ (aerodrome traffi c zone) on a rotating cylindrical laser range- barycentre and which can be the base fi nder array, capable of detecting and concept for the development of new ATM tracking aircraft up to at least six nau- paradigms based on laser positioning tical miles from the ATZ barycentre; and ground-to-air laser communications – development of alpha release software (landing and take-off supported by a laser for the computation of the aircraft col- guide). lision probability and optimal decision

219 ALERT ZONE Φr Yr aircraft 2

Protected Zone

Xr SKY Scanner PROTECTED ZONE simulations - aircraft 1 protected and alert V zone for one aircraft T = (x: l(x) < 0)

on corrective actions (decision support The compliance of the above SKY Scan- system) based on data fusion between ner technical objectives to the technical radar data and laser tracking data objectives of the ‘Aeronautics’ priority is fusion, and ground-to-air laser com- demonstrated with reference to the fol- munications; lowing project output effects: – new generation ATM paradigm – development of an innovative tech- requirements specifi cation based nology useful to increase the traffi c on data fusion between radar data capacity of airports, by means of full and laser tracking data fusion, and laser control of ATZ volumes and the ground-to-air laser communications. related aircraft movements in a new generation ATM paradigm perspective provided as an output of the project; – development of a useful innovative technology to attain optimal opera- tional performance of the aircraft- supporting infrastructure, seeking to reduce the number of transport fatali- ties.

220 Acronym: SKYSCANNER Name of proposal: Development of an innovative LIDAR technology for new generation ATM paradigms Contract number: 37161 Instrument: STP Total cost: 4 457 159 € EU contribution: 2 427 107 € Call: FP6-2005-TREN-4-Aero Starting date: 01.07.2007 Ending date: 30.06.2010 Duration: 36 months Objective: Capacity Research domain: Airport Operations Coordinator: Mrs Crispino Maria Vittoria Nergal Srl Viale Bardanzellu 8 IT 00155 Rome E-mail: [email protected] Tel: +39 06 4080 1869 Fax: +39 06 4080 1283 EC Offi cer: C. Bernabei Partners: Institute on Laser and Information Technologies, Russian Academy of Sciences RU University of Rome ‘Tor Vergata’ IT LAMEP S.r.l. IT Hytech Electronics Ltd UK Olympus Engineering S.r.l. IT Vilnius University LT Piaggio Aero France S.A.S. FR AIR Support S.r.l. IT ENAV S.p.A. IT SAGA S.p.A. IT

221 Increasing Operational Capacity SPADE-2 Supporting Platform for Airport Decision-making and Effi ciency analysis - Phase 2

Background Description of work A major challenge in the Strategic The implementation, testing and evalua- Research Agenda for European Aeronau- tion of the SPADE system consist of fi ve tics is for airport utilisation to be able to major activities: accommodate rising traffi c without undue 1. Preparation. The results and feedback delays, while preserving safety, improving of the SPADE project are assessed so effi ciency and service, and reducing the as to update and detail the activities to burden of operations on the environment. be performed in the SPADE-2 project. This implies that airport stakeholders and 2. Implementation and testing of sys- policy-makers have to solve challenging tem components. The system generic airport decision-making questions with components (i.e. components that are strong interdependencies and often con- generic to the system and which may fl icting objectives. be used by different case studies) are implemented and tested. Objectives 3. Implementation, testing and integra- tion of case studies. Each case study The objective of the SPADE-2 project is is implemented and tested: its input to implement, test and evaluate a user- and output interface, and its compu- friendly decision-support system for tational component. Furthermore, the airport stakeholders and policy-makers, implemented and tested case stud- based on the system design in the pre- ies are seamlessly integrated into the ceding SPADE project. This system will SPADE system. seamlessly integrate a set of case stud- 4. Validation. Any areas where the design ies, which can be considered as airport and implementation of the case stud- studies in the form of decision-making ies and the overall system do not questions supported by the system. As properly support the provision of the such, each case study concerns one or functionality specifi ed, the case-study more specifi c airport decision-making requirements are identifi ed and any questions on airport development, plan- correction is carried out. ning or operations, and enables trade- 5. Field exploitation. This activity con- off analyses for a variety of measures of cerns an operational assessment of the airport effectiveness (e.g. capacity, delay, system by airport stakeholders in their level-of-service, safety, security, envi- real environment, and the determina- ronmental impacts, and cost-effi ciency). tion of the future use and commercial This concept enables the user to perform exploitation of the fi nal system. the analysis under consideration through ‘pre-structured’ and built-in, ‘wizard- Results type’ navigation aids in a single run by shielding the user from the complicated The SPADE-2 project will have one main model and tool world, thus enabling the result: a user-friendly, fully tested and him or her to focus on the real question to validated decision-support system for be addressed. airport development, planning and opera-

222 tions. This system seamlessly integrates a set of case studies, enabling airport stakeholders and policy-makers to per- form integrated impact analyses at the various levels of decision-making through pre-structured paths and built-in, ‘wiz- ard-type’ navigation aids.

Graphic user interface for the selection of the use case

GUI for the specifi cation of a specifi c airport decision-making question (assessment of changes in infrastructure) associated with the selected use case.

223 Acronym: SPADE-2 Name of proposal: Supporting Platform for Airport Decision-making and Effi ciency analysis - Phase 2 Contract number: TREN/05/FP6AE/S07.45797/518362 Instrument: IP Total cost: 12 592 515 € EU contribution: 7 688 395 € Call: FP6-2004-TREN-3 Starting date: 01.01.2006 Ending date: 31.12.2009 Duration: 36 months Objective: Capacity Research domain: Airport Operations Website: http://spade.nlr.nl Coordinator: Dr van Eenige Michel Nationaal Lucht- en Ruimtevaartlaboratorium (National Aerospace Laboratory NLR) Anthony Fokkerweg 2 NL 1059 CM Amsterdam E-mail: [email protected] Tel: + 31 (0)20 511 3383 Fax: + 31 (0)20 511 3210 EC Offi cer: E. Martin Partners: Aeropuertos Españoles y Navegación Aérea ES Research Centre of Athens University of Economics and Business GR Deutsches Zentrum für Luft- und Raumfahrt DE International Air Transport Association CA Amsterdam Airport Schiphol NL Athens International Airport GR Airport Research Center GE ECORYS Nederland NL Incontrol Management Consultants NL Ingenieria y Economia del Transporte ES Ingenieria de Sistemas para la Defensa de España ES Offi ce National d’Études et de Recherches Aérospatiales FR Trasferimento di Tecnologia e Conoscenza IT Polar Consultores ES Sistemi Innovativi per il Controllo del Traffi co Aereo IT Delft University of Technology NL

224 Increasing Operational Capacity CREDOS Crosswind-reduced separations for departure operations

Background techniques these models will be used to establish safe separations under various ICAO separation standards for land- crosswind conditions. An operational con- ing and take-off were implemented in cept for crosswind departures will be devel- the 1970s to protect an aircraft from the oped and validated in accordance with the wake turbulence of a preceding aircraft. Operational Concept Validation Methodol- However research has shown that the ogy. The project will also produce an algo- transport and persistence of wake vorti- rithm for detecting wake vortex encounters ces are highly dependent on meteorologi- from fl ight recordings and this will be used cal conditions, so that in many cases the as part of the validation process. ICAO standards are over-conservative. By developing a full understanding of wake The project is structured as follows: vortex behaviour in all weather catego- – WP1 – Data collection and acquisition ries separations could be reduced under – WP2 – Data analysis and WV behaviour certain suitable conditions. modelling – WP3 – Quantitative risk assessment and Objectives safety – WP4 – Operational concept and valida- The CREDOS project will study the opera- tion tional feasibility of this approach by focus- – WP5 – Stakeholder communication and ing on the situation for take-off under dissemination crosswind conditions. Although this repre- sents only part of the scope of application, Results the methods and tools developed by this project can be later used to cover arrivals The expected results are: and other meteorological conditions. – validated operational concept for reduced separations for crosswind The objectives are: departures; – to demonstrate the feasibility of a Con- – implementation support package and cept of Operations allowing reduced guidance; separations for Single Runway Depar- – enhanced wake vortex behaviour tures under crosswind; models and encountered risk models – to provide all stakeholders with the capable of use for departure situa- required information to facilitate tions; the implementation of this concept where appropriate in the near-term (pre-2012); – to increase the body of knowledge con- cerning wake vortex behaviour during initial climb phase of fl ight. Description of work The project will use recordings of wake vor- tices (WV) taken at St Louis and Frankfurt airports to develop models of wake vortex CREDOS behaviour. Using Monte Carlo simulation

225 – proven wake vortex detection confi gu- – documented application of validation ration for departures; method for reduced separations con- – database of wake vortex recordings cept (OCVM). for departures including weather con- ditions from two sites;

Acronym: CREDOS Name of proposal: Crosswind-reduced separations for departure operations Contract number: AST5-CT-2006-030837 Instrument: STP Total cost: 5 467 964 € EU contribution: 2 809 309 € Call: FP6-2005-Aero-1 Starting date: 01.06.2006 Ending date: 30.11.2009 Duration: 42 months Objective: Capacity Research domain: Ground Based ATM Website: http://www.eurocontrol.int/eec/credos Coordinator: Mr Harvey Andrew European Organisation for the Safety of Air Navigation (EUROCONTROL) EUROCONTROL Experimental Centre BP15 FR 91222 Bretigny-sur-Orge E-mail: [email protected] Tel: +33 (0)1 69 88 74 13 Fax: +33 (0)1 69 88 73 52 EC Offi cer: J.L. Marchand Partners: Deutsches Zentrum für Luft- und Raumfahrt e.V. DE Airbus Deutschland GmbH DE Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL M3 SYSTEMS SARL FR Offi ce National d’Etudes et de Recherches Aérospatiales FR Université catholique de Louvain BE Technische Universität Berlin DE NATS En-Route Limited UK DFS Deutsche Flugsicherung GmbH DE Ingeniería y Economía del Transporte SA ES

226 Increasing Operational Capacity RESET Reduced separation minima

Background 5. Identify how to accomplish the process of change. Many sources in the ATM arena are warning about the expected high traffi c 6. Prioritise and select (at least) three demand in the future: three times more separation minima potential reduc- movements by 2020, as mentioned by tions for detailed safety, effi ciency and the European Commission in the docu- economic assessments. ment European Aeronautics – a vision for 7. Identify and apply methods to safely 2020. If the aeronautical community is to (fulfi lling ICAO/ESSAR requirements) accommodate a factor three growth, an and cost effectively assess the prior- effi cient and safe use of airspace within itised separation minima reductions. the context of the supporting ground sys- tem and airframe system infrastructures 8. Provide feedback on the outcome of is needed. Separation minima standards the safety and economy assessments. form one of the key instruments in defi n- 9. Disseminate the RESET developed ing what a safe usage of airspace and process of change across the ATM infrastructures is. A widespread belief community. is that advanced technology, concepts and applications under development will Description of work allow reduced separation minima to be The sequence of problems to be solved is facilitated in the near future during some as follows: or all fl ight phases while maintaining, or – First identify per fl ight phase if and even increasing, the level of safety. by how much the separation minima Objectives have to be reduced in order to accom- modate a x3 growth of air traffi c over The main objective is to identify what Europe. This will be addressed inde- reductions in separation minima are pendently of the particular operational safe and feasible to contribute towards concept, which means that the feasi- enabling a ‘factor of 3’ (x3) traffi c growth bility remains to be proven. over Europe. The following specifi c objec- – Next identify what the combination of tives are steps towards achieving that a factor three traffi c growth and the aim: reduced separation minima means for 1. Derive from the ‘x3 traffi c load over the roles, tasks and responsibilities of Europe’ a set of separation minima the pilots and the air traffi c control- targets for the various phases of a lers. gate-to-gate operation. – Identify what the impact is on the tech- nology needs, and if this technology is 2. Identify gaps in enabling the ‘x3’ by the already in use, in development or at a operational concepts and technology conceptual stage. in other projects. – Finally, provide adequate supporting 3. Develop a qualitative (and quantitative evidence and justifi cation, in terms where possible) model to capture the of safety, effi ciency and economic rationale of existing and future sepa- assessments, to press for changes in ration minima standards. separation minima. 4. Develop high-level advanced opera- Nine Work Packages (WP) have been tional concepts. defi ned:

227 – WP1: Goal setting of desired future – Learn about the methods currently standards available and in development which To defi ne clear objectives and goals will support the safe design and safety in terms of separation standards that assessment of future ATM, and learn should come from real operational about how these methods can be com- needs. bined and/or extended. – WP2: Identify current separation min- – WP7: Preliminary safety and human ima standards factor assessment Compilation of the applicable regula- This Work Package performs safety tions and separation minima. and human factor (HF) assessments – WP3: Qualitative model of current and of the reduced separation minima of future separation minima WP1 in combination with the opera- To generate a comprehensive model of tional concept specifi ed in WP4. The the separation assurance budget iden- aim here is to verify whether, safety- tifying the various budget components wise and HF-wise, a ‘factor of three’ or infl uencing factors that contribute traffi c growth over Europe can be to the establishment of the separation accommodated. minima. – WP8: Preliminary effi ciency and econ- – WP4: Future operational concept omy assessment It is obviously not suffi cient to just This activity is focused on providing reduce the separation minima as evidence that supports and demon- identifi ed in WP1. In addition to this strates if the modifi cations to the there are many more improvements separation minima regulations are needed on the operational concept. feasible from a business perspec- – WP5: Prioritisation of separation min- tive. ima reduction – WP9: Exploitation and dissemina- To determine the preferred priority in tion which the reduced separation minima This covers all activities necessary settings identifi ed in WP1 should be to disseminate the results from the introduced, and which three (at least) project to all the involved stakehold- should be further evaluated within ers, and specifi cally to promote the RESET. achievements of the project within – WP6: ESARR and ICAO compliant the regulatory and standards organ- safety and safe separation methods isations and the industry.

aerodynamic boundary

procedural safety buffer

minimum separation requirement

personal safety buffer

228 GOAL SETTINGS C-ATM/EMMA/ “Factor 3” Desired future Standards OPTIMAL

Future Operational Preliminary safety/ Concept Requir./Tech. efficiency feedback

Dissemination Exploitation ASSESSMENT Current Identify PROCESS OF ESSARs/ICAO Safety Case S standards foundations CHANGE STANDARDS Fully Compliant Method E

ITI Efficiency/ V economic Case

TI Prioritisation Standards Selection of two standards for further study.

AC Human Factors Case

Desire ‘factor 3” future NO Standards are satisfied

TS YES Methodological framework Set of Fully supported proposals PU t
3FQPTJUPSZ
PG
TUBOEBSET
BOE
JUT
GPVOEBUJPOT

T t
3FMBUJPOBM
NBUSJY
PG
GBDUPST
JOøVFODJOH
TFQBSBUJPO GPS
EFWFMPQJOH
TFQBSBUJPO separation goals of modification for two t
1SJPSJUJTFE
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UP
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SFWJTJUFE minima standards particular standards

OU t
3BUJPOBMF
GPS
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CBTFE on current scenario Modelling framework including human factors, balance between safety and capacity, operational risk assessment, functional and non-functional hazards assessment.

Results – Set of separation goals – Repository of standards and its foun- dations – Relational matrix of factors infl uenc- ing separation – Prioritised list of standards to be revised – Rational for new regulations based on the current scenario – Methodological framework for devel- oping separation minima standards – Fully supported proposals of modifi ca- tion for two particular standards – Modelling framework including human factors, balance between safety and capacity, operational risk assessment, functional and non-functional hazard assessments.

229 Acronym: RESET Name of proposal: Reduced separation minima Contract number: TREN/06/FP6AE/S07.62916/037146 Instrument: STP Total cost: 6 774 026 € EU contribution: 3 668 148 € Call: FP6-2005-TREN-4-Aero Starting date: 30.10.2006 Ending date: 29.10.2009 Duration: 36 months Objective: Capacity Research domain: Ground Based ATM Website: http://reset.aena.es Coordinator: Mr de Pablo José Miguel AENA C/ Josefa Valcárcel 30 ES 28027 Madrid E-mail: [email protected] Tel: +34 (0)91 321 33 92 Fax: +34 (0)91 321 31 20 EC Offi cer: C. North Partners: Entidad Pública Empresarial Aeropuertos Españoles y Navegación Aérea ES Boeing Research and Technology Europe S.L. ES ECORYS Nederland B.V NL The European Organisation for the Safety of Air Navigation (EUROCONTROL) BE Ingeniería y Economía del Transporte S.A: ES Ingeniería de Sistemas para la Defensa de España S.A. ES Luftfartsverket (The LFV Group) SE NATS En Route plc UK Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL Athens University of Economics and Business - Research Center GR Sociedad Estatal para las Enseñanzas Aeronáuticas Civiles S.A. ES Sistemi Innovativi per il Controllo del Traffi co Aereo IT Honeywell Aerospace SAS FR University of Belgrade CS

230 Increasing Operational Capacity NEWSKY Networking the sky for aeronautical communications

Background communication from safety critical ATC/ ATM and AOC communication to non- Due to the continuing growth of air traffi c safety critical AAC and APC communica- and an increasing need for communica- tion. Work on this topic is underway in the tion, it is expected that current ATC/ATM United States where the ‘network-enabled communication will be running out of operation’ is being taken from the military capacity within the next 10-15 years, even environment to the civil ATM world. with full VDL Mode 2 deployment and a further conversion of 25 kHz to 8.33 kHz Description of work DSB-AM channels. NEWSKY will make possible, by 2020 and As a result of different driving needs, beyond, an innovative ATM network-en- several communication systems are cur- abled vision for which there is already an rently being developed for ATC/ATM and urgent need. Increases in current air-traf- Airline Operation Center (AOC) commu- fi c movements and forecasts for the next nication. In addition, several aeronautical 10 to 20 years reinforce the vital require- communication systems for commercial ment for a fresh ATM perspective: an ATM and non-safety critical AAC and APC com- transformation philosophy which includes munication exist or are likely to become new networking concepts, new ATM ele- available within the next few years. ments and new ATM operational con- cepts. Addressing this transformational Objectives paradigm shift in a viable way implies defi ning in detail the changes required The main goal of NEWSKY is to integrate and a migration strategy to achieve the all of the different communication tech- NEWSKY concept. This project is being nologies and different application classes proposed at an ideal time to bring Europe into a global heterogeneous airborne into a leading position as a key player for network with appropriate priority proper- future network-enabled ATM. ties. The NEWSKY approach enables the achievement of improved communication The ‘networking the sky’ concept of capabilities and assists the expected ATM NEWSKY does not aim to develop new paradigm shift. Moreover, real air-ground link technologies. Instead NEWSKY aims integration is achieved and the informa- to develop an innovative networking con- tion sharing concepts of collaborative cept to integrate different existing and decision-making (CDM) and system-wide emerging link technologies into a single, information management (SWIM) are global ATM network for a secure, seam- made available to the aircraft. As a con- less and robustly redundant ATM system, sequence, the NEWSKY approach assists which is also scalable to cope with future the realisation of the Single European long-term increasing demands. Sky concept and helps to create a future To achieve this objective, NEWSKY will European ATM system which is viable well start by defi ning the requirements of this beyond 2020. approach without restricting its view to NEWSKY takes an innovative approach to current constraints. Secondly, ATM par- embracing aircraft within a global network- ticularities and constraints will be under- ing environment by supporting all forms of stood, in order to defi ne in a feasible way

231 ATM between ATM/ATC Aircraft over Satellite

Ground-based ATM/ATC

Integration of different ATM in and aeronautical communication around Airports systems into a global heterogeneous airborne network to realise the vision Ground Network of ‘networking the sky’ © NEWSKY Consortium

the network transformation required by Results NEWSKY, and how to implement it effi - The benefi ts of the scientifi c and tech- ciently and on time. nological NEWSKY approach will realise Co-operation opportunities with related future aeronautical communication with projects and initiatives will be identifi ed considerably increased capacity, cover- and concrete interactions will be defi ned age and reliability. This improved com- to achieve the highest possible synergy for munication capability is a key enabler for future ATM research. Relevant initiatives many high-level target concepts which and projects include, but are not limited are described in the strategic research to, SES initiative, SESAR, CASCADE, Nex- agenda of ACARE (Advisory Council for SAT, ATENAA, and B-VHF. The NEWSKY Aeronautical Research in Europe). Thus, objectives do not compete with other ATM NEWSKY will support the expected sus- initiatives; rather NEWSKY aims to mutu- tainable growth of European air trans- ally benefi t from other related activities port. by effi ciently disseminating and exchang- ing achievements from both sides. Once the framework to enable ATM net- work transformation is agreed, the basic NEWSKY architecture will be defi ned. Next, innovative networking concepts will be developed, assessed, tested and vali- dated by means of software simulations and limited laboratory trials.

232 Acronym: NEWSKY Name of proposal: Networking the sky for aeronautical communications Contract number: TREN/07/FP6AE/S07.68685/037160 Instrument: STP Total cost: 3 590 792 € EU contribution: 2 125 828 € Call: FP6-2005-TREN-4-Aero Starting date: 26.02.2007 Ending date: 25.08.2009 Duration: 30 months Objective: Capacity Research domain: Ground Based ATM Website: http://www.newsky-fp6.eu Coordinator: Dr Schreckenbach Frank DLR (German Aerospace Center), Institute for Communications and Navigation Münchner Strasse 20 DE 82230 Wessling E-mail: [email protected] Tel: +49 (0)8153 28 2899 Fax: +49 (0)8153 28 1442 EC Offi cer: M. Jensen Partners: Alcatel Alenia Space FR QinetiQ Ltd UK Paris Lodron Universität Salzburg AT Frequentis GmbH DE TriaGnoSys GmbH DE Deutsche Flugsicherung GmbH DE

233 Increasing Operational Capacity

SUPER-HIGHWAY Development of an operationally driven airspace traffi c structure for high-density high-complexity areas based on the use of dynamic airspace and multi-layered planning

Background thus also affecting the capacity and safety of high-level objectives. Improvements The complexity of the European upper air- arise from the use of CDM and techno- space regions, together with the expected logical enablers. The existence of mostly traffi c growth rate of 3-4%, will affect the confl ict-free route structures simplifi es performance of the European ATM sys- the airspace, thus easing the generation tem. The seventh Performance Review of situational awareness. Report states that in order to preserve good performance in terms of delays, Improvements in on-time performance effective capacity needs to grow at an arise from a combination of the fi rst two annual rate consistent with traffi c fore- objectives, together with trajectory con- casts. Capacity increases need to be care- trol and timely information exchange. fully planned. To address this in the long Their success results in an improvement term (2020+), SUPER-HIGHWAY develops of the predictability of the entry/exit times an innovative airspace traffi c structure on the highway routes, and thus in on- based on the simplifi cation of the route time performance. network around the major traffi c fl ows. Description of work Objectives The project focuses on the assessment of The project has three objectives related the workload per aircraft, and of the situ- to operational improvements and user ational awareness for both junctions and benefi ts: lanes. The assessments mainly address – decreasing controller workload the effect of the new airspace structure – improving situational awareness on the controllers and these will be per- – ensuring on time performance. formed on the two elements of the super The expected reductions in workload highways (S-H): lanes and junctions. arise from the application of the layered The strategy to carry out the project planning principles, the redistribution of objectives will be based on two axes: the tasks, the simplifi cation of the airspace design of operational scenarios, and the structure, and the use of ASAS and SWIM assessment and exploitation of these applications. The decrease in workload operational scenarios through the use affects the capacity and economy high- of fast-time and real-time simulations. level objectives. The operational concept scenarios will Improving situational awareness enables identify and describe the operations and a reduction in the number of incidents, activities related to the use of the S-H by and a reduction in aircraft separation, the relevant actors. The operational sce-

234 narios will also support the identifi cation – confl ict search and resolution for of the tools and technologies needed to future traffi c implement the S-H. – planning of entry/exit conditions – sector coordination. The fast-time and real-time simulations will be used to identify the potential ben- For the executive controller the following efi ts that could be accrued by the S-H and aspects will be considered: also to identify its operability. Since the – planning (as regards confl ict solving) project will be focused on the determina- – actual traffi c confl ict search tion of the viability of the proposed organi- – monitoring (deviations from fl ight sation, the assessments will address the track) effect of the new airspace structure on – implementation of solutions the controllers. The assessment will be – handover procedures. performed on the operational concept As a result of the assessment, the project scenarios in the two main S-H elements: will include a list of initial requirements lanes and junctions. for the new support tools that might be For the planner controller the following necessary. aspects will be considered:

Overview of the Super- Highway operational concept scenario

235 Following the stated technical principles its physical parameters (length, num- and the development strategy, the proj- ber and arrangement of lanes) and by ect is organised into four work packages: the related set of procedures (e.g. entry/ Operational concept scenario elaboration, exit, crossing). The Super-Highway will Benefi ts assessment, Development of make assessments using fast- and real- conclusions and recommendations, and time simulations, including the expected Exploitation and dissemination. Addition- safety, capacity and effi ciency benefi ts ally there will be a project management derived from its use. and coordination work package. Appropriate result awareness within the Results aeronautical community will be obtained through coordination with related proj- The Super-Highway is an airspace struc- ects, workshop, participation in confer- ture located in an area with complex, ences and the project website. high-density traffi c. It is defi ned by both

Acronym: SUPER-HIGHWAY Name of proposal: Development of an operationally driven airspace traffi c structure for high-density high-complexity areas based on the use of dynamic airspace and multi-layered planning Contract number: TREN/06/FP6AE/S07.56057/019544 Instrument: STP Total cost: 1 886 328 € EU contribution: 977 372 € Call: FP6-2004-TREN-3 Starting date: 01.04.2006 Ending date: 31.03.2008 Duration: 24 months Objective: Capacity Research domain: Ground Based ATM Website: http://www.sh.isdefe.es Coordinator: Mr Suárez Nicolás Isdefe Edison 4 ES 28006 Madrid E-mail: [email protected] Tel: +34 (0)91 271 17 51 Fax: +34 (0)91 564 51 08 EC Offi cer: M. Jensen Partners: Aena ES DFS DE EUROCONTROL FR SENASA ES

236 Increasing Operational Capacity SWIM-SUIT System-Wide Information Management – supported by innovative technologies

Background by means of a test campaign per- formed on the developed test bed; To date, the management of different – Assessment of the organisational, types of information has evolved indepen- legal and fi nancial implications, dently, based on sub-system and service- including an analysis of the possible specifi c requirements. As a result of this impact they may have on the SWIM bottom-up approach, today’s ATM infor- implementation and, thus, to the asso- mation systems are insuffi ciently inte- ciated enabling technologies. grated, resulting in organisational and institutional barriers which prevent timely Description of work use of relevant information. SWIM-SUIT aims to demonstrate the Although several initiatives have been feasibility of initial system-wide informa- launched with the aim of studying the tion management functionality for the air interoperability solutions, none of these transport system. projects identifi es the characteristics of the infrastructure required to make Starting from the preliminary results of interoperability possible. the SESAR defi nition phase, the project will fi rstly specify the requirements of Objectives ATM information management, exploiting the expertise derived from the large par- Although the importance of introducing ticipation of users in the project. a system-wide information management (SWIM) capability-facilitating co-opera- Secondly a tailoring of the requirements tion among stakeholders is now generally will be done to defi ne the context of the recognised, there is still no clear indica- SWIM-SUIT prototype. Then a SWIM-SUIT tion as to how to implement this capabil- prototype will be specifi ed, designed, ity and, in particular, which technologies developed and tested, based on several would enable its successful operation. As existing user applications connected to a consequence, there is a need to iden- the test bed, such as ACC/APP centres, tify different options and demonstrate airport CDM, airline operating centres, the feasibility of realising SWIM in all its CFMU and fl ight simulators. aspects. SWIM-SUIT moves in this direc- Finally two evaluation sessions will be tion and intends to target the following performed in order to evaluate the poten- objectives: tial benefi ts of SWIM’s functionality, and – Specifi cation of the requirements for to identify different options and SWIM’s the SWIM implementation; overall consequences and implications. – Design and development of a SWIM test platform (SWIM prototype) sup- The development of a SWIM prototype is porting the evaluation of the SWIM considered a key task of the SWIM-SUIT concepts; project. It has the objective to provide – Evaluation of the technologies identi- measurable indicators relevant to the fi ed as enablers of the SWIM concept technologies enabling the implementa-

237 tion of the SWIM concept. It is a multi-site – WP2 and integrated with the legacy structure, covering several ATM domains applications (WP3); and integrating different legacy applica- – WP 5: Financial and institutional, tions. which aims to perform the cost ben- efi t analysis of the selected technical The work structure has been organised solutions based on the SWIM concept. into Work Packages (WP) as follows: – WP 0: Management and dissemina- Results tion, which aims at the management and coordination of all the project Although the SWIM concept is expected to activities; represent the basis upon which the future – WP 1: Information management users’ interoperable ATM systems will be built, requirements, which aims to identify there are still enormous uncertainties the set of user requirements for both over its actual technological implemen- SWIM and its prototype; tation. SWIM-SUIT will predominantly – WP 2: SWIM design, development contribute to this need for technological and testing, which aims at producing assessment by developing a SWIM pro- a SWIM prototype and represents the totype, which will provide the basis for core design and implementation activ- assessment of the technological solu- ity; tions adopted. The signifi cant involve- – WP 3: Test-bed integration and test- ment of users will also ensure that the ing, which aims at the adaptation of requirements for SWIM implementation the existing legacy applications to be will be identifi ed and legal and fi nancial used in the test bed for the evalua- implications will be assessed. tion; – WP 4: Technical evaluation, which includes all activities required for the technical evaluation of the selected solution(s) from WP2, using the test bed developed in

ENAV SITE LEGACY Applications Legacy LAN

SWIM-SUIT Developed SWIM-SUIT Developed Wrappers Wrappers Applications Applications

SWIM LAN Airport Flow Tool MXP AIRPORT SITE Neomet SITE SWIM PROTOTYPE Sync Boeing AFC SITE SITE Network

OCC AZA SITE LISATM SITE

Figure 2: SWIM Flight Simulator ACC DSNA SITE CFMU SITE Airport CDM Lisbon prototype - physical AZA SITE SITE layout

238 OCC AZA ACC/APP Airport Flow Tool ENAV Exp Centre Neomet

ACC/APP Flight Simulator DSNA Acquire Data Manage Content AZA Check Store

LISATM Manage, AOC ACC Disseminate Data Security, Pricing AF

AVI POOL LMC ISPOC Prototype AIRPORT (BOEING) LPPT ATFCM Figure 1: SWIM AIRPORT (CFMU) prototype - logical layout

239 Acronym: SWIM-SUIT Name of proposal: System-Wide Information Management – supported by innovative technologies Contract number: TREN/07/FP6AE/S07.69084/036990 Instrument: STP Total cost: 11 855 123 € EU contribution: 6 285 912 € Call: FP6-2005-TREN-4-Aero Starting date: 20.04.2007 Ending date: 19.04.2010 Duration: 36 months Objective: Capacity Research domain: Ground Based ATM Website: http://www.swim-suit.aero Coordinator: Mr d’Auria Giuliano SELEX Sistemi Integrali Via Tiburtina km 12.400 IT 00131 Rome E-mail: [email protected] Tel: +39 06 4150 4448 Fax: +39 06 4150 2722 EC Offi cer: M. Jensen Partners: Alcatel Alenia Space FR Advanced Resources PT Air France Consulting FR Air Traffi c Management Bureau, CAAC CS Alitalia S.p.A. IT Boeing Research and Technology Europe, S.L. ES Direction des Services de la Navigation Aerienne du Ministere des Transports, de l’Equipment, du Tourisme et de la Mer de la Rupublique Francaise FR Frequentis GmbH AT Navegacao Aerea de Portugal PT Neometsys FR QinetiQ Ltd UK SELEX Communications S.p.A. IT SEA S.p.A. IT SECTOR SA GR Consorzio SICTA IT University of Zilina SK EUROCONTROL Experimental Centre FR

240 Increasing Operational Capacity ERASMUS En Route Air traffi c Soft Management Ultimate System

Background ing at a better use of the current poten- tials offered by the air segment. The ACARE Strategic Research Agenda (ACARE SRA II) proposed in October The strategic objectives addressed 2004 is strongly pushing the Air Traffi c through ERASMUS are to propose an Management (ATM) sector to get more innovative ATM solution which is able capacity, greater effi ciency and increased to respond to the challenge of traffi c safety. ACARE SRA II stresses the inabil- demand, and to improve the effi ciency and ity of the current ATM system to cope safety level of the European Air Transport with this growth if no radical changes System as stated in the ACARE SRA II. are performed. This makes it clear that revolutionary measures are a necessity to Description of work respond to these objectives. Several fi elds ERASMUS adopts an air-to-ground co- of improvement require urgent investiga- operative approach aiming at defi ning tions and among them, two are of particu- and validating a human-centred innova- lar interest to the ERASMUS project: tive ATC automation for the sector safety – more automation for ATM; and productivity, and maintaining the – shifting responsibilities from the ground controllers in the decision-making loop. to the air. Today, the controller, when extrapolating Objectives the present position and speed of each individual aircraft, takes a large margin Considering the high level of automation of manoeuvre due to the limited accu- that has been introduced in the air seg- racy. The uncertain environment in which ment during the last 50 years, the Flight controllers work represents a domain Management System (FMS) being a recent that allows the automated system to example, one can question why this has optimise the traffi c fl ow by using the Pre- not taken place for the ground segment. cision Area Navigation (P-RNAV), the air- The ATM system seems to be ‘archaic’ for to-ground communication facilities and many observers, and has not taken full the airborne Flight Management System advantage of Precision Area Navigation (FMS). In the same way that the autopi- (P-RNAV), air-to-ground communication lot system performs minor adjustments facilities or the FMS, all of which are in (roll axis, level control) not perceivable use worldwide. Airlines, aircraft manu- by the pilot, the ATC automation system facturers and system designers have would use minor adjustments (vertical/ diffi culties in understanding why such horizontal speed, rate of climb/descent) potential in terms of data precision and to resolve (or dissolve) a large number of computing capacity, both on the ground the confl icts. Such minor actions are not and in fl ight, still remains unused. directly perceivable by the controllers and ERASMUS proposes innovative ways are not confl icting with their own action to re-synchronise automation between and responsibility. Assuming that the air the air and ground segments seeking to speed can be safely adjusted by this auto- develop high co-operation between the matic control (e.g. changes of horizontal/ human being and the machine, and aim- vertical speed or rate of climb/descent),

241 1 Enhanced MTCD 2 ATC Auto-pilot 3 Subliminal control !!!??

3 I fix it 2 Ask to the machine

1 I inform 1 I fix it

it is estimated that the residual number Results of confl icts to be considered by the con- The ERASMUS results will provide: trollers could therefore be signifi cantly – a defi nition of operation concepts for reduced (by up to 80%). the air and ground segments (includ- The ERASMUS project considers this sub- ing advanced tools, working meth- liminal control and proposes to assess a ods); set of three envisaged applications to be – detailed specifi cation and design of applied from the strategic to the tacti- the prototype; cal level. These three applications range – assessment and refi nement of the from a full automation (i.e. a full delega- hypothesis and proof of concept in tion to the machine) to a lower automa- terms of safety, effi ciency, capacity, tion (i.e. the computer being an adviser to security and economy; the controller): – clear identifi cation of quantifi ed ben- – subliminal control; efi ts in terms of safety, effi ciency, – ‘ATC autopilot’; capacity, security and economy; – enhanced medium-term confl ict – identifi cation of the transition plan detection (MTCD). before full implantation, if any. There is a high expectation that early ben- efi ts could be forwarded into SESAR.

242 Acronym: ERASMUS Name of proposal: En Route Air traffi c Soft Management Ultimate System Contract number: TREN/06/FP6AE/S07.58518/518276 Instrument: STP Total cost: 5 635 326 € EU contribution: 3 150 101 € Call: FP6-2004-TREN-3 Starting date: 11.05.2006 Ending date: 10.11.2008 Duration: 30 months Objective: Capacity Research domain: Ground Based ATM Website: http://www.atm-erasmus.com/ Coordinator: Mr Brochard Marc EUROCONTROL Experimental Centre, Centre de Bois des Bordes BP15 FR 91222 Brétigny sur Orge E-mail: [email protected] Tel: +33 (0)1 69 88 76 08 Fax: +33 (0)1 69 88 69 52 EC Offi cer: M. Jensen Partners: DSNA/DTI/SDER FR Honeywell CZ University of Linköping SE Swiss Federal Institute of Technology CH SICTA IT

243 Increasing Operational Capacity ASPASIA Aeronautical Surveillance and Planning by Advanced Satellite- Implemented Applications

Background – to perform an economic cost-benefi t analysis which assesses the benefi ts In the aeronautical world, new concepts, of SatCom systems for surveillance procedures and technologies, including applications. ASAS applications, are being studied and developed to optimise task distribution Description of work between aircraft and ground with a medi- um-term perspective. The work to be done can be structured into several sections. In the satellite world, ICAO standardised the AMSS System in the 1990s, but this Surveillance applications: standard has experienced little evolution, A group of surveillance application sce- and nowadays the AMSS use for ATM-re- narios will be confi gured for a simulation lated functions remains limited to remote study of their operation with the availabil- and oceanic airspace due to service cost ity of satellite data links. Then three cho- and technical limitations. sen applications (ADSB-NRA, ADSB ADD, Objectives and ASPA S&M) will be developed and tested over the validation platforms. The main objective of ASPASIA, in the SatCom and ground broadcast protocols: framework of innovative surveillance and The study and development of the Sat- tactical applications, is the combination Com architecture will include the follow- of new advanced satellite communication ing topics: (SatCom) technologies as a complemen- a. Air/air satellite-based data link: the tary ADS-broadcast data link in the pro- study of the technological feasibility vision of Airborne Separation Assistance of air/air satellite based data links, Systems (ASAS) and Approach Manage- which is of paramount importance for ment systems (AMAN). the fi nal conclusions of ASPASIA; Hence, ASPASIA’s objectives are: b. Broadcast SatCom data link protocol – to study SatCom applicability to sur- for the air/ground data link: the proe- veillance applications, considering the jct will evaluate several options for benefi ts of SatCom not only when it is upgrading the current AMSS specifi - the only means of communication, as cation and make it effi cient for broad- in oceanic airspace, but also when it cast applications; can be the most appropriate method of c. Broadcast application protocols, for communication, even in core Europe; airborne and ground systems: access to – to explore and develop three selected data link services will be done through surveillance applications; a simple protocol or set of protocols; – to validate SatCom requirements for d. Ground inter-networking infrastruc- surveillance applications by developing ture to support broadcast applica- a satellite architecture that supports tions: defi nition of an inter-networking new surveillance scenarios, stressing infrastructure to support broadcast the performance capability of the new applications, and a ground broadcast generation satellite systems; application server forming part of the ground earth station.

244 Application ADS-B App (Snd&Rcv) TIS-B App ADS-B App RcvTIS-B App Level

ADS-B TIS-B ADS0B TIS-B App Broadcast Protocol App Broadcast Protocol App Broadcast Protocol App Broadcast Protocol

SatCom Broadcast Data link Protocol SatCom Broadcast Data link Protocol

Airborne Side SatCom link Emulator Ground Side Simulator broadcast architecture

Validation platforms: Cost-benefi t analysis: Two main platforms will be used in order The cost-benefi t analysis will include a to validate the feasibility of using SatCom study of system deployment and operation technology to provide ADS-B and TIS-B costs and groundside integration costs, applications. These two platforms are: followed by the assessment of benefi ts – a satellite emulation platform, com- resulting from the use of SatCom technol- posed of a satellite link emulator, the ogy compared to ground technology, and applications and the required traffi c fi nally an overall cost-benefi t balance. generators, designed for application tests and validation; Results – a real capacity satellite demonstrator, based on an Alcatel DVB-RCS satel- The outcome of this project will be a fully lite system, but adapted to ASPASIA integrated surveillance applications/satellite requirements. platform allowing the assessment of satel-

Aeronautics Surveillance Environment

ASPA-S&MADS-B-NRA ADS-B-RAD ADS-B-ADD

Internetworking and Broadcasting aspects Satellite stack Real Satellite Communication System

SAT emulation Test beds and validation platforms

245 lite as a powerful enabler of surveillance – Requirements and design of the Sat- services adoption in many European areas. Com architecture In detail, the main expected results are: – Implementation of the validation plat- – Requirements of GS/AS applications forms in a SatCom environment – Cost-benefi t analysis – Design and implementation of the – System validation and conclusions. application test beds

Acronym: ASPASIA Name of proposal: Aeronautical Surveillance and Planning by Advanced Satellite- Implemented Applications Contract number: TREN/06/FP6AE/S07.57614/019717 Instrument: STP Total cost: 4 241 750 € EU contribution: 2 374 310 € Call: FP6-2004-TREN-3 Starting date: 07.03.2006 Ending date: 06.03.2008 Duration: 24 months Objective: Capacity Research domain: Ground Based ATM Website: http://www.aspasia.aero Coordinator: Mr Paradell Antonio Atos Origin, SAE Diagonal 210 ES 08018 Barcelona E-mail: [email protected] Tel: +34 (0)93 486 1818 Fax: +34 (0)93 486 0766 EC Offi cer: M. Jensen Partners: Alcatel Alenia Space France FR BAE Systems (Operations) Limited UK University of Glasgow UK Société Française d’Etudes et de Réalisations d’équipements Aéronautiques FR Skysoft Portugal - Software e Tecnologias de Informação, S.A. PT Airtel ATN Limited IE Entidad Pública Empresarial Aeropuertos Españoles y Navegación Aérea ES Euro Telematik AG DE Indra Espacio, S.A. ES Ingeniería y Economía del Transporte S.A. ES

246 Increasing Operational Capacity CATS Contract-based Air Transportation System Background The Contract of Objectives allows ‘rec- onciling’ ATCo, airlines and airports by CATS is proposing an innovative air traffi c giving mutual awareness of the con- management (ATM) solution which will be straints (i.e. target window) and focus- able to deal with the challenges of traffi c ing on the ultimate target – punctuality growth (2012+ horizons), and improve the at destination. effi ciency of the European air transport – to integrate fl exibility to cope with system. uncertainties This new ATM paradigm is based on an Target window modelling includes innovative operational concept: Contract both technical level constraints and of Objectives. This concept introduces room to keep suffi cient fl exibility when an innovative way of managing ATM by disruptions occur. The target win- mutually agreed objectives, leading to dow gives the available management a market-driven air transportation sys- space for ATCos and aircrew to deal tem. It addresses the entire air transport with any uncertainty during airborne supply chain by reconciling operational fl ight life, but always respecting the links between air and ground services. initial schedule. This functional and operational continu- – the coordination of actors’ resources ity between air and ground will enhance to deliver the best service effi ciency by increasing the predictability The Contract of Objectives is the ele- of the air transport system. The objec- mentary unit of the collaborative pro- tive assignment and negotiation are cess – built, agreed and shared by all performed through a collaborative deci- the actors. It represents a ‘guarantee sion-making process which will establish of service results’ where each actor the operational agreement, including the provides the relevant resources and right balance between productivity and infrastructure to deliver the appropri- safety. Through the Contract of Objec- ate service. tives, a guarantee of results respecting – enhanced collaboration over Single punctuality will be offered to the airline by European Sky the air traffi c system. The Contract of Objectives and target windows represent a commitment on Objectives agreed interfaces between actors. To be effi cient, the network should be The CATS project aims at giving a com- considered at a European level. mon, known and agreed objective to all The Contract of Objectives involves the the air transportation system actors with collaboration of all actors focused on a an integrated input of their own con- unique area – the European airspace. straints through a negotiated trade-off, leading to an effi ciency improvement in Description of work the organisation of fl ights and so to a cost reduction. The fi rst step will be devoted to defi ne, with the air transportation community The objectives are: partners, the concept of operation that is – to link ATM actors together through linked to the Contract of Objectives and to agreed objectives and interfaces describe the objectives of the operational

247 assessment performed through human- In the meantime, the operational approach in-the loop (HIL) experimentations. will focus on three main assessments: – Impact of the Contract of Objectives The assessment of the concepts will then between ATCos: be performed. The acceptability and the impact of the The systemic view will concentrate on Contract of Objectives are evaluated in three aspects: the context of the border area of two – Safety and risk assessment of the con- ANSPs. cepts: – Impact of the Contract of Objectives The aim is to develop a model-based between ATCos and aircrews: assessment strategy for the key ele- The acceptability and the impact of the ments of the concept based on the Contract of Objectives will be mainly target window. The strategy will evolve evaluated in a given sector. around case studies that will attempt – Evaluation of the renegotiation pro- to identify both typical and risk sensi- cess involving ATM actors (airline, air- tive scenarios that may arise with the port and ANSP): target window concept. This will involve all ATM actors (airlines, – Benefi t assessment of the concepts: pilots, ATCos, airport) in case the Con- A cost-benefi ts analysis at three hier- tract of Objectives is not fulfi lled. archical levels (strategic, organisa- The assessments will be performed tional and operational) will be carried by means of human-in-the loop (HIL) out for the different stakeholders. experiments. – Legal assessment of the concepts: The objective is to establish a legal Results framework governing the service pro- vision for ATM activities in the multi- The project will produce various outputs partite relationship between airlines, applicable not only within the project- airports and ANSPs. The Contract of partner organisations but also in other Objectives should be implemented similar organisations in the aeronautical through target agreements and/or industry: service level agreements between the – a new concept of operations and the actors. adequate modus operandi;

Contract of Objectives 1 Flight Ground side Air side main objective main objective

Control Unit Control Unit Control Unit

Off-Block Take LandingIn-Block Time off Target Windows Time

Airport TWR ANSP1 ANSP2 Approach TWR Airport On ground Taxiing On Flight Taxiing On ground The Contract of

Objectives the Safety for Organisation 2005 - The European of Air Navigation (EUROCONTROL) ©

248 – its assessment, highlighting: – a modelling of Target Window; – prototypes of potential tools for both – a better use of available resources ground and air selected during opera- – an increase of predictability tional assessment; – a better respect of punctuality – collaborative platform for multi-ac- – a better resilience to uncertainty tors’ experiments fi tted to European – an overall increase of the system’s environment data; effi ciency. – economical models of the identifi ed stakeholders provided by the cost- benefi ts analysis.

Acronym: CATS Name of proposal: Contract-based Air Transportation System Contract number: 036889 Instrument: STP Total cost: 2 906 654 € EU contribution: 1 669 314 € Call: FP6-2005-Aero-1 Starting date: 01.05.2007 Ending date: 30.04.2010 Duration: 36 months Objective: Capacity Research domain: Ground Based ATM Coordinator: Rihacek Christoph FREQUENTIS AG Innovationsstraße 1 AT - 1100 Vienna E-mail: [email protected] Tel: + 43 01 811 50 0 Fax: + 43 01 811 50 1009 EC Offi cer: M. Jensen Partners: EUROCONTROL Experimental Centre BE Air France Consulting FR DSNA / Centre En Route de la Navigation Aérienne Nord FR Unique CH Leiden University NL Swiss Federal Institute of Technology CH Laboratorio di Ricerca Operativa Trieste University IT L’Ente Nazionale Assistenza al Volo IT

249 Increasing Operational Capacity iFly Safety, complexity and responsibility-based design and validation of highly automated air traffi c management

Background manage a three-to-six-times increase in current en-route traffi c levels. This incor- During recent years, the ATM community porates an analysis of safety, complexity research trend has been to direct large and pilot/controller responsibilities and airborne self-separation research proj- an assessment of ground and airborne ects to situations of less dense airspace. system requirements, which make part Typical examples of this trend are the EC of an overall validation plan. The pro- research projects MFF (Mediterranean posed iFly research combines expertise free fl ight) and ASSTAR (Advanced safe in air transport’s human factors, safety separation technology and algorithms). and economics with analytical and Monte This is remarkable because airborne Carlo simulation methodologies providing self-separation has been ‘invented’ as for ‘implementation’ decision-making, a potential solution for high-density air- standardisation and regulatory frame- space. iFly aims to develop a step change works. The research is aimed at support- in this trend, through a systematic exploi- ing SESAR and actively disseminates the tation and further development of the results among the ATM research com- advanced mathematical techniques that munity. have emerged within the HYBRIDGE proj- ect of the European Commission’s Fifth Framework Programme. See http://www. Description of work nlr.nl/public/hosted-sites/hybridge/ iFly will perform two operational con- Objectives cept design cycles and an assessment cycle comprising human factors, safety, The objectives are to achieve a separa- effi ciency, capacity and economic tion design and a highly automated ATM analyses. The general work struc- design for en-route traffi c, which takes ture is illustrated in Figure 1. During advantage of autonomous aircraft opera- the fi rst design cycle, state-of-the-art tion capabilities and which is aimed to research, technology and development

Air and Ground Requirements

Assessment

Advanced Operational Concept Design Cycle 1 Design Cycle 2 iFLY work structure

250 Design Cycle 1Assessment Cycle

TO+36 WP1 WP6 A3 operations Economy A3 ConOps Economy TO+12

WP2 WP7 TO+36 A3 operations Human responsibilities Safety/capacity/efficiency Safety/Capacity/Efficiency TO+12

TO+30 Start at WP3 TO+18 WP8 TO+36 Complexity prediction A3 operations Ground A3 ConOps Requirements

WP4 Start at TO+18 WP9 TO+36 Multi-agent SA consistency A3 operations Air A3 OSED Requirements

WP5 Conflict resolution Design Cycle 2 TO+36 Innovative methods Organisation of iFly research Innovative methods

(RTD) aeronautic results will be used to Innovative methods: defi ne a ‘baseline’ operational concept. To develop innovative architecture-free For the assessment cycle and second methods towards key issues that have to design cycle, innovative methods for the be addressed by an advanced operational design of safety-critical systems will be concept: used to develop an operational concept – Develop a method to model and pre- capable of managing a three-to-six- dict complexity of air traffi c (WP3); times increase in current air traffi c lev- – Model and evaluate the problem of els. These innovative methods fi nd their maintaining multi-agent situation roots in robotics, fi nancial mathematics awareness (SA) and avoiding cognitive and telecommunications. dissonance ((WP4); – Develop confl ict resolution algorithms As depicted in Figure 2, iFly work is for which it is formally possible to organised through nine technical Work guarantee their performance (WP5). Packages (WPs), each of which belongs to one of the four types of developments Assessment cycle: mentioned above: To assess the state of the art in Autono- mous Aircraft Advanced (A3 ) en-route Design cycle 1 operations design-concept development The aim is to develop an Autonomous with respect to human factors, safety and Aircraft Advanced (A3 ) en-route opera- economy, and identify which limitations tional concept which is initially based on have to be mitigated in order to accom- the current state of the art in aeronautics modate a three-to-six-times increase in research. The A3 ConOps is developed air traffi c demand: within WP1. An important starting and – Assess the A³ oper- reference point for this A 3 ConOps devel- ation on economy, with emphasis on opment is formed by the human respon- the impact of organisational and insti- sibility analysis in WP2. tutional issues (WP6);

251 – Assess the A³ oper- Results ation on safety as a function of traf- There are ten expected iFly results: fi c density increase over current and 1. Autonomous Aircraft Advanced (A 3 ) mean density level (WP7). ConOps Design cycle 2 2. Human factors of A 3 ConOps The aim is to extend the A 3 Concept of 3. Safety/capacity of A 3 ConOps Operations (ConOps) of design cycle 1 with highly automated ATM support, so 4. Cost-benefi t of A 3 ConOps that this safely accommodates a factor 5. Predict traffi c complexity of three-to-six-times more traffi c then at current busy traffi c levels. WP8 devel- 6. Maintaining multi-agent situation ops the corresponding A4 ConOps. WP9 awareness (SA) develops preliminary safety and perfor- 7. Guaranteed confl ict resolution mance requirements on the applicable functional elements of the A 4 ConOps 8. Automated ATM supported A 3 (A 4 ) focused in order to identify the required ConOps technology to make this concept a reality. 9. Airborne requirements 10. Overall validation plan.

Acronym: iFly Name of proposal: Safety, complexity and responsibility-based design and validation of highly automated air traffi c management Contract number: 037180 Instrument: STP Total cost: 5 245 900 € EU contribution: 3 309 000 € Call: FP6-2005-TREN-4-Aero Starting date: 24.05.2007 Ending date: 23.08.2010 Duration: 39 months Objective: Capacity Research domain: Ground Based ATM Website: http://www.ifl y.org Coordinator: Mr Blom Henk National Aerospace Laboratory NLR P.O. Box 90502 Anthony Fokkerweg 2 NL 1006 BM Amsterdam

252 E-mail: [email protected] Tel: +31 (0)20 511 3544 Fax: +31 (0)20 511 3210 EC Offi cer: C. North Partners: National Aerospace Laboratory NLR NL Honeywell CZ Isdefe ES University of Tartu EE Athens University of Economics and Business Research Centre GR Eidgenössische Technische Hochschule Zürich CH University of l’Aquila IT Politecnico di Milano IT The Chancellor, Masters and Scholars of the University of Cambridge UK National Technical University of Athens GR University of Twente NL Ecole Nationale de l’Aviation Civile FR Dedale FR NATS En Route Ltd UK Institut National de Recherche en Informatique et en Automatique FR EUROCONTROL FR DSNA-DTI-SDER FR University of Leicester UK

253 Increasing Operational Capacity CAATS-II Co-operative Approach to Air Traffi c Services II

Background The E-OCVM focuses on describing the type of information that should be In order to avoid unrealistic expectations expected from the validation process and being placed upon experimental teams, how this information should be struc- there is a need to create a ‘validation tured in order to ensure that it is acces- strategy and plan’; at the level of pro- sible and understood by all stakeholders. gramme management. CAATS, this proj- To this end the ‘case’ format is used to ect’s predecessor, identifi ed the E-OCVM collate this information. Good practices as the best concept validation method- to perform a ‘human factors case’ and a ology due to it being seen as the most ‘safety case’ were identifi ed by the CAATS applicable to the fi rst three phases from project. The CAATS II project will further the AP5 maturity model. The Operational develop these ‘cases’ and will extend Concept Validation Strategy Document them to also include a ‘business’ case and developed by FAA/Eurocontrol proposed an ‘environmental’ case. a fi ve-level concept maturity scale: idea, establish concept principles (V1); initial Objectives ‘proof of concept’, prototypes (V2); con- cept integration and pre-ops simulations The objective is to continue the work (V3); industrialisation/procedure approval begun within the CAATS project by man- (V4); and implementation of processes/ aging, consolidating and disseminating procedures (V5). In this process, the the knowledge produced in European stakeholders play an important role: they ATM-related projects. The project will make decisions about the progress of the focus on fi ve areas namely safety, human concept, based on its maturity, beyond factors, business, environment and vali- the world of ATM R&D. dation.

IDEA ATM Concepts – Level of Maturity Implemented Procedures Process Established concept Initial “proof of ? concept integration Industrialisation / Implementation of principles concept” prototypes ops simulation Procedure approval processes/procedures

V1 V2 V3 V4 V5

Validation checkpoints – increasing rigour addressing Specifics e.g. Safety, human factors, technical, cost. Levels of maturity of ATM concepts

254 Environmental Case based model Key Performance Area Good Practices

Environmental Case Business Good Practices Technology Case Updated Safety Business Case Stakeholders Good Practices Safety Case

Updated HF Human Factors Case Good Practices Study results

V1 V2 V3

CAATS II contribution to E-OCVM overall case-based view

Description of work – identifying the projects’ best practices in the areas of business and environ- The CAATS II work plan is divided into ment; three Work Packages (WP) and fi ve sub- – developing guidelines for typical Work Packages, each comprising closely safety, human factors, business and related activities. environment cases; WP 0: Project management and coordina- – applying the cases developed in FP6 tion will assure project progress accord- projects; ing to the planning, control the quality – integrating the above practices and and delivery of deliverables on time, and cases in the E-OCVM. control the various (and total) budgets for WP 2: Dissemination and interaction with the project. the projects will provide the basic infra- WP 1: Knowledge management and structure needed to operate the CAATS consolidation will cover all activities of II website and dissemination activities in interaction with other Sixth Framework order to create the appropriate coordina- Programme (FP6)/ATM projects. The main tion and collaboration environment with task will be to collect, collate and analyse the projects and with the stakeholders. the obtained knowledge in the areas of safety, human factors, business, environ- Results ment and their integration in the E-OCVM. The expected results are: A specialised team is assigned to each of – Best practices for business and envi- these areas. These activities involve: ronmental areas; – collecting and collating the informa- – Case-based approach models for tion generated by the ATM projects human factors, safety, business and in the areas of safety, human factors, environment. The ‘case’ approach business and environment; includes detailed information on per- – identifying and analysing the lack of a formance capabilities and behavioural coordinated approach within the cur- characteristics; rent ATM projects and the gaps; – Integration of the cases in the – updating the projects’ best practices in E-OCVM; the areas of safety and human factors – Dissemination and support on the use identifi ed in CAATS II; of best practices for the projects.

255 Acronym: CAATS-II Name of proposal: Co-operative Approach to Air Traffi c Services II Contract number: TREN/06/FP6AE/S07.63283/036826 Instrument: CA Total cost: 3 452 212 € EU contribution: 3 000 000 € Call: FP6-2005-TREN-4-Aero Starting date: 06.11.2006 Ending date: 05.11.2009 Duration: 36 months Objective: Capacity Research domain: Ground Based ATM Website: http://www.caats2.isdefe.es Coordinator: Valmorisco Fernandez Marcial Isdefe Edison 4 ES 28006 Madrid E-mail: [email protected] Tel: +34 (0)91 271 17 52 Fax: +34 (0)91 564 51 08 EC Offi cer: M. Jensen Partners: Ingeniería de Sistemas para la Defensa de España (Isdefe) ES Imperial Collage London UK Entidad Publica Empresarial Aeropuertos Españoles y Navegación Aérea (AENA) ES Eurocontrol Experimental Centre FR Integra DK INDRA ES Ingeniería y Economía de Transporte, S.A (INECO) ES Deep Blue s.r.l IT Stichting Nationaal Lucht- en Ruimtevaartlaboratorium (NLR) NL Boeing Research and Technology Europe, S.L. SE NATS (Services) Limited UK Nickleby HFE Ltd UK

256 Increasing Operational Capacity INOUI INnovative Operational UAV Integration Background – Identifying how UAV can benefi t from SWIM and what activities have to be The driving force behind creating the taken to achieve the benefi t; INOUI project is stemming from the fact – Identifying the safety issues related to that no ongoing European ATM proj- UAVs and developing high-level safety ect focuses on the crucial matter of objectives and requirements; unmanned aerial vehicles (UAVs). Regard- – Identifying the potential airport types less of the fact that drones are already for UAV operations and describing the furrowing the skies, albeit either at a very operational impact. low altitude or in segregated airspace due to their mostly military nature, integra- Description of work tion in the non-restricted airspace is not happening. In particular, the topic of UAV The work within INOUI is divided into is almost totally absent from SESAR and seven Work Packages (WP): its high-level Defi nition Phase (Phase I). 1. Identifi cation of the future ATM envi- INOUI aims at complementing SESAR to ronment and UAV applications compensate for this. WP 1 sets the scene for all further Objectives work in this project. Existing know- how from, for example, EUROCON- The main objective of the INOUI project TROL, SESAR and international is to provide a roadmap for the future of organisations like ICAO will be analy- UAVs in the context of the ever-changing sed and ideas and plans existing today ATM environment. Furthermore, INOUI will be projected into the future. This aims at complementing the SESAR activi- comprises inter alia the assumed ties with regard to the operational con- operational concepts or technological cept and the architecture, as well as the concepts in use. Having done this the roadmap for research and development related requirements will be captured activities. in a dedicated workshop. In particular INOU is aiming at: 2. Assess the impact of the future ATM – Identifying the spread of operational system on UAVs concepts for UAV applications and WP 2 will analyse and defi ne how UAV describe the resulting procedures and systems will be integrated in the 2020 requirements in the different time- ATM architecture in terms of techno- frames up to 2020; logical concepts and requirements. – Identifying how UAVs can fi t into the The available, planned or envisaged ATM system of 2020 and what activi- technologies identifi ed for either UAVs ties have to be achieved, especially or ATM systems will be assessed for from the UAV point of view (research their ability to fulfi l the operational roadmap); concept and the related operational – Identifying existing certifi cation require- requirements for different UAV applica- ments, and process and suggest an opti- tions. Furthermore, it is the intention to mum certifi cation blueprint for human complete a roadmap with regard to the resources and, as far as is required, availability of technology or the require- UAV-related technologies; ment for development up to 2020.

257 3. Assess the requirements on the tion of safety requirements will be car- UAV-related technology and humans ried out. resources. 6. Identify challenges for airports with WP 3 will investigate procedures and regard to UAVs. requirements on certifi cation and WP 6 focuses on the operational and licensing of personnel dealing with technological perspective from the UAVs and will classify UAV operators’ airport point of view by defi ning an working environments, based on those operational concept for the UAV oper- for pilots and controllers. If required, ations at airports of 2020 and beyond. INOUI will also support certifi cation The technologies under development and licensing issues for technology. will be assessed with regard to their 4. Assess how situational awareness can capability to enable airport operations be assured. to facilitate the integration of UAVs. WP 4 aims to analyse and defi ne how 7. Dissemination and exploitation UAV systems will be integrated in the The INOUI project plans an extensive 2020 ATM architecture, focusing on programme of dissemination activities the common operating picture. In this (WP 7), ranging from the organisation step INOUI will identify how situational of a web page up to participation in awareness can be assured by studying panels, workshops and dissemination the differences between the ‘tradi- forums of other projects. tional’ users of ATM systems and the ‘new’ users, the UAV-users. This study Results will be two-pronged: the information and communications layer, and the INOUI is the European R&D community’s applications layer. attempt to resolve the question of the UAV integration in 2020 ATM. INOUI outcomes 5. Assess and identify safety issues. will establish a framework for their oper- Within WP 5, a safety assessment ation in Europe, serving as a booster for cycle from system/model defi nition, the European UAV industry. INOUI will via hazard identifi cation to the defi ni- defi ne an operational concept, propose

INOUI WP 2 WP 3 WP 2.1 WP 3.1 Technology Watchlopments Certification and licensing SESAME issues of UAV operators WP 6 WP 2.2 WP 3.2 WP 6.1 Assessment of Technology Certification and licensing Operational concept for for UAV Integration issues of UAV airframes the UAVs on Airports WP 2.3 WP 3.3 WP 6.2 C-ATM Conclusions and Recommendations Roadmap for certification Technology watch for for New Technology Developments and licensing issues of UAVs UAV operations on airports

WP 4 USICO WP 4.1 Elements of the UAV systems within the 2020 SWIM-enabled ATM

WP 4.2 New UAV-related COP actors UAVNET WP 1 WP 7 WP1.1 WP 7.1 Definition of ATM WP 4.3 Dissemination and Environment for UAV in 2020 Level of Autonomy Exploitation plan WP 1.2 Gate to Gate Definition of operational WP 7.2 concepts for UAV WP 5 INOUI Web Site WP 1.3 WP 5.1 Integration of UAV into System description and functional WP 7.3 the ATM System analysis of the UAV system Dissemination activities SWIM WP1.4 WP 5.2 Discussion with Hazard analysis the relevant organisations WP 5.3 Definition of safety objectives Work Packages and CASCADE WP 5.4 interdependencies Definition of safety requirement

258 operational procedures and assess the Another main result of INOUI is the sup- technologies in order to facilitate the UAV port for maintaining safety levels when integration in the airspace and airport introducing UAVs into a 2020 environment, paradigm foreseen by 2020 and beyond. even with air traffi c expected to be three times greater than what it is currently.

Acronym: INOUI Name of proposal: INnovative Operational UAV Integration Contract number: TREN/07/FP6AE/S07.69061/037191 Instrument: STP Total cost: 4 305 719 € EU contribution: 2 317 414 € Call: FP6-2005-TREN-4-Aero Starting date: 01.06.2007 Ending date: 31.05.2009 Duration: 24 months Objective: Capacity Research domain: Ground Based ATM Coordinator: Mr Baumann Achim DFS Deutsche Flugsicherung GmbH AM DFS- campus 10 DE 63225 Langen E-mail: [email protected] Tel: +49 (0)6103 707 4904 Fax: +49 (0)6103 707 4995 EC Offi cer: C. North Partners: Ingeniería de Sistemas para la Defensa de España, S.A ES Boeing Resarch and Technology Europe ES Fundación Instituto de Investigación INNAXIS ES Rheinmetall Defence Electronics GmbH DE ONERA FR

259 Increasing Operational Capacity EP3 Single European sky implementation support through validation

Background Description of work The European Commission initiated EP3 The European Commission and EURO- (Episode 3) to undertake a detailed fi rst CONTROL launched the ‘industry-led’ assessment of SESAR. SESAR programme in April 2006, and Commissioner Barrot set the following EP3 will assess a signifi cant part of the goals: SESAR gate-to-gate operational ATM con- – Safety: increase 10 times cept during a three-year period. EP3 will – Capacity: increase 3 times deliver validated operational services and – ATM costs: reduce by 50% environment defi nitions (OSEDs) together – Environmental impact: reduce by 10%. with the associated performance justi- fi cation, to SESAR stakeholders. During SESAR will deliver its concept of opera- their life cycle, these activities will be fully tions covering strategic and tactical integrated into the SESAR programme’s planning, air traffi c control, airport and development phase (2007-2013), gov- airspace user operations in 2007. erned by the SESAR joint undertaking. EP3 will focus the assessment by using Objectives ICAO key performance areas and the European Operational Concept Validation EP3’s scientifi c and technical objectives Process methodology. The project has are to: constructed validation areas that group – provide evidence that the SESAR oper- the SESAR concept elements in accor- ational concept is ‘safe in principle’, or dance with its mode of operation to assess otherwise; the expected benefi ts and its acceptability – defi ne a performance validation by human actors. framework based on SESAR perfor- Sequences of classical and innovative mance targets; assessment tools will be used, including: – provide evidence of the performance – Expert groups providing initial qualita- of the operational concept against tive assessment against selected KPA these targets; in relation to operability, safety and – provide evidence of the operational human factors whilst also developing viability of the SESAR target concept, validation scenarios; or otherwise; – Gaming exercises providing human – provide evidence of the technical via- assessment of strategic decision- bility of the SESAR target concept, or making processes feeding fast-time otherwise; simulation and analytical modelling; – consolidate and detail the SESAR – Fast-time modelling performance operational concept in accordance assessment on KPA, and fi ltering sce- with the assessment results. narios and options to be evaluated by real-time simulation and trade-off activities:

260 – Real-time simulation providing quali- Results tative operational assessments, which EP3 will deliver operational services will be valuable for developing the and environment defi nition documents concept and building common under- (OSED), which will detail the SESAR Con- standing. cept of Operation and be validated by the All assessments will be consolidated in a project’s assessment process. A fi nal top-level system model for trade-off and delivery will involve education and dis- reporting. semination to cover the many stakehold- ers not directly involved in SESAR but who EP3’s 26 partners (a majority of which need its output for implementation deci- participated in SESAR) cover all ATM sions. technical and system aspects including fl ow and traffi c management, air traffi c Key results from EP3 will enable SESAR control, airspace user and airport opera- decision-makers to take implementation tions. decisions based on performance assess- ment and operator acceptance of the pro- Assessment activity will exploit the part- posed SESAR Concept of Operation. ners’ validation capabilities throughout Europe in a European validation infra- structure during two validation cycles, which will cover a generic fi rst assess- ment followed by local specifi c validation activities. EP3 will produce a full assessment of the SESAR Concept of Operations by 2010.

261 Acronym: EP3 Name of proposal: Single European sky implementation support through validation Contract number: TREN/07/FP6AE/S07.70057.037106 Instrument: IP Total cost: 33 379 219 € EU contribution: 17 402 543 € Call: FP6-2005-TREN-4-Aero Starting date: 18.04.2007 Ending date: 16.08.2010 Duration: 40 months Objective: Capacity Research domain: Ground Based ATM Website: http://www.ep3.eurocontrol.int Coordinator: Mr Leplae Philippe EUROCONTROL Centre de Bois des Bordes BP15 FR 91222 Bretigny sur Orge E-mail: [email protected] Tel: +33 (0)1 69 88 75 51 Fax: +33 (0)1 69 88 69 51 EC Offi cer: C. North Partners: The European Organisation for the Safety of Air Navigation BE Entidad Pública Empresarial Aeropuertos Españoles y Navegación Aérea ES Airbus France FR Deutsche Flugsicherung GmbH DE Nats En Route Ltd UK Deutsches Zentrum für Luft- und Raumfahrt DE Nationaal Lucht- en Ruimtevaartlaboratorium NL Direction des Services de la Navigation Aérienne FR ENAV s.p.a. IT Ingeniería y Economía del Transporte, S.A ES ISA Software FR ISDEFE ES LUFTFARTSVERKET SE Neometsys FR SELEX Sistemi Integrati IT SICTA IT Smiths Aerospace US

262 Thales Avionics FR Thales ATM FR Queens University of Belfast UK Civil Aviation Authority of China Air Traffi c Management Bureau CN Civil Aviation Authority of China Centre of Aviation Safety Technology CN AustroControl AT HungaroControl HU Letove prevadzkove sluzby Slovenskej republiky (Slovakia) SK Luchtverkeersleiding Nederland NL

263 Increasing Operational Capacity STAR Secure aTm cdmA software-defi ned Radio

Background to support both wideband communi- cations and the existing VHF analogue ATM (Air Traffi c Management) systems audio format, will run short of communication capac- 4. to estimate the capacity and QoS ity between 2010 and 2015 depending on improvements offered by a wideband the considered geographical area (e.g. communications system with regards northwestern France, which is a dense to the 8.33 kHz and VDL-mode2 sys- air-traffi c area, will be among the fi rst tems, ATC-saturated ones). 5. to validate and verify a secure wide- Depending on the forecast scenarios, it band communications system by 2008 appears that current and planned ana- in lab and fl ight trials, logue and even digital VHF systems (VDL 6. to carry out the preparatory stan- mode 2, 3 or 4) will only support capac- dardisation and regulatory activities ity growth until 2015 at most in Europe required for an effective wideband- before being saturated. It is feared that based ATM system deployment, ATC problems could arise earlier (from 7. to promote the system with dissemi- 2010 on) in high-density traffi c areas nation towards the relevant stake- creating severe traffi c congestion and holders. increasing safety risks. Description of work At European level, ICAO in the ACP work- group has initiated an analysis and fi rst The STAR project will study and validate selection of potential radio solutions. a secure, scalable, wideband UMTS/3GPP communication system at RF frequen- The UMTS 3GPP Wideband CDMA stan- cies, including the avionics modem and dard has been identifi ed offi cially as a necessary ground communication infra- candidate for the future ATC radio system structure for a future air-traffi c commu- by the Working Group C of the Aeronauti- nication system (part of ATM) with VHF cal Communications Panel belonging to audio capability through SDR re-confi g- ICAO. urability. Objectives Innovation in the STAR programme will mainly be on the following items: The STAR project’s scientifi c and techno- logical objectives can be summarised as 1. Software Defi ned Radio (RF + follows: modem) 1. to develop a secure wideband ATM STAR is aiming at proving the advan- communications system based on tages of a SDR concept for avionics UMTS protocols, ATM purposes regarding modula- 2. to develop a representative trial net- tions (legacy analogue voice and digi- work permitting the set-up of an air- tal wideband 3GPP) and frequencies ground link by airborne equipment in (at VHF for voice and at RF band for wideband communication mode, wideband CDMA) showing the back- 3. to perform research on and to develop ward compatibility of this concept a prototype multi-mode (SDR) avion- with legacy and forward compatibility ics baseband platform, which is able with other possibly future standards.

264 2. Adaptation of the UMTS protocols Results (down to the physical layer) to allow The main project deliverables are: their use in the avionic ATM/ATC radio – SDR state of the art (open literature), taking into account its specifi cities – Traffi c classes defi nition and specifi - (Doppler, delays due to cell size, etc.) . cation, The validation of the ATM SDR concept – Security requirement specifi cations, will be carried out as follows: – Legacy systems requirements, 1. In lab trials emulating the complete – Wideband air interface requirement system (airborne and ground equip- defi nition (R1 and 2), ment), using channel simulators, – Frequency band allocation report, traffi c load generation and jamming, – Avionics SDR RF/modem architecture at VHF for legacy analogue voice and specifi cation, digital wideband modulation, and at – STAR network architecture (R1 and 2), RF band for CDMA waveforms. – Capacity evaluation results, – Avionics SDR subsystems implemen- 2. Through fl ight trials in order to con- tation and validation report, fi rm the lab tests results at VHF for – Avionics SDR platform, legacy analogue voice and at RF band – Ground subsystem implementation for CDMA waveforms. and validation, – STAR system integration report, – Laboratory tests results, – Acquired and post-processed air fl ight-test results, – Study results abstracts for presenta- tion to standardisation bodies,

App PS RTOS/OS RF BB W-CDMA

RF BB Node BNode B Node B

RNC RF BB

CN RCN Node B

RF BB ATM

App Node B PS Node B RF BB STAR

265 Acronym: STAR Name of proposal: Secure aTm cdmA software-defi ned Radio Contract number: AST4-CT-2005-030824 Instrument: STP Total cost: 5 204 567 € EU contribution: 2 692 768 € Call: FP6-2005-Aero-1 Starting date: 01.06.2006 Ending date: 01.12.2008 Duration: 30 months Objective: Capacity Research domain: Airborne ATM Website: http://www.ist-star.eu Coordinator: Mr Bernard Meuriche Thales Communications 160 boulevard de Valmy FR 92704 Colombes E-mail: [email protected] Tel: +33 (0)1 46 13 35 42 Fax: +33 (0)1 41 30 29 79 EC Offi cer: J.L. Marchand Partners: Agilent Technologies Belgium SA/NV BE Ericsson Telecomunicazioni SpA IT IMST GmbH DE Green Hills Software BV NL UNIVERSIDAD POLITECNICA DE MADRID ES ERCOM FR DFS Deutsche Flugsicherung GmbH DE Stichting Nationaal Lucht- en Ruimtevaartlaboratorium NL

266 Support Actions EASN II European Aeronautics Science Network Phase II

Background – To facilitate and foster the mobility of researchers in Europe. The European Aeronautics Science Net- work, EASN, was set up by six partners The strategic objectives addressed by from fi ve European universities and one EASN II are: research establishment. Its goal was to – Promotion of upstream and innovative establish an open, unique European plat- research and development of break- form in order to structure, support and through technologies, which represent upgrade the research activities of the the prerequisite for achieving the stra- European aeronautic universities as well tegic target of Europe’s technological as facilitating their role in realising the leadership in aeronautics, by develop- European Research Area. Before EASN ing incubator mechanisms; was launched, the contribution of these – Realisation of the European Research universities in realising Europe’s present Area; research objectives in aeronautics and – Development of an EU research strat- developing long-term research goals and egy for universities in the aeronauti- associated strategies had been limited cal sector, in accordance with and to the fragmented individual university complementary to the strategies of contributions. The weakness of this frag- the respective industrial and research mented approach was in direct contradic- establishment associations; tion with the high level and potential of – Support of the integration of the new these individual universities on the one Member States’ universities within the side and the very well organised associa- European aeronautics research com- tions of the other aeronautics stakehold- munity; ers on the other. EASN II aims to exploit – Facilitating the links between SMEs the tools created during the fi rst phase of and universities; the project in order to further facilitate the – Facilitating the coupling of aeronau- communication and co-operation between tics research and aeronautical engi- the European academic community and neering education; fi nally establish a non-profi t association – Dissemination of knowledge and which will ensure the continuation of the exploitation of scientifi c and techno- European Aeronautics Science Network. logical results; – Stimulation of international co-opera- Objectives tion. The main objectives of EASN II are: Description of work – To take the fragmented and multiplied efforts in the research activities of By exploiting the current EASN Thematic European aeronautic universities and and Regional structure, EASN II aims to organise and network them according further stimulate and promote upstream to their technological disciplines; research in European aeronautics. Com- – To restructure the existing EASN munication routes to and from univer- regional structure, so as to achieve the sities in the 12 new Member States will integration of universities from the 12 be established and a new tool, namely new Member States; the National Contact Points, will be

267 introduced in order to further increase Results the effi ciency of the network. The main expected results of the EASN II The EASN Interest Groups (IG) will be project are: expanded and further developed to cover – The concept of the scientifi c and tech- the complete scientifi c and technologi- nological pan-European IGs, which cal areas in aeronautics. Links between was successfully developed and vali- industrial research centres and IGs will dated for a limited number of tech- facilitate the exploitation of the IGs by nological areas in the framework of the European aeronautics industry. The the fi rst EASN phase, will be further workshops of the EASN IGs will contrib- developed and exploited to cover the ute to the information fl ow, suggestions whole scientifi c and technological and discussions of ideas on innovative area of the 2020 Vision for aeronautics research, breakthrough technologies, and beyond. IGs will become the rep- harmonisation of research activities, and resentatives of the industry to take its the development of ideas and plans for views into account. Related IGs will be fostering collaboration and human mobil- networked within major technologi- ity. cal and scientifi c areas of aeronauti- cal research, in accordance with the Furthermore, a new updated and more ASTERA/ACARE Taxonomy in order user-friendly EASN website will be set to cover the complete scientifi c and up which will facilitate the exchange of technological area related to aeronau- knowledge and promote collaboration tics (second networking level). These between EASN members. Finally, the networks will be cross-linked, so as EASN association will be established to provide a unique research structure after analytically formulating the aims of which includes the European aero- the association, identifying the founding nautic universities (third networking members, formulating the statutes and level). fi nally organising an awareness cam- – The thematic scientifi c and technologi- paign to make the existence of the EASN cal structure of EASN described above association known. will serve as the infrastructure and also the incubator mechanism which will facilitate, organise and promote upstream the innovative research and development of breakthrough tech- nologies. – The exploitation of regional and the- matic EASN structures as well as the links created with the industrial sec- tor. – The establishment of a permanent and self-funded university association for aeronautical research.

268 Acronym: EASN II Name of proposal: European Aeronautics Science Network Phase II Contract number: ASA5-CT-2006-044667 Instrument: SSA Total cost: 319 500 € EU contribution: 319 500 € Call: FP6-2005-Aero-1 Starting date: 01.11.2006 Ending date: 30.04.2008 Duration: 18 months Objective: Competitiveness Research domain: Aerodynamics Website: http://www.EASN.net Coordinator: Prof. Pantelakis Spiros University of Patras, Laboratory of Technology and Strength of Materials Panepistimioupolis, Rion GR 26500 Patras E-mail: [email protected] Tel: +30 (0)2610 991027 Fax: +30 (0)2610 997190 EC Offi cer: D. Knoerzer Partners: TU Braunschweig DE ENSMA FR Cransfi eld University UK Warsaw University of Technology PL

269 Support Actions USE HAAS Study on high-altitude aircraft and airships (HAAS) deployed for specifi c aeronautical and space applications

Background ing and developmental HAAS unmanned aircraft, which will be used for potential The USE HAAS proposal develops an EU deployment to provide important mis- research strategy in the technology sec- sions and applications. tor of high-altitude aircraft and airships (HAAS). HAAS are designed to fl y above Objectives controlled airspace up to the strato- sphere. From such a high altitude, they The objectives are: are expected to provide important aero- 1. to analyse the worldwide state of the nautical missions and applications. When art including HAAS aeronautical uses; hovering in geo-stationary fl ight they will 2. to develop tentative research objec- also provide satellite equivalent services tives for HAAS deployment; such as regional Earth system observa- 3. to discuss objectives in workshops tions and communication services with a and working groups to prepare a SRA terrestrial footprint of 600 km in diameter. for the HAAS sector; In order to provide such services HAAS 4. to disseminate recommendations must carry out long-endurance fl ights based on the objectives; of weeks or months, which introduces 5. to issue the fi nal report including the new concepts for multi-mission applica- conclusions and the impact on regula- tions, given existing legal unmanned air- tions; craft air traffi c management regulations. 6. to make recommendations for coor- More than a hundred potential USE HAAS dinating the activities in this sector, stakeholders and end-users took part in and for defi ning and disseminating the two workshops and working group a technological roadmap and a SRA meetings, and shared the challenge of for the HAAS sector based upon the creating the HAAS sector by preparing inputs given by the end-users and the Strategic Research Agenda (SRA) for any potential industrial partner dur- the sector. The executive summary of the ing the workshops and working group project also includes analysis of exist- meetings.

270 Description of work Results Analysis of the working group meetings The main achievement of the USE HAAS shows an impressive contribution to project was to provide the HAAS sector the USE HAAS consortium work and its with a Strategic Research Agenda that objectives. It specifi cally highlights the includes the R&D needs for developing preparation of the HAAS SRA and the cre- the HAAS platform, and prospective HAAS ation of the HAAS sector. missions and applications. There is a need to establish a forum to follow up the activi- The fi rst workshop was organised to dis- ties of the HAAS sector and implement the seminate the planned project activities to recommendations of the HAAS SRA, and the new HAAS sector, and to involve EU promote legalisation of needed regulations stakeholders and HAAS platform devel- in order to deploy civilian HAAS unmanned opers from the USA, Russia, Japan and aircraft. Such a forum could be a HAAS Korea. The second workshop summarised observation platform (HAASOP) to include the current HAAS state of the art and the major HAAS stakeholders, relevant indus- draft version of the SRA was presented. tries, research institutes and end-users. The European aeronautical industry, The surprisingly large number of active including the air transport industry, is participants in the two workshops and large, important and complex. It was, working group meetings (136) represents therefore, entirely appropriate that the an adequate spread from industry and work done on this project should include potential end-users, research institutions, the development of the HAAS sector’s public authorities and stakeholders. Many SRA. The HAAS SRA consists of three of them were encouraged to implement volumes: i) Summary; ii) R&D needs; iii) the HAAS SRA R&D needs and develop a Missions and applications. regulatory ATM (air traffi c management) to deploy civilian HAAS for different mis- sions and applications. The fi rst meeting of the suggested HAASOP took place on 16 October 2006 and a mandate was given to implement these recommendations. The deliverables are published on the project website.

271 Acronym: USE HAAS Name of proposal: Study on high-altitude aircraft and airships (HAAS) deployed for specifi c aeronautical and space applications Contract number: ASA4-CT-2005-516081 Instrument: SSA Total cost: 435 882 € EU contribution: 435 882 € Call: FP6-2002-Aero-2 Starting date: 01.03.2005 Ending date: 31.08.2006 Duration: 18 months Objective: Support Actions Website: http://www.usehaas.org Coordinator: Prof. Arie Lavie CTI – Creative Technologies Israel Ltd 49 Dagan St. IL 93856 Jerusalem E-mail: [email protected] Tel: +972 (0)2 64 52 086 Fax: +972 (0)2 64 52 489 EC Offi cer: R. Denos Partners: Royal Military Academy BE DLR DE University of York UK Israel Aircraft Industries IL University of Liege (Centre Spatial de Liege) BE

272 Support Actions VEATAL Validation of an Experimental Airship Transportation for Aerospace Logistics

Background fl ight with a 4-ton aerospace payload if possible; The 20th century started with the con- – to simulate all the operations required quest of the atmosphere by aeroplanes for a transcontinental airship fl ight, and ended with orbiting the earth and covering all the requirements of the moon. The 21st century can foresee the European aerospace industry. conquest of air cargo transportation by airships in the new economic paradigm of These objectives can be realised by: globalisation. – a group of logisticians making an inventory of their needs and handling The intensifi cation of transporting goods methods in special transportation; worldwide requires: – a roadmap of airship technology inno- – payloads, which are heavier, larger, vations; indivisible and pre-mounted, still – an industrial and R&D consortium for needing to be transported; larger prototypes and industrialisa- – delivery to be achieved at any time, in tion; any place, in all weather, infrastruc- – an international training centre, based ture-free; in Europe, for teaching pilots to fl y air- – the carrier to be ‘mission versatile’ ships; and if active in airspace, to be able to – co-operative work on the airship move/hover, lift/descend, be ecologi- theme, carried out by universities spe- cal and autonomous. cialising in aerospace and technology. Objectives Description of work During the early part of the last cen- The fi rst part of the work will consist of tury, airships were able to tour the world reviewing the state of the art in aerostatic endlessly with 100 tons of payload. This matters, and illustrating aerostation past project challenges the new century to history and achievements to provide the ‘retro-innovate’ in order to provide trans- background necessary to sustain the port solutions for cumbersome payloads architecture of the conference. and break the present limit of two tons. Semiosphere, assisted by the Troisel and To reach this challenge, the preliminary Supaero teams, will provide the condi- objectives are: tions and constraints attached to any sat- – to organise conferences/workshops ellite payload transportation along with a relating to the transportation of cum- comparative review of the transportation bersome and indivisible payloads systems. (specially in the aerospace domain) as well as participating and presenting Troisel will provide material and illustra- papers during other conferences; tions of the lift and transport limits they – to demonstrate via the media the fea- face in their day-to-day operations with sibility of this transport technology, the assistance of logisticians from differ- performing an experimental airship ent walks of industry.

273 Thermoplane and Compagnie des Results Aérostats des Pyrénées will then demon- It is expected that VEATAL will achieve a strate the type of contribution which will thorough assessment of the requirements solve the exposed needs, how the tonnage linked to the retro-innovation of airships limit can be broken with illustrations of for transportation in terms of comple- the existing Russian prototype and how mentary interoperable transportation. navigating to launching sites will be rea- lised (supported by an animated simula- A modern airship technology develop- tion), while Troisel will investigate how ment roadmap will have been drawn up, the technology investment (as a roadmap) and hopefully an industrial consortium will be benefi cial to the economic sys- will be implemented, along with a train- tems at large. ing centre. These demonstrations will constitute the core of the presentations during the conferences to which experts in the logis- tic fi elds will be invited to present their requirements. Conferences should take place in France, Russia, Beijing and Brussels in order to cover a large spectrum of the stakehold- ers’ issues.

A thermoplane airship

274 Acronym: VEATAL Name of proposal: Validation of an Experimental Airship Transportation for Aerospace Logistics Contract number: ASA4-CT-2006-016093 Instrument: SSA Total cost: 278 000 € EU contribution: 278 000 € Call: FP6-2002-Aero-2 Starting date: 01.10.2006 Ending date: 31.03.2008 Duration: 18 months Objective: Support Actions Website: http://www.veatal.eu Coordinator: Dr Gronoff Christian Semiosphere 30 bis rue de l’ancien chateau FR 31670 Labege (Toulouse) E-mail: [email protected] Tel: +33 (0)5 62 24 41 69 Fax: +33 (0)5 62 24 00 71 EC Offi cer: R. Denos Partners: Thermoplane, KB RU Compagnie des Aérostats des Pyrénées FR Troisel S.A. FR

275 Support Actions AeroSME VI Support for European aeronautical SMEs (Phase VI)

Background Objectives AeroSME VI is another project in the The objectives of the project are: series of successful Specifi c Support – to support aeronautical SMEs in Actions for aeronautics. Running since advancing their technology base and 1999, AeroSME is providing information their competitiveness through par- and support to encourage and facilitate ticipation in European R&TD projects the participation of European aeronauti- to improve and maintain the competi- cal small and medium-sized enterprises tiveness of the European aeronautical (SMEs) in R&TD projects funded by the supply chain; EU. – to promote SME participation in the EU Framework Programmes by providing The improvement of the communication the necessary support and informa- fl ow and exchange of information with the tion services. AeroSME VI is focused larger companies and other stakehold- on the fi rst call of FP7 and will start ers in the aeronautics sector, e.g. uni- the preparation of the second call; versities and research establishments, – to stimulate international co-operation has resulted in a wider access for SMEs by supporting and coordinating a reli- to the industry-led research propos- able network between SMEs, industry, als. Along with other support actions, research institutes, universities and AeroSME has contributed to an increase other entities; in the participation of SMEs from 5.3% in – to support the aerospace sector of the the Fifth Framework Programme (FP5) to new and candidate Member States in 11.9% in the third call of FP6. However, it joining the European aerospace com- is obvious that continuous support is still munity; needed to achieve the 15% SME participa- – to stimulate the exchange of infor- tion targeted for FP7. mation and views among the various

Aero SME Home page © Aero SME © Aero

276 tiers of the supply chain by providing a Results communication platform, not only for Since its beginnings, AeroSME has con- SMEs but also for large enterprises tinuously widened its range of activities. and research organisations which Today, AeroSME is an effective communi- usually have little direct access to the cation platform for all players in the aero- SME community. nautics community, including those who Description of work are not represented by the large national/ European industrial associations or the AeroSME is a support action co-ordinated major national aeronautical research by ASD, the AeroSpace and Defence establishments. The project provides a Industries Association of Europe (for- single point of contact for all inquiries merly AECMA) representing the aero- on both EU research and supply chain space industry in Europe in all matters issues, and for networking in the aero- of common interest. Due to the privileged space sector. communication channels with large AeroSME has constantly adapted its ser- companies (represented in the Industrial vices to the needs of SMEs in the respec- Management Groups – IMG4), research tive Framework Programmes. Based on establishments, universities, and national an analysis of the SME role in FP6 proj- and regional associations, AeroSME pro- ects and the new requirements for FP7, vides a proactive interface between SMEs AeroSME will provide an advanced FP7 and the aeronautic-related bodies and SME support scheme. It will offer the ser- represents a point of reference for SME vices and activities necessary to cope with issues. The coverage of all 33 countries the new FP7 rules, to provide the continu- associated with FP7 ensures a truly pan- ously required support to SMEs and to European approach. attract and take care of new SME users. Building on acquired expertise, AeroSME Along with other EC supporting actions, VI continues to provide tailored services AeroSME will aim to increase the percent- in FP7 such as the helpdesk, the website, age participation of SMEs in the fi rst calls the internet SME database and newslet- of FP7. The relationship with IMG4 will ters. Specifi c actions are undertaken facilitate the access of SMEs to informa- in co-operation with IMG4 to facilitate tion on research strategies and proposal the integration of SMEs in the large col- preparation activities, which are not usu- laborative proposals to be submitted in ally available to smaller companies. the fi rst aeronautics call in FP7, e.g. the workshop including one-to-one meetings between interested SMEs and project coordinators. Workshops addressed at aeronautical SMEs are organised to raise awareness on European research issues and the industry’s future needs, as well as facilitating contacts with large companies in the supply chain.

277 Acronym: AeroSME VI Name of proposal: Support for European aeronautical SMEs (Phase VI) Contract number: ASA5-CT-2006-036587 Instrument: SSA Total cost: 320 324 € EU contribution: 320 324 € Call: FP6-2002-Aero-2 Starting date: 01.12.2006 Ending date: 30.11.2007 Duration: 12 months Objective: Support Actions Website: http://www.aerosme.com Coordinator: Ms Chiarini Paola ASD - AeroSpace and Defence Industries Association of Europe Monsanto Building, 270, Avenue de Tervuren BE 1150 Brussels E-mail: [email protected] Tel: +32 (0)2 775 82 98 Fax: +32 (0)2 775 81 11 EC Offi cer: R. Denos Partners: ASD BE ASD BE

278 Support Actions ECARE+ European Communities Aeronautics Research Plus

Background The ongoing collaboration with AeroSME and SCRATCH will be main- The participation of research-intensive tained and increased. Dialogue will be SMEs in EC-funded research has always established with regional governments been a challenge in the area of aeronau- or programmes as well as with the tics, considering the high level of struc- aeronautical companies in charge of turing achieved by the supply chain in the large collaborative projects’ coor- this particular fi eld. However, the new dination. instruments implemented by the Sixth Framework Programme (FP6), with the objective of structuring the European Description of work Research Area, have been considered by In the fi rst phase, ECARE+ will expand its many SMEs to be a major hindrance on core group from what it was at the end of the road to participation, making it an the previous ECARE project (17 clusters) even greater challenge than during FP5. to 30 clusters. Common tools and meth- Objectives ods will be discussed and implemented. People in the regional points of contact This proposal follows up on the ECARE will be trained for the subsequent project project (2003-2005), which was funded activities, allowing the ECARE+ Group to under FP5, and is planned as an ampli- become fully operational regarding the fi cation of the tasks resulting from the project activities and be effective relays to fi rst project. The main objective is to the SMEs in their region. greatly improve on the involvement of In the second phase, regional sessions research-intensive aeronautical SMEs will be organised in the 30 ECARE+ into EC-funded research (on collabora- regions, with the aim of preparing SMEs tive projects), following a method adapted for the fi rst call for proposal of FP7 in the from the ECARE project, with its identifi ed fi eld of aeronautics. The ECARE+ ses- best practices and the lessons learnt: sions will present the opportunities of the – A core group of 8 partners, includ- fi rst FP7 calls and the ECARE+ method, ing 6 aeronautical regional clusters which will support participation of SMEs and benefi ting from the support of an in large collaborative projects. already established group of 11 other clusters, will further expand in order Once the information is disseminated to involve up to 30 regions. during the regional sessions, the – Information seminars on FP6 and FP7 ECARE+ contact points will assess the opportunities will be organised and technological capacities of SMEs and SME capabilities will be assessed in their willingness to bring a benefi t to order to expand the already existing large collaborative projects. The ECARE+ database of companies to 300 entries. database will be expanded from 200 to Partner search functionalities will be 300 entries and will be updated for each installed on the project’s website. call during the life of the project. Small – SME capabilities will be relayed to the groups of SMEs will be identifi ed and for- large collaborative projects’ coordina- warded to the coordinator of each large tors after fi ne-tuning by ECARE+. collaborative project.

279 During this process, much emphasis will Results be put on ECARE+ fostering partnerships ECARE+ will foster partnerships between: between SMEs from different regions, – European aeronautics clusters with the aim of establishing trans-national – SMEs from different clusters clusters for research and business. – SMEs and large companies in the ECARE+ will work in close collabora- framework of FP7’s large collabora- tion with other EC-funded support mea- tive projects. sures in the fi eld of aeronautics, such as ECARE+ will organize 20 information AeroSME and SCRATCH. seminars, or regional sessions, and will expand its SME database to include up to 350 SMEs.

Acronym: ECARE+ Name of proposal: European Communities Aeronautics Research Plus Contract number: ASA4-CT-2005-016087 Instrument: SSA Total cost: 535 000 € EU contribution: 535 000 € Call: FP6-2002-Aero-2 Starting date: 01.02.2006 Ending date: 31.07.2008 Duration: 30 months Objective: Support Actions Website: http://www.ecare-sme.org Coordinator: Ms Menant Violaine European Federation of High Tech SMEs Washingtonstraat 40 BE 1050 Brussels E-mail: [email protected] Tel: +33 (0)1 45 23 54 93 Fax: +33 (0)1 45 23 11 89 EC Offi cer: R. Denos Partners: ANRT FR Aerospace Wales Forum UK Comité Richelieu FR Linköping University SE HEGAN ES CeTIM DE Technapoli IT

280 Support Actions AEROCHINA Promoting scientifi c co-operation between Europe and China in the fi eld of multiphysics modelling, simulation, experimentation and design methods in aeronautics

Background Objectives Numerous codes, models, design opti- The aim of AEROCHINA is to foster the misations and experimental tools have co-operation between a number of indus- been developed and used until recently, in trial, university and research organisa- both Europe and China, and have proven tions in the aeronautics sector in Europe to be of signifi cant value in many indus- and China in the fi eld of mathematical trial applications, but not when dealing modelling, computer simulation and explicitly with combined multidisciplinary code validation, experimental testing and issues. So far, the correct use of such sin- design methods for the solution of mult- gle discipline codes has been limited to iphysic problems of interest in the aero- a specifi c range of applications. There is nautics sector. The physical disciplines still a lack of initial information on avail- (combined or not) considered in AERO- able methods, codes and experiments CHINA which are of interest to European related to combined multidisciplinary and Chinese partners are aerodynamics, problems in aeronautics in Europe and structures and materials, fl uid dynamics, China. aero acoustics and aero elasticity. The aim of AEROCHINA is to identify and implement future collaboration between Description of work Europe and China by fi nding a solution to The project structure is divided into fi ve the multidisciplinary design problems in Work Packages (WP). aeronautics. This will be achieved by stud- ies aiming to collect, store and dissemi- Work in WP1 focuses on the collective nate the existing knowledge in Europe assessment and report on the strat- and China in the fi eld of multiphysics egy to be followed for the development modelling, simulation, experimentation of the project objectives. The technical and design in aeronautics. specifi cations of the web-based Com- munication System are also defi ned in The combined disciplines to be consid- WP1. Additional work includes the initial ered include, among others, fl uids, struc- specifi cation of the data collection and tures, chemistry and thermal fl ows with quality assessment procedures, and the applications in aero elasticity, aero/vibro- dissemination and exploitation plans. acoustics, aero heating, combustion and turbulence. New experiments and mod- The Communication System is developed ern diagnostic measurement techniques in WP2. Work focuses on the develop- will be investigated and identifi ed for ment of the web structure, the data stor- future rigorous multidisciplinary valida- age and the communication procedures. tion purposes. The development and management of the

281 multidisciplinary database is also part of Results the activities in WP2. The web-based communication tools and WP3 focuses on the state-of-the-art the project database are the basic tools review and collection of existing mul- that have been used for the identifi ca- tidisciplinary mathematical models, tion and storage of the different math- numerical and experimental methods, ematical formulae and computational/ simulation results and test results. The experimental approaches for solving data collected is stored in the database multidisciplinary problems in aeronau- within the Communication System. tics. Some time has also been invested in the compilation and storage of data from WP4 focuses on the defi nition of RTD experimental tests to be used as a refer- activities which will require further joint ence for validating the methods and soft- RTD work in Europe and China for analy- ware for multidisciplinary applications in sis and design optimisation of the mult- aeronautics. iphysics problems. Both scientifi c and industrial aspects are considered. Spe- In addition, a set of six working groups cifi c RTD activities that are ready for a related to the different multidisciplinary joint proposal in the Seventh Framework test cases considered in the project has Programme are also being defi ned. been created and their corresponding activity has already started. The idea The organisation of a kick-off conference behind this is to put together, inside each and one workshop in Europe, which is multidisciplinary working group, the spe- aiming at both internal and external dis- cialists of each discipline in order to deal semination of the information compiled in with the important problem of the inter- AEROCHINA, will be carried out in WP5. faces between the disciplines giving the experts of one discipline the opportunity to be aware and open-minded when con- sidering the impacts of their discipline on another one. Two major dissemination events have been organised in connection with AERO- CHINA: – West-East High Speed Flow Field 2005 Conference – AEROCHINA China-Europe Open Seminar. Both events have centralised most of the activities of AEROCHINA partners.

282 Acronym: AEROCHINA Name of proposal: Promoting scientifi c co-operation between Europe and China in the fi eld of multiphysics modelling, simulation, experimentation and design methods in aeronautics Contract number: ASA5-CT-2006-030750 Instrument: SSA Total cost: 200 000 € EU contribution: 200 000 € Call: FP6-2002-Aero-2 Starting date: 01.10.2005 Ending date: 31.03.2007 Duration: 19 months Objective: Support Actions Website: http://www.cimne.com/aerochina/ Coordinator: Prof. Bugeda Gabriel CIMNE Edifi ci C1, Campus Nord UPC; Gran Capità s/n ES 08034 Barcelona E-mail: [email protected] Tel: +34 (0)93 401 64 94 Fax: +34 (0)93 401 65 17 EC Offi cer: D. Knoerzer Partners: Dassault FR EADS-CRC FR EADS-M/DE DE Airbus ES INUSTI-UNIV.PROV FR INIRIA FR DLR DE ERCOFTAC BE University of Birmingham UK IFTR PL INGENIA ES ACTRI/AVIC1 CN

283 284 Unit staff contact list

RTD Directorate H European Commission DG RTD H3 CDMA 21 rue du Champ de Mars 1049 Brussels Belgium

H: Transport Director András Siegler Tel.: +32 (0)2 29 80182 CDMA 4/45 [email protected] Fax: +32 (0)2 29 92111

Assistant Christina Kaltsounidou-Kennedie Tel.: +32 (0)2 29 52676/56009 CDMA 4/32 [email protected] Fax: +32 (0)2 29 92111

H.3 Aeronautics Head of Unit Liam Breslin Tel.: +32 (0)2 29 50477 CDMA 4/167 [email protected] Fax: +32 (0)2 29 66757

Project Offi cer Johan Blondelle Tel.: +32 (0)2 29 64080 CDMA 4/160 [email protected] Fax: +32 (0)2 29 66757

Project Offi cer Marco Brusati Tel.: +32 (0)2 29 94848 CDMA 4/169 [email protected] Fax: +32 (0)2 29 66757

Project Offi cer Daniel Chiron Tel.: +32 (0)2 29 52503 CDMA 4/134 [email protected] Fax: +32 (0)2 29 66757

Project Offi cer Rémy Dénos Tel.: +32 (0)2 29 86481 CDMA 4/137 [email protected] Fax: +32 (0)2 29 66757

Project Offi cer Dietrich Knoerzer Tel.: +32 (0)2 29 61607 CDMA 4/161 [email protected] Fax: +32 (0)2 29 66757

Project Offi cer Per Kruppa Tel.: +32 (0)2 29 65820 CDMA 4/162 [email protected] Fax: +32 (0)2 29 66757

285 Project Offi cer Jean-Luc Marchand Tel.: +32 (0)2 29 86619 CDMA 4/138 [email protected] Fax: +32 (0)2 29 66757

Project Offi cer José Manuel Martin Hernandez Tel.: +32 (0)2 29 57413 CDMA 4/163 [email protected] Fax: +32 (0)2 29 66757

Project Offi cer Pablo Perez-Illana Tel.: +32 (0)2 29 84928 CDMA 4/127 [email protected] Fax: +32 (0)2 29 66757

Project Offi cer Andrzej Podsadowski Tel.: +32 (0)2 29 80433 CDMA 4/133 [email protected] Fax: +32 (0)2 29 66757

Project Offi cer Hans Josef von den Driesch Tel.: +32 (0)2 29 60609 CDMA 4/172 [email protected] Fax: +32 (0)2 29 66757

Secretary Mark Arlestrand Tel.: +32 (0)2 29 60606 CDMA 4/164 [email protected] Fax: +32 (0)2 29 66757

Secretary Thomas Schizas Tel.: +32 (0)2 29 64081 CDMA 4/167 [email protected] Fax: +32 (0)2 29 66757

Secretary Krystyna Sitkowska Tel.: +32 (0)2 29 88322 CDMA 4/171 [email protected] Fax: +32 (0)2 29 66757

IT/Budget Matthew Joseph Cosgrave Tel.: +32 (0)2 29 60970 CDMA 4/170 [email protected] Fax: +32 (0)2 29 66757

Secretary Jessica de Lannoy Home Tel.: +32 (0)2 29 57679 CDMA 4/164 [email protected] Fax: +32 (0)2 29 66757

286 TREN Unit F.2 European Commission DG TREN F02 DM24 5/ 24 rue de Mot 1049 Brussels Belgium

F2: Single sky & modernisation of air traffi c control Head of Unit Luc Tytgat Tel.: +32 (0)2 29 68430 DM24 05/083 [email protected] Fax: +32 (0)2 29 84349

Project Offi cer Morten Jensen Tel.: +32 (0)2 29 64620 DM24 5/068 [email protected] Fax: +32 (0)2 29 68353

Project Offi cer Christopher North Tel.: +32 (0)2 29 68336 DM24 5/033 [email protected] Fax: +32 (0)2 29 68353

Project Offi cer Elisabeth Martin Tel.: +32 (0)2 29 57798 DM24 5/055 [email protected] Fax: +32 (0)2 29 68353

Secretary Sylvie de Boeck Tel.: +32 (0)2 29 52105 DM24 5/077 [email protected] Fax: +32 (0)2 29 68353

Secretary Sagrario Rosado Tel.: +32 (0)2 29 87611 DM24 05/059 [email protected] Fax: +32 (0)2 29 68353

287 288 Index by acronyms

ABiTAS Advanced Bonding Technologies for Vol. 2 108 Aircraft Structures

AD4 4D Virtual Airspace Management Vol. 1 299 System

ADELINE Advanced Air-Data Equipment for Vol. 1 67 Airliners

ADHER Automated Diagnosis for Helicopter Vol. 2 181 Engines and Rotating parts

ADIGMA Adaptive Higher-Order Variational Vol. 2 53 Methods for Aerodynamic Applications in Industry

ADLAND Adaptive Landing Gears for Improved Vol. 1 85 Impact Absorption

ADVACT Development of Advanced Actuation Vol. 1 145 Concepts to Provide a Step Change in Technology Use in Future Aero-engine Control Systems

ADVICE Autonomous Damage Detection and Vol. 2 165 Vibration Control Systems

AEROCHINA Promoting scientifi c co-operation Vol. 2 281 between Europe and China in the fi eld of multiphysics modelling, simulation, experimentation and design methods in aeronautics

AEROMAG Aeronautical Application of Wrought Vol. 1 159 Magnesium

AERONET III Aircraft Emissions and Reduction Vol. 1 177 Technologies

AERONEWS Health monitoring of aircraft by Vol. 1 248 Nonlinear Elastic Wave Spectroscopy

AeroSME V Support for European Aeronautical Vol. 1 53 SMEs

AeroSME VI Support for European aeronautical Vol. 2 276 SMEs (Phase VI)

AEROTEST Remote Sensing Technique for Aero- Vol. 1 180 engine Emission Certifi cation and Monitoring

289 AIDA Aggressive Intermediate Duct Vol. 1 183 Aerodynamics for Competitive and Environmentally Friendly Jet Engines

AIM Advanced In-Flight Measurement Vol. 2 46 TechniquesFinding a way out of the future pensions conundrum

AISHA Aircraft Integrated Structural Health Vol. 1 251 Assessment

AITEB II Aerothermal Investigations on Turbine Vol. 1 150 End-walls and Blades II

ALCAST Advanced Low-Cost Aircraft Structures Vol. 1 161

ANASTASIA Airborne New and Advanced Satellite Vol. 1 72 techniques and Technologies in a System Integrated Approach

AROSATEC Automated Repair and Overhaul System Vol. 1 148 for Aero Turbine Engine Components

ART Advanced Remote Tower Vol. 2 211

ARTIMA Aircraft Reliability Through Intelligent Vol. 1 254 Materials Application

ASAS-TN2 Airborne Separation Assistance System Vol. 1 271 – Thematic Network 2

ASICBA Aviation Safety Improvement Using Cost Vol. 1 223 Benefi t Analysis

ASPASIA Aeronautical Surveillance and Planning Vol. 2 244 by Advanced Satellite-Implemented Applications

ASSTAR Advanced Safe Separation Technologies Vol. 1 274 and Algorithms

ATENAA Advanced Technologies for Networking Vol. 1 47 in Avionic Applications

ATLLAS Aerodynamic and Thermal Load Vol. 2 132 Interactions with Lightweight Advanced Materials for High-speed Flight

ATPI High Performance Damping Technology Vol. 1 81 for Aircraft Vibration Attenuation and Thermo-Phonic Insulation

290 AUTOW Automated Preform Fabrication by Dry Vol. 2 112 Tow Placement

AVERT Aerodynamic Validation of Emission Vol. 2 50 Reducing Technologies

AVITRACK Tracking of Aircraft Surroundings, Vol. 1 281 Categorised Vehicles and Individuals for Apron’s Activity Model Interpretation and Check

B-VHF Broadband VHF Aeronautical Vol. 1 293 Communications System Based on MC-CDMA

BEARINGS New generation of aeronautical Vol. 2 115 bearings for extreme environmental constraints

C-ATM Co-operative Air Traffi c Management Vol. 1 305

CAATS Co-operative Approach to Air Traffi c Vol. 1 302 Services

CAATS-II Co-operative Approach to Air Traffi c Vol. 2 254 Services II

CASAM Civil Aircraft Security Against MANPADS Vol. 2 207

CATS Contract-based Air Transportation Vol. 2 247 System

CELINA Fuel Cell Application in a New Vol. 1 186 Confi gured Aircraft

CELPACT Cellular Structures for Impact Vol. 2 168 Performance

CESAR Cost-Effective Small AiRcraft Vol. 2 25

COCOMAT Improved Material Exploitation of a Vol. 1 164 Safe Design of Composite Airframe Structures by Accurate Simulation of Collapse

COFCLUO Clearance of Flight Control Laws using Vol. 2 198 Optimisation

COINS Cost Effective Integral Metallic Vol. 2 StructureRecognising coins to stamp out illegal antique trading

291 CoJeN Computation of Coaxial Jet Noise Vol. 1 204

COMPACT A Concurrent Approach to Vol. 1 102 Manufacturing Induced Part Distortion in Aerospace Components

COMPROME Monitoring, Optimisation and Control of Vol. 1 105 Liquid Composite Moulding Processes

COSEE Cooling of Seat Electronic box and cabin Vol. 2 68 Equipment

CREDO Cabin noise Reduction by Experimental Vol. 2 154 and numerical Design Optimisation

CREDOS Crosswind-reduced separations for Vol. 2 225 departure operations

DATAFORM Digitally Adjustable Tooling for Vol. 2 83 manufacturing of Aircraft panels using multi-point FORMing methodology

DATON Innovative Fatigue and Damage Vol. 1 167 Tolerance Methods for the Application of New Structural Concepts

DEEPWELD Detailed Multi-Physics Modelling of Vol. 1 107 Friction Stir Welding

DESIDER Detached Eddy Simulation for Industrial Vol. 1 36 Aerodynamics

DIALFAST Development of Innovative and Vol. 1 169 Advanced Laminates for Future Aircraft Structure

DIANA Distributed equipment Independent Vol. 2 62 environment for Advanced avioNic Applications

DINAMIT Development and Innovation Vol. 1 110 for Advanced ManufacturIng of Thermoplastics

DRESS Distributed and Redundant Electro- Vol. 2 195 mechanical nose wheel Steering System

E-Cab E-enabled Cabin and Associated Vol. 2 71 Logistics for Improved Passenger Services and Operational Effi ciency

292 EASN II European Aeronautics Science Network Vol. 2 267 Phase II

ECARE+ European Communities Aeronautics Vol. 1 192 Research +

ECARE+ European Communities Aeronautics Vol. 2 279 Research PlusEuropean Communities Aeronautics Research +

ECATS Environmental Compatible Air Transport Vol. 1 189 System

ECOSHAPE Economic Advanced Shaping Processes Vol. 1 113 for Integral Structures

ELECT-AE European Low Emission Combustion Vol. 1 194 Technology in Aero Engines

EMMA European Airport Movement Vol. 1 284 Management by A-SMGCS

EMMA2 European airport Movement Vol. 2 213 Management by A-smgcs - Part 2

ENFICA - FC ENvironmentally Friendly, InterCity Vol. 2 146 Aircraft powered by Fuel Cells

EP3 Single European sky implementation Vol. 2 260 support through validation

ERASMUS En Route Air traffi c Soft Management Vol. 2 241 Ultimate System

ERAT Environmentally Responsible Air Vol. 2 148 Transport

EUROLIFT II European High Lift Programme II Vol. 1 39

EWA European Windtunnel Association Vol. 1 42

FANTASIA Flexible and Near-net-shape Generative Vol. 2 88 Manufacturing Chains and Repair Techniques for Complex-shaped Aero- engine Parts

FARE-Wake Fundamental Research on Aircraft Vol. 1 226 Wake Phenomena

293 FASTWing CL Foldable, Adaptable, Steerable, Textile Vol. 2 29 Wing structure for delivery of Capital Loads

FIDELIO Fibre Laser Development for Next Vol. 1 229 Generation LIDAR Onboard Detection System

FLACON Future high-altitude fl ight - an attractive Vol. 2 135 commercial niche?

FLIRET Flight Reynolds Number Testing Vol. 1 45

FLYSAFE Airborne Integrated Systems for Safety Vol. 1 232 Improvement, Flight Hazard Protection and All Weather Operations

FRESH From Electric Cabling Plans to Vol. 1 23 Simulation Help

FRIENDCOP- Integration of Technologies in Support Vol. 1 206 TER of a Passenger and Environmentally Friendly Helicopter

GOAHEAD Generation of Advanced Helicopter Vol. 1 50 Experimental Aerodynamic Database for CFD Code Validation

HASTAC High Stability Altimeter System for Air Vol. 1 76 Data Computers

HEATTOP Accurate high-temperature engine Vol. 2 125 aero-thermal measurements for gas turbine life otimisation, performance and condition monitoring

HeliSafe TA Helicopter Occupant Safety Technology Vol. 1 246 Application

HILAS Human Integration into the Lifecycle of Vol. 1 257 Aviation Systems

HISAC Environmentally Friendly High-Speed Vol. 1 213 Aircraft

ICE Ideal Cabin Environment Vol. 1 83

IDEA Integrated Design and Product Vol. 1 116 Development for the Eco-effi cient Production of Low-weight Aeroplane Equipment

294 IFATS Innovative Future Air Transport System Vol. 1 296 iFly Safety, complexity and responsibility- Vol. 2 250 based design and validation of highly automated air traffi c management

ILDAS In-fl ight Lightning Strike Damage Vol. 2 191 Assessment System

INOUI INnovative Operational UAV Integration Vol. 2 257

INTELLECT Integrated Lean Low-Emission Vol. 1 196 D.M. Combustor Design Methodology

IPAS Installed Performance of Antennas on Vol. 1 25 Aero Structures

IPROMES Using Image Processing as a Vol. 1 119 Metrological Solution

ISAAC Improvement of Safety Activities on Vol. 1 236 Aeronautical Complex Systems

ITOOL Integrated Tool for Simulation of Textile Vol. 1 121 Composites

KATnet II Key Aerodynamic Technologies to meet Vol. 2 59 the Vision 2020 challenges

LANDING Landing software for small to medium- Vol. 2 172 sized aircraft on small to medium-sized airfi elds

LAPCAT Long-Term Advanced Propulsion Vol. 1 136 Concepts and Technologies

LIGHTNING Lightning Protection for Structures Vol. 1 240 and Systems on Light Aircraft Using Lightweight Composites

MACHERENA New Tools and Processes for Improving Vol. 1 124 Machining of Heat-Resistant Alloys Used in Aerospace Applications

MAGFORMING Development of New Magnesium Vol. 2 96 Forming Technologies for the Aeronautics Industry

MAGPI Main Annulus Gas Path Interactions Vol. 2 139

295 MESEMA Magnetoelastic Energy Systems for Vol. 1 88 Even More Electric Aircraft

MESSIAEN Methods for the Effi cient Simulation of Vol. 1 210 Aircraft Engine Noise

MIME Market-based Impact Mitigation for the Vol. 2 158 Environment

MINERVAA MId-term NEtworking technologies Rig Vol. 2 65 and in-fl ight Validation for Aeronautical Applications

MOET More Open Electrical Technologies Vol. 2 78

MOJO Modular Joints for Aircraft Composite Vol. 2 105 Structures

MULFUN Multifunctional Structures Vol. 1 172

MUSCA Multiscale Analysis of Large Vol. 1 28 Aerostructures

NACRE New Aircraft Concepts Research Vol. 1 139

NEFS New track-integrated Electrical single Vol. 2 82 Flap drive System

NESLIE NEw Standby Lidar InstrumEnt Vol. 2 200

NEWAC NEW Aero engine Core concepts Vol. 2 141

NEWSKY Networking the sky for aeronautical Vol. 2 231 communications

NICE-TRIP Novel Innovative Competitive Effective Vol. 2 128 Tilt-Rotor Integrated Project

NODESIM- Non-Deterministic Simulation for CFD- Vol. 2 56 CFD based Design Methodologies

NOESIS Aerospace Nanotube Hybrid Composite Vol. 1 174 Structures with Sensing and Actuating Capabilities

ONBASS Onboard Active Safety System Vol. 1 243

OpTag Improving Airport Effi ciency, Security Vol. 1 287 and Passenger Flow by Enhanced Passenger Monitoring

296 OPTIMAL Optimised Procedures and Techniques Vol. 1 277 for Improvement of Approach and Landing

PEGASE helicoPter and aEronef naviGation Vol. 2 174 Airborne SystEms

PIBRAC Piezoelectric Brake Actuators Vol. 1 91

PLATO-N A PLAtform for Topology Optimisation Vol. 2 32 incorporating Novel, large-scale, free material optimisation and mixed integer programming methods

PreCarBi Materials, Process and CAE Tools Vol. 2 99 Development for Pre-impregnated Carbon Binder Yarn Preform Composites

PREMECCY Predictive methods for combined cycle Vol. 2 122 fatigue in gas turbine blades

PROBAND Improvement of Fan Broadband Noise Vol. 1 216 Prediction: Experimental Investigation and Computational Modelling

RAPOLAC Rapid Production of Large Aerospace Vol. 2 92 Components

REMFI Rear Fuselage and Empennage Flow Vol. 1 55 Investigation

RESET Reduced separation minima Vol. 2 227

RETINA Reliable, Tuneable and Inexpensive Vol. 1 94 Antennae by Collective Fabrication Processes

SAFEE Security of Aircraft in the Future Vol. 1 267 European Environment

SCRATCH Services for CollaboRative SMEs Vol. 1 69 Aerospace Technical research

SEAT Smart Technologies for stress free AiR Vol. 2 75 Travel

SEFA Sound Engineering for Aircraft Vol. 1 219

297 SENARIO Advanced sensors and novel concepts Vol. 2 102 for intelligent and reliable processing in bonded repairs

SHM in Action Structural Health Monitoring in Action Vol. 2 183

SICOM Simulation-based corrosion Vol. 2 185 management for aircraft

SimSAC Simulating Aircraft Stability and Control Vol. 2 36 Characteristics for Use in Conceptual Design

SINBAD Safety Improved with a New concept by Vol. 2 216 Better Awareness on airport approach Domain

SIRENA External EMC Simulation for Radio Vol. 1 97 Electric Systems in the Close Environment of the Airport

SKYSCANNER Development of an innovative LIDAR Vol. 2 219 technology for new generation ATM paradigms

SmartFuel Automated digital fuel system design Vol. 2 39 ADSP and simulation process

SMIST Structural Monitoring with Advanced Vol. 1 261 Integrated Sensor Technologies

SOFIA Safe automatic fl ight back and landing Vol. 2 203 of aircraft

SPADE Supporting Platform for Airport Vol. 1 290 Decision-Making and Effi ciency Analysis

SPADE-2 Supporting Platform for Airport Vol. 2 222 Decision-making and Effi ciency analysis - Phase 2

STAR Secure aTm cdmA software-defi ned Vol. 2 264 Radio

SUPER-HIGH- Development of an operationally driven Vol. 2 234 WAY airspace traffi c structure for high- density high-complexity areas based on the use of dynamic airspace and multi- layered planning

298 SUPERSKY- Smart maintenance of aviation hydraulic Vol. 2 188 SENSE fl uid using an onboard monitoring and reconditioning system

SUPERTRAC Supersonic Transition Control Vol. 1 58

SWIM-SUIT System-Wide Information Management Vol. 2 237 – supported by innovative technologies

SYNCOMECS Synthesis of Aeronautical Compliant Vol. 1 100 Mechanical Systems

TATEF 2 Turbine Aero-Thermal External Flows 2 Vol. 1 152

TATEM Technologies and Techniques for New Vol. 1 263 Maintenance Concepts

TATMo Turbulence and transition modelling for Vol. 2 118 special turbomachinery applications

TELFONA Testing for Laminar Flow on New Vol. 1 60 Aircraft

TIMECOP-AE Toward Innovative Methods for Vol. 2 42 Combustion Prediction in Aero-engines

TIMPAN Technologies to IMProve Airframe Noise Vol. 2 151

TLC Towards Lean Combustion Vol. 1 198

TOPPCOAT Towards Design and Processing of Vol. 1 127 Advanced, Competitive Thermal Barrier Coating Systems

TURNEX Turbomachinery Noise Radiation Vol. 1 221 through the Engine Exhaust

UFAST Unsteady Effects of Shock Wave Induced Vol. 1 62 Separation

ULTMAT Ultra High Temperature Materials for Vol. 1 156 Turbines

USE HAAS Study on high-altitude aircraft and Vol. 2 270 airships (HAAS) deployed for specifi c aeronautical and space applications

VEATAL Validation of an Experimental Airship Vol. 2 273 Transportation for Aerospace Logistics

299 VERDI Virtual Engineering for Robust Vol. 1 130 Manufacturing with Design Integration

VITAL Environmentally Friendly Aero-Engine Vol. 1 200

VIVACE Value Improvement through a Virtual Vol. 1 31 Aeronautical Collaborative Enterprise

Vortex- Fundamentals of Actively Controlled Vol. 1 142 Cell2050 Flows with Trapped Vortices

VULCAN Vulnerability analysis for near future Vol. 2 178 composite/hybrid air structures: hardening via new materials and design approaches against fi re and blast

WALLTURB A European Synergy for the Assessment Vol. 1 65 of Wall Turbulence

WEL-AIR Development of Short Distance Welding Vol. 1 132 Concepts for Airframes

WISE Integrated Wireless Sensing Vol. 1 79

X3-NOISE Aircraft external noise research Vol. 2 161 network and coordination

300 Index by instruments

CA

AERONET III Aircraft Emissions and Reduction Vol. 1 177 Technologies

ASAS-TN2 Airborne Separation Assistance System – Vol. 1 271 Thematic Network 2

CAATS Co-operative Approach to Air Traffi c Vol. 1 302 Services

CAATS-II Co-operative Approach to Air Traffi c Vol. 2 254 Services II

ELECT-AE European Low Emission Combustion Vol. 1 194 Technology in Aero Engines

KATnet II Key Aerodynamic Technologies to meet Vol. 2 59 the Vision 2020 challenges

X3-NOISE Aircraft external noise research network Vol. 2 161 and coordination

IP

ALCAST Advanced Low-Cost Aircraft Structures Vol. 1 161

ANASTASIA Airborne New and Advanced Satellite Vol. 1 72 techniques and Technologies in a System Integrated Approach

C-ATM Co-operative Air Traffi c Management Vol. 1 305

CESAR Cost-Effective Small AiRcraft Vol. 2 25

E-Cab E-enabled Cabin and Associated Logistics Vol. 2 71 for Improved Passenger Services and Operational Effi ciency

EMMA European Airport Movement Vol. 1 284 Management by A-SMGCS

EMMA2 European airport Movement Vol. 2 213 Management by A-smgcs - Part 2

EP3 Single European sky implementation Vol. 2 260 support through validation

301 FLYSAFE Airborne Integrated Systems for Safety Vol. 1 232 Improvement, Flight Hazard Protection and All Weather Operations

FRIENDCOPTER Integration of Technologies in Support Vol. 1 206 of a Passenger and Environmentally Friendly Helicopter

HILAS Human Integration into the Lifecycle of Vol. 1 257 Aviation Systems

HISAC Environmentally Friendly High-Speed Vol. 1 213 Aircraft

MOET More Open Electrical Technologies Vol. 2 78

NACRE New Aircraft Concepts Research Vol. 1 139

NEWAC NEW Aero engine Core concepts Vol. 2 141

NICE-TRIP Novel Innovative Competitive Effective Vol. 2 128 Tilt-Rotor Integrated Project

OPTIMAL Optimised Procedures and Techniques Vol. 1 277 for Improvement of Approach and Landing

SAFEE Security of Aircraft in the Future Vol. 1 267 European Environment

SPADE Supporting Platform for Airport Decision- Vol. 1 290 Making and Effi ciency Analysis

SPADE-2 Supporting Platform for Airport Decision- Vol. 2 222 making and Effi ciency analysis - Phase 2

TATEM Technologies and Techniques for New Vol. 1 263 Maintenance Concepts

VITAL Environmentally Friendly Aero-Engine Vol. 1 200

VIVACE Value Improvement through a Virtual Vol. 1 31 Aeronautical Collaborative Enterprise

302 NoE

ECATS Environmental Compatible Air Transport Vol. 1 189 System

EWA European Windtunnel Association Vol. 1 42

SSA

AEROCHINA Promoting scientifi c co-operation Vol. 2 281 between Europe and China in the fi eld of multiphysics modelling, simulation, experimentation and design methods in aeronautics

AeroSME V Support for European Aeronautical SMEs Vol. 1 53

AeroSME VI Support for European aeronautical SMEs Vol. 2 276 (Phase VI)

EASN II European Aeronautics Science Network Vol. 2 267 Phase II

ECARE+ European Communities Aeronautics Vol. 1 192 Research +

ECARE+ European Communities Aeronautics Vol. 2 279 Research Plus

FLACON Future high-altitude fl ight - an attractive Vol. 2 135 commercial niche?

SCRATCH Services for CollaboRative SMEs Vol. 1 69 Aerospace Technical research

SHM in Action Structural Health Monitoring in Action Vol. 2 183

USE HAAS Study on high-altitude aircraft and Vol. 2 270 airships (HAAS) deployed for specifi c aeronautical and space applications

VEATAL Validation of an Experimental Airship Vol. 2 273 Transportation for Aerospace Logistics

303 STREP

ABiTAS Advanced Bonding Technologies for Vol. 2 108 Aircraft Structures

AD4 4D Virtual Airspace Management System Vol. 1 299

ADELINE Advanced Air-Data Equipment for Vol. 1 67 Airliners

ADHER Automated Diagnosis for Helicopter Vol. 2 181 Engines and Rotating parts

ADIGMA Adaptive Higher-Order Variational Vol. 2 53 Methods for Aerodynamic Applications in Industry

ADLAND Adaptive Landing Gears for Improved Vol. 1 85 Impact Absorption

ADVACT Development of Advanced Actuation Vol. 1 145 Concepts to Provide a Step Change in Technology Use in Future Aero-engine Control Systems

ADVICE Autonomous Damage Detection and Vol. 2 165 Vibration Control Systems

AEROMAG Aeronautical Application of Wrought Vol. 1 159 Magnesium

AERONEWS Health monitoring of aircraft by Vol. 1 248 Nonlinear Elastic Wave Spectroscopy

AEROTEST Remote Sensing Technique for Aero- Vol. 1 180 engine Emission Certifi cation and Monitoring

AIDA Aggressive Intermediate Duct Vol. 1 183 Aerodynamics for Competitive and Environmentally Friendly Jet Engines

AIM Advanced In-Flight Measurement Vol. 2 46 Techniques

AISHA Aircraft Integrated Structural Health Vol. 1 251 Assessment

AITEB II Aerothermal Investigations on Turbine Vol. 1 150 End-walls and Blades II

304 AROSATEC Automated Repair and Overhaul System Vol. 1 148 for Aero Turbine Engine Components

ART Advanced Remote Tower Vol. 2 211

ARTIMA Aircraft Reliability Through Intelligent Vol. 1 254 Materials Application

ASICBA Aviation Safety Improvement Using Cost Vol. 1 223 Benefi t Analysis

ASPASIA Aeronautical Surveillance and Planning Vol. 2 244 by Advanced Satellite-Implemented Applications

ASSTAR Advanced Safe Separation Technologies Vol. 1 274 and Algorithms

ATENAA Advanced Technologies for Networking in Vol. 1 47 Avionic Applications

ATLLAS Aerodynamic and Thermal Load Vol. 2 132 Interactions with Lightweight Advanced Materials for High-speed Flight

ATPI High Performance Damping Technology Vol. 1 81 for Aircraft Vibration Attenuation and Thermo-Phonic Insulation

AUTOW Automated Preform Fabrication by Dry Vol. 2 112 Tow Placement

AVERT Aerodynamic Validation of Emission Vol. 2 50 Reducing Technologies

AVITRACK Tracking of Aircraft Surroundings, Vol. 1 281 Categorised Vehicles and Individuals for Apron’s Activity Model Interpretation and Check

B-VHF Broadband VHF Aeronautical Vol. 1 293 Communications System Based on MC-CDMA

BEARINGS New generation of aeronautical bearings Vol. 2 115 for extreme environmental constraints

CASAM Civil Aircraft Security Against MANPADS Vol. 2 207

305 CATS Contract-based Air Transportation Vol. 2 247 System

CELINA Fuel Cell Application in a New Confi gured Vol. 1 186 Aircraft

CELPACT Cellular Structures for Impact Vol. 2 168 Performance

COCOMAT Improved Material Exploitation of a Safe Vol. 1 164 Design of Composite Airframe Structures by Accurate Simulation of Collapse

COFCLUO Clearance of Flight Control Laws using Vol. 2 198 Optimisation

COINS Cost Effective Integral Metallic Structure Vol. 2

CoJeN Computation of Coaxial Jet Noise Vol. 1 204

COMPACT A Concurrent Approach to Manufacturing Vol. 1 102 Induced Part Distortion in Aerospace Components

COMPROME Monitoring, Optimisation and Control of Vol. 1 105 Liquid Composite Moulding Processes

COSEE Cooling of Seat Electronic box and cabin Vol. 2 68 Equipment

CREDO Cabin noise Reduction by Experimental Vol. 2 154 and numerical Design Optimisation

CREDOS Crosswind-reduced separations for Vol. 2 225 departure operations

DATAFORM Digitally Adjustable Tooling for Vol. 2 83 manufacturing of Aircraft panels using multi-point FORMing methodology

DATON Innovative Fatigue and Damage Tolerance Vol. 1 167 Methods for the Application of New Structural Concepts

DEEPWELD Detailed Multi-Physics Modelling of Vol. 1 107 Friction Stir Welding

DESIDER Detached Eddy Simulation for Industrial Vol. 1 36 Aerodynamics

306 DIALFAST Development of Innovative and Advanced Vol. 1 169 Laminates for Future Aircraft Structure

DIANA Distributed equipment Independent Vol. 2 62 environment for Advanced avioNic Applications

DINAMIT Development and Innovation Vol. 1 110 for Advanced ManufacturIng of Thermoplastics

DRESS Distributed and Redundant Electro- Vol. 2 195 mechanical nose wheel Steering System

ECOSHAPE Economic Advanced Shaping Processes Vol. 1 113 for Integral Structures

ENFICA - FC ENvironmentally Friendly, InterCity Vol. 2 146 Aircraft powered by Fuel Cells

ERASMUS En Route Air traffi c Soft Management Vol. 2 241 Ultimate System

ERAT Environmentally Responsible Air Vol. 2 148 Transport

EUROLIFT II European High Lift Programme II Vol. 1 39

FANTASIA Flexible and Near-net-shape Generative Vol. 2 88 Manufacturing Chains and Repair Techniques for Complex-shaped Aero- engine Parts

FARE-Wake Fundamental Research on Aircraft Wake Vol. 1 226 Phenomena

FASTWing CL Foldable, Adaptable, Steerable, Textile Vol. 2 29 Wing structure for delivery of Capital Loads

FIDELIO Fibre Laser Development for Next Vol. 1 229 Generation LIDAR Onboard Detection System

FLIRET Flight Reynolds Number Testing Vol. 1 45

FRESH From Electric Cabling Plans to Vol. 1 23 Simulation Help

307 GOAHEAD Generation of Advanced Helicopter Vol. 1 50 Experimental Aerodynamic Database for CFD Code Validation

HASTAC High Stability Altimeter System for Air Vol. 1 76 Data Computers

HEATTOP Accurate high-temperature engine Vol. 2 125 aero-thermal measurements for gas turbine life otimisation, performance and condition monitoring

HeliSafe TA Helicopter Occupant Safety Technology Vol. 1 246 Application

ICE Ideal Cabin Environment Vol. 1 83

IDEA Integrated Design and Product Vol. 1 116 Development for the Eco-effi cient Production of Low-weight Aeroplane Equipment

IFATS Innovative Future Air Transport System Vol. 1 296

iFly Safety, complexity and responsibility- Vol. 2 250 based design and validation of highly automated air traffi c management

ILDAS In-fl ight Lightning Strike Damage Vol. 2 191 Assessment System

INOUI INnovative Operational UAV Integration Vol. 2 257

INTELLECT D.M. Integrated Lean Low-Emission Vol. 1 196 Combustor Design Methodology

IPAS Installed Performance of Antennas on Vol. 1 25 Aero Structures

IPROMES Using Image Processing as a Vol. 1 119 Metrological Solution

ISAAC Improvement of Safety Activities on Vol. 1 236 Aeronautical Complex Systems

ITOOL Integrated Tool for Simulation of Textile Vol. 1 121 Composites

308 LANDING Landing software for small to medium- Vol. 2 172 sized aircraft on small to medium-sized airfi elds

LAPCAT Long-Term Advanced Propulsion Vol. 1 136 Concepts and Technologies

LIGHTNING Lightning Protection for Structures Vol. 1 240 and Systems on Light Aircraft Using Lightweight Composites

MACHERENA New Tools and Processes for Improving Vol. 1 124 Machining of Heat-Resistant Alloys Used in Aerospace Applications

MAGFORMING Development of New Magnesium Vol. 2 96 Forming Technologies for the Aeronautics Industry

MAGPI Main Annulus Gas Path Interactions Vol. 2 139

MESEMA Magnetoelastic Energy Systems for Even Vol. 1 88 More Electric Aircraft

MESSIAEN Methods for the Effi cient Simulation of Vol. 1 210 Aircraft Engine Noise

MIME Market-based Impact Mitigation for the Vol. 2 158 Environment

MINERVAA MId-term NEtworking technologies Rig Vol. 2 65 and in-fl ight Validation for Aeronautical Applications

MOJO Modular Joints for Aircraft Composite Vol. 2 105 Structures

MULFUN Multifunctional Structures Vol. 1 172

MUSCA Multiscale Analysis of Large Vol. 1 28 Aerostructures

NEFS New track-integrated Electrical single Vol. 2 82 Flap drive System

NESLIE NEw Standby Lidar InstrumEnt Vol. 2 200

NEWSKY Networking the sky for aeronautical Vol. 2 231 communications

309 NODESIM-CFD Non-Deterministic Simulation for CFD- Vol. 2 56 based Design Methodologies

NOESIS Aerospace Nanotube Hybrid Composite Vol. 1 174 Structures with Sensing and Actuating Capabilities

ONBASS Onboard Active Safety System Vol. 1 243

OpTag Improving Airport Effi ciency, Security and Vol. 1 287 Passenger Flow by Enhanced Passenger Monitoring

PEGASE helicoPter and aEronef naviGation Vol. 2 174 Airborne SystEms

PLATO-N A PLAtform for Topology Optimisation Vol. 2 32 incorporating Novel, large-scale, free material optimisation and mixed integer programming methods

PreCarBi Materials, Process and CAE Tools Vol. 2 99 Development for Pre-impregnated Carbon Binder Yarn Preform Composites

PREMECCY Predictive methods for combined cycle Vol. 2 122 fatigue in gas turbine blades

RAPOLAC Rapid Production of Large Aerospace Vol. 2 92 Components

RESET Reduced separation minima Vol. 2 227

SEAT Smart Technologies for stress free AiR Vol. 2 75 Travel

SEFA Sound Engineering for Aircraft Vol. 1 219

SENARIO Advanced sensors and novel concepts Vol. 2 102 for intelligent and reliable processing in bonded repairs

SICOM Simulation-based corrosion management Vol. 2 185 for aircraft

SimSAC Simulating Aircraft Stability and Control Vol. 2 36 Characteristics for Use in Conceptual Design

310 SINBAD Safety Improved with a New concept by Vol. 2 216 Better Awareness on airport approach Domain

SIRENA External EMC Simulation for Radio Vol. 1 97 Electric Systems in the Close Environment of the Airport

SKYSCANNER Development of an innovative LIDAR Vol. 2 219 technology for new generation ATM paradigms

SmartFuel ADSP Automated digital fuel system design and Vol. 2 39 simulation process

SMIST Structural Monitoring with Advanced Vol. 1 261 Integrated Sensor Technologies

SOFIA Safe automatic fl ight back and landing of Vol. 2 203 aircraft

STAR Secure aTm cdmA software-defi ned Vol. 2 264 Radio

SUPER-HIGHWAY Development of an operationally driven Vol. 2 234 airspace traffi c structure for high-density high-complexity areas based on the use of dynamic airspace and multi-layered planning

SUPERSKYSENSE Smart maintenance of aviation hydraulic Vol. 2 188 fl uid using an onboard monitoring and reconditioning system

SUPERTRAC Supersonic Transition Control Vol. 1 58

SWIM-SUIT System-Wide Information Management – Vol. 2 237 supported by innovative technologies

SYNCOMECS Synthesis of Aeronautical Compliant Vol. 1 100 Mechanical Systems

TATEF 2 Turbine Aero-Thermal External Flows 2 Vol. 1 152

TATMo Turbulence and transition modelling for Vol. 2 118 special turbomachinery applications

TELFONA Testing for Laminar Flow on New Aircraft Vol. 1 60

311 TIMECOP-AE Toward Innovative Methods for Vol. 2 42 Combustion Prediction in Aero-engines

TIMPAN Technologies to IMProve Airframe Noise Vol. 2 151

TLC Towards Lean Combustion Vol. 1 198

TOPPCOAT Towards Design and Processing of Vol. 1 127 Advanced, Competitive Thermal Barrier Coating Systems

TURNEX Turbomachinery Noise Radiation through Vol. 1 221 the Engine Exhaust

UFAST Unsteady Effects of Shock Wave Induced Vol. 1 62 Separation

ULTMAT Ultra High Temperature Materials for Vol. 1 156 Turbines

VERDI Virtual Engineering for Robust Vol. 1 130 Manufacturing with Design Integration

VortexCell2050 Fundamentals of Actively Controlled Vol. 1 142 Flows with Trapped Vortices

VULCAN Vulnerability analysis for near future Vol. 2 178 composite/hybrid air structures: hardening via new materials and design approaches against fi re and blast

WALLTURB A European Synergy for the Assessment Vol. 1 65 of Wall Turbulence

WEL-AIR Development of Short Distance Welding Vol. 1 132 Concepts for Airframes

WISE Integrated Wireless Sensing Vol. 1 79

PIBRAC Piezoelectric Brake Actuators Vol. 1 91

PROBAND Improvement of Fan Broadband Noise Vol. 1 216 Prediction: Experimental Investigation and Computational Modelling

REMFI Rear Fuselage and Empennage Flow Vol. 1 55 Investigation

RETINA Reliable, Tuneable and Inexpensive Vol. 1 94 Antennae by Collective Fabrication Processes

312 Index by Contract number

030840 X3-NOISE Aircraft external noise Vol. 2 161 research network and coordination

036889 CATS Contract-based Air Vol. 2 247 Transportation System

037060 MIME Market-based Impact Vol. 2 158 Mitigation for the Environment

037180 iFly Safety, complexity and Vol. 2 250 responsibility-based design and validation of highly automated air traffi c management

037182 ERAT Environmentally Vol. 2 148 Responsible Air Transport

12226 UFAST Unsteady Effects of Vol. 1 62 Shock Wave Induced Separation

37161 SKYSCANNER Development of an Vol. 2 219 innovative LIDAR technology for new generation ATM paradigms

37164 SINBAD Safety Improved with a Vol. 2 216 New concept by Better Awareness on airport approach Domain

37179 ART Advanced Remote Vol. 2 211 Tower

516149 TOPPCOAT Towards Design and Vol. 1 127 Processing of Advanced, Competitive Thermal Barrier Coating Systems

ACA3-CT-2003-502882 AERONET III Aircraft Emissions and Vol. 1 177 Reduction Technologies

313 ACA4-CT-2005-012213 ASAS-TN2 Airborne Separation Vol. 1 271 Assistance System – Thematic Network 2

ACA4-CT-2005-012236 ELECT-AE European Low Emission Vol. 1 194 Combustion Technology in Aero Engines

ACA5-CT-2006-030943 KATnet II Key Aerodynamic Vol. 2 59 Technologies to meet the Vision 2020 challenges

AIP-CT-2003-502917 VIVACE Value Improvement Vol. 1 31 through a Virtual Aeronautical Collaborative Enterprise

AIP3-CT-2003-502773 FRIENDCOP- Integration of Vol. 1 206 TER Technologies in Support of a Passenger and Environmentally Friendly Helicopter

AIP3-CT-2003-503521 SAFEE Security of Aircraft in Vol. 1 267 the Future European Environment

AIP3-CT-2004-502880 OPTIMAL Optimised Procedures Vol. 1 277 and Techniques for Improvement of Approach and Landing

AIP3-CT-2004-502909 TATEM Technologies and Vol. 1 263 Techniques for New Maintenance Concepts

AIP4-516132 HISAC Environmentally Vol. 1 213 Friendly High-Speed Aircraft

AIP4-CT-2004-012271 VITAL Environmentally Vol. 1 200 Friendly Aero-Engine

AIP4-CT-2005-516068 NACRE New Aircraft Concepts Vol. 1 139 Research

AIP4-CT-2005-516092 ALCAST Advanced Low-Cost Vol. 1 161 Aircraft Structures

314 AIP4-CT-2005-516128 ANASTASIA Airborne New and Vol. 1 72 Advanced Satellite techniques and Technologies in a System Integrated Approach

AIP4-CT-2005-516167 FLYSAFE Airborne Integrated Vol. 1 232 Systems for Safety Improvement, Flight Hazard Protection and All Weather Operations

AIP4-CT-2005-516181 HILAS Human Integration into Vol. 1 257 the Lifecycle of Aviation Systems

AIP5-CT-2006-030815 E-Cab E-enabled Cabin Vol. 2 71 and Associated Logistics for Improved Passenger Services and Operational Effi ciency

AIP5-CT-2006-030861 MOET More Open Electrical Vol. 2 78 Technologies

AIP5-CT-2006-030876 NEWAC NEW Aero engine Core Vol. 2 141 concepts

AIP5-CT-2006-030888 CESAR Cost-Effective Small Vol. 2 25 AiRcraft

AIP5-CT-2006-030944 NICE-TRIP Novel Innovative Vol. 2 128 Competitive Effective Tilt-Rotor Integrated Project

ANE3-CT-2004-502889 EWA European Windtunnel Vol. 1 42 Association

ANE4-CT-2004-12284 ECATS Environmental Vol. 1 189 Compatible Air Transport System

ASA3-CT-2004-510981 SCRATCH Services for Vol. 1 69 CollaboRative SMEs Aerospace Technical research

315 ASA3-CT_2004-511045 AeroSME V Support for European Vol. 1 53 Aeronautical SMEs

ASA4-CT-2005-016087 ECARE+ European Communities Vol. 2 279 Aeronautics Research PlusEuropean Communities Aeronautics Research +

ASA4-CT-2005-516081 USE HAAS Study on high-altitude Vol. 2 270 aircraft and airships (HAAS) deployed for specifi c aeronautical and space applications

ASA4-CT-2006-016093 VEATAL Validation of an Vol. 2 273 Experimental Airship Transportation for Aerospace Logistics

ASA5-CT-2005-30712 FLACON Future high-altitude Vol. 2 135 fl ight - an attractive commercial niche?

ASA5-CT-2006-030750 AEROCHINA Promoting scientifi c Vol. 2 281 co-operation between Europe and China in the fi eld of multiphysics modelling, simulation, experimentation and design methods in aeronautics

ASA5-CT-2006-036587 AeroSME VI Support for European Vol. 2 276 aeronautical SMEs (Phase VI)

ASA5-CT-2006-044667 EASN II European Aeronautics Vol. 2 267 Science Network Phase II

ASA6-CT-2006-044636 SHM in Action Structural Health Vol. 2 183 Monitoring in Action

AST-CT-2003-502865 SEFA Sound Engineering for Vol. 1 219 Aircraft

316 AST-CT-2003-502927 AERONEWS Health monitoring of Vol. 1 248 aircraft by Nonlinear Elastic Wave Spectroscopy

AST-CT-2003-502937 AROSATEC Automated Repair and Vol. 1 148 Overhaul System for Aero Turbine Engine Components

AST3-CT-2003-501848 ISAAC Improvement of Vol. 1 236 Safety Activities on Aeronautical Complex Systems

AST3-CT-2003-502723 COCOMAT Improved Material Vol. 1 164 Exploitation of a Safe Design of Composite Airframe Structures by Accurate Simulation of Collapse

AST3-CT-2003-502741 MACHERENA New Tools and Vol. 1 124 Processes for Improving Machining of Heat- Resistant Alloys Used in Aerospace Applications

AST3-CT-2003-502790 CoJeN Computation of Coaxial Vol. 1 204 Jet Noise

AST3-CT-2003-502817 SIRENA External EMC Vol. 1 97 Simulation for Radio Electric Systems in the Close Environment of the Airport

AST3-CT-2003-502818 AVITRACK Tracking of Aircraft Vol. 1 281 Surroundings, Categorised Vehicles and Individuals for Apron’s Activity Model Interpretation and Check

AST3-CT-2003-502831 DINAMIT Development and Vol. 1 110 Innovation for Advanced ManufacturIng of Thermoplastics

317 AST3-CT-2003-502832 WEL-AIR Development of Short Vol. 1 132 Distance Welding Concepts for Airframes

AST3-CT-2003-502836 AIDA Aggressive Intermediate Vol. 1 183 Duct Aerodynamics for Competitive and Environmentally Friendly Jet Engines

AST3-CT-2003-502842 DESIDER Detached Eddy Vol. 1 36 Simulation for Industrial Aerodynamics

AST3-CT-2003-502846 DIALFAST Development of Vol. 1 169 Innovative and Advanced Laminates for Future Aircraft Structure

AST3-CT-2003-502884 ECOSHAPE Economic Advanced Vol. 1 113 Shaping Processes for Integral Structures

AST3-CT-2003-502900 COMPROME Monitoring, Vol. 1 105 Optimisation and Control of Liquid Composite Moulding Processes

AST3-CT-2003-502907 AISHA Aircraft Integrated Vol. 1 251 Structural Health Assessment

AST3-CT-2003-502910 B-VHF Broadband VHF Vol. 1 293 Aeronautical Communications System Based on MC-CDMA

AST3-CT-2003-502915 MESEMA Magnetoelastic Energy Vol. 1 88 Systems for Even More Electric Aircraft

AST3-CT-2003-502938 MESSIAEN Methods for the Effi cient Vol. 1 210 Simulation of Aircraft Engine Noise

AST3-CT-2003-502961 INTELLECT Integrated Lean Low- Vol. 1 196 D.M. Emission Combustor Design Methodology

318 AST3-CT-2003-502977 ULTMAT Ultra High Temperature Vol. 1 156 Materials for Turbines

AST3-CT-2003-503611 IPAS Installed Performance Vol. 1 25 of Antennas on Aero Structures

AST3-CT-2003-503826 IDEA Integrated Design and Vol. 1 116 Product Development for the Eco-effi cient Production of Low- weight Aeroplane Equipment

AST3-CT-2004-502725 ARTIMA Aircraft Reliability Vol. 1 254 Through Intelligent Materials Application

AST3-CT-2004-502727 HeliSafe TA Helicopter Occupant Vol. 1 246 Safety Technology Application

AST3-CT-2004-502793 ADLAND Adaptive Landing Gears Vol. 1 85 for Improved Impact Absorption

AST3-CT-2004-502843 ATENAA Advanced Technologies Vol. 1 47 for Networking in Avionic Applications

AST3-CT-2004-502844 ADVACT Development of Vol. 1 145 Advanced Actuation Concepts to Provide a Step Change in Technology Use in Future Aero-engine Control Systems

AST3-CT-2004-502856 AEROTEST Remote Sensing Vol. 1 180 Technique for Aero- engine Emission Certifi cation and Monitoring

AST3-CT-2004-502858 OpTag Improving Airport Vol. 1 287 Effi ciency, Security and Passenger Flow by Enhanced Passenger Monitoring

319 AST3-CT-2004-502895 REMFI Rear Fuselage and Vol. 1 55 Empennage Flow Investigation

AST3-CT-2004-502896 EUROLIFT II European High Lift Vol. 1 39 Programme II

AST3-CT-2004-502905 IPROMES Using Image Processing Vol. 1 119 as a Metrological Solution

AST3-CT-2004-502924 TATEF 2 Turbine Aero-Thermal Vol. 1 152 External Flows 2

AST3-CT-2004-503019 IFATS Innovative Future Air Vol. 1 296 Transport System

AST3-CT-2005-516053 DATON Innovative Fatigue and Vol. 1 167 Damage Tolerance Methods for the Application of New Structural Concepts

AST4-516118 FLIRET Flight Reynolds Number Vol. 1 45 Testing

AST4-CT-2004-516045 ONBASS Onboard Active Safety Vol. 1 243 System

AST4-CT-2004-516079 TURNEX Turbomachinery Noise Vol. 1 221 Radiation through the Engine Exhaust

AST4-CT-2004-516089 MULFUN Multifunctional Vol. 1 172 Structures

AST4-CT-2004-516470 WISE Integrated Wireless Vol. 1 79 Sensing

AST4-CT-2005-012222 PROBAND Improvement of Vol. 1 216 Fan Broadband Noise Prediction: Experimental Investigation and Computational Modelling

AST4-CT-2005-012238 FARE-Wake Fundamental Research Vol. 1 226 on Aircraft Wake Phenomena

320 AST4-CT-2005-012242 ASICBA Aviation Safety Vol. 1 223 Improvement Using Cost Benefi t Analysis

AST4-CT-2005-012270 LIGHTNING Lightning Protection for Vol. 1 240 Structures and Systems on Light Aircraft Using Lightweight Composites

AST4-CT-2005-012282 LAPCAT Long-Term Advanced Vol. 1 136 Propulsion Concepts and Technologies

AST4-CT-2005-012326 TLC Towards Lean Vol. 1 198 Combustion

AST4-CT-2005-012334 HASTAC High Stability Altimeter Vol. 1 76 System for Air Data Computers

AST4-CT-2005-030824 STAR Secure aTm cdmA Vol. 2 264 software-defi ned Radio

AST4-CT-2005-12139 Vortex- Fundamentals of Vol. 1 142 Cell2050 Actively Controlled Flows with Trapped Vortices

AST4-CT-2005-12328 AD4 4D Virtual Airspace Vol. 1 299 Management System

AST4-CT-2005-516008 WALLTURB A European Synergy for Vol. 1 65 the Assessment of Wall Turbulence

AST4-CT-2005-516046 VERDI Virtual Engineering for Vol. 1 130 Robust Manufacturing with Design Integration

AST4-CT-2005-516059 FRESH From Electric Cabling Vol. 1 23 Plans to Simulation Help

AST4-CT-2005-516074 GOAHEAD Generation of Advanced Vol. 1 50 Helicopter Experimental Aerodynamic Database for CFD Code Validation

AST4-CT-2005-516100 SUPERTRAC Supersonic Transition Vol. 1 58 Control

321 AST4-CT-2005-516103 SMIST Structural Monitoring Vol. 1 261 with Advanced Integrated Sensor Technologies

AST4-CT-2005-516109 TELFONA Testing for Laminar Vol. 1 60 Flow on New Aircraft

AST4-CT-2005-516111 PIBRAC Piezoelectric Brake Vol. 1 91 Actuators

AST4-CT-2005-516113 AITEB II Aerothermal Vol. 1 150 Investigations on Turbine End-walls and Blades II

AST4-CT-2005-516115 MUSCA Multiscale Analysis of Vol. 1 28 Large Aerostructures

AST4-CT-2005-516121 RETINA Reliable, Tuneable and Vol. 1 94 Inexpensive Antennae by Collective Fabrication Processes

AST4-CT-2005-516126 CELINA Fuel Cell Application Vol. 1 186 in a New Confi gured Aircraft

AST4-CT-2005-516134 DEEPWELD Detailed Multi-Physics Vol. 1 107 Modelling of Friction Stir Welding

AST4-CT-2005-516140 ASSTAR Advanced Safe Vol. 1 274 Separation Technologies and Algorithms

AST4-CT-2005-516146 ITOOL Integrated Tool for Vol. 1 121 Simulation of Textile Composites

AST4-CT-2005-516150 NOESIS Aerospace Nanotube Vol. 1 174 Hybrid Composite Structures with Sensing and Actuating Capabilities

AST4-CT-2005-516152. AEROMAG Aeronautical Application Vol. 1 159 of Wrought Magnesium

322 AST4-CT-2005-516165 ADELINE Advanced Air-Data Vol. 1 67 Equipment for Airliners

AST4-CT-2005-516183 SYNCOMECS Synthesis of Vol. 1 100 Aeronautical Compliant Mechanical Systems

AST5-CT-2006-030696 HEATTOP Accurate high- Vol. 2 125 temperature engine aero-thermal measurements for gas turbine life otimisation, performance and condition monitoring

AST5-CT-2006-030717 PLATO-N A PLAtform for Vol. 2 32 Topology Optimisation incorporating Novel, large-scale, free material optimisation and mixed integer programming methods

AST5-CT-2006-030719 ADIGMA Adaptive Higher-Order Vol. 2 53 Variational Methods for Aerodynamic Applications in Industry

AST5-CT-2006-030721 NESLIE NEw Standby Lidar Vol. 2 200 InstrumEnt

AST5-CT-2006-030729 ATLLAS Aerodynamic and Vol. 2 132 Thermal Load Interactions with Lightweight Advanced Materials for High- speed Flight

AST5-CT-2006-030768 COFCLUO Clearance of Flight Vol. 2 198 Control Laws using Optimisation

AST5-CT-2006-030771 AUTOW Automated Preform Vol. 2 112 Fabrication by Dry Tow Placement

AST5-CT-2006-030778 FASTWing CL Foldable, Adaptable, Vol. 2 29 Steerable, Textile Wing structure for delivery of Capital Loads

323 AST5-CT-2006-030779 ENFICA - FC ENvironmentally Vol. 2 146 Friendly, InterCity Aircraft powered by Fuel Cells

AST5-CT-2006-030789 NEFS New track-integrated Vol. 2 82 Electrical single Flap drive System

AST5-CT-2006-030798 SmartFuel Automated digital fuel Vol. 2 39 ADSP system design and simulation process

AST5-CT-2006-030800 COSEE Cooling of Seat Vol. 2 68 Electronic box and cabin Equipment

AST5-CT-2006-030804 SICOM Simulation-based Vol. 2 185 corrosion management for aircraft

AST5-CT-2006-030806 ILDAS In-fl ight Lightning Strike Vol. 2 191 Damage Assessment System

AST5-CT-2006-030808 MINERVAA MId-term NEtworking Vol. 2 65 technologies Rig and in-fl ight Validation for Aeronautical Applications

AST5-CT-2006-030814 CREDO Cabin noise Reduction Vol. 2 154 by Experimental and numerical Design Optimisation

AST5-CT-2006-030817 CASAM Civil Aircraft Security Vol. 2 207 Against MANPADS

AST5-CT-2006-030825 COINS Cost Effective Vol. 2 Integral Metallic StructureRecognising coins to stamp out illegal antique trading

AST5-CT-2006-030828 TIMECOP-AE Toward Innovative Vol. 2 42 Methods for Combustion Prediction in Aero-engines

324 AST5-CT-2006-030837 CREDOS Crosswind-reduced Vol. 2 225 separations for departure operations

AST5-CT-2006-030838 SimSAC Simulating Aircraft Vol. 2 36 Stability and Control Characteristics for Use in Conceptual Design

AST5-CT-2006-030839 PEGASE helicoPter and aEronef Vol. 2 174 naviGation Airborne SystEms

AST5-CT-2006-030841 DRESS Distributed and Vol. 2 195 Redundant Electro- mechanical nose wheel Steering System

AST5-CT-2006-030848 PreCarBi Materials, Process and Vol. 2 99 CAE Tools Development for Pre-impregnated Carbon Binder Yarn Preform Composites

AST5-CT-2006-030852 MAGFORMING Development of New Vol. 2 96 Magnesium Forming Technologies for the Aeronautics Industry

AST5-CT-2006-030855 FANTASIA Flexible and Near- Vol. 2 88 net-shape Generative Manufacturing Chains and Repair Techniques for Complex-shaped Aero-engine Parts

AST5-CT-2006-030863 SUPERSKY- Smart maintenance Vol. 2 188 SENSE of aviation hydraulic fl uid using an onboard monitoring and reconditioning system

AST5-CT-2006-030870 TIMPAN Technologies to IMProve Vol. 2 151 Airframe Noise

AST5-CT-2006-030871 MOJO Modular Joints for Vol. 2 105 Aircraft Composite Structures

325 AST5-CT-2006-030874 MAGPI Main Annulus Gas Path Vol. 2 139 Interactions

AST5-CT-2006-030877 DATAFORM Digitally Adjustable Vol. 2 83 Tooling for manufacturing of Aircraft panels using multi-point FORMing methodology

AST5-CT-2006-030889 PREMECCY Predictive methods for Vol. 2 122 combined cycle fatigue in gas turbine blades

AST5-CT-2006-030905 LANDING Landing software for Vol. 2 172 small to medium-sized aircraft on small to medium-sized airfi elds

AST5-CT-2006-030907 ADHER Automated Diagnosis Vol. 2 181 for Helicopter Engines and Rotating parts

AST5-CT-2006-030911 SOFIA Safe automatic fl ight Vol. 2 203 back and landing of aircraft

AST5-CT-2006-030914 AVERT Aerodynamic Validation Vol. 2 50 of Emission Reducing Technologies

AST5-CT-2006-030937 BEARINGS New generation Vol. 2 115 of aeronautical bearings for extreme environmental constraints

AST5-CT-2006-030939 TATMo Turbulence and Vol. 2 118 transition modelling for special turbomachinery applications

AST5-CT-2006-030953 RAPOLAC Rapid Production Vol. 2 92 of Large Aerospace Components

AST5-CT-2006-030958 SEAT Smart Technologies for Vol. 2 75 stress free AiR Travel

326 AST5-CT-2006-030959 NODESIM- Non-Deterministic Vol. 2 56 CFD Simulation for CFD-based Design Methodologies

AST5-CT-2006-030971 ADVICE Autonomous Damage Vol. 2 165 Detection and Vibration Control Systems

AST5-CT-2006-030982 SENARIO Advanced sensors and Vol. 2 102 novel concepts for intelligent and reliable processing in bonded repairs

AST5-CT-2006-030985 DIANA Distributed equipment Vol. 2 62 Independent environment for Advanced avioNic Applications

AST5-CT-2006-030996 ABiTAS Advanced Bonding Vol. 2 108 Technologies for Aircraft Structures

AST5-CT-2006-031011 VULCAN Vulnerability analysis for Vol. 2 178 near future composite/ hybrid air structures: hardening via new materials and design approaches against fi re and blast

AST5-CT-2006-031038 CELPACT Cellular Structures for Vol. 2 168 Impact Performance

AST5-CT2006-030827 AIM Advanced In-Flight Vol. 2 46 Measurement TechniquesFinding a way out of the future pensions conundrum

ASTC- ATPI High Performance Vol. 1 81 -CT-2004-516057 Damping Technology for Aircraft Vibration Attenuation and Thermo-Phonic Insulation

327 FP6-2003-AERO-1- ICE Ideal Cabin Environment Vol. 1 83 561131-ICE

Missing info FIDELIO Fibre Laser Vol. 1 229 Development for Next Generation LIDAR Onboard Detection System

Poposal 016087 ECARE+ European Communities Vol. 1 192 Aeronautics Research +

TREN/04/FP6AE/ SPADE Supporting Platform for Vol. 1 290 S07.29856/503207 Airport Decision-Making and Effi ciency Analysis

TREN/04/FP6AE/ C-ATM Co-operative Air Traffi c Vol. 1 305 S07.29954/502911 Management

TREN/04/FP6AE/ EMMA European Airport Vol. 1 284 S12.374991/503192 Movement Management by A-SMGCS

TREN/04/FP6TR/ CAATS Co-operative Approach Vol. 1 302 S12.29891/ to Air Traffi c Services Aero1/502791

TREN/05/FP6AE/ EMMA2 European airport Vol. 2 213 S07.45797/513522 Movement Management by A-smgcs - Part 2

TREN/05/FP6AE/ SPADE-2 Supporting Platform Vol. 2 222 S07.45797/518362 for Airport Decision- making and Effi ciency analysis - Phase 2

TREN/06/FP6AE/ SUPER-HIGH- Development of an Vol. 2 234 S07.56057/019544 WAY operationally driven airspace traffi c structure for high- density high-complexity areas based on the use of dynamic airspace and multi-layered planning

TREN/06/FP6AE/ ASPASIA Aeronautical Vol. 2 244 S07.57614/019717 Surveillance and Planning by Advanced Satellite-Implemented Applications

328 TREN/06/FP6AE/ ERASMUS En Route Air traffi c Soft Vol. 2 241 S07.58518/518276 Management Ultimate System

TREN/06/FP6AE/ RESET Reduced separation Vol. 2 227 S07.62916/037146 minima

TREN/06/FP6AE/ CAATS-II Co-operative Approach Vol. 2 254 S07.63283/036826 to Air Traffi c Services II

TREN/07/FP6AE/ NEWSKY Networking the sky Vol. 2 231 S07.68685/037160 for aeronautical communications

TREN/07/FP6AE/ INOUI INnovative Operational Vol. 2 257 S07.69061/037191 UAV Integration

TREN/07/FP6AE/ SWIM-SUIT System-Wide Vol. 2 237 S07.69084/036990 Information Management – supported by innovative technologies

TREN/07/FP6AE/ EP3 Single European sky Vol. 2 260 S07.70057.037106 implementation support through validation

To be established COMPACT A Concurrent Approach Vol. 1 102 to Manufacturing Induced Part Distortion in Aerospace Components

329 330 Index by Partners

Page numbers refer to the fi rst page of each project. Page numbers in bold indicate projects in which the organisation is the coordinator.

A UK academic consortium consisting of the 78 Universities of Nottingham, Sheffi eld, Manchester and Bristol

A. BRITO, Industria Portuguesa de Engenagens, Lda. 207

A2 Acoustics AB 161

Aachen University of Technology 141, 168

ACE GmbH – Advanced Composite Engineering 82

ACTRI/AVIC1 281

Acústica y Telecomunicaciones, S.L. 75

Adria Airways the Airline of Slovenia d.d. 207

ADV Systems 216

Advanced Optics Solutions (AOS) GmbH 125

Advanced Resources 237

AENA 227, 234

Aernnova Engineering Solutions S.A. 165

Aero Vodochody a.s. 25

Aeropuertos Españoles y Navegación Aérea 213, 222 (representing Airport Council International)

Aeroservices SA 172

Aerospace Wales Forum 279

Agilent Technologies Belgium SA/NV 264

Agusta SpA 128, 154

Ain Shams University, Faculty of Engineering - ASU 161 Sound and Vibration Lab., Department of design and production engineering

331 Air France 191

Air France Consulting 237, 247

Air Navigation Services of the Czech Republic 213, 216

Air Products plc 146

AIR Support S.r.l. 219

Air Traffi c Management Bureau, CAAC 237

Airbus 281

Airbus Deutschland GmbH 53, 59, 71, 78, 82, 96, 99, 108, 151, 168, 185, 225

Airbus España S. L. Sociedad Unipersonal 50, 59, 78, 99, 108

Airbus France SAS 46, 53, 78, 78, 141, 148, 151, 161, 161, 188, 191, 198, 200, 213, 260

Airbus UK Ltd 32, 50, 56, 59, 78, 108, 151, 161, 195

Aircraft Research Association Ltd 53

Airport Authority of Bolzano, ICAO: LIPB Ente 172 Nazionale per l’Aviazione Civile

Airport Research Center 222

Airtel ATN Limited 244

Alcan Centre de Recherches de Voreppe

Alcatel Alenia Space 231, 237, 244

Alcatel Thales III-V Lab 207

Alenia Aeronautica S.p.A. 36, 50, 53, 56, 59, 62, 78, 108, 154, 161, 174

Alitalia S.p.A. 237

Alma Consulting Group S.A.S. 168

Alstom Power Ltd 139

332 Alta S.p.A. 132

Altair Engineering Ltd 32

ALUBIN Ltd 96

Amsterdam Airport Schiphol 222

ANOTEC Consulting, S.L. 161

ANRT 279

Antecuir S.L. 75

AONIX SA 62

ARC Seibersdorf Research GmbH 25, 115

Aristotle University of Thessaloniki 141

ARTTIC SAS 78, 141

ARTUS S.A.S 78

Aschenbrenner Geraetebau GmbH 172

Ascom (Switzerland) Ltd 71

ASD - AeroSpace and Defence Industries Association 276, 276 of Europe

ASG Luftfahrttechnik und Sensorik GmbH 39

Asociación de Investigación de la Industria Textil 75

Asociación Industrial de Óptica, Color e Imagen 88

Association pour la Recherche et le Développement 122 des Méthodes et Processus Industriels

ASTRIUM ST (HB) 135

ATECA 151, 168

Athens International Airport 222

Athens University of Economics and Business - 227, 250 Research Center

Atos Origin, SAE 244

333 AustroControl 260

Autofl ug GmbH 29, 39

Auxitrol SA 125

Avio Interiors 68

AVIO S.p.A. 42, 88, 118, 122, 139, 141

B&W Engineering GmbH & Co. KG 71

BAE Systems (Operations) Ltd 5, 82, 213, 244

BCT Steuerungs- und DV-Systeme GmbH 88

BEASY - Computational Mechanics Incorporated 185

BITEAM AB 105

Boeing Research and Technology Europe S.L. 158, 158, 227, 237, 254, 257

BRITAX Premium Aircraft Interior Group 68

Brno University of Technology 25, 146, 154, 168

Brüel & Kjær Sound & Vibration Measurement A/S 154

Bucharest Henri Coanda International Airport 148

Bucher Leichtbau AG 71

Budapest University of Technology and Economics 62, 115, 161, 195, 216

Cardiff University 181

Castilla y Leon Aeronautica S.A. 128

CeBeNetwork France S.A.R.L 71

Central Aerohydrodynamics Institute 36

CENTRALE RECHERCHE S.A. 42, 122

Centre d’Essais des Propulseurs / Délégation 141 Générale pour l’Armement

Centre de Recherche en Aéronautique, ASBL 25, 53, 83, 118, 128, 141, (CENAERO) 165

334 Centre de Transfert de Technologies Céramiques 188

Centre Européen pour la Recherche et la Formation 42 Avancée en Calculs Scientifi ques (CERFACS)

Centre for Applied Cybernetics 75

Centre for Research and Technology - Hellas 200

Centre Internacional de Mètodes Numèrics en 56 Enginyeria

Centre National de la Recherche Scientifi que (CNRS) 42, 50, 71, 174

Centre National de la Recherche Scientifi que, 50 Délégation Régionale 18

Centro de Investigaciones Energéticas, 42 Medioambientales y Tecnológicas

Centro IBERLog, Associação para o Desenvolvimento 71 da Logística e da Organização

Centro Italiano Ricerche Aerospaziali SCpA 25, 128

CERFACS - Centre Europeen de Recherche et de 36 Formation Avancee en Calcul Scientifi que

CESI Ricerca - Centro Elettrotecnico Sperimentale 125 Italiano Giacinto Motta SpA

CeTIM 279

CFD norway as 29

CFS Engineering SA 36

Chalmers University of Technology 141

Charles University, Prague - Faculty of Mathematics 53, 96 and Physics

Chemetall GmbH 96

CIMNE 281

CIMSA Ingeniera de Sistemas, S.A. 29

CISSOID S.A. 165

335 Civil Aviation Authority of China Air Traffi c 260 Management Bureau

Civil Aviation Authority of China Centre of Aviation 260 Safety Technology

CLFA - GROUPEMENT D’ETUDE ET DE RECHERCHE 88 POUR LES APPLICATIONS DES LASERS DE PUISSANCE (GERAILP)

Clyde and Co. 207

Comité Richelieu 279

Compagnie des Aérostats des Pyrénées 273

Compañia Española de Sistemas Aeronauticos, S.A. 29, 188

Consorzio Nazionale Interuniversitario per le 174 Telecomunicazioni

Consorzio per lo sviluppo dei sistemi a grande 115 interfase - CSGI

Consorzio SICTA - Sistemi Innovativi per il Controllo 128, 237 del Traffi co Aereo

Cooperative Research Centre for Advanced Composite 105 Structures

Council for Scientifi c and Industrial Research (CSIR) 88

Cranfi eld University 46, 71, 99, 141, 267

CROUZET Automatismes 78

CSRC spol. s r.o. 39

CTI – Creative Technologies Israel Ltd 270

Culham Lightning Ltd 191

Czech Technical University in Prague 161

Czestochowa University of Technology 42

Dansk Teknologi Udviklingsaktieselskab 71

Darmstadt University of Technology 139

336 Dassault Aviation 36, 50, 53, 56, 59, 62, 71, 78, 105, 108, 112, 135, 151, 154, 174, 200, 281

DDL Consultants 165

Dedale 250

Deep Blue s.r.l 254

Delft University of Technology 112, 56, 172, 222

Department of Mechanics and Aeronautics, University 42 of Rome ‘La Sapienza’

Deutsche Flugsicherung GmbH 231, 260

Deutsche Lufthansa 148

Deutsches Forschungzentrum für Luft- und 25, 29, 36, 42, 46, 50, 53, Raumfahrt 56, 59, 65, 78, 82, 105, 118, 128, 132, 141, 148, 151, 154, 161, 168, 198, 207, 222, 225, 260

DFS Deutsche Flugsicherung GmbH 203, 225, 234, 257, 264

DHS 75

DHV 158

DIAD srl 92

Diamond Aircraft Industries GmbH 172, 203

Diehl Aerospace GmbH 71

Diehl Avionik Systeme GmbH 82

Diehl-BGT-Defence GmbH & Co. KG 207

Direction des Services de la Navigation Aerienne 237, 213, 260 du Ministere des Transports, de l’Equipment, du Tourisme et de la Mer de la Rupublique Francaise

DLR (German Aerospace Center), Institute for 135, 231, 270, 281 Communications and Navigation

Dornier GmbH 161

337 DSNA / Centre En Route de la Navigation Aérienne 247 Nord

DSNA/DTI/SDER 241, 250

Dutch Space 29

DYNEX Semiconductor Limited 78

Dziomba Aeronautical Consulting 59

EADS Astrium Crisa 78

EADS CCR 78, 105, 112, 108, 168, 174, 188, 191

EADS Corporate Research Center France 185

EADS CRC 200

EADS Deutschland GmbH - Corporate Research 25, 50, 65, 71, 78, 82, 96, Center Germany 105, 108, 132, 151, 154, 165, 168, 185, 188, 207

EADS Deutschland GmbH, Military Aircraft 32,36

EADS DS SA 174

EADS Military Aircraft 53

EADS Military Aircraft Systems 59

EADS SOCATA 25

EADS-CRC 281

EADS-M/DE 281

ECE 78

Ecole Centrale de Lyon 141, 154

Ecole Nationale de l’Aviation Civile 250

Ecole Normale Supérieure de Cachan 168, 181

Ecole Polytechnique Fédérale de Lausanne 141, 174

ECORYS Nederland B.V 216, 222, 227

338 EDF Polymer-Applikation Maschinenfabrik GmbH 108

Egida Net 78

Eidgenössische Technische Hochschule Zürich 174, 250

Elliniki Photogrammetriki Ltd 174

Empresa Brasileira de Aeronáutica S.A 62

ENAV S.p.A. 213, 219, 260

Engin Soft Tecnologie per l’Ottimizzazione srl 56

EnginSoft 141

EnigmaTEC 146

ENSMA 267

Entidad Pública Empresarial Aeropuertos Españoles y 227, 244, 254, 260 Navegación Aérea

Env-ISA 148, 158

Epsilon GIS Technologies SA 172

Equipe Electronics Ltd 211

Equip’Aéro Technique 195

ERCOFTAC 281

ERCOM 264

Ericsson Telecomunicazioni SpA 264

ESA/ESTEC 135

ESI Group 99

EURILOGIC MAGALI 78

Euro Heat Pipes 68

Euro Telematik AG 244

EUROCONTROL Experimental Centre 148, 237, 247, 254

Eurocopter 128, 174

339 Eurocopter Deutschland GmbH 32, 39, 46, 99, 105, 108, 128, 154, 174, 191

Eurocopter S.A.S. 25, 46, 78, 108, 181

European Aeronautic Defense and Space - Space 132 Transportation GmbH

European Federation of High Tech SMEs 279

European Organisation for the Safety of Air Navigation 158, 225, 227, 234, 241, (EUROCONTROL) 250, 260

European Space Agency - European Space Research 132 and Technology Centre

EVEKTOR, spol. s r.o. 25, 46, 146

Farran Technology Limited 125

Federal State Unitary Enterprise Central 128 Aerohydrodynamic Institute named after Pof. N.E. Zhukovsky

Federal University of Santa Catarina, Mechanical 161 engineering, laboratory of acoustics and vibration

Fischer Advanced Composite Components AG 99

Flughafengesellschaft Braunschweig mbH 46

Footprint Tools Ltd 92

Forschungsgesellschaft für Angewandte 207 Naturwissenschaften e.V.

Foundation for Research and Technology 42

Fraunhofer-Gesellschaft zur Förderung der 88, 108 angewandten Forschung e. V.

Free Field Technologies 151, 154, 161

FREQUENTIS AG 247

Frequentis GmbH 231, 237

Friedrich-Alexander University of Erlangen- 32, 185 Nuremberg

340 Fundacion Centro de Tecnologias aeronauticas 128

Fundación INASMET 102, 122, 178, 188

Fundación Instituto de Investigación INNAXIS 257

Fundación Robotiker 71

Galileo Avionica SpA 128, 203

Gamesa Desarrollos Aeronauticos, S.A.U. 25, 128

Gas Dynamics Ltd 132

Gdansk University of Technology 78

GENERALE DE MICRO-INFORMATIQUE 102

German Aerospace Center e.V. 213

German Air Navigation Services 216

GFIC 161

Giunti Interactive Labs S.r.l. 71

Goodrich Actuation Systems Ltd 78, 82

Goodrich Actuation Systems S.A.S. 39, 78, 128, 165

Goodrich Control Systems Limited,trading as Goodrich 78 Power Systems

Graz University of Technology 141

Green Hills Software BV 264

Groupe d’Etudes en Procédés de Séparation 188

GROUPE SOCIUS SA 191

Health and Safety Executive 178

HEGAN 279

Hellenic Aerospace Industry S.A. 25, 178, 207

Helsinki University of Technology 82

HEXAGON Systems, s.r.o. 25

341 Hexcel Reinforcements 112

Hispano-Suiza 78

Honeywell 241, 250

Honeywell Aerospace SAS 227

HungaroControl 260

Huntsman Advanced Composites 99

Huntsman Advanced Materials Europe 108

Hytech Electronics Ltd 219

IABG mbH 172

Identec Solutions AG 71

IDS Ingegneria Dei Sistemi S.p.A. 128

IFTR 281

IMEP 200

Imperial Collage London 254

Imperial College of Science, Technology and Medicine 75, 42, 118

IMST GmbH 264

IN.SI.S. SpA 65

INCODEV 88

Incontrol Management Consultants 222

INDRA 254

Indra Espacio, S.A. 244

Industria de Turbo Propulsores S.A. 88, 118, 122, 139

INEGI - Instituto de Engenharia Mecânica e Gestao 207 Industrial

INFOCOSMOS S.A. 146

INGENIA 281

342 Ingeniería de Sistemas para la Defensa de España 222, 227, 254, 257 (Isdefe)

Ingeniería y Economía de Transporte, S.A (INECO) 222, 225, 227, 244, 254, 260

INIRIA 281

INSA LYON 68

Institut Français du Pétrole (IFP) 42

Institut fuer Vebundwerkstoffe 178

Institut für Physikalische Hoch-Technologie (IPHT) 125

Institut für Verbundwerkstoffe GmbH 82

Institut National de Recherche en Informatique et 53, 56, 174, 250 Automatique

Institut National des Sciences Appliquées de Lyon 115, 165

Institut National des Sciences Appliquées de Toulouse 195

Institut National Polytechnique de Grenoble 78

Institut National Polytechnique de Toulouse 42, 78

Institute for Economic Research 207

Institute of Aviation (Instytut Lotnictwa) 25, 161, 188, 195, 203

Institute of Information Theory and Automation of the 32 Academy of Sciences of the Czech Republic

Institute of Physics of Materials, Academy of Sciences 122 of the Czech Republic

Institute of Thermal Physics 68

Institute on Laser and Information Technologies, 219 Russian Academy of Sciences

Instituto de Desarrollo Tecnológico para la Industria 92 Química (Universidad Nacional del Litoral)

Instituto Superior Técnico 161, 174

INSTITUTO TECNOLOGICO DEL CALZADO Y CONEXAS 75

343 Instytut Obrobki Plastycznej (Metal Forming Institute) 115

Integra 254

Integrated Aerospace Sciences Corporation (INASCO) 102, 161, 178

Intelligent Energy Ltd 146

Interlab Ingenieria Electronica y de Control S.A. 188

International Air Transport Association 222

Intertechnique 78

INUSTI-UNIV.PROV 281

ISA Software 260

ISDEFE, Ingenieria de Sistemas para la Defensa de 203, 234, 250, 254, 260 España, S.A.

Israel Aircraft Industries Ltd 96, 102, 112, 146, 165, 178, 270

IVCHENKO PROGRESS SE 25

J2 Aircraft Solutions Ltd 36

Jettainer GmbH 71

Jihlavan Airplanes, s.r.o. 25, 146

Jihostroj a.s. 25

JiLin University 83

Jozef Stefan Institute 174

K.U. Leuven Research and Development 92, 112

KAYSER ITALIA 83

KEMA Nederland B.V. 125

KEOPSYS 207

KSL Keilmann Sondermaschinenbau GmbH 112

Kungliga Tekniska Högskolan 36

344 LA Composite s.r.o. 191

LABINAL S.A 78

Laboratoire d’Electromagnétisme et d’Acoustique - 161 Ecole Polytechnique Fédérale de Lausanne

Laboratoire d’Acoustique de l’Université du Maine 154

Laboratorio di Ricerca Operativa Trieste University 247

Laboratory for Manufacturing Systems & Automation 25 - University of Patras

Laboratory of Technology and Strength of Materials 99, 105, 108, 168

LAMEP S.r.l. 219

Lappeenranta University of Technology, Laboratory of 78 Fluid Dynamics

Laser Diagnostic Instruments AS 207

Laser Zentrum Hannover eV 102

Leiden University 247

Letove prevadzkove sluzby Slovenskej republiky 260 (Slovakia)

LFV 148

Liebherr Aerospace Lindenberg GmbH 78

Liebherr Aerospace Toulouse S.A.S. 25, 78, 96, 115

Liebherr Elektronik GmbH 78

Liebherr-Aerospace Lindenberg GmbH 128

Linköping University 198, 279

LLA Instruments GmbH 108

Loughborough University 42, 141, 188

Luchtverkeersleiding Nederland 260

Luftfartsverket (The LFV Group) 211, 227, 260

345 Lufthansa Technik AG 191, 207

Lufthansa Technik Budapest Kft 188

Lugano Airport 172

LYYN AB 211

L’Ente Nazionale Assistenza al Volo 247

M3 SYSTEMS SARL 225

Magnesium Elektron Limited 96

MAN Turbo AG, Schweiz 56

Manchester Metropolitan University 161

Manufacturing Engineering Centre (MEC), Cardiff 83 University

Materials Engineering Research Laboratory Ltd 25

MBDA-France 132

MBN Nanomaterialia S.p.A. 115

MECAER Meccanica Aeronautica S.p.A. 128

Meggitt (UK) Ltd trading as Vibro-Meter UK 125

MESIT pristroje spol. s r.o. 25

Messier-Bugatti 151, 195

Messier-Dowty S.A. 151, 195

Metec Tecnologie snc 92, 146

Microtech International Ltd Sp. z o.o. 71, 78

MICROTURBO 78

MOOG Ireland Ltd 78

Moscow Power Engineering Institute (Technical 46 University)

MTU Aero Engines GmbH 42, 118, 122, 139, 141

346 Nanjing University 53

Nationaal Lucht- en Ruimtevaart Laboratorium 148, 213, 222, 260

National Aerospace Laboratory NLR 211, 216, 250, 250

National Air Traffi c Services 148

National Aviation University, Department of Safety of 161 Human Activities, Centre of Environmental problems of the airports

National Institute for Aerospace Research ‘Elie 25, 50 Carafoli’

National Research & Development Institute for Gas 161 Turbines - COMOTI

National Technical University of Athens 102, 141, 250

NATS (Services) Limited 254

NATS En Route Ltd 225, 227, 250, 260

Navegacao Aerea de Portugal 237

Neometsys 237, 260

Nergal Srl 219

Netherlands Organisation for Applied Scientifi c 178 Research

Nickleby HFE Ltd 254

NLR 200

Numerical Mechanics Applications International 56

Offi ce National d’Etudes et de Recherches 25, 36, 42, 46, 50, 53, 56, Aérospatiales (ONERA) 59, 112, 118, 125, 128, 132, 135, 141, 151, 161, 191, 198, 207, 222, 225, 257

Olympus Engineering S.r.l. 219

OnAir N.V. 71

Open Engineering S.A. 83

347 Oxsensis Ltd 125

Palbam Metal Works - AMTS 96

Paragon Ltd 50, 78

Paris Lodron Universität Salzburg 231

Park Air Systems AS 213

PAULSTRA SNC 128

PCA Engineers Limited 78, 141

PeMA Aerosapace - Associação 178

Piaggio Aero France S.A.S. 219

Piaggio Aero Industries S.p.A. 25, 39, 46

PIEP - Polo de Inovação em Emgenharia de Polímeros 178

Polar Consultores 222

Polish Academy of Science 183

Politechnika Warszawska (Warsaw University of 36, 82, 128, 185 Technology)

Politecnico di Milano 36, 122, 128, 154, 250

Politecnico di Torino 146

Polskie Zaklady Lotnicze Sp. z o.o. 25

Precitec KG 88

PROTOS EURO-CONSULTORES DE INGENIERIA S.L. 165

První brnenská strojírna Velká Bítes, a.s. 25, 78, 115, 141

Puissance Plus 78

PyroGenesis SA 115

QinetiQ Ltd 56, 59, 158, 231, 237

Queen Mary and Westfi eld College 75

Queens University of Belfast 260

348 RECARO Aircraft Seating GmbH & Co. KG 68

Research Centre of Athens University of Economics 222 and Business

Rheinisch-Westfälische Technische Hochschule 88 Aachen

Rheinmetall Defence Electronics GmbH 71, 203, 257

Riga Scientifi c Experimental Centre ‘AVIATEST LINK’ 128

Riga Technical University 88

RISC Software GmbH 32

Risø National Laboratory 183

Rolls-Royce Deutschland Ltd & Co KG 42, 118, 122, 139, 141

Rolls-Royce Group plc 42, 78, 88, 122, 125, 139, 141, 161

ROLLVIS SA 78

Royal Institute of Technology Department of 105 Aeronautical and Vehicle Engineering

Royal Military Academy 178, 270

RSL Electronics Ltd 181

RUAG Aerospace 82

RWTH Aachen University 25

Saab AB (publ) 36, 78, 195, 211

SAAB AB (publ), Saab Avitronics 82

SAGA S.p.A. 219

SAGEM Défense Sécurité 65, 207

SAGEM SA 78

SAMTECH s.a. 92, 128

Scientifi c Production Association ‘Saturn’ 56

349 SCITEK Consultants Ltd 141

SEA S.p.A. 237

Secar Technologie GmbH 105

Seconda Universita degli Studi di NAPOLI II - 78 Dipartimento di Ingegneria dell’Informazione

Secondo Mona S.p.A. 39, 128

SECTOR SA 237

SELEX Communications S.p.A. 65, 71, 237

SELEX Sistemi Integrati S.p.A. 213, 237, 260

SEMELAB plc 78

Semiosphere 273

SENASA 234

Sener Ingenieria y Sistemas 83, 102, 128, 178

Sheffi eld Hallam University 185

SHORT BROTHERS PLC 102

Sicamp AB 99

SICOMP AB 25, 178

SICTA 241, 260

Siemens AG, Power Generation 125

Siemens Aktiengesellschaft 78

Siemens Business Services GmbH & Co. OHG 71

Siemens Business Services spol. s r.o. 71

Siemens Industrial Turbomachinery Ltd 122, 139

Sigma Technology 56

Sigmatex (UK) Ltd 99

SINTEF 158

350 Sistemi Innovativi per il Controllo del Traffi co Aereo 222, 227

SITA (Société Internationale de Télécommunications 71 Aéronautiques) SC

SKF Aerospace France 115

Skysoft Portugal - Software e Tecnologias de 62, 203, 244 Informação, S.A.

Smiths Aerospace 78, 260

SMW Engineering Ltd 96

SNECMA 42, 78, 118, 122, 139, 141, 148, 161

Sociedad Estatal para las Enseñanzas Aeronáuticas 227 Civiles S.A.

Societa’ Italiana Avionica 62

Société Anonyme Belge de Constructions 105 Aéronautiques

Société d’Etudes et de Recherches de l’Ecole 53 Nationale Supérieure d’Arts et Métiers

Société des Nouvelles Applications des Techniques de 141 Surface

Société Européenne D’Ingénierie multiTEchnique et 78 de Communication

Société Française d’Etudes et de Réalisations 244 d’équipements Aéronautiques

Sofrance SA 188

SPEEL PRAHA Ltd 25

SR Technics Switzerland 88

STARLAB 75

Steigerwald Strahltechnik GmbH 141

Stichting Nationaal Lucht- en 25, 29, 46, 53, 62, 78, 112, Ruimtevaartlaboratorium (NLR) 128, 151, 161, 191, 225, 227, 254, 264

351 Stridsberg Powertrain AB 82, 195

Suediroler Transportstrukturen AG (STA) 172

Sulzer Innotec, Sulzer Markets and Technology Ltd 88

Sulzer Metco AG (Switzerland) 141

Svenska Rotor Maskiner AB 25

Swedish Defence Research Agency 25, 59, 132, 161, 198

Swedish Defence Research Institute 36

Swiss Federal Institute of Technology 241, 247

Swiss Federal Laboratories for Materials Testing and 185 Research

Technapoli 279

Technical University at Braunschweig 151

Technical University Munich 158

Technical University of Berlin 118

Technical University of Denmark 32

Technion - Israel Institute of Technology 29, 32

Techniques et Fabrications Electroniques SA 78

Technische Universiteit Eindhoven 42, 75, 191

Technische Universität Berlin 50, 225

Technische Universität Darmstadt 42

Technische Universität Dresden 122

Technische Universität Hamburg-Harburg 78

Technische Universität München 25, 132, 172

Technofan SA 25

Technological Educational Institute of Piraeus 65, 78

Techspace Aero S.A. 118, 141

352 Teem Photonics SA 200

Tel Aviv University 102

Teleavio Srl 203

Terma A/S 71

Teuchos Exploitation, Direction des études Division 161 Nord

Thales Air Defence 216

Thales Air Traffi c Management S.p.A. 213

Thales ATM 260

Thales ATM GmbH 216

Thales ATM Ltd 216

Thales Avionics Electrical Systems SA 78, 260

Thales Avionics SA 62, 68, 71, 75, 200, 203, 213

Thales Avionics UK 71

Thales Communications 65, 264

Thales Optronique SA 207

Thales R&T 207

The Chancellor, Master and Scholars of the University 168 of Oxford

The Chancellor, Masters and Scholars of the 42, 118, 125, 141, 250 University of Cambridge

The Chancellor, Masters and Scholars of the 125, 141 University of Oxford

The Provost, Fellows and Scholars of the College of 115, 161 the Holy and Undivided Trinity of Queen Elizabeth near Dublin

University of Liverpool 128

Thermoplane, KB 273

353 TLS Technik GmbH & Co Spezialpulver KG 88

TNO - Nederlandse Organisatie voor toegepast- 71 natuurwetenschappelijk onderzoek

To70 B.V. 148, 161

Tono Tenax Europe GmbH 99

TopoSys Topographische Systemdaten GmbH 172

Trasferimento di Tecnologia e Conoscenza 222

TriaGnoSys GmbH 71, 231

Troisel S.A. 273

TRUMPF Laser und Systemtechnik GmbH 88

TTTech Computertechnik AG 78, 195

TU Braunschweig 267

TURBOMECA 25, 42, 88, 122, 139, 141

TWI Ltd 88

Técnica Electronica de Automatismo y Medida SA 78

Ultra Electronics Limited - Controls Division 78

ULTRA Electronics Limited trading as ULTRA 71 Electronics Airport Systems

ULTRATECH SP.ZO.O. 96

Unique 247

UNIS, spol. s r.o. 25

Universidad Complutense de Madrid 39, 188

Universidad Politécnica de Madrid 50, 118, 139, 141, 183, 264

Universidad Publica de Navarra 78

Università degli Studi di Firenze - Dipartimento di 118 Energetica ‘Sergio Stecci’

354 Università degli Studi di Siena 198

Universitat Politècnica de Catalunya 78

UNIVERSITATEA DIN CRAIOVA 195

Università degli Studi di Padova 78

University de Bourgogne - Central National de la 185 Recherche Scientifi que

University of Alcalá 39

University of Belgrade 227

University of Birmingham 281

University of Bristol 36

University of Glasgow 36, 244

University of Karlsruhe, Institut für Thermische 42 Strömungsmaschinen

University of Latvia, Institute of Polymer Mechanics 99

University of Leeds 158

University of Leicester 250

University of Linköping 241

University of Lisbon 183

University of Liverpool 168

University of Lund 125

University of l’Aquila 250

University of Malta 71

University of Manchester 25, 50, 88

University of Nottingham 50, 53

University of Patras 178, 181

University of Patras - Laboratory of Technology and 185, 267 Strength of Materials

355 University of Patras - Mechanical and Aeronautical 183 Engineering

University of Rome ‘Tor Vergata’ 219

University of Sheffi eld 92, 178, 183

University of Siegen 183

University of Southampton 132, 151, 161

University of Stuttgart 68, 132, 168

University of Surrey 139

University of Sussex 139, 141

University of Tartu 250

University of Trieste 56

University of Twente 53, 250

University of Wales Swansea 53

University of York 270

University of Zilina 237

Università degli Studi di Bergamo 53

Università degli Studi di Catania - Dipartimento di 92 Ingegneria Elettrica Elettronica e dei Sistemi

Università degli Studi di Firenze 139, 141

Università degli Studi di Genova - Dipartimento di 118 Macchine, Sistemi Energetici e Trasporti

Università di Napoli ‘Federico II’ - Dipartimento di 154 Progettazione Aeronautica

Università Politecnica delle Marche 154

Universität Bayreuth 32

Universität Bremen 71

Universität Hannover - IFUM 96

356 Universität Karlsruhe (TH) 41, 62, 139

Universität Stuttgart 53, 112, 128, 141

Université Catholique de Louvain 165, 195, 225

Université de Haute-Alsace 195

Université de Liège 25, 141

Université de Technologie de Belfort-Montbéliard 141

Université Libre de Bruxelles 146

Université Pierre et Marie Curie 132

Upper Austrian Research GmbH 108

Uppsala University 53

Vector Fields Ltd 191

VERTAIR 128

Vibro-Meter SA 125, 141

Vilnius Gedimino Technical University Institute of 161 Thermal Insulation

Vilnius University 219

Volvo Aero Corporation 122, 125, 141 von Karman Institute for Fluid Dynamics 53, 118, 125

Vrije Universiteit Brussel 56, 185

Vysoké uÐení technické v BrnÐ 39

Vyzkumny a zkusebni letecky ustav, a.s. 25, 36, 50, 59, 68, 105, 112

Walphot S.A. 174

Warsaw University of Technology 53, 267

Warsaw University of Technology, Institute of 178 Aeronautics and Applied Mechanics

Westland Helicopters Ltd 128

357 WS Atkins Consultants Limited 56

WYTWORNIA SPRZETU KOMUNIKACYJNEGO “PZL- 165 SWIDNIK” Spolka Akcyjna

Wytwórnia SprzÐtu Komunikacyjnego “PZL-Rzeszów” 141 Spółka Akcyjna

XenICs 200

Zara web services 161

ZF Luftfahrttechnik GmbH 128

Ødegaard & Danneskiold-Samsøe A/S 154

358 NCP listing

ALBANIA Mr AGOLLI Edmond Ministry of Education and Science of Albania Directorate of Scientifi c Research (DSR) Street Durresi, 23 Tirana [email protected]

AUSTRIA Dipl.-Ing. ROHOWETZ Hans FFG-Austrian Research Promotion Agency EIP Sensengasse 1 A-1090 Vienna +43-5-7755-4303 [email protected] http://www.ffg.at

BELGIUM FIASSE Pierre UWE (Union Wallonne des Entreprises) Chemin du Stockoy, 3 B-1300 Wavre +32-10-471949 pierre.fi [email protected] http://www.ncpwallonie.be/

BONNIJNS Alexandre BEA (Brussels Enterprise Agency) Tour & Taxis, Avenue du Port 86c B 211 B-1000 Brussels +32-2-4220045 [email protected] http://www.abe.irisnet.be/

VAN DINTER Pascale STIS (Scientifi c and Technical Information Service) Boulevard de l’Empereur, 4 B-1000 Brussels +32-2-5195642 [email protected] http://eurofed.stis.fgov.be/

DE RIDDER Luc IWT (Instituut voor de aanmoediging van innovatie door Wetenschap & Technologie in Vlaanderen) Bischoffseimlaan, 25 B-1000 Brussels +32-2-7881566 [email protected] http://www.iwt.be/

359 BULGARIA Mr MILANOV Evgeni Bulgarian Academy of Sciences Bulgarian Ship Hydrodynamics Centre Asparuhovo 9000 Varna +359-5-2370506 [email protected] http://www.bshc.bg

Mr MARKOV Iasen Ministry of Transport Coordination of Programmes and Projects Directorate 9 Diakon Ignatii 1000 Sofi a +359-2-9409502 [email protected] http://www.mt.government.bg

Mrs DIMOVA Biliana Technical University 8 Kliment Ohridski Blvd. 1756 Sofi a +359-2-9652678 dimova@tu-sofi a.bg http://www.tu-sofi a.bg

Mr DOLCHINKOV Radostin Burgas Free University Centre for Informatics, Engineering and Natural Sciences 62 San Stefano Str. 8001 Bourgas +359-5-6827680 [email protected] http://www.bfu.bg

Mr MARINOV Mitko Rousse University «Angel Kanchev» Auto-Transport Faculty 8 Studentska Str. 7017 Rousse +359-8-2888609 [email protected] http://www.ru.acad.bg

360 SWITZERLAND Dr TAUER Andy Euresearch Effi ngerstrasse 19 3001 Bern P.O. Box 7924 +41-31-3806007 [email protected] http://www.euresearch.ch

CYPRUS Mr. SPANOS Mathaios Research Promotion Foundation P.O. Box 23422 Nicosia +357-22660292 [email protected] http://www.research.org.cy/

CZECH REPUBLIC Ing SKARKA Martin Academy of Sciences of the Czech Republic Technology Centre (TC) Technology centre AS CR, Rozvojová 136 165023 Praha 6 +42-02-34006113 [email protected]

GERMANY FISENI Felix TÜV Rheinland Consulting GmbH Research Management, Nationale Kontaktstelle Verkehr Am Grauen Stein 33x 51101 Köln +49-221-8064156 felix.fi [email protected] http://www.nks-verkehr.eu/

Dr ROMAHN Stephan PT-Luftfahrtforschung c/o DLR Nationale Kontaktstelle Königswinterer Str. 522-524 53227 Bonn +49-228-447673 [email protected] http://www.dlr.de/PT-LF/eukontakt/eukontak.html

Mr DOERR David TÜV Rheinland Consulting GmbH Research Management, Nationale Kontaktstelle Verkehr Am Grauen Stein 33x 51101 Köln +49-221-8064156 [email protected] http://www.nks-verkehr.eu/

361 Mr BENTZINGER Peter PT-Luftfahrtforschung c/o DLR Nationale Kontaktstelle Königswinterer Str. 522-524 53227 Bonn +49-228-447672 [email protected] http://www.dlr.de/PT-LF/eukontakt/eukontak.html

DENMARK Ms ESPEGÅRD HASSEL Nina EuroCenter Danish Agency for Technology and Innovation Bredgade 40 1260 Copenhagen K +45-35446293 neha@fi st.dk http://www.dasti.dk

ESTONIA Ms HABICHT Maria ARCHIMEDES FOUNDATION EU INNOVATION CENTRE Väike-Turu 8 51013 Tartu +372-7-300327 [email protected]

SPAIN Phd. MONCLUS GONZALEZ Jesús CDTI Cid, 4 E-28001 Madrid +34-91-5815562/66 [email protected] http://www.cdti.es/

Prof. GARCIA BENITEZ Francisco Universidad Superior de Ingenieros Ingeniería e Infraestructuras de Transportes Camino de los Descubrimientos E-41092 Sevilla +34-95 448 73 15 [email protected]

362 FINLAND Ms NIEMI Anne Ministry of Transport and Communications Administration and Specialist Unit FI-00023 Government 00023 Helsinki P.O.Box 31 +358-9-16028478 anne.niemi@mintc.fi

FRANCE Mr DECOSTER Pierre Ministère du transport / DRAST CLORA / RST 8, avenue des arts B-1210 Bruxelles +32-25068874 [email protected] http://www.clora.net

Mr MACÉ Christian Ministère des transports, de l’Equipement, du Tourisme et de la Mer / CETMEF DTELE/DRDE 151, Quai du Rancy 94381 Bonneuil sur Marne BP 12 +33-1-45135340 [email protected] http://www.cetmef.equipement.gouv.fr

Mr KAËPPELIN Louis École Nationale des Ponts et Chaussées - ENPC CLORA / RST 8, avenue des arts B-1210 Bruxelles +32-2-5068875 [email protected] http://www.clora.net

Mr SCHÖNFELD Thilo Aerospace Valley 2, avenue Edouard Belin 31400 Toulouse +33-5-61148030 [email protected] http://www.aerospace-valley.com

UNITED KINGDOM Ms RICHARDS Gill GR Aero Ltd 12 The Mount, Aspley Guise MK17 8AE Milton Keynes +44-870-1910117 [email protected] http://www.fp7uk.dti.gov.uk

363 Ms MCKENZIE Finella National Physical Laboratory (NPL) 11 Park Road, Rottingdean BN2 7HL Brighton +44-1273-390512 [email protected] http://www.fp7uk.dti.gov.uk

Mr FUNNELL Cliff Sustainable Surface Transport (Land, rail, waterbourne) 70 Downview Road PO22 0EE Barnham +44-870-1910117 [email protected] http://www.fp7uk.dti.gov.uk

GREECE Dr. TZITZINOU Cathrine PRAXIS/HELP FORWARD 4, Zalokosta str. 106 71 Athens +30-210-3607690 [email protected] http://www.help-forward.gr/

Mr. CHRISTOFILOPOULOS Epaminondas PRAXIS/HELP FORWARD 1, Square Morihovou 546 25 Thessaloniki +30-2310-552791 [email protected] http://www.help-forward.gr/

CROATIA JELICIC Damir Ministry of Science, Education and Sports Department for European Integrations Trg hrvatskih velikana 6 10000 Zagreb +385-1-4594457 [email protected] http://www.mzos.hr

HUNGARY Ms JÁRAY GYÖNGY Katalin National Offi ce for Research and Technology Department for Bilateral and Attache Affairs Neumann János u. 1/c 1117 Budapest +36-1-4842535 [email protected]

364 IRELAND Mr FLYNN Bob Enterprise Ireland Michael Street Limerick +353-61-408867 bob.fl [email protected] http://www.enterprise-ireland.com

ISRAEL Ms GOLDSTEIN Orly ISERD-Israeli Directorate for EU Framework Programme 29 Hamered St IL-61500 Tel Aviv POB 50436 +972-3-5118122 [email protected]

ICELAND Ms VALSDOTTIR Rebekka RANNIS Laugavegi 13 101 Reykjavik +354-5155800 [email protected]

THORDARSON Skúli Vegsyn ehf. Klettabergi 62 221 Hafnarfi rdi +354-8467253 [email protected]

ITALY BOZZOLI Sabrina APRE - Agenzia per la Promozione della Ricerca Europea Piazzale Marconi 25 00144 Roma +39-06-5911817 [email protected]

CECCARELLI Annalisa APRE - Agenzia per la Promozione della Ricerca Europea Piazzale Marconi 25 00144 Roma +39-06-5911817 [email protected]

365 LITHUANIA Mr LAPIENIS Saulius Agency for International Science and Technology Development Programmes A. Gostauto 12-219 1108 Vilnius +370-5-2127434 [email protected] http://www.tpa.lt

LUXEMBOURG Mr FERRING Marc LUXINNOVATION EIG - National Agency for Innovation and Research 7, rue Alcide de Gasperi L-1615 Luxembourg B.P. 1372 +352-43-62631 [email protected] http://www.luxinnovation.lu

Mrs MICHEL Hélène LUXINNOVATION EIG - National Agency for Innovation and Research 7, rue Alcide de Gasperi L-1615 Luxembourg B.P. 1372 +352-43-62631 [email protected] http://www.luxinnovation.lu

LATVIA Dr KALNINS Kaspars Riga, Technical University Institute of Materials and Structures Kalku 1 LV-1658 Riga +371-26-751614 [email protected]

MONTENEGRO Ph.D VUJADINOVIC Radoje University of Montenegro Faculty of Mechanical Engineering Cetinjski put bb 81000 Podgorica +381 67 544 766 [email protected] http://www.ucg.cg.ac.yu/index_en.htm

366 MACEDONIA, THE FORMER YUGOSLAV REPUBLIC OF Mr. LEPAVCOV Andrej Institute OHRID Ul. Dimitrie Tucovic 24 1000 Skopje +389-2-3224547 [email protected]

MALTA Dr ZAMMIT-MANGION David University of Malta Department of Microelectronics, University of Malta MSD 06 Msida +356-23402072 [email protected] http://www.mcst.org.mt

Dr WARRINGTON Brian Malta Council for Science and Technology Malta Council for Science and Technology, Villa Bighi, CSP 12 Kalkara +356-2360-2130 [email protected] http://www.mcst.org.mt

THE NETHERLANDS Ir BURGWAL, VAN DER Erik SenterNovem Juliana van Stolberglaan 3 2509 AC The Hague PO Box 93144 +31-70-3735250 [email protected] http://www.egl.nl

Ir SOEDE Matthijs SenterNovem EG-Liaison Juliana van Stolberglaan 3 2509 AC The Hague PO Box 93144 +31-70-3735250 [email protected] http://www.egl.nl

NORWAY Mr OSMUNDSVÅG Knut Helge Research Council of Norway Division for Innovation St. Hanshaugen 0131 Oslo POB 2700 +47-22-037000 [email protected]

367 Mr THORSHAUG Niels Peter Research Council of Norway EU RTD Offi ce St. Hanshaugen 0131 Oslo POB 2700 +47-22-037000 [email protected]

Mr STRANDLI Øystein The Research Council of Norway St. Hanshaugen 0131 OSLO PO Box 2700 +47-22-037000 [email protected]

POLAND TUREK Zbigniew The Institute of Fundamental Technological Research PAS National Contact Point for Research Programms of the European Union Swietokrzyska 21 str. 00-049 Warsaw +48-22-8287483 ext .159 [email protected] http://www.kpk.gov.pl

PYCZAK Mikolaj The Institute of Fundamental Technological Research PAS National Contact Point for Research Programms of the European Union Swietokrzyska 21 str. 00-049 Warsaw +48-22-8287483 ext .159 [email protected] http://www.kpk.gov.pl

PORTUGAL Mr SERINA Luís Ministry of Science, Technology and Higher Education Av. 5 de Outubro, No 85 - 7 1050-050 Lisbon +351-21-7828303 [email protected] http://www.grices.mctes.pt

368 Mr RODRIGUES Vasco GRICES (Offi ce for International Relations in Science and Higher Education) DSAC (Unit for European Affairs) Av. 5 de Outubro, 85,5 1050-050 Lisbon +351-21-7828367 [email protected] http://www.grices.mctes.pt

ROMANIA Mrs PADUROIU Beatrice Ministry of European Integration Management of the EU Structural Funds 21-25, Mendeleev Street 010362 Bucharest +40-21-3183065 [email protected] http://www.mct.ro

Dr RACHERU Anca Romanian Space Agency Management of the EU Structural Funds 21-25, Mendeleev Street 010362 Bucharest +40-21-3168722 [email protected] http://www.rosa.ro

SERBIA Ms MILOSEVIC Nada Ministry of Science and Environmental Protection Njegoseva 12 11000 Belgrade +381-11-3616529 [email protected]

369 Mr. MELNIKOV Vladimir JSC Unit of Advanced Research and Technology Rizhskaya pl., 3 107996 Moscow +7-495-2623295 [email protected] http://www.rzd.ru

Prof. PAVLOV Leonid JSC Rizhskaya pl., 3 107996 Moscow +7-495-2623295 [email protected] http://www.rzd.ru

SWEDEN WALLGREN Christine VINNOVA Mäster Samuelsgatan 56 10158 Stockholm +46-8-4733009 [email protected]

ALATALO Juha VINNOVA/Europaprogrammen Mäster Samuelsgatan 56 10158 Stockholm +46-8-4546458 [email protected]

SLOVENIA Dr FEDOR Cerne Ministry of Transport Transport Policy Unit Langusova 4 1000 Ljubljana +386-1-4788319 [email protected]

SLOVAKIA doc.Ing.PhD. FABIAN Peter University of Zilina CETRA- Centre for Transport Research Univerzitná 1 010 26 Zilina +421-41-5135012 [email protected], [email protected] http://www.utc.sk/cetra/

370 TURKEY Mr KORU Aziz TUBITAK FPs National Coordination Offi ce Atatürk Bulvari No:221 6100 Ankara +90-312-4272302 [email protected]

Mr OZAN Gürcan TUBITAK FPs National Coordination Offi ce Atatürk Bulvari No:221 6100 Ankara +90-312-4272302 [email protected]

SOUTH AFRICA Mr MOKONYAMA Mathetha Council for Scientifi c and Industrial Research Private Bag x 395 0001 Pretoria +27-83-4575648 [email protected] http://www.csir.co.za

Dr PARKER Kamallunddien Advanced Manufacturing Technology Strategy Manufacturing Technology Private Bag x 395 0001 Pretoria +27-82-4158548 [email protected] http://www.csir.co.za

371 European Commission

Luxembourg: Offi ce for Offi cial Publications of the European Communities

2008 — 371 pp. — 14,8 x 21 cm

ISBN 92-79-07678 Interested in European research? HOW TO OBTAIN EU PUBLICATIONS RTD info is our quarterly magazine keeping you in touch with main developments (results, programmes, events, etc.). It is available in English, French and German. A free sample copy or free subscription can be obtained from: Our priced publications are available from EU Bookshop (http://bookshop.europa.eu), where you can place an order with the sales agent of your choice. European Commission Directorate-General for Research The Publications Offi ce has a worldwide network of sales agents. You can obtain their Information and Communication Unit contact details by sending a fax to (352) 29 29-42758. B-1049 Brussels Fax (32-2) 29-58220 http://europa.eu.int/comm/research/rtdinfo/index_en.html

EUROPEAN COMMISSION Directorate-General for Research Directorate H - Transport Unit H.3 - Aeronautics by partnerandinstrumenthavebeenprovided toeaseyoursearch. and thepartnershipare alsogiven.Comprehensive indexlistsbyacronym, each project are presented here. Thecontactdetailsofthecoordinators The background, objectives,descriptionofworkandexpectedresults of - Increasing the operationalcapacityoftheairtransportsystem. - Improving aircraft safetyandsecurity - Improving environmental impactwithregard toemissionsandnoise - Strengthening competitiveness Similar toVolume 1,theprojects are grouped inthefollowing categories: the lastcalls. project selected inthefi the fi that havebeenfi The aimofthispublicationistoprovide informationonresearch projects Aeronautics Research intheSixthFrameworkProgramme (2002-2006) eld ofAeronautics. WhileVolume 1oftheproject synopsiscovered the nanced inthe SixthFrameworkProgramme (FP6)within

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