cin ae eald codn t ter betvs mtooois and partner indexlistsallprojectparticipants. methodologies comprehensive a objectives, and provided their also is information to Administrative results. according detailed are research actions other and projects areas, technological and sector by Grouped calls forproposals. Sixth European Research Framework Programme from the fithe from projects rst and Research second Aeronautics represents synopsis project This Aeronautics Research in the Sixth framework Programme (2003 - 2006) 9 ISBN 92-79-00643-6 ISBN 78 92 79 00 64 32

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Aeronautics Research Research Aeronautics 2003 - 2006 projects 2006 - 2003

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This book contains the synopses of all of Also included in the book are lists of the aeronautics and air transport projects National Contact Points and contact under the fi rst and second calls (Calls details of the Commission staff involved 1A, 2A, 1B) for proposals of the Sixth in aeronautics and air transport. A list Research Framework Programme (FP6) of abbreviations is intended to assist the of the European Commission. reader in understanding the notation The synopses are intended to provide used in throughout the book, especially a brief overview of project objectives, country names, institutions and widely technological approaches and expected used technical terms. achievements. Some administrative fea- In addition, two indexes at the back of the tures and partnership details are also book allow the identifi cation of projects by given, allowing for a more comprehensive contract number and by project acronym. description of the projects. The names Finally, an alphabetical index of all proj- and addresses of the project co-ordinators ect participants gives the page number are provided, should any further informa- of every project in which the participant tion be required. The project synopses are is involved. presented in four blocks representative of The European Commission would like to the four areas of the Aeronautics work- thank the project coordinators for their programme. replies to requests for photographs to complement the text of this publication.

3

Foreword

Aeronautics is a highly strategic sec- holders and by putting tor for Europe, bringing citizens closer forward an ambitious and together and generating knowledge, evolving Strategic Research skills, wealth and jobs. The industry is Agenda (SRA), based on the essential for economic growth and is a ‘Vision 2020’ goal of meet- key factor in the effort to make Europe ing society’s needs while the most competitive and dynamic ensuring industrial leader- knowledge-based economy in the world. ship. Under FP6, European An area of recognised strength for aeronautics research has Europe, aeronautics has become a closely followed the ACARE symbol of technological and industrial SRA. prowess and of what we can accomplish European Commission projects in aero- when we work together. The European nautics are undertaken by the Direc- aeronautics industry has proved itself torate-General for Research, focusing to be rather successful in recent years, on technologies and airborne aspects, and this is without doubt the result of and the Directorate-General for Trans- trans-European teamwork and Com- port and Energy, addressing mainly munity research has had a major role to ground-based air transport elements. play in this, acting as a powerful catalyst The Community budget for aeronautics to bring the important players together research has increased steadily under around common objectives. It is there- the Framework Programmes, refl ecting fore with great pleasure that I introduce the increasing importance of the sec- this synopsis of the aeronautics research tor for economic growth. This trend is carried out within the Thematic Priority expected to continue, with a substantial ‘Aeronautics and Space’ of the Union’s share going to research instruments of Sixth Research Framework Programme greater scale and scope, such as inte- (FP6). grated projects. In 2000, the ‘Group of Aeronautics Per- The recent enlargement of the European sonalities’ put forward its ‘Vision 2020’ Union has brought in ten new Mem- for aeronautics in Europe, establishing ber States, many of which have strong the basic goal of meeting society’s needs national aeronautics traditions. The while ensuring industrial competitive- integration of these new partners within ness. Attaining this goal means rising the European Research Area is far from to some formidable challenges. Europe complete, but they are certain to play an must respond to a rapidly growing air increasingly important role in the future transport market while balancing envi- of European Aeronautics research. ronmental, safety, security and capacity demands – all of this in the face of grow- I am confi dent that this synopses book ing global competition from both tradi- will provide an interesting and useful tional and emerging players. Now, more overview of our joint efforts in support of than ever, new and advanced technologi- the future of European air transport. cal solutions are called for and Europe must work together to fi nd them. The Advisory Council for Aeronautics Research in Europe (ACARE) was the fi rst of the new Technology Platforms for European research. It has provided Janez Potočnik strong impetus by involving all stake- European Commissioner for Research

5 Introduction

The importance of opment, the industry, including its entire technology supply chain, plays a signifi - the aviation industry cant role in the high-skill labour market and acts as a catalyst for many high-tech Europe’s air transport system of is vital developments. for the growth of the entire European economy and for the cohesion of the Union Key fi gures of the aeronautics and its regions. In addition to its role in facilitating economic activity, European manufacturing industry for 2003 air transport, including the aeronautics – Turnover: €74 billion manufacturing industry, represents a sig- – New jobs: 415 000 nifi cant economic factor in its own right. – Exports: 53% of total Altogether, it contributes about €500 bil- production lion (2.6%) to Europe’s Gross Domestic – Trade surplus: €2.2 billion Product (GDP). – Operating profi t: 5.3% of turnover Some key air transport fi gures – R&D expenditure: 14.5% An estimated 14 000 new aircraft will have – 3.1 million Jobs (1.9% of all jobs in the to be built and sold over the next 15 years EU) to satisfy the expected growth in demand – 130 airlines for air travel. This could mean an income – 450 airports of more than €500 billion for European – 5000 aircraft fl eet industry, if Europe can maintain just a – 1 billion passengers per year 50% share of the market. – 12 million movements per year Europe can undoubtedly achieve this kind The aeronautics manufacturing indus- of leading position in a sector now widely try is of great strategic importance to seen as crucial for sustainable economic Europe and its Member States. Due to its growth. But it can do so only by support- high investment in research and devel- ing and promoting ongoing collaborative

Figure 1: Long-term growth perspective of global air transport Source: US Department of Trade

6 research and technological development and innovation equivalent to the ‘com- efforts and by further expanding these mon market’ for goods and services. efforts to include every existing and poten- This structure is the ERA. It represents tial European aeronautics stakeholder. a new beginning for European research, comprising a coherent and concerted approach, stimulating the development Society’s growing joint strategies across the EU. transport needs With ERA, Europe provides itself with the resources it needs to fully exploit its Despite recent setbacks, market fore- exceptional potential, moving towards its casts indicate the demand for air trans- goal of becoming what the Lisbon Euro- port will continue to grow at an average pean Summit (March 2000) called ‘the rate of about 5% per year. The most dra- world’s most competitive and dynamic matic effects will be seen in developing countries, most notably China, where the knowledge-based economy’ by 2010. estimated 9% GDP growth rate will mani- The new sense of purpose and energy fest itself in a huge emerging market for provided by ERA has also been a valu- air travel and shipping. able impetus to the aeronautics industry, This will present some major challenges reinvigorating research activities being in terms of operational capacity, accept- undertaken both within and among all able safety levels and environmental Member States of the Union. impact. In addition, given current world political tensions, security now features strongly as a factor in air transport. Vision 2020 and the Strategic Research The European Research Agenda Area and aeronautics In 2000, then Commissioner for Research The term ‘European Research Area’ (ERA) Philippe Busquin chose the aeronautics refers to the European Union’s declared sector as a model for the emerging ERA. ambition of achieving a genuine common He assembled the ‘Group of Aeronau- research policy. This includes the inte- tics Personalities’, comprising 14 senior gration of Member States’ scientific and members of the sector, their goal to pos- technological capacities. tulate European ambitions regarding the future of aeronautics. The result was the Europe has a long-standing tradition of seminal ‘Vision 2020’ report, published excellence in research and innovation in January 2001. Two top-level objectives – indeed European teams continue to lead were laid out in the Vision: the way in many fields of science and tech- nology. However, its centres of excellence – Meeting society’s needs, in terms of are scattered across a growing number of demand for air transport, travel fares, Member States, leading to fragmentation travel comfort, safety, security and and an absence of adequate networking environmental impact; and and communication. – Ensuring European leadership in the In the past, collaborative actions have global civil aviation market, by enabling been initiated at the transnational and EU it to produce cost-effective, operation- levels, but Europe’s research efforts need ally attractive and, performance-wise, to be better channelled, better organ- highly efficient products at the pinnacle ised, to provide a structure for research of current technologies.

7 The Group recommended the creation in which the Agenda continues to develop of the ‘Advisory Council for Aeronautics and evolve. Research in Europe’ (ACARE), whose role The aeronautics research programme was to define and maintain a Strategic also adheres to guidelines set out in the Research Agenda (SRA), a roadmap for Lisbon strategy and in the Transport research into new technologies identified White Paper, entitled ‘European Transport as critical to fulfil the objectives of the Policy for 2010: time to decide’. This doc- 2020 Vision. Some of the ambitious goals ument is similar to Vision 2020 report but for 2020, as defined in the SRA, taking the covers all transport modes. It describes state of the art in the year 2000 as a refer- the overarching goals of improving the ence point, are as follows: contribution of transport systems to soci- ety and industrial competitiveness within – 80% reduction in NOx emissions an enlarged EU, whilst minimising the – Halving of perceived aircraft noise negative impact and consequences of – Five-fold reduction in accidents transport in relation to the environment, – An air traffic system capable of han- energy usage, security and public health. dling 16 million flights per year – 50% cut in CO2 emissions per passen- ger kilometre Aeronautics research – 99% of flights departing and arriving in the Framework within 15 minutes of scheduled times Programmes The SRA provided the guidelines and detailed objectives that helped shape Specific aeronautics research at the Euro- the aeronautics research programme pean level was first introduced in 1989, of the EU’s Sixth Research Framework under FP2, in the form of a pilot phase. Programme (FP6). A second edition of Since 1990, the EU has supported some the SRA was published in March 2005, 350 projects, representing a total research building upon and extending the original expenditure of about €4 billion, approxi- SRA and illustrating the dynamic fashion mately 50% of which has been funded by

8 the EU. The average size of projects has The programme covers commercial varied between €2 and €8 million. How- transport aircraft, ranging from large civil ever, the recent trend has been to fund aircraft to regional and business aircraft research projects of dramatically broad- and rotorcraft, including their systems ened scope and scale, including some 25 and components. It also encompasses larger projects representing expenditures airborne and ground-based elements of up to €100 million. of air traffic management and airport operations. The EU does not fund military The focus of the FPs has changed over aeronautics research. time, reflecting the evolution of the pro- gramme, from modest beginnings to the Main research areas current status: Aeronautics research activities are divided € – FP2 (1990-91), budget 35 million: a into four general areas: pilot phase aimed at stimulating Euro- pean collaboration 1. Strengthening competitiveness (of the – FP3 (1992-95), budget €71 million: a manufacturing industry) consolidation phase with emphasis on Objectives: key technical areas – FP4 (1995-98), budget €245 million: • Reducing development costs by 20% focused on industrial competitiveness and 50% in the short and long terms, respectively with increasing emphasis on subjects • Reducing aircraft direct operating costs of wide public interest by 20% and 50% in the short and long – FP5 (1999-02), budget of €700 million: terms, through improved aircraft per- a specific key action aimed at indus- formance, reduction in maintenance trial competitiveness and sustainable and other direct operating costs growth of air transport € • Increasing passenger choice with – FP6, budget of 840 million: part of regard to travel costs, time to destina- the ‘Aeronautics and Space’ thematic tion, on-board services and comfort priority, with equal focus on issues of public interest and industrial competi- 2. Improving environmental impact with tiveness regard to emissions and noise The EU programme now contributes an Objectives: estimated 30% of all European public • Reducing CO2 emissions (and fuel funding of civil aeronautics RTD. Public consumption) by 50% per passenger funding, in turn, represents only 10% of kilometre in the long term, through the total spent in civil aeronautics RTD in improved engine efficiency as well as Europe. improved efficiency of aircraft opera- tion • Reducing NOx emissions by 80% in the Aeronautics research landing and take off cycle and conform- under FP6 ing to the NOx emissions index of five grams per kilogram of fuel burnt while Scope cruising in the long term (10 gr. per kg. in the short term), and reducing other EU aeronautics research follows an all- gaseous and particulate emissions encompassing, global approach to com- • Reducing unburned hydrocarbons and mercial aviation, focusing not only on the CO emissions by 50% in the long term improvement of aircraft technologies but to improve air quality at airports also on the infrastructure of the opera- • Reducing external noise by four to five tional environment. dB and by 10 dB per operation in the

9 short and long terms, respectively. For 1. Improving safety, taking into account rotorcraft, the objective is to reduce the projected traffic levels, by providing noise footprint area by 50% and exter- better information on surrounding traf- nal noise by six dB and 10 dB over short fic to both pilots and controllers and long terms. • Increasing system capacity to safely • Reducing the environmental impact of handle three times the current air the manufacture and maintenance of movements by 2020, through an aircraft and their components improved planning capability, coupled with a progressive distribution of tasks 3. Improving aircraft safety and security and responsibilities between aircraft and ground facilities This means ensuring that, irrespective • Improving system efficiency and reli- of the growth of air traffic, there will be ability, aimed at achieving an average fewer accidents and aircraft will be more maximum delay of one minute per secure against hostile actions. Overall flight objectives include: • Maximising airport operating capac- • Reducing the accident rate by 50% ity in all weather conditions through and 80% in the short and long terms, improved systems to aid controllers respectively and pilots • Achieving 100% capability to avoid or The pie chart below reflects an even split recover from human errors between the two overall objectives of • Increasing the ability to mitigate con- Vision 2020: ensuring European leader- sequences of survivable aircraft acci- ship of the industry by strengthening com- dents petitiveness; and meeting society’s needs • Reducing significant hazards associ- by addressing environmental, capacity, ated with hostile actions safety and security concerns. 4. Increasing the operational capacity of It must be emphasised that many projects the air transport system cannot be classified as belonging solely to one research area, e.g. maintenance has This entails major changes in the way a significant impact on competitiveness air traffic services are provided. Overall just as it has on safety, and aerodynam- objectives include: ics, propulsion, structures and materials

10 are all essential for making aircraft not text of the European Research Area only competitive but also environmentally strategy. friendly. In real-world terms, the division – Assist, where needed, in the develop- between the four main research areas is, ment of strategic visions on a European to some extent, arbitrary. scale for the subject fields addressed – Comment on the strategic nature and The way the projects have been cat- exploitation of the proposed work to be egorised in this book is therefore also carried out. somewhat arbitrary. It reflects only one possible classification scheme, albeit a generally acceptable one, with each proj- FP6 research ect classified within an agreed most rel- evant domain. instruments

The online version of this publication The new instruments introduced under will provide a more dynamic picture of FP6 are based on the concepts of the the interconnectedness of aeronautics European Research Area and are aimed research, with many projects aimed at at more effectively structuring and inte- multiple specific objectives touching dif- grating European research. For aero- ferent main research areas. nautics, the new instruments include the ‘Integrated Project’ (IP) and the ‘Network The role of the Aeronautics of Excellence’ (NoE). Advisory Group Integrated Project With respect to the implementation of FP6, expert groups are needed to advise Multiple partner projects to support the Commission on the overall strategy objective-driven research, where the pri- to be followed in carrying out research mary deliverable is knowledge for new and activities within the priority thematic products, processes, services etc. IPs areas as well as on orientations vis-à-vis should bring together a critical mass of the European Research Area. resources to reach ambitious goals aimed either at increasing Europe’s competi- In broad terms, the ‘Aeronautics Advi- tiveness or at addressing major societal sory Group’ contributes to the successful needs. implementation of FP6 and to the creation of a European Research Area, working Network of Excellence with Commission services by helping to stimulate the corresponding European Multiple partner projects aimed at research communities. The group car- strengthening excellence on a research ries out its work in full knowledge of the topic by networking a critical mass of European research policy context, and of resources and expertise. This expertise the research activities carried out at the will be networked around a joint pro- national level. gramme of activities aimed primarily at creating a progressive and lasting inte- More specifically, the group has a spe- gration of the research activities of the cific mandate based around the following network partners while, at the same time tasks: advancing knowledge on the topic. – Provide input to the definition of the Traditional instruments are also retained work programmes and their updates. under FP6, including the ‘Specific Tar- – Make recommendations in the related geted Research Project’ (STReP), the discussions aimed at steering pro- ‘Coordination Action’ (CA) and the ‘Spe- gramme development within the con- cific Support Action’ (SSA).

11 Specific Targeted Research Project of studies, exchanges of personnel, Multiple partner projects whose purpose exchange and dissemination of best prac- is to support research, technological tice, setting up common information sys- development and demonstration or inno- tems and expert groups. vation activities of a more limited scope and ambition, particularly for smaller Specific Support Action research actors and participants from Single or multiple partner activities new Member States and associated and candidate countries. intended to complement the implementa- tion of FP6 and/or to help in preparations Coordination Action for future Community research policy activities. Within the priority themes, they Promoting and supporting networking and coordination of research and inno- support, conferences, seminars, studies vation activities, covering the definition, and analyses, working groups and expert organisation and management of joint groups, operational support and dissemi- or common initiatives as well organising nation, information and communication conferences, meetings, the performance activities, or a combination of these.

Instrument Purpose Primary deliverable Project scale Integrated Objective-driven Knowledge Medium-high Project (IP) research Network of Tackle Structuring Medium-high Excellence (NoE) fragmentation Specific Targeted Research Knowledge Low-medium Research Project (STReP) Coordination Coordination Coordination Low-medium Action (CA) Specific Support Support Support Low Action (SSA)

FP6 (Calls 1A, 2A, 1B, excluding SSAs) total numbers of projects and funding

Traditional instruments: STReP, CA, SSA; and new instruments: IP, NoE

12 FP6 call roadmap

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

Note 1: calls 1A, 2A and 3A are managed by the Research Directorate-General (RTD) while calls 1B, 2B, 3B and 4B, dealing with ground-based air traffic management and airports are managed by the Transport and Energy Directorate-General (TREN). Amounts shown are indicative and vary on finalisation of subsequent contracts. Note 2: This edition of the book includes only the projects selected form Calls 1A, 2A and 1B.

be relevant to the objectives of the Pro- The selection process gramme and their potential impact must be apparent. Proposals must demonstrate A panel of independent experts evaluates good quality of project management, a submitted proposals, thereby assisting crucial factor for mission success, and the Commission in the process of project adequate mobilisation of resources to selection. Experts are highly experienced achieve the critical mass needed to carry in the specified research area and have a out a project. good overview of both the social and inno- vation issues. Scientific and technological excellence is especially important for the techni- Evaluators look at the proposals indi- cal aspects of IPs and STRePs. Quality vidually, comparing them with the main of coordination is more crucial for CAs, evaluation criteria for the type of instru- while degree of integration is an indicator ment. Proposals that pass the individual of potential success in creating an NoE. evaluation phase are then submitted to The quality of the consortium must also an extended evaluation in which they are be taken into account when assessing any prioritised, depending on the available type of instrument, and, especially in the budget. The Commission moderates the case of NoEs, all participants must dem- decision process of an ‘extended panel’, onstrate a high level of excellence. consisting of selected experts. The Com- mission is not obliged to follow the rec- EU funding under FP6 covers up to 50% of ommendations of this panel, but does eligible costs for research and industrial have to justify its decisions. participants. For academic institutions, up to 100% of additional costs are cov- The pre-defined main selection criteria ered. NoEs, CAs and SSAs are normally depend on the type of instrument a given provided financing of up to 100% of actual proposal applies to. All projects have to costs.

13 Participation FP6 (Calls 1A, 2B an 1B excluding SSAs) participation by organization type (Percentages by number of institutions)

Small- and medium-sized research initiatives. Thus, EU support enterprises does not go only to the ‘big firms’ and research institutions but also to smaller The importance of small- and medium- entities, including the numerous sup- sized enterprises (SMEs) in stimulat- ing new employment and innovation ply companies that provide components, is well established, and the EU has a subsystems, materials and other support long-standing history of supporting and within the technology supply chain. promoting them. To this end, SME par- FP6 has seen the introduction of Spe- ticipation has been integrated into proj- cific Support Action projects, such as ect selection criteria. AeroSME and SCRATCH, all initiatives SMEs have been important players in dedicated to helping SMEs gain access a number of mainstream aeronautics to EU funding.

14 Abbreviations

BU Bulgaria CAN Canada CH Switzerland CHI China CY Cyprus CZ Czech Republic DE Germany DK Denmark EE Estonia ES Spain FIN Finland FR France GR Greece HU Hungary IL Israel INT International IT Italy LT Lithuania LU Luxembourg LV Latvia NL Netherlands NO Norway PL Poland PT Portugal RO Romania RU Russia SE Sweden SL Slovenia SV Slovakia UK United Kingdom

15

Table of contents

Strengthening Competitiveness

FRESH From Electric Cabling Plans to Simulation Help 23 IPAS Installed Performance of Antennas on AeroStructures 25 MUSCA Multiscale Analysis of Large Aerostructures 28 VIVACE Value Improvement through a Virtual Aeronautical Collaborative Enterprise 31 DESIDER Detached Eddy Simulation for Industrial Aerodynamics 36 EUROLIFT II European High Lift Programme II 39 EWA European Windtunnel Association 42 FLIRET Flight Reynolds Number Testing 45 ATENAA Advanced Technologies for Networking in Avionic Applications 47 GOAHEAD Generation of Advanced Helicopter Experimental Aerodynamic Database for CFD code validation 50 AeroSME V Support for European Aeronautical SMEs 53 REMFI Rear Fuselage and Empennage Flow Investigation 55 SUPERTRAC SUPERsonic TRAnsition Control 58 TELFONA Testing for Laminar Flow on New Aircraft 60 UFAST Unsteady Effects of Shock Wave Induced Separation 62 WALLTURB A European Synergy for the Assessment of Wall Turbulence 65 ADELINE Advanced Air-Data Equipment for Airliners 67 SCRATCH Services for CollaboRative SMEs Aerospace Technical research 69 ANASTASIA Airborne New and Advanced Satellite techniques and Technologies in a System Integrated Approach 72 HASTAC High Stability Altimeter System for Air Data Computers 76 WISE Integrated Wireless Sensing 79 ATPI High performance Damping Technology for Aircraft Vibration Attenuation and Thermo-Phonic Insulation 81 ICE Ideal Cabin Environment 83 ADLAND Adaptive Landing Gears for Improved Impact Absorption 85 MESEMA Magnetoelastic Energy Systems for Even More Electric Aircraft 88

17 PIBRAC Piezoelectric Brake Actuator 91 RETINA Reliable, Tunable and Inexpensive Antennas by Collective Fabrication Processes 94 SIRENA External EMC Simulation for Radio Electric Systems in the Close Environment of the Airport 97 SYNCOMECS Synthesis of Aeronautical Compliant Mechanical Systems 100 COMPACTA A Concurrent Approach to Manufacturing Induced Part Distortion in Aerospace Components 102 COMPROME Monitoring, Optimisation and Control of Liquid Composite Moulding Processes 105 DEEPWELD Detailed Multi-Physics Modelling of Friction Stir Welding 107 DINAMIT Development and Innovation for Advanced Manufacturing of Thermodynamics 110 ECOSHAPE Economic Advanced Shaping Processes for Integral Structures 113 IDEA Integrated Design and Product Development for the Eco-efficient Production of Low-weight Aeroplane Equipment 116 IPROMES Using Image Processing as a Metrological Solution 119 ITOOL Integrated Tool for Simulation of Textile Composites 121 MACHERENA New Tools and Processes for Improving Machining of Heat-Resistant Alloys Used in Aerospace Applications 124 TOPPCOAT Towards Design and Processing of Advanced, Competitive Thermal Barrier Coating Systems 127 VERDI Virtual Engineering for Robust Manufacturing with Design Integration 130 WEL-AIR Development of Short Distance Welding Concepts for Airframes 132 LAPCAT Long-Term Advanced Propulsion Concepts and Technologies 136 NACRE New Aircraft Concepts Research 139 VortexCell2050 Fundamentals of Actively Controlled Flows with Trapped Vortices 142 ADVACT Development of Advanced Actuation Concepts to Provide a Step Change in Technology Use in Future Aero-engine Control Systems 145 AROSATEC Automated Repair and Overhaul System for Aero Turbine Engine Components 148

18 AITEB II Aerothermal Investigation on Turbine Endwalls and Blades II 150 TATEF II Turbine Aero-Thermal External Flows II 152 ULTMAT Ultra High Temperature Materials for Turbines 156 AEROMAG Aeronautical Application of Wrought Magnesium 159 ALCAST Advanced Low-Cost Aircraft Structures 161 COCOMAT Improved Material Exploitation af a Safe Design of Composite Airframe Structures by Accurate Simulation of Collapse 164 DATON Innovative Fatigue and Damage Tolerance Methods for the Application of New Structural Concepts 167 DIALFAST Development of Innovative and Advanced Laminates for Future Aircraft Structures 169 MULFUN Multifunctional structures 172 NOESIS Aerospace Nanotube Hybrid Composite Structures with Sensing and Actuating Capabilities 174

Improving Environmental Impact

AERONET III Aircraft Emissions and Reduction Technologies 177 AEROTEST Remote Sensing Technique for Aero-engine Emission Certification and Monitoring 180 AIDA Aggressive Intermediate Ducts Aerodynamics for Competitive & Environmentally Friendly Jet Engines 183 CELINA Fuel Cell Application in a New Configured Aircraft 186 ECATS Environmentally Compatible Air Transport System 186 ECARE+ European Communities Aeronautics Research + 192 ELECT-AE European Low Emission Combustion Technology in Aero-Engines 194 INTELLECT D.M. Integrated Lean Low-Emission Combustor Design Methodology 196 TLC Towards Lean Combustion 198 VITAL Environmentally Friendly Aero-Engine 200 CoJeN Computation of Coaxial Jet Noise 204

19 FRIENDCOPTER Integration of Technologies in Support of a Passenger and Environmentally Friendly Helicopter 206 MESSIAEN Methods for the Efficient Simulation of Aircraft Engine Noise 210 HISAC Environmentally Friendly High-Speed Aircraft 213 PROBAND Improvement of Fan Broadband Noise Predicition: Experimental Investigation and Computational Modelling 216 SEFA Sound Engineering For Aircraft 219 TURNEX Turbomachinery Noise Radiation through the Engine Exhaust 221

Improving Aircraft Safety and Security

ASICBA Aviation Safety Improvement Using Cost Benefit Analysis 223 FARE-WAKE Fundamental Research on Aircraft Wake Phenomena 226 FIDELIO Fiber Laser Development for Next Generation LIDATROnboard Detection System 229 FLYSAFE Airborne Integrated Systems for Safety Improvement, Flight Hazard Projection and All Weather Operations 232 ISAAC Improvement of Safety Activities on Aeronautical Complex Systems 236 LIGHTNING Lightning Protection for Strucutres and Systems on Aircraft Using Lightweight Composites 240 ONBASS Onboard Active Safety System 243 HeliSafe TA Helicopter Occupant Safety Technology Application 246 AERO-NEWS Health monitoring of aircraft by Nonlinear Elastic Wave Spectroscopy 248 AISHA Aircraft Integrated Structural Health Assessment 251 ARTIMA Aircraft Reliability Through Intelligent Materials Application 254 HILAS Human Integration into the lifecycle of Aviation Systems 257 SMIST Structural Monitoring with Advanced Integrated Sensor Technologies 261 TATEM Technologies And Techniques for New Maintenance Concepts 263 SAFEE Security of Aircraft in the Future European Environment 267

20 Increasing Operational Capacity

ASAS-TN2 ASAS-Thematic Network 2 271 ASSTAR Advanced Safe Separation Technologies and Algorithms 274 OPTIMA Optimized Procedures and Techniques for Improvement of Approach anf Landing 277 AVITRACK Tracking of Aircraft Surrounding, Categorised Vehicles and Individials for Apron’s Activity Model Interpretation and Check 281 EMMA European Airport Movement Management by A-SMGCS 284 OpTag Improving Airport Efficiency, Security and Passenger Flow by Enhanced Passenger Monitoring 287 SPADE Supporting Platform for Airport Decision-Making and Efficiency Analysis 290 B-VHF Broadband VHF Aeronautical Communications System Based on MC-CDMA 293 IFATS Innovative Future Air Transport System 296 AD44D 4D Virtual Airspace Management System 299 CAATS Co-operative Approach to Air Traffic Services 302 C-ATM Co-operative Air Traffic Management 305

21

Stengthening Competitiveness FRESH From Electric Cabling Plans to Simulation Help

Background Description of Work The industrialisation of an aircraft elec- FRESH comprises seven major Work trical harness relies almost entirely on Packages, without counting Work Pack- manual methods. When changes are age 0, which deals with management. needed, wiring diagrams have to be Work Package 1 deals with specifi cation checked manually and a new harness (selection of an example of a paper-wir- design process has to be started to inte- ing diagram as a basis of the research, grate modifi cations. CAD (Computer ergonomic standards for targeted har- Aided Design) exchanges are also very ness geographical plans and envelope diffi cult in this fi eld (due to hardware/ boundaries of wiring and harness simu- software incompatibilities).To assess lations). electric harness behaviour, simulation is very rarely used and existing symbol Work Package 2 addresses wiring dia- recognition methods are not satisfactory. gram recognition (methodology for rec- FRESH proposes to design a specifi c and ognition). innovative recognition methodology to Work Package 3 deals with the conver- lead to an automatically generated sys- sion of paper or CAD wiring diagrams tem. into a universal language (PIVOT). Project Objectives Work Package 4 deals with harness numerical geometric plans (to adapt and – To convert electric wiring plans into improve freeware to transfer wiring dia- Computer Aided Design wiring diagram grams into electrical harness). language – To translate CAD-generated wiring Work Package 5 addresses wiring and language into a universal language harness simulation (by research on the – To adapt and improve available soft- algorithms and models to simulate the ware to transfer wiring diagrams (in a diagrams in a factual way). universal language) into electrical har- Work Package 6 deals with the global nesses automation system prototyping (a – To simulate electrical harnesses’ validated, fully automatic process for physical behaviour, and benefi t from harness optimisation and smart main- simulation verifi cation and optimisa- tenance). tion capabilities. Work Package 7 deals with dissemina- And as a consequence: tion and exploitation (to give general – Reduce electrical harness develop- awareness on project results and to pre- ment costs pare the future industrial exploitation of – Produce an error-free intervention project results). level – Reduce harness modifi cation, mainte- nance and overhauling costs.

23 Expected Results language understandable by classical The project will yield: tools to generate the harness. – A system to design, through comput- – An automated system to recognise ing, the geometric plan of the harness. paper electrical wiring diagrams and – A smart electrical harness simulation to convert them into reconstructed system to check the electrical validity numerical wiring information. of the wiring diagrams and harness. – Dedicated modules to convert the reconstructed wiring information into a

Acronym: FRESH Contract No: AST4-CT-2005-516059 Instrument: Specific Targeted Research Project Total Cost: €2 829 234 EU Contribution: €1 854 135 Starting Date: 01/11/2004 Duration: 36 months Website: www.algotech.fr / www.aero-scratch.net Coordinator: ESTIA Technopole IZARBEL FR- 64210 Bidart Contact: Jacques PERE-LAPERNE Tel: +33 5 59 01 59 60 Fax: +33 5 59 01 59 69 E-Mail: [email protected] EC Officer: Daniel CHIRON Tel: +32 2 295 2503 Fax: +32 2 296 6757 E-Mail: [email protected] Partners: Ecole Nationale Supérieure des Technologies Industrielles Avancées (ESTIA) FR Institut National Polytechnique de Lorraine FR Algo’Tech Informatique S.A. FR Centro de Estudios e Investigaciones Técnicas de Gipuzkoa (CEIT) ES Przedsiębiorstwo Techniczno-Handlowe “RECTOR” S.J. PL ZENON S.A. Robotics & Informatics EL tekever lda PT EADS Sogerma Drawings FR Euro Inter Toulouse FR

24 Strengthening Competitiveness

IPAS Installed Performance of Antennas on Aero Structures Background craft structures. This will be achieved Currently, the implementation process by bridging the frequency gap in com- for installing antennas on aircraft results putational electromagnetic tools using refi ned hybrid and multi-domain meth- in high costs and long timescales. There ods and the development of fast solver are errors in the coupling calculations methods for solving full-wave integral used to obtain isolation between anten- equation methods in the frequency nas on opposite sides of the fuselage, domain. the design phase uses unverifi ed com- putational modelling and there is a The performance of antennas on non- frequency gap in the computational soft- metallic and hybrid materials such as ware used. Scaled model measurements GLARE will be investigated and more used to bridge this gap are expensive accurate coupling calculations based on and time consuming. In-fl ight trials have measurements will be derived empiri- severe limitations and the erroneous sit- cally. This will lead to an improved pre- ing of antennas results in massive time diction of performance of antennas and and cost implications to the whole pro- interoperability, with consequent con- gramme. tributions to operational safety and on- board Internet access. Project Objectives The feasibility of radiation pattern mea- The purpose of the programme is to surements on full-scale aircraft using improve computer-aided engineering an innovative airborne platform will be design and evaluation capabilities (com- investigated. This is based on near-to- putational and measurement methods) far-fi eld transformations adapted to for the installation of antennas on air- cope with irregular spatial sampling.

25 Description of Work 5. Production of codes of practice for There are five technical Work Packages the design and qualification phases of consisting of: antenna siting on aerostructures. 1. Characterisation of antenna data. Expected Achievements 2. Improvements in computational tools, Improvements in computational tools: which will include hybridisation (of a) to bridge the frequency gap low and high-frequency codes), mul- b) for faster and multidomain methods tidomain, Fast Multipole methods, c) pertaining to non-metallic surfaces. asymptotic techniques, application to hybrid structures. Code-to-code and code-to-measure- 3. Verification of tools through measure- ment verification, leading to a reduction ments on flat panels, metal cylindrical in the measurements required. tubes and scaled aircraft models, as More accurate coupling calculations. well as verification of inverse methods Mesh cleaning tools that can be used on for use in the validation of the ANTF standard desktops. (airborne near field facility). Addition- ally, empirical formulas will be derived Networking of standard workstations for more accurate calculations of the to utilise idle CPU resources using grid coupling between antennas and a CAD technology. cleaning tool developed for reducing Development of ANTF (airborne near the number of wire segments (and field facility) concept. hence the CPU time) for MoM tools. Overall time and cost reduction and 4. Full-scale measurements and model- improved accuracy in antenna siting ling on real aircraft or full-scale mock- methods. ups.

26 Acronym: IPAS Contract No.: AST3-CT-2003-503611 Instrument: Specific Targeted Research Project Total Cost: €6 104 242 EU Contribution: €3 208 613 Starting Date: 01/11/2003 Duration: 36 months Website: www.aseris-emc2000.com/ipas Coordinator: BAE Systems (Operations) Ltd Warwick House PO Box 87 Farnborough Aerospace Centre GB-GU14 6YU Farnborough Contact: Ms.Thereza Macnamara Tel: +44 1252 38 2609 Fax: +44 1252 38 2380 Email: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 Email: [email protected] Partners: BAE SYSTEMS (Operations) Ltd. UK EADS ASTRIUM GmbH DE EADS Avions de Transport Regional (ATR) FR Culham Electromagnetics & Lightning Ltd. UK Centre Internacional de Mètodes Numèrics en Enginyeria (CIMNE) ES Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE EADS CCR FR Grid Systems ES Stichting Nationaal Lucht-en Ruimtevaart Laboratorium (NLR) NL Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR

27 Strengthening Competitiveness

MUSCA Multiscale Analysis of Large Aerostructures Background nent structural static analysis up to fail- Structural testing of major aircraft com- ure within the non linear (NL ) domain. ponents is a very expensive and time- Propositions will be made to the Airwor- consuming process that signifi cantly thiness Authorities for recommenda- adds to the overall cost of designing and tions for a more cost effective structural certifying a new aircraft product. If test- justifi cation process that makes greater ing can be reduced, based on validated use of advanced numerical simulation and safe numerical analysis methods, methods that still meet Airworthiness this will provide the European aircraft Authority and safety requirements. industry with a signifi cant business and Description of the work technological advantage. Structural Three key research areas will be certifi cation, based on a virtual testing addressed in order to reach MUSCA’s process, appears a promising way to strategic objectives: achieve the following global objectives in a medium term of fi ve to seven years. Techniques for large-scale NL analy- sis: domain decomposition techniques, Project objectives coupled with advanced parallel process- MUSCA’s main objectives are to develop, ing non linear solvers, error estimator test and validate new technologies for for quality assessment of fi nite element extending and improving large-compo- models.

28 Strengthening Competitiveness

Multi-criteria failure analysis: critical Expected results review, selection and validation of the MUSCA will contribute to reducing most effi cient engineering procedures the need for large component tests by for multi-mode failure analysis of struc- extending the use of reliable, large-scale, tural details. NL calculation and reliability methods. Sensitivity and reliability techniques: MUSCA will enable improved preparation assessment of input uncertainties (mate- and exploitation of the remaining neces- rial properties, geometry and load scat- sary physical testing through further tering) on the structural performances validation of analysis methods, and the using stochastic simulations (FORM use of parametric and design sensitivity and SORM Methods, advanced sampling studies. Strong encouragement will be techniques), sensitivity surface response provided for further integrating numeri- methods (advanced regression). cal analysis methods into the design and certifi cation process, and in the reduc- tion of structural tests required for the certifi cation of aircraft structures.

Acronym: MUSCA Contract No.: AST4-CT-2005-516115 Instrument: Specifi c Targeted Research Project Total Cost: €5 316 687 EU Contribution: €3 236 440 Starting Date: 01/09/2005 Duration: 42 months Coordinator: EADS Corporate Research Center (EADS-CCR) 12, rue Pasteur – BP76 – FR-92152 Suresnes Cedex Contact: Stéphane Guinard Tel: +33 1 46 97 34 95 Fax: +33 1 46 97 34 04 E-mail: [email protected] EC Offi cer: Hans Josef von den Driesch Tel: +32 2 296 0609 Fax: +32 2 296 6757 E-mail: [email protected] Partners: EADS CCR FR EADS Deutschland GmbH DE Airbus France S.A.S. FR Airbus UK Ltd. UK Airbus Deutschland GmbH DE Alenia Aeronautica S.p.A. IT Saab AB SE Dassault Aviation S.A. FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE

29 Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Swedish Defence Research Agency (FOI) SE Integrated Aerospace Sciences Corporation O.E. (INASCO) EL Centre de Recherche en Aéronautique A.S.B.L. (CENAERO) BE Ecole Normale Supérieure de Cachan FR Cranfield University UK Seconda Universitá degli Studi di Napoli IT University of Patras EL

30 Strengthening Competitiveness

VIVACE Value Improvement through a Virtual Aeronautical Collaborative Enterprise

Background one hand requirements for early product The VIVACE integrated R&T project, simulation and on the other, require- coordinated by Airbus, was set up in the ments for distributed working methods. framework of AECMA, addressing the Description of the work Vision 2020 objectives. It was launched VIVACE has been designed around three in January 2004 and is planned to run technical sub-projects, two of them for four years with an overall budget of representing the aircraft and engine around 75 million euros. The budget will products, and the third one ensuring be shared between 63 companies and integration of component frameworks institutions that are co-operating in the developed in sub-project 1 and 2 into a project, which includes eight SMEs. global framework - the VIVACE Collab- VIVACE has originated from past experi- orative Design Environment. ences and results gained in concurrent 1.1. Virtual aircraft sub-project (leader: engineering such as in the ENHANCE airbus france) Fourth Framework Programme project. The Virtual Aircraft sub-project revolves Project objectives around the main components that con- VIVACE intends to achieve a 5% cost stitute an aircraft and has six integrated reduction in aircraft development and a technical Work Packages: System Simu- 5% reduction in the development phase lation, Components, Global Aircraft, of a new aircraft design, combined with Flight Physics Simulation, Complex Sub- a contribution to a 30% reduction in the systems, and Supportability Engineer- lead time and 50% reduction in devel- ing. It is designed to cover the aircraft opment costs respectively for a new or product throughout the development life derivative gas turbine. The results will cycle (design, modelling, interfacing and be achieved through a re-engineering testing). and optimisation of the entire design 1.2. Virtual engine sub-project (leader: process by modelling and simulating in rolls-royce plc) an advanced, concurrent engineering The Virtual Engine sub-project consists environment. VIVACE will deliver a vir- of fi ve integrated, technical Work Pack- tual product design and validation plat- ages performing fundamental research form, based on a distributed concurrent to provide capabilities for a competitive engineering methodology supporting the European jet engine industry working virtual enterprise. across extended enterprises: Extended To achieve this overall objective, the Jet Engine Enterprise Scenario, Life work in VIVACE is organised around Use Cycle Modelling within the Virtual Cases, i.e. real industrial simulations of Engine Enterprise, Whole Engine Devel- a part of the aircraft, the engine or of a opment, European Cycle Programme, development process, refl ecting both the Supply Chain Manufacturing Workfl ow virtual product and the virtual extended Simulation. It focuses on the different enterprise. Each of them includes on the engine modules of the aircraft propulsion

31 Achieve a 5% cost Aircraft reduction in aircraft Engine development

System Simulation: Contribution to 30% lead Extendes Jet Engine hydraulic, electric, time reduction in engine Entreprise Scenario modular avionics... development Contribution to 50% cost reduction in Simulation of engine development Life Cycle Modelling Components within the Virtual behaviour Engine Enterprise Solutions Solutions

Simulation of overall Advanced Capabilities Whole aircraft in early Engine Development development phases Knowledge Enabled Integration of Engineering European Flight Physics Cycle Programme Simulation Multidisciplinary Design and Complex Systems : Optimisation Supply Chain stress & dynamic Manufacturing analysis. Workflow Simulation Design to cost... Design to Decision Objectives Supportability Engineering Requirement Engineering Data Management

Requirement Distributed Information System Infrastructure for Large Enterprise

Collaboration Hub for heterogeneous VIVACE Overall Entreprise Structure

32 system and key areas of multi-disciplin- nical Work Packages that provide cohe- ary optimisation, knowledge manage- sion between the first two sub-projects ment and collaborative enterprises. through activities that are generic and common to both: Knowledge Enabled 1.3. Advanced capabilities sub-project Engineering, Multi-Disciplinary Design (leader: crcf) and Optimisation, Design to Decision The Advanced Capabilities sub-project is Objectives, Engineering Data Manage- a key integrating work area that devel- ment, Distributed Information Systems ops common tools, methodologies and Infrastructure for Large Enterprise, guidelines. It consists of a management Collaboration Hub for Heterogeneous Work Package and five integrated tech- Enterprises. The VIVACE system

MISSION • To meet society’s needs for a more efficient, safer and environmentally friendly air transport.

• To win global leadership for European aeronautics, with a competitive supply chain, including small and medium size enterprises.

Contribution to 30% VIVACE Achieve a 5% cost Contribution to 50% lead time reduction OBJECTIVE reduction in A/C- cost reduction in in engine development engine development developement

Requirements through Evaluation through use cases use cases

Vivace reference methods, processes and tools for a Competitive European Aeronautic Industry

WP input WP input WP input – Access & Navigation VIVACE WP input WP input WP input – Assessement of SYSTEM A/C Engine Enterprise business benefits (impact) – Implementation solutions and guidelines – Change manage- ment support

VIVACE SP1, A/C Deliverable Deliverable Deliverable Deliverable Deliverable Deliverable SP2, Deliverable Deliverable Deliverable Deliverable Deliverable Deliverable system Engine components Deliverable Deliverable Deliverable Deliverable Deliverable Deliverable

Knowledge Design Multidisciplinary Engineering Infrastructure Collaboration Engineering to decision optimisation data mgmt for large Hub objectives enterprise

33 Expected results operating in an extended enterprise, The main result of VIVACE will be an which has all the requested functional- innovative Aeronautical Collaborative ity and components for each phase of the Design Environment and associated product-engineering life cycle. processes, models and methods. This VIVACE will make its approach available environment, validated through concrete to the aeronautics supply chain via exist- Use Cases, will help to design an aircraft ing networks, information dissemination, and its engines, providing mode virtual training and technology transfer actions. products to the aeronautics supply chain

Acronym: VIVACE Contract number: AIP-CT-2003-502917 Instrument: Integrated Project Total cost: €75 175 562 EU Contribution: €43 300 000 Starting Date: 01/01/2004 Duration: 48 Months Website: www.vivaceproject.com Coordinator: Airbus S.A.S. 1, Rond-Point Maurice Bellonte FR-31707 Blagnac cedex Contact: Philippe Homsi Tel: +33 5 67 19 70 25 Fax: +33 5 67 19 70 30 E-Mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-Mail: [email protected] Partners: Airbus France S.A.S. FR Airbus Deutschland GmbH DE Airbus UK Ltd. UK Alenia Aeronautica S.p.A. IT BAE SYSTEMS (Operations) Ltd. UK Centre Européen de Recherche et de Formation Avancée en Calcul Scientifique (CERFACS) FR Dassault Aviation S.A. FR Dassault Systèmes S.A. FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE EADS Deutschland GmbH DE EADS CCR FR Centre de Recherche en Aéronautique A.S.B.L. (CENAERO) FR Eurostep AB SE Empresarios Agrupados S.A. ES I-Sight Software S.A.R.L. FR EPM Technology AS NO

34 Eurocopter S.A.S. FR THALES Avionics Electrical Systems S.A. FR AVIO S.p.A IT Ajilon Engineering FR Hewlett-Packard Ltd. UK Universität Stuttgart DE Imperial College London UK Industria de Turbo Propulsores S.A. ES Hydro Control Steuerungstechnik GmbH DE Leuven Measurements and Systems International NV BE Luleå tekniska universitet (LTU) SE Messier-Dowty Ltd. UK MSC Software GmbH DE MTU Aero Engines GmbH DE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL National Technical University of Athens (NTUA) EL Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Politecnico di Milano IT Politecnico di Torino IT The Queen’s University of Belfast UK Rolls-Royce Deutschland Ltd. & Co. KG DE Rolls-Royce plc UK SAMTECH S.A. BE SAFRAN S.A. FR Techspace Aero S.A. BE THALES Avionics S.A FR Turbomeca S.A. FR University of Manchester Institute of Science & Technology (UMIST) UK Instituto de Desenvolvimento de Novas Technologias PT Cranfield University UK University of Nottingham UK Technische Universität Hamburg - Harburg (TUHH) DE University of Warwick UK Volvo Aero Corporation AB SE Xerox Italia S.p.A. IT CIMPA GmbH DE Esoce.net IT INBIS Ltd. UK ARTTIC FR Intespace FR IberEspacio ES Teuchos S.A.S. FR PC Software Dr. Joachim Kurzke DE OKTAL S.A. FR Dassault Data Services FR Université Paul Sabatier – Toulouse III FR

35 Strengthening Competitiveness

DESIDER Detached Eddy Simulation for Industrial Aerodynamics Background – To facilitate co-operation between the The DESider project is motivated by the European industries, research estab- increasing demand of the European aero- lishments and universities and to fos- space industries to improve analysis on ter co-operation between the different turbulent, unsteady aerodynamic fl ows industries (as there are airframe, turbo- exhibiting massive separation. However, machinery, helicopters and power gen- for complex, turbulent separated fl ows, eration, as well as turbo-engines and RANS modelling has proved to be a ground transportation) with the help of poorly adapted approach. While LES has an ‘observer group’. shown viable capabilities of resolving the Description of work fl ow structures, it is too costly to be used at present in aeronautical applications. Work in the DESider project has been To close the gap between RANS and split into four Work Packages: LES, hybrid RANS-LES methods will be Work package 1: ‘General management’ investigated, among which the so-called is dedicated to the overall manage- detached eddy simulation (DES) serves ment of the project. Coordination work as a basis. includes the set-up of a project website Project objectives and web-server, http://cfd.me.umist. ac.uk/desider/ with a public part that is Based on the previously developed DES not password protected and which pro- approach, the objectives are: vides a more elaborate overview about – To investigate and develop advanced the DESider project. modelling approaches for unsteady fl ow simulations as a compromise between Work package 2: ‘Experiments’ is assem- URANS and LES, which are able to bled around available experimental produce LES-comparable results for results and will be fi nished around the real aeronautical applications, yet with end of the second year of the project. less costly computational resources Although test cases have been defi ned compared to LES for an employment in at the start they are going to be adjusted industrial design environments. during the course of the project. More- – To demonstrate capabilities of hybrid over, a new experiment will be carried out RANS-LES approaches in solving – a channel bump – that can be used for industrially relevant applications with a validating the hybrid RANS-LES meth- focus on aerodynamic fl ows character- ods that will be investigated. The set-up ised by separation, wakes, vortex inter- of these measurements was conducted action and buffeting, i.e. all fl ows which by CFD computations in order to ensure are inherently unsteady. that the experimental results will exhibit – To investigate further that RANS- all fl ow-specifi c data needed for a proper LES methods can be well applied validation of the highly sophisticated CFD to multidisciplinary topics as there methods. A specifi c post-processing will are aero-acoustics (noise reduc- be carried out to extract typical structures tion) and aero-elastics (reduced A/C from the measurement data. weight, unsteady loads, fatigue issues, Work package 3: ‘Modelling’ is a major improved A/C safety), improving this as task as it is needed to overcome current a cost-effective design.

36 Strengthening Competitiveness

weaknesses in the different approaches, order to demonstrate how methods and i.e. to improve both the predictive accu- approaches can offer improved prediction racy and code robustness to make sure capabilities for the structural behaviour that industrially relevant tools are avail- (safety aspect) and noise propagation able at the end of the project. (environmental aspect).

Work package 4: ‘Applications’ is split Expected results into two main tasks dealing with ‘pure’ aerodynamics and with multidisciplinary Advanced URANS and hybrid RANS- topics. In the aerodynamics task, work LES methodologies will be improved started with investigations on so-called and their implementation in industrial ‘underlying fl ow regime’ cases, and approaches facilitated. Based on modi- is followed by ‘real-world’ application fi cation of turbulence scales in respect challenges. It will be fi nished with an of fl ow unsteadiness, the theoretical assessment of URANS, LES and hybrid approaches are going to be validated by RANS-LES methods to demonstrate the detailed physical experiments. Moreover, successful outcome, as well as to show as improved aerodynamics results will ways for both improvements and exploi- directly infl uence the accuracy of multi- tation of the approaches used. Work on disciplinary industrial challenges, non- the aero-elasticity as well as the aero- linear aero-elasticity and aero-acoustics acoustic tasks have been started at problems will be treated, fostering the beginning of the second year. Both the predictive capabilities in CFD and applications are of much interest in improving industrial design processes.

37 Acronym: DESIDER Contract No.: AST3-CT-2003-502842 Instrument: Specific Targeted Research Project Total Costs: €5 395 105 EU contribution: €3 170 548 Starting date: 01/01/2004 Duration: 36 months Website: http://cfd.me.umist.ac.uk/desider/ Coordinator: EADS Military Aircraft MT63, Build. 70.N DE-81663 München Contact: Werner Haase Tel: +49 89 607 24457 Fax: +49 89 607 29766 E-mail: [email protected] EC Officer: Andrzej Podsadowski Tel: +32 2 298 0433 Fax: +32 2 296 6757 E-mail: [email protected] Partners: EADS Deutschland GmbH - Military Aircraft DE Alenia Aeronautica S.p.A. IT AEA Technology GmbH DE Chalmers Tekniska Högskola AB SE Dassault Aviation S.A. FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Eurocopter Deutschland GmbH DE Electricité de France FR Swedish Defence Research Agency (FOI) SE Imperial College London UK Institut National Polytechnique de Toulouse FR Centre National de la Recherche Scientifique (CNRS) FR Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL New Technologies and Services RU Numerical Mechanics Applications International S.A. (NUMECA) BE Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Technische Universität Berlin (TUB) DE University of Manchester Institute of Science & Technology (UMIST) UK

38 Strengthening Competitiveness

EUROLIFT II European High Lift Programme II

Background installation of a pylon mounted nacelle with the high-lift system. This cov- The European high-lift project EUROLIFT ers a detailed understanding of vortex II started in January 2004 under the coor- dominated aerodynamic effects as well dination of DLR as a STReP of the 6th EU as their impact on the aerodynamic Framework Programme. The project performance. For this purpose, state- continues the successful work of its of-the-art RANS methods (Reynolds- predecessor project, EUROLIFT I, under averaged Navier-Stokes), and the wind the leadership of Airbus-Deutschland. tunnels ETW (European Transonic Wind In view of the realisation of the demand- Tunnel) and LSWT (Low Speed Wind ing targets of the European Vision 2020, Tunnel) of Airbus-Deutschland will be high-lift systems will deliver a substan- used. tial contribution in making the aircraft – Specifi cation of progressive high-lift system more effi cient and environmen- systems, including numerical as well tally friendly. Corresponding potentials of as experimental demonstration. the high-lift system are the aerodynamic effi ciency increase with reduced mainte- Description of the work nance effort, the development of more effi cient theoretical and experimental The EUROLIFT II project is sub-divided methods for the industrial design pro- into three Work Packages. Work Pack- cess, and the reduction of noise emission age1 is devoted to Improved Validation during the take-off and landing phases based on EUROLIFT I data. The activi- by advanced high-lift concepts. ties in Work Package1 address three major research areas: model deforma- Project objectives tion and installation effects, boundary layer and transition impact, and the To achieve the aforementioned targets, study of fl ap setting and modifi cation advanced numerical and experimental effects. All activities are purely numeri- methods are necessary, which have to be cal using advanced RANS solvers and thoroughly validated with respect to the existing numerical data of the EURO- special requirements of high-lift fl ows LIFT I project. Important open questions, and confi gurations. With the support which arose throughout EUROLIFT I, are of EUROLIFT II, these methods and the addressed, such as the infl uence of the physical understanding of the dominant model-peniche , of the wind tunnel walls aerodynamic phenomena will mature to or of externally attached pressure tube a level, which enables the solution of the bundles on high lift performance. envisaged overall requirements for high- lift systems. Work package 2 is devoted to research on ‘Realistic High-Lift Confi gurations’ The following direct objectives have been and is also subdivided into three tasks: set: Realistic High Lift Confi gurations, – Validation of numerical methods for Advanced High Lift Design and Novel the exact prediction of the aerodynam- Devices for Flow Control. The fi rst task ics of a complete aircraft in high-lift covers the wind tunnel tests of the step- confi guration at fl ight Re-numbers up wise modifi ed KY3H confi guration for low to maximum lift. and high Re-No. conditions. Complexity – Numerical and experimental analysis stage I is based on the original EURO- of the physical interaction due to the LIFT I confi guration but equipped with a

39 realistic span-wise gap at the fuselage/ is subdivided into three tasks: transi- slat junction. This configuration requires tion prediction, numerical methods, the manufacture of a new inboard slat experimental transition and deforma- including the onglet and the slat horn. In tion measurements. The major focus is configuration stage II, a pylon-mounted on the improvement of the numerical nacelle is added requiring the slat to simulation tools with respect to transi- have a cut out in the area of the pylon. tion prediction, physical modelling of The through-flow-nacelle with core- turbulence, and efficient grid genera- body and the pylon are designed and tion strategies. In parallel, an improve- manufactured within the project. The ment of experimental methods for the most realistic but also most complex application under cryogenic conditions configuration represents stage III, which is scheduled. These methods will be fur- is based on stage II but includes strakes ther developed, implemented and tested attached on the outer nacelle surface. throughout the project’s cryogenic test All stages will be tested in the LSWT as campaigns in Work Package 2 well as the ETW wind tunnel. In parallel, extensive numerical computations, using Expected results state-of-the-art RANS methods, will be The expected major achievement of performed on all three stages and com- EUROLIFT II will be a high quality vali- pared in detail to the experimental data. dation database for full aircraft high lift During the second task, an advanced configurations, covering a large Re-No . flap for improved take-off performance range from 1.3 million up to 20 million. will be designed using numerical optimi- These validation data are directly used to sation methods. The final design will be assess the potential and shortcomings manufactured and mounted on the KH3Y of the numerical methods to increase model. Then the aerodynamic potential the level of reliability of high lift simula- of the new flap concept will be verified tion. As a step beyond pure analysis, an in a special devoted ETW test campaign. assessment of the potential of advanced During the third task, novel devices for optimised high-lift systems as a mean to flow separation control aiming on a slat- meet future aircraft design challenges less wing will be analysed, supported by is carried out. Finally, the aerodynamic corresponding wind tunnel test in the potential of new high-lift solutions on the low speed facility of Airbus-UK. leading and trailing edge are investigated The third Work Package is devoted to and demonstrated. methods and tools. This Work Package

Acronym: EUROLIFT II Contract No.: AST3-CT-2004-502896 Instrument: Specific Targeted Research Project Total Costs: €7 326 041 EU Contribution: €3 738 542 Starting Date: 01/01/2004 Duration: 36 months Website: www.eurolift.net Coordinator: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) Institute of Aerodynamics and Flow Technology Lilienthalplatz 7 DE-38108 Braunschweig

40 Contact: Ralf Rudnik Tel: +49 531 295 2410 Fax: +49 531 295 2320 E-mail: [email protected] EC Officer: Andrzej Podsadowski Tel: +32 2 298 0433 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Airbus Deutschland GmbH DE Airbus France S.A.S. FR Airbus UK Ltd. UK Alenia Aeronautica S.p.A. IT Icaros Computing Ltd. EL Dassault Aviation S.A. FR Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT European Transonic Windtunnel GmbH (ETW) DE IBK Ingenieurbüro Dr. Kretschmar DE Instituto Nacional de Técnica Aeroespacial (INTA) ES Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Swedish Defence Research Agency (FOI) SE

The state-of-the-art CFD methods used to predict flow over complete high-lift configurations are being validated against wind-tunnel data in the EUROLIFT II project.

41 Strengthening Competitiveness

EWA European Windtunnel Association Background nologies with a management structure The initial dialogue between several and a joint programme of activities. In a four-step progressive approach (Prepa- European wind tunnel operators and ration, Harmonisation, Implementation, research organisations regarding the and Presentation of Integration) over concept of a Network of Excellence a period of fi ve years, it will integrate started in December 2002. This initia- and strengthen European aeronautical tive was based on the view that building research by building lasting relation- long-term, formal relationships between ships and interdependencies between the research capacities of 14 member the major European wind tunnels for organisations from eight European coun- aeronautical applications and develop- tries, including three industrial organi- ers of advanced measuring technologies sations, three commercial wind tunnel for aeronautical applications. Thus, EWA operators, seven research organisations will be able to provide research institutes and one organisation for post-doctoral and the aerospace industry with a com- education, would provide direct techni- prehensive and harmonised set of better cal and scientifi c synergy effects and and extended services with full cover- improvements in competitiveness. age of their possible needs. The network Project objectives will also establish close links to leading European universities in the fi eld of aero- The goal of the European Windtunnel nautics in order to provide a fast transfer Association (EWA) is to form a Network of of new ideas. The benefi ts achieved by Excellence for aeronautical applications the co-operation activities will be dis- and related advanced measuring tech- seminated to industrial end-users inside

ONERA S1 subsonic/ sonic wind-tunnel at Modane-Avrieux, France

42 and outside of the association by means and technical evaluation of measure- of an exchange of personnel, workshops ment techniques and facilities. The most and presentations of advanced measure- prominent intent is to develop and har- ment technologies performed in indus- monise wind tunnel test techniques and trial wind tunnels. standards in order to facilitate the exe- Description of the work cution of commercial and/or co-opera- tive test programmes and the exchange The EWA project went live in April 2004. of wind tunnel data. The first 18 months of the Joint Pro- Work Package 3: Spreading of excellence gramme of Activities comprised the activities covers one of the key objectives whole 12 months of Phase 1, Prepa- of EWA. The impact obtained from this co- ration of Integration, and the first six operative network is turned into a com- months of Phase 2, Harmonisation of mon benefit for partners of the network Integration. The planned activities within and the European industry. Promotion this period primarily cover information of advanced measurement technologies exchanges about available resources, through workshops and presentations current interests, benchmarking of of these techniques is accompanied by existing resources, identification of learning activities and training (including missing resources, building a road map the exchange of personnel) of wind tun- to close any such gaps, and performing nel engineers. co-operative actions to improve mutual understanding and confidence-building Work Package 4: Management activi- measures. These activities are necessary ties are, besides their obvious intent, and crucial for shaping EWA as a long dedicated to the promotion of gender lasting co-operation between partners equality within the network and human coming from different cultures, who may relationships among the partners across have previously been competitors, within Europe. the narrow confines of the wind tunnel Expected results test market. EWA activities are currently organised in four Work Packages. The expected outcome of EWA as a whole will be to integrate and strengthen Euro- Work Package 1: Integrating activities is pean aeronautical research by building initially dedicated to the identification of lasting relationships and inter-depen- test technique developments perceived dencies between the major European by the EWA partners as a requirement to wind tunnel operators and developers of satisfy customers’ future needs. Armed advanced measuring technologies. The with this list of technology topics nec- partnership will be able to offer a har- essary to achieve our future vision, the monised and extended set of services to partners will identify which particular researchers and the global aerospace topics are appropriate for them to co- industry. EWA will also enable research- operate on. ers to bring new experimental tech- Work Package 2: Advanced wind tunnel niques into operation in industrial wind testing is focused on the development tunnels much faster than in the past.

Acronym: EWA Contract No.: ANE3-CT-2004-502889 Instrument: Network of Excellence Total Cost: €7 500 000 EU Contribution: €7 500 000 Starting Date: 01/04/2004 Duration: 60 months

43 EADS MAKO model in test section of DNW-HST, pressure distribution measured by means of pressure sensitive paint (PSP) on the model surface.

Website: www.eu-ewa.aero Coordinator: Deutsches Zentrum für Luft- und Raumfahrt e. V. (DLR) Institute of Aerodynamics and Flow Technology Bunsenstrasse 10 DE-37073 Göttingen Contact: Jürgen Kompenhans Tel: +49 551 709 2460 Fax: +49 551 709 2830 E-mail: [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Deutsches Zentrum für Luft- und Raumfahrt e. V. (DLR) DE German - Dutch Wind Tunnels (DNW) NL Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT Swedish Defence Research Agency (FOI) SE Airbus Deutschland GmbH DE Aircraft Research Association Ltd. UK European Transonic Windtunnel GmbH (ETW) DE BAE SYSTEMS (Operations) Ltd. UK QinetiQ Ltd. UK Vyzkumny a Zkusebni Letecky Ustav, A.S. (VZLU) CZ Airbus UK Ltd. UK Von Karman Institute for Fluid Dynamics (VKI) BE

44 Strengthening Competitiveness

FLIRET Flight Reynolds Number Testing Background Description of the work FLIRET is closely related to aerodynam- Specialists from 16 partners in seven ics and the wind tunnel testing of aircraft European countries are participating models, which has to guarantee a maxi- in FLIRET. The spectrum ranges from mum of similarity to the fl ying aircraft. model design and manufacture to wind Only pressurised cryogenic wind tunnels tunnel testing. The application of fl uid can perform tests at Reynolds numbers, dynamic design tools for optimisation needed for a medium or large-sized air- purposes of supports and of advanced craft. In contrast to conventional wind CFD is included in the work share to tunnels, they provide complete dynamic get the full benefi t of all relevant disci- similarity to the fl ying aircraft. This type plines. of testing still needs to be improved to get The work is done in four Work Packages. the full benefi t of the new technology. Work Package 1 is the most important Project objectives one. It is based on a support development FLIRET’s objective is to improve the strategy, which will provide improved accuracy of performance measure- supports for different test cases and ments at fl ight Reynolds numbers in model types. cryogenic wind tunnels. The project Work Package 2 is devoted to high-speed focuses intentionally on model mounting buffet onset and model vibrations for techniques under cryogenic conditions. complete models. Again, CFD specialists Model mounting devices have a signifi - are strongly involved, to contribute to the cant infl uence on high Reynolds number testing process and to validate their tools performance measurements, which are for this class of test problems. currently compensated by empirical cor- Special low-speed problems (related rection methods. to take-off and landing of aircraft) are As far as the aircraft wing is concerned, solved in Work Package 3 for half mod- testing at the fl ight Reynolds number els. Clear recommendations concerning provides the opportunity to reduce the model roughness are expected in task 3.1 weight of the wing as the profi le thick- reducing costs and avoiding erroneous ness can be increased at the rear spar effects on fl ow similarity and accuracy position, due to the thinner boundary of wind tunnel data. Task 3.2 will clarify layer and its high potential to act against special wall effects in cryogenic wind adverse pressure gradients. The profi les tunnels to ensure the consistency of half can be optimised and tested in the Re- and complete model results under these range occurring for the aircraft. There is special conditions. no need to design wings for lower Reyn- olds numbers because of the constraints Work Package 4 provides the fi nal analy- of conventional wind tunnels. sis and integration of all results. FLIRET will provide the missing links for Expected results industrial use of cryogenic testing. This FLIRET will provide improved tools to includes contributions to special prob- increase the accuracy of cryogenic test- lems for complete and half-model test- ing and to reduce test times. Both are ing, and the interactive use of advanced necessary for an industrial use of cryo- CFD tools for cryogenic testing. genic testing in the European aircraft industry.

45 Based on the expected results, a new make full use of the dynamically similar wind tunnel strategy is under develop- simulations of aircraft offered by cryo- ment allowing a high Reynolds number genic testing, leading to reduced wing design of new aircraft. This strategy can weights and fuel consumption.

Acronym: FLIRET Contract No.: AST4-516118 Instrument: Specific Targeted Research Project Total Cost: €7 750 806 EU Contribution: €4 249 999 Starting Date: 01/02/2005 Duration: 36 months Website: www.fliret.net Coordinator: Airbus Deutschland GbmH Department EGXG Hünefeldstraße 1-5 DE–28199 Bremen Contact: Winfried Kühn Tel: +49 421 538 2778 Fax: +49 421 538 5034 E-mail: [email protected] EC Officer: Andrzej Podsadowski Tel: +32 2 298 0433 Fax: +32 2 296 6757 E-mail : [email protected] Partners: Airbus Deutschland GmbH DE Airbus France S.A.S. FR Airbus UK Ltd. UK Airbus España S.L. ES Aircraft Research Association Ltd. UK Dassault Aviation S.A. FR Deharde Maschinenbau H. Hoffman GmbH DE Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE European Transonic Windtunnel GmbH (ETW) DE IBK Ingenieurbüro Dr. Kretschmar DE Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Central Aerohydrodynamic Institute (TsAGI) RU Helsinki University of Technology FI Szewalski Institute of Fluid Flow Machinery PL Technische Universität Berlin (TUB) DE Universität Stuttgart DE

46 Strengthening Competitiveness

ATENAA Advanced Technologies for Networking in Avionic Applications Background The fi nal objective is to evaluate the Communications, navigation and sur- overall performance and defi ne a com- veillance services in the future avionics mon baseline for the future demonstra- network will refl ect signifi cant advances tion and implementation of the avionic in technology and capability and in the network. distribution of responsibilities for air Description of work traffi c management. The technical work of the ATENAA proj- Digital communications, which are the ect is subdivided into three main Work basis of the Personal Communication Packages. and In-Flight Entertainment in aeronau- The fi rst Work Package investigates the tics, will be the cornerstone of the next possible use of Mobile Ad Hoc network- generation’s systems aimed at increas- ing to present a complete communica- ing transportation access and mobility, tions package that will serve current and alleviating current airspace-capacity future avionics applications. Initially the saturation. The implementation of these Avionic Network concept will be intro- emerging technologies presents a con- duced and an assessment of the present siderable challenge, which the ATENAA communication systems’ performance project aims to meet. will be made. After that, possible opera- Project objectives tional scenarios will be assessed and the related requirements for the net- The ATENAA project will investigate the work will be established. MANET routing possible use of Mobile Ad-Hoc Network- protocols will then be investigated and ing, Optical and Ka-band broadband simulated, to select those that best apply communications as the emerging tech- to an aeronautical environment. Finally, nologies within the context of a unifi ed the work will focus on security aspects. communication environment, which will Earlier analysis will be integrated with be able to serve all future aviation needs, such considerations and the results will providing high quality services. be evaluated through simulation. The objectives, which ATENAA has to Work Package 2 is dedicated to develop- accomplish, begin with the defi nition of ing Ka-band transceiver technologies for the concept of a future networked avionic avionic use. The work will initially focus environment including moving platforms on the RF system requirements defi ni- (aircraft and satellites), ground infra- tion. The system’s overall architecture structures, and the related users and and the subsystems’ specifi cations will communication systems. be also defi ned based on the above anal- Within such a framework, the identifi ed ysis. The second point of interest is the emerging technologies are assessed development of Ka-band antennas. Two against their applicability in the reali- antennas will be considered: a receiving sation of broadband communication antenna (RX) in the range of 20 GHz and systems for the avionic-networked envi- a transmitting antenna in the range of 30 ronment. Testing and validation of these GHz (TX). Additionally a Ka band phase emerging HW and SW technologies are shifter for the RX antenna will be studied, performed against a common set of ser- simulated, developed and tested. Lastly, vice requirements. the array antenna will be integrated and

47 tested. All the characteristics param- A final Work Package will see to the eters will be measured in an antenna evaluation of project results and the dis- test range at the SATCOM Ka operational semination and exploitation of project frequencies. accomplishments. The third Work Package is aimed at Expected Results investigating the technologies capable The expected results of the ATENAA of increasing the network data through- project are the assessment of MANET, put by implementing links at optical Optical and Ka-Band broadband commu- wavelengths. Initially an analysis will be nications as key emerging technologies performed and special attention will be within the context of a future aeronau- paid to evaluating source safety, achiev- tical network. Such a network will be able data rates and operational range, able to provide high-quality services to as well as to the technologies needed the future avionics community. This will to collimate and maintain the pointing include enhanced flight safety, improve- of an optical beam when the transmitter ment of the crisis management capabil- and/or the receiver are installed onto a ity, air traffic management capability, moving platform. Then the work will be and the increase of the quality of all further subdivided into outer links and onboard available services (both ATM- inner links. In both cases, requirements and passenger-related ones). will be defined and laboratory tests will be performed.

48 Acronym: ATENAA Contract No.: AST3-CT-2004-502843 Instrument: Specific Targeted Research Project Total Cost: €5 416 907 EU Contribution: €3 040 000 Starting Date: 01/07/2004 Duration: 33 months Coordinator: Selex Communications S.p.A. Via Pieragostini, 80 IT-16151 Genova Contact: Stefano Baiotti Tel: +39 010 614 4484 Fax: +39 010 6093 3104 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Selex Communications S.p.A. IT Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE EADS Deutschland GmbH DE IN.SI.S. S.r.l. IT Technological Educational Institute of Piraeus EL THALES Avionics S.A. FR THALES Communications S.A. FR

49 Strengthening Competitiveness

GOAHEAD Generation of Advanced Helicopter Experimental Aerodynamic Database for CFD Code Validation

Background Description of the work During the last ten years, considerable The project will have a four-year duration progress has been made in developing and will consist of fi ve Work Packages. In aerodynamic prediction capabilities for Work Package 1 the detailed specifi ca- isolated helicopter components. This tions of the test matrix for the wind tunnel progress has been made possible due experiment and the CFD evaluation and to the co-operations that were partly validation task will be elaborated. Work funded by European research projects. Package 2 is the CFD Work Package in Today, cutting-edge CFD codes are avail- which existing CFD codes will be applied able that are capable of predicting the to complete helicopter confi gurations in viscous fl ow around main rotor-fuse- a blind-test and a post-test exercise. The lage confi gurations. The greatest short- wind tunnel experiments will be carried coming for qualifying these methods as out in Work Package 3. The confi guration design tools in the industrial design pro- to be investigated in the DNW LLF will be cess is the lack of detailed experimental a Mach-scaled model of a modern trans- validation data for complete helicopters. port helicopter consisting of the main Project objectives rotor (R=2.1m), the fuselage (including all control surfaces) and the tail rotor. In The main objectives of GOAHEAD are: order to keep the costs of the experimen- – To enhance the aerodynamic predic- tal campaign as low as possible, existing tion capabilities of Europe’s helicopter components will be reused. This will industry with regard to complete heli- mean that the test confi guration is not a copter confi gurations. scaled model for an existing helicopter, – To create an experimental database but this is not important because the aim for validation of 3D unsteady Reynolds- is to produce data for CFD validation for averaged Navier-Stokes (URANS) CFD any realistic confi guration. The experi- methods for unsteady viscous fl ows, mental set-up will be tailored to serve including rotor dynamics for complete the needs of the aerodynamic valida- helicopter confi gurations (main rotor- tion for methods based on the unsteady fuselage-tail rotor), with emphasis on Reynolds-averaged Navier-Stokes equa- viscous phenomena like fl ow separa- tions. Therefore, the 6m x 8m closed test tion and transition from laminar to tur- section will be used. Velocity profi les bulent fl ow. and the turbulent kinetic energy will be – To evaluate and validate Europe’s measured at the infl ow plane in order most elaborate URANS solvers for to defi ne accurate boundary conditions the prediction of viscous fl ow around in the CFD simulations. The measure- a complete helicopter, including fl uid- ment will comprise global forces of the structure coupling. main rotor and the fuselage, steady and – To establish best practice guidelines for unsteady pressures, transition positions, the numerical simulation of the viscous stream lines, position of fl ow separation, fl ow around helicopter confi gurations. velocity fi elds in the wake, vortex trajec- tories and elastic deformations of the

50 main and tail rotor blades. The data will complete helicopter, the report on the be used in Work Package 4 for the valida- evaluation of the existing CFD URANS tion of the CFD methods. Work Package methods for complete helicopters, the 4 will establish best practice guidelines report on the post-test computations for the URANS simulation of complete and the best practice guidelines for the helicopter configurations. Work Pack- application of URANS methods. Since age 5 concerns itself with project man- all European helicopter manufactur- agement and will be responsible for the ers apply CFD methods that have been project exploitation. and are being developed by one of the research centres or universities of the Expected results GOAHEAD consortium, the validation The main deliverables will be the deeply of these URANS methods will directly analysed experimental database for the improve the industrial design processes.

GOAHEAD aims to validate URANS CFD codes for complete modern transport helicopter configurations.

51 Acronym: GOAHEAD Contract No.: AST4-CT-2005-516074 Instrument: Specific Targeted Research Project Total Cost: €4 975 808 EU Contribution: €2 999 152 Starting Date: 1/7/2005 Duration: 48 months Coordinator: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) Institute of Aerodynamic and Flow Technology Lilienthalplatz 7 DE-38108 Braunschweig Contact: Klausdieter Pahlke Tel: +49 531 295 2630 Fax: +49 531 295 2914 E-mail: [email protected] EC-Officer: Per Kruppa Tel: +32 2 296 5820 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Eurocopter Deutschland GmbH DE Eurocopter S.A.S. FR Agusta S.p.A. IT Westland Helicopters Ltd. UK Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT Foundation for Research and Technology Hellas EL Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL University of Glasgow UK Cranfield University UK Politecnico di Milano IT Universität Stuttgart DE Aktiv Sensor GmbH DE

52 Strengthening Competitiveness

AeroSME V Support for European Aeronautical SMEs Background Description of the work The project addresses the needs of AeroSME is coordinated by ASD, the aeronautical SMEs, which showed a AeroSpace and Defence Industries Asso- low participation in previous framework ciation of Europe (formerly AECMA), programmes. At the instigation of the which represents the aerospace indus- industry and with the active support of try in Europe in all matters of common the EC, the AeroSME project was started interest. Due to the privileged commu- to address this issue. AeroSME informs nication channels with large companies and supports SMEs interested in joining (represented in the Industrial Manage- European technology projects. It is in the ment Groups – IMG4), research estab- interest of SMEs, the Aeronautics indus- lishments, universities, national and try and the EU to support smaller enter- regional associations, AeroSME provides prises since their economic and strategic a proactive interface between SMEs and importance is well recognised. aeronautics-related bodies and rep- Project objectives resents a point of reference for SME issues. The coverage of all 32 countries 1. To support aeronautical SMEs in associated with FP6 ensures a truly pan- advancing their technology base and European approach. their competitiveness through par- Through tailored services such as the ticipation in European R&T projects to helpdesk, the website, the SME data- improve and maintain the competitive- base and the newsletters, the project ness of the European aeronautical sup- improves the communication within the ply chain. aerospace industry and provides SMEs 2. To promote SME participation in the with the information and individual con- Sixth Framework Programme (FP6) sulting support that is required. Specifi c calls by providing the necessary sup- actions are undertaken in co-operation porting and information services. with IMG4 to facilitate the integration 3. To stimulate international co-operation of SMEs in IPs and the set up of SME- by supporting and coordinating a reli- led STREPs. Workshops for aeronautic able network between SMEs, industry, SMEs are organised to raise awareness research institutes, universities and on European research issues and the other entities. industry’s future needs, as well as facili- 4. To support the aerospace sector of tating contacts with large companies the new Member States in joining the in the supply chain. A very pro-active European aerospace community. approach is applied in the new Member 5. To stimulate the exchange of infor- States and Candidate Countries. Finally, mation and views among the various AeroSME, based on an analysis of the tiers of the supply chain by providing a SME role in FP6 projects, provides an communication platform, not only for overview of SME research needs and SMEs but also for large enterprises an evaluation of the FP6 instruments in and research organisations which usu- order to propose recommendations and ally have little direct access to the SME guidelines for future actions. community. This will facilitate the dis- semination and exploitation of the proj- ect results.

53 Expected results approach that is not linked to national or Along with other EC supporting actions, commercial interests. The relationship AeroSME will aim to increase the per- with IMG4 will facilitate the access of centage participation of SMEs in FP6. It SMEs to information on research strat- will provide a ‘one stop shop’ for inqui- egies and proposal preparation activi- ries on both EU research and supply ties, which are not usually available to chain issues, also ensuring an impartial smaller companies.

Acronym: AeroSME V Contract No.: ASA3-CT-2004-511045 Total Cost: €827 620 EU Contribution: €827 620 Starting Date: 01/10/2004 Duration: 24 months Website: www.aerosme.com Coordinator: ASD – AeroSpace and Defence Industries Association of Europe Gulledelle 94-b.5 BE-1200 Brussels Contact: Ms Paola Chiarini Tel.: +32 2 775 8298 Fax: +32 2 763 3565 E-mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected]

54 Strengthening Competitiveness

REMFI Rear Fuselage and Empennage Flow Investigation Background – enhance the current scaling method- It is well known that business needs ologies to fl ight conditions are placing an ever-increasing demand – reduce fuel burn (a positive effect on on the aeronautics industry to develop energy saving and reduction of emis- and manufacture aircraft at lower costs, sions to the environment) with improved fl ight capabilities and a – provide novel design concepts for inte- reduced impact on the environment. grated fuselage/empennage designs Research efforts towards an improved with regard to signifi cant interaction understanding of the fl ow physics around between rear fuselage and belly fairing fuselage/tail combinations remain – shorten the design cycle by reducing limited. However, a successful design the cost of the aerodynamic design of approach towards the development of tail and fuselage; reduce the mainte- modern transport aircraft has to include nance costs. the empennage as well. Performance Description of work guarantees for future aircraft have to be The REMFI project is structured in four granted earlier and with higher accuracy complementary technical Work Pack- compared with former developments. ages plus one project management Project objectives Work Package: Project Management and In order to cope with the current aeronau- Coordination; Empennage improved con- tics industrial needs, which are different trol surfaces effi ciency; Sting mounting from what was relevant in the past, a new arrangement interference investigation; integrative approach is proposed, closing Experimental verifi cation study; Inno- the gap between the current classical vative integrated fuselage and empen- and the possible future unconventional nage designs. These Work Packages empennage design. This can be achieved represent a major path each with either by bringing the current tail design to its numerical or experimental test tech- utmost level of optimised performance nology, or both activities. They contain with highly effi cient empennage control a number of tasks and sub-tasks that surfaces. Thus, the improvements to be refl ect the logical phases of the project achieved by REMFI focus on three main contents. Combined, the technical Work aspects: the enhanced understanding of Packages contain all the theoretical and the tail fl ow physics, improved computa- experimental research activities nec- tional predictions for fuselage/tail design essary for the successful qualifi cation and analysis, and improved experimental of state-of-the-art simulation tools to capabilities and measuring techniques achieve the anticipated design capa- for tail fl ows. These aim at providing the bility, in support of improved rear-end means to: confi gurations: precise numerical simu- lation of tail-specifi c fl ow phenomena – increase the empennage aerodynamic for full-scale aircraft on the basis of the effi ciency and reduce loads CFD tools currently used for the aero- – improve empennage performance dynamic design of wings at their design and weight for optimised gap effects, conditions; experimental verifi cation including Reynolds number effects study by means of high-resolution test – investigate sting mounting effects on data, including data at full-scale fl ight empennage wind tunnel measure- conditions; tail-orientated improvement ments;

55 of wind tunnel measurement and test- understanding of split gap and twin- ing techniques; integrated fuselage and sting mount arrangement effects on the empennage designs. empennage measurement accuracy Expected Results – comprehensive set of tail-specific data for advanced aircraft type configura- The following major achievements are tions containing detailed flow field expected: information up to full-scale Reynolds – fully optimised empennage design with numbers highly efficient control surfaces with – improved knowledge on scale effects respect to elevator / rudder fuselage up to true flight Reynolds numbers gaps and transition effects on empen- – new and innovative designs for inte- nage performance (efficiency and hinge grated fuselage and empennage moments) including belly fairing. – improved live-rear-end measuring techniques, including comprehensive

Acronym: REMFI Contract No.: AST3-CT-2004-502895 Instrument: Specific Targeted Research Project Total Cost: €6 366 204 EU Contribution: €3 514 683 Starting Date: 01/03/2004 Duration: 36 months Website: www.cimne.com/remfi

56 Coordinator: Airbus España S.L. (AI-E) Av. John Lennon, S/N ES-28906 Getafe Madrid Contact: Adel Abbas / João Dias Tel: +34 91 624 1445 / 3279 Fax: +34 91 624 3260 E-mail: [email protected] / [email protected] EC Officer: Andrzej Podsadowski Tel: +32 2 298 0433 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Airbus España S.L. ES Airbus Deutschland GmbH DE Airbus France S.A.S. FR Dassault Aviation S.A. FR Aircraft Research Association Ltd. UK Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Swedish Defence Research Agency (FOI) SE Instituto Nacional de Técnica Aeroespacial (INTA) ES Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Centre Internacional de Mètodes Numèrics en Enginyeria ES European Transonic Windtunnel GmbH (ETW) DE Universidad Politécnica de Madrid ES Kungliga Tekniska Högskolan (KTH) SE Technische Universität Berlin (TUB) DE Technische Universität Braunschweig DE Rheinisch-Westfälische Technische Hochschule Aachen DE

57 Strengthening Competitiveness

SUPERTRAC Supersonic Transition Control

Background tative defi nition of the objectives, as well Reducing the extent of turbulent fl ow by as the preliminary defi nition of a fully 3D delaying laminar-turbulent transition wing, which will be used as a reference on an aircraft wing is of considerable shape (‘numerical’ model). practical interest because it reduces the The objective of Work Package 2 is to friction drag. In supersonic fl ow, it also defi ne a simple model (swept wing of contributes towards satisfying the strict constant chord) equipped with micron- requirements on emission and noise. In sized roughness elements and anti-con- this project, fundamental, numerical and tamination devices. This model will be experimental investigations will be car- manufactured and tested in the S2 wind ried out for evaluating the capabilities of tunnel of the Modane-Avrieux ONERA several control techniques on supersonic centre. civil aircraft wings. Work Package 3 will run in parallel with Project objectives Work Package 2. Another swept wing of constant chord, equipped with a suction The general objectives of the SUPER- panel in the leading edge region, will be TRAC project are to explore the pos- designed, manufactured and tested in sibilities of skin friction drag reduction the RWG wind tunnel of DLR Göttingen. on supersonic aircraft wings by delaying Work Package 4 will use the ‘numerical’ laminar-turbulent transition. The fol- model defi ned in Work Package 1. The lowing laminar fl ow techniques will be objectives are i) to numerically inves- tested: tigate the concept of Natural Laminar – micron-sized roughness elements; Flow Control by shape optimisation, ii) to – suction at the wall (Laminar Flow Con- analyse the compatibility of the different trol) control techniques, in particular those of – pressure gradient optimisation (Natu- Work Packages 2 and 3. This will result ral Laminar Flow). in the defi nition of the best compromise In addition, the problem of prevent- for skin friction drag reduction. ing leading edge contamination will be The results of Work Packages 2 to 4 will addressed. be summarised in Work Package 5 by the To support these investigations, three industrial partners, who will provide a models will be used: two ‘physical’ mod- quantifi cation of the benefi ts and recom- els with a simple geometry, which will mendations for practical applicability to be tested in supersonic wind tunnels, future supersonic aircraft wings. and one ‘numerical’ (and more realistic) Work Package 6 is devoted to the manage- model, which will be used for computa- ment and the exploitation of the project. tions only. Expected results Description of the work At the end of the project, much original The project is divided into six Work Pack- information will be available: ages. – Experimental data based on the effects In Work Package 1 (Specifi cations), the of suction, micron-sized roughness ele- industrial partners will provide a quanti- ments and anti-contamination devices

58 – Advanced numerical tools for the design of these control systems – Statements concerning the efficiency of the various control techniques inves- tigated – Definition of the best 3D wing shape and estimation of the benefits.

Acronym: SUPERTRAC Contract No.: AST4-CT-2005-516100 Instrument: Specific Targeted Research Project Total Cost: €2 930 000 EU contribution: €1 600 000 Starting Date: 01/01/2005 Duration: 36 months Website: wwwe.onecert.fr/projets/supertrac Coordinator: Office National d’Etudes et de Recherches Aérospatiales (ONERA) 29, avenue de la Division Leclerc FR-92322, Châtillon Cedex Contact: Daniel Arnal ONERA Centre de Toulouse 2 avenue Edouard Belin, FR-31055 Toulouse Cedex 4 Tel: +33 5 62 25 28 13 Fax: +33 5 62 25 25 83 Email: [email protected] EC Officer: Dietrich Knörzer Tel: + 32 2 296 1607 Fax: + 32 2 296 6757 Email: [email protected] Partners: Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Airbus UK Ltd. UK Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT Dassault Aviation S.A. FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Swedish Defence Research Agency (FOI) SE IBK Ingenieurbüro Dr. Kretzschmar DE Instituto Superior Técnico (IST) PT Kungliga Tekniska Högskolan (KTH) SE

59 Strengthening Competitiveness

TELFONA Testing for Laminar Flow on New Aircraft

Background – Development of technology for wind tunnel testing of hybrid laminar fl ow The 2020 ACARE targets present a chal- control wings. lenge to aircraft manufacturers to reduce CO2 emissions through engine effi ciency Description of the work and aircraft design improvements. A ‘pro-green’ aircraft confi guration has A pathfi nder wing will be designed to been proposed that has a signifi cantly determine the N-factor levels within higher aspect ratio wing and lower wing ETW with the emphasis on cross-fl ow sweep than today’s standard designs. and TS instabilities. The design will This reduction in sweep opens the possi- then be made into a wind tunnel model bility to design a wing for natural laminar with pressure tappings and sensors for fl ow (NLF). Such a wing could enable a transition detection. The ETW test will 20% wing drag reduction in comparison include measurement of boundary layer to today’s designs. data and oncoming fl ow quality. The PETW pilot facility will be used to prove Project objectives the proposed measuring techniques before the wind tunnel model is made. The major objective of TELFONA is the The pathfi nder model will be tested in a development of the capability to predict wide range of conditions to build a large the in-fl ight performance of an NLF air- database of results and these test results craft using wind tunnel tests and CFD will be used to determine the N-factor calculations. characteristics of ETW. The transition A number of supporting objectives have calculations using test data will be com- been defi ned: pared to results from the design phase. Test data will also be used to develop the – Transition prediction tool calibration means of linking the fl ow characteristics for NLF aircraft testing in ETW using a in the wind tunnel with the measured specially designed wind tunnel model. transition behaviour. This activity will – Improvement of transition receptiv- be supported by university wind tunnel ity models using wind tunnel test data tests. Pathfi nder test data will be used to from ETW and small-scale facilities to determine performance-scaling meth- understand better how surface quality ods for NLF aircraft and the design of the and atmospheric conditions infl uence performance wing will use the new cali- transition mechanisms. bration data. The performance wing will – Development of methods for predicting be used to demonstrate NLF drag reduc- the in-fl ight performance of an NLF air- tions and will also be tested in ETW. The craft, including understanding whether range of test conditions of this test will conventional scaling approaches using be reduced compared to the fi rst test and low Reynolds number wind tunnels can will be representative of fl ight conditions. be used. The results from the performance test – Validation of the developed methods will be analysed to validate the N-factor through the design, manufacture and calibration method and the performance test of an NLF wing designed for high scaling methods, and hence provide a performance. validated in-fl ight performance predic-

60 tion for a large NLF aircraft. In addition, methods. The first ‘pathfinder’ model a small activity will be undertaken to will be tested in ETW with the results identify a means of testing a future HLFC being used to calibrate transition predic- suction system. tion methods, and to provide insight into the receptivity problem. The second ‘per- Expected results formance’ model will be designed using The successful completion of the proj- the calibrated methods and will be used ect will result in two wind tunnel model to demonstrate the potential of a large tests and improved transition prediction NLF aircraft.

Acronym: TELFONA Contract No.: AST4-CT-2005-516109 Instrument: Specific Targeted Research Project Total Cost: €5 173 922 EU contribution: €3 025 104 Starting Date: 01/05/2005 Duration: 42 months Coordinator: Airbus UK Limited New Filton House Filton GB-BS99 7AR Bristol Contact: David Sawyers Tel: +44 117 936 3435 Fax: +44 117 936 5161 E-mail: [email protected] EC Officer: Per Kruppa Tel: +32 2 296 5820 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Airbus UK Ltd. UK Airbus Deutschland GmbH DE Airbus España S.L. ES Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE European Transonic Windtunnel GmbH (ETW) DE Swedish Defence Research Agency (FOI) SE Imperial College London UK Instituto Superior Técnico (IST) PT Kungliga Tekniska Högskolan (KTH) SE Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Piaggio Aero Industries S.p.A. IT Technische Universität Berlin (TUB) DE Vyzkumny a Zkusebni Letecky Ustav, A.S. (VZLU) CZ Alma Consulting Group S.A.S. FR

61 Strengthening Competitiveness

UFAST Unsteady Effects of Shock Wave Induced Separation

Background of unsteady interactions.Devices will be used to control large eddies, and include Too little effort has so far been devoted perforated walls, stream-wise vortex to the accurate prediction and control generators, synthetic jets, and magneto- of phenomena associated with unsteady and electro-hydrodynamic actuators shock wave boundary layer interaction (EHD/MHD). problems. Even where advanced CFD techniques have been applied, these deal The second objective deals with appli- mainly with steady fl ow problems and cation of the theoretical methods, modelling is often a simple extrapolation RANS/URANS hybrid RANS-LES and from incompressible/subsonic domains LES approaches, for both improving the to transonic/supersonic fl ow regimes. It understanding of SWBLI as well as the is obvious that there is a lack of under- modelling of fl ow physics. This investi- standing of fl ow physics with respect to gation also includes advanced numerics, unsteady Shock Wave - Boundary Layer as well as advanced modelling strate- Interaction (SWBLI) phenomena, which gies and investigations on the ‘range of clearly underlines the need for specifi c applicability’ for the different methods and appropriate modelling of the fl ow of involved. The outcome of UFAST in this interest and, more importantly, for con- respect will be best-practice guidelines trol technologies capable of reducing of SWBLI problems. any physical risks for aircraft as much as possible. Description of the work

Project Objectives The UFAST project is dedicated to the creation of a pertinent and novel data- The fi rst objective of the UFAST project is base, and is organised around three to provide a comprehensive experimen- typical SWBLI physical phenomena cor- tal database, which will document both responding to different geometries and the low-frequency events and the prop- fl ow confi gurations: transonic interac- erties of the large-scale coherent struc- tions (external fl ows), interaction in tures associated with SWBLI. Currently channels (internal fl ows) and oblique very little experimental information is shock refl ection. All these fl ow cases available, in particular for industrially are studied with the application of the relevant fl ow cases. The fl ow confi gu- same tools, capable of providing the best rations to be measured with and with- understanding of SWBLI physics. Experi- out control will correspond to generic ments will concern plain interaction and geometries that can provide the under- the effect of fl ow control methods. All standing necessary for geometries that measured cases will form the basis for are more complex. The basic test cases theoretical work using the RANS/URANS include airfoils/wings, nozzles, curved approaches to turbulence modelling and ducts/inlets and oblique shock refl ection fi nally the LES and Hybrid RANS-LES i.e. all important fl ow cases governed by techniques. The main goals of the project normal and oblique shocks. This wide are to generate a database of unsteady choice of basic confi gurations is neces- separated SWBLI, provide information sary to determine the general features on the effectiveness of control methods,

62 and to assess the ability of URANS and mation. This close interaction will allow LES to predict these flows. CFD to contribute directly to the prepa- ration of experiments, the selection of The management of the project and its measurement methods and the standar- structure takes account of these objec- disation of results presentation. Mea- tives in order to be highly effective so surements will be directed by predictive the Work Package structure is tool ori- CFD contributions, a new feature of co- entated: operation offered in UFAST. Work Package 2: basic experiments Expected results Work Package 3: experiments with flow control The major outcome of the UFAST proj- ect will be the improvement in physical Work Package 4: CFD – RANS/URANS understanding of all phenomena govern- Work Package 5: CFD Hybrid/LES. ing shock wave/boundary layer interac- tion. New knowledge will be generated Each Work Package is also subdivided concerning unsteady interaction phe- into tasks, reflecting the three physi- nomena, such as coupling between low cal configurations of shock interaction frequency vortex shedding and shock investigated in UFAST. These are, in par- movement or turbulence amplification/ ticular, interaction on a profile, normal decay at the shock wave. A number of shock interaction in a channel and shock important fundamental questions will reflection. be addressed by the project and the The management of the UFAST proj- answers will be of general applicabil- ect is taking particular account of the ity. The results will be presented in the project’s complexity. A special effort is form of a databank. The experimen- directed towards the harmonisation of tal databank will continue to serve the progress across Work Packages in rela- development of new numerical method tion to the investigated flow phenomena. as well as forming a reference for new Special emphasis is placed on enabling measurements, even after UFAST has a significant interchange of results and terminated. The databank comprising ideas between Work Packages. Each CFD results will represent the present Work Package will make a link between state of CFD development, which will be the experiments and CFD, inspiring the a useful example for the demonstration necessary circulation of scientific infor- of future progress.

Acronym: UFAST Proposal No.: AST4-CT-2005-012226 Total Cost: €3 803 803 EU Contribution: €2 400 000 Starting Date: 01/12/2005 Duration: 36 months Coordinator: The Szewalski Institute of Fluid Flow Machinery Polish Academy of Sciences Fiszera 14 PL-08 952 Gdansk

63 Contact: Piotr Doerffer Tel: +48 603 05 2263 Fax: +48 58 341 6144 E-mail: [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Institute of Fluid Flow Machinery (IFFM) PL Centre National de la Recherche Scientifique (CNRS) FR Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR University of Cambridge UK The Queen’s University of Belfast UK Institute of Theoretical and Applied Mechanics (ITAM) RU Technische Universiteit Delft NL Institutul National de Cercetari Aerospatiale ‘’Elie Crafoli’’ RO University of Southampton UK Università degli Studi di Roma ‘La Sapienza’ IT University of Glasgow UK Numerical Mechanics Applications International S.A. (NUMECA) BE Institut National Polytechnique de Toulouse FR Foundation for Research and Technology Hellas EL Ecole Centrale de Lyon FR EADS Deutschland GmbH - Military Aircraft DE Instytut Lotnictwa PL

Schlieren pictures of shock wave

Boundary layer interaction

64 Strengthening Competitiveness

WALLTURB A European Synergy for the Assessment of Wall Turbulence Background Work Package 3 is the kernel of the Europe is seeking to reduce aircraft project as it is responsible for the man- development and operating costs. To agement and processing of the eight dif- reach these objectives, the aeronautical ferent databases that will be provided by industry will need improved CFD mod- the partners for common use. els based on a deeper understanding Work Package 4 is concerned mostly of the physics, acquired using the most with the classical and industrial RANS advanced experimental and modelling approach and has the aim of improv- methods. ing the physical content of the models, The WALLTURB project intends to make especially for Adverse Pressure Gradient signifi cant progress in the understanding fl ows. and modelling of near-wall turbulence in Work Package 5 is devoted to the boundary layers. It is the inner part of improvement of LES modelling near the the boundary layer nearest the wall that wall, and especially the investigation of is crucial in determining the skin friction new models for this region. drag and it is in this region that the pres- Work Package 6 will investigate the pos- ent turbulence models are least reliable, sibilities of the fairly recent Low Order most notably when the fl ow is close to Dynamical Systems approach, and of separation or separated. A better under- its coupling with LES in the near-wall standing and modelling of this region is region. crucial. Expected results Project objectives The main expected outputs of the pro- The objective of this project will be gramme are: achieved by: – A detailed database of results on the – generating and analysing new data on fl ow structure of turbulent boundary near-wall turbulence layers in both zero and adverse pres- – extracting physical understanding from sure gradient, suitable for both physi- the data cal analysis and turbulence model – putting more physics into the near-wall validation. RANS models – Improved RANS model capable of cop- – developing better LES models near the ing properly with the near-wall region wall of the turbulent boundary layer. – investigating alternative models based – Improved LES models with a better on Low Order Dynamical Systems modelling of the near-wall region of (LODS). the turbulent boundary layer. Description of the work – LODS models, representative of the very near-wall region of the turbulent The work programme is divided into six boundary layer, which can be coupled, Work Packages. as boundary conditions, to the LES Work Package 2 is focused on the experi- models. ments and DNS performed during the project.

65 Acronym: WALLTURB Contract No.: AST4-CT-2005-516008 Instrument: Specific Targeted Research Project Total Cost: €2 925 500 EU Contribution: €1 800 000 Starting Date: 01/04/2005 Duration: 48 months Website: http://wallturb.univ-lille1.fr Coordinator: LML UMR CNRS 8107 Cité Scientifique, Bv Paul Langevin FR-59655 Villeneuve d’Ascq Contact: Michel Stanislas Tel: +33 3 20 33 71 70 Fax: +33 3 20 33 71 69 E-mail: [email protected] EC Officer: Andrzej Podsadowski Tel: +32 2 298 0433 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Centre National de la Recherche Scientifique (CNRS) FR Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Chalmers Tekniska Högskola AB SE Association pour la Recherche et le Développement des Méthodes et Processus Industriels FR University of Cyprus CY Università degli Studi di Roma ‘La Sapienza’ IT University of Surrey UK Universidad Politécnica de Madrid ES Technische Universität München (TUM) DE Czˇestochowa University of Technology PL Norwegian Defence Research Establishment (FFI) NO Airbus UK Ltd. UK Dassault Aviation S.A. FR

66 Strengthening Competitiveness

ADELINE Advanced Air-Data Equipment for Airliners Background nance. The typical architectures used by The overall objective of ADELINE is to the main manufacturers in this fi eld will identify technologies enabling the fur- be analysed in terms of these criteria. ther development of innovative, fully New measurement principles for aero- European air data systems for imple- dynamic probes will be researched in mentation on new transport aircraft order to reduce their sensitivity to the around 2007. external environment. Candidate mate- rials, coatings and manufacturing tech- Project objectives nologies, which could be used to improve The objectives of ADELINE are to corrosion resistance and decrease cost, increase aircraft safety by reducing the will be identifi ed. Potential technolo- possibility of air data system failure, to gies for probe anti –icing and de-icing develop simpler, more reliable and safer will then be identifi ed. Innovative ways to air data equipment, to decrease direct integrate additional functionality into the possession costs of present air data sys- housing of the MEMS pressure sensor tems, and to make a step change in air will then be researched. data system reliability, fault detection Laboratory mock-ups will be tested in and susceptibility to blockage by foreign a dry wind tunnel in order to validate objects. The reliability will be increased their aerodynamic shape and the new by the use of innovative measuring sys- measurement principles. Existing MEMS tems with a better resistance to external pressure sensors will be modifi ed to hazards, new materials and coatings for include the self-test principle to evaluate the probes to increase abrasive resis- the sensitivity and the repeatability of the tance, and to increase lifetime and main- auto test. Other mock-ups will be tested tain constant lifetime performance, new under corrosive conditions to evaluate de- and anti-icing technologies using the most suitable cast material, casting new innovative heating elements and a technology, coating material and coating new auto test for the pressure sensor technology. to detect erroneous information. The Two functional mocks-up will be tested cost of the system will be lowered due to in dry wind tunnel and icing conditions the reduction of the number of parts per to evaluate their compliance with the probe, integration of the sensors in the requirements of the equipment specifi - probes with innovative packaging, which cations. The tests will be divided in two will allow the elimination of all pneu- categories: metrological tests and envi- matic tubing and connections. The use ronmental tests. Accelerated lifetime of self-regulated PTC heaters remain- tests will be performed and the mock- ing at a constant temperature will allow ups will be also tested in fl ight condi- the elimination of the expensive Probe tions. Heater Computer. Expected results Description of the work ADELINE will help provide a better The requirements for new air data sys- knowledge of existing air data architec- tems will be defi ned in terms of safety, tures and their shortcomings in order reliability, fault tolerance, operational to propose better-adapted, more reli- performance, installation and mainte- able and cheaper air data equipment

67 to aircraft manufacturers in the future. Thanks to the consortium skills, ADE- Probe corrosion and LINE will also permit the identification icing protection will of emerging measurement techniques, be aspects that will be addressed as part materials, ceramics, coatings and of ADELINE, a project packaging techniques, which will allow which aims to develop improved resistance to wear and corro- new sensors that are sion of probes, ensure a more efficient immune to external way to de-ice probes with no overheating hazards, based on risk and decrease the overall cost of air new measurement principles. data architectures by reducing the num- ber of units.

Acronym: ADELINE Contract No.: AST4-CT-2005-516165 Instrument: Specific Targeted research Project Total Cost: €3 315 234 EU Contribution: €2 129 617 Starting Date: 15/01/2005 Duration: 36 months Website: www.adeline-aero.org Coordinator: THALES AVIONICS SA 45, rue de Villiers FR-92526 NEUILLY sur SEINE - Cedex Contact: Ms. Pascale Olivaux Tel: +33 4 75 79 35 93 FAX: +33 4 75 79 86 55 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4267 Fax: +32 2 296 6757 E-mail: [email protected] Partners: THALES Avionics S.A. FR ATCT Industries Ltd. IL Vyzkumny a Zkusebni Letecky Ustav, A.S. (VZLU) CZ Castings Technology International UK Technische Universität Berlin (TUB) DE Rheinisch-Westfälische Technische Hochschule Aachen DE Météo-France FR Cranfield University UK

68 Strengthening Competitiveness

SCRATCH Services for CollaboRative SMEs Aerospace Technical research Background – To undertake investigations dealing Since early 99, aeronautical SMEs ben- with aerospace SMEs needs and capa- efi ciate from the free support of the bilities in view of the Framework Pro- gramme 7 preparation. SCRATCH methodology through succes- sive stimulation actions funded by the Description of work EC. Since then, 5000 SMEs have been SCRATCH approach focuses on 4 main directly contacted, 450 have been audited activities: and 160 research expressed interests have been collected. SCRATCH has ser- – Awareness Campaign: Through a wide viced 64 SME proposals submitted to FP5 information action, a large number of Aerospace SMEs within 20 European and FP6 aeronautics calls, out of which countries (Member States or Associ- 28 have led to funded projects, demon- ated Countries) will be informed about: strating the effi ciency of the SCRATCH – the opportunities offered by the 6th approach to the benefi t of SMEs techno- FP to fund collaborative research logical acquisition in Aeronautics. activities and Project objectives – about the service offered by – Inform the widest possible number of SCRATCH to help SMEs to express European SMEs within the aeronau- their technology acquisition needs tics supply chain about the research and prepare a STREP proposal when appropriate. funding mechanisms offered by the EC Framework Programme (FP) and pro- – Audit of European Aerospace SMEs: vide these SMEs with new opportuni- Companies having expressed their ties of Technology Acquisition through interest during the awareness cam- the submission of STREP proposals to paign are audited and invited to FP6 aeronautics calls. express their technology acquisition – Audit candidate SMEs, in order to needs. help them structuring their corporate – SMEs expressed RTD needs: The tech- research plan and identifying jointly nology acquisition needs expressed the technology acquisition themes able by European Aerospace SMEs are to be acquired through a collaborative collected and analysed (taking into RTD project (STREP) within the FP6 account the coordination capabilities Aerospace Programme. of the initiating SME), in order to iden- – Set up a list of short-term, product tify possible the aeronautics SME-led oriented, research needs expressed by STREP proposals to be submitted to Aerospace SMEs and identify possible FP6 Aeronautics calls. STREP proposals to be submitted to – Project Proposals Servicing: SCRATCH forthcoming FP6 Aeronautics calls. partners will support candidate STREP – Service at least 15 aeronautics SME- proposals through all the preparation led STREP proposals, helping the initial stages from project defi nition to pro- consortium in the defi nition, prepara- posal submission, including partners tion and submission of its proposal. search, advice on management and – Enrich the European Aerospace SMEs work plan organisation, guidance on data base, in cooperation with ASD and proposal quality improvement, support the AeroSME project. on administrative and legal issues, …)

69 The support offered to SMEs by SCRATCH – 4000 SMEs will be contacted by mail in partners build upon the already long the sixteen countries directly covered experience of the project core team. by the SCRATCH Partnership, forums This experience will be summarized will be organized in cooperation with during the current project phase in an AECMA AeroSME. handbook on “Implementation of quality – 200 SMEs will be audited. guidelines in SME support activities”. It – 50 expressed ideas of RTD coming from will allow implementing in a structured SMEs must be collected. way at each stage of the SCRATCH sup- – 15 collaborative RTD STREPs coor- port (SMEs’ audits, candidate proposals dinated by SMEs and serviced by selection, proposals servicing, …) the SCRATCH partners will be submitted to best practices and the quality guidelines FP6 aeronautics calls. acquired by the consortium.

Expected Results

Acronym: SCRATCH Contract No.: ASA3-CT-2004-510981 Instrument: Specific Support Action Total Cost: €710 000 EU Contribution: €660 000 Starting Date: 01/05/2004 Duration: 24 months Website: www.aero-scratch.net Coordinator: Euro Inter 33 Boulevard Deltour FR-31500 Toulouse Contact: Jean-Louis Bonafe Tel: +33 5 62 47 14 18 Fax: +33 5 62 47 12 26 E-mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Euro Inter Toulouse FR PRO Support B.V. NL T4TECH s.r.l. IT RHEA System S.A. B Fundación INASMET ES Euro Consultants Ltd. IL Europus Ltd. UK Aktionsgemeinschaft Luft- und Raumfahrtorientierter Unternehmen in Deutschland e.V. (ALROUND) DE

70 Institute of Structures and Advanced Materials (ISTRAM) GR tekever lda PT Institutul National de Cercetari AeroSpatiale ‘Elie Crafoli’ RO Instytut Lotnictwa PO Univerzita Tomáše Bati ve Zlínˇe (UTB) CZ Centre Technologique en Aérospatiale CAN Enterprise Ireland, Irish Aeronautics & Space Research Network (IASRN) IRL Rymdtekniknätverk Ekonomisk förening (RTN) SE SLOT Consulting Ltd. HU

71 Strengthening Competitiveness

ANASTASIA Airborne New and Advanced Satellite techniques and Technologies in a System Integrated Approach

Background pean ATM requirements. Research will In the fi rst 20 years of the 21st century, also be made into higher bandwidth ser- air traffi c is expected to approximately vices, systems and airborne equipment double in volume. to meet impending aircraft communica- tion requirements effi ciently, including Future satellite-based navigation and both future ATM and passenger needs. communication systems should play a central role in this domain, allowing The future needs of surveillance will be increased effi ciency of airspace use, consolidated with the requirements and which will in turn help increase airspace key technology prototypes from commu- and airport capacities and consequently nications and navigation. the overall effi ciency of air transport Description of the work in carrying more passengers safely. In The work is divided into six main Sub- addition, the better management of air- Projects (SP), the objectives of which are space and time spent in fl ight will have the following: a positive impact on air pollution, noise and fuel consumption. Project management (Sub-Project 1): To manage the consortium, report to the Project objectives Commission and ensure coordination The core of ANASTASIA research is to amongst the partners. provide on-board Communication Navi- Needs and Aircraft Requirements (Sub- gation and Surveillance (CNS) solutions Project 2): The objective is to identify the to cope with the foreseen doubling of air requirements for future CNS functions traffi c by 2020. for both business jets and air-transport, In the navigation domain, ANASTASIA and to propose candidate architectures will carry out research to defi ne tech- for the new satellite based navigation nology and system architectures for the and communication systems. Towards navigation function, which is expected the end of the project, the initial trade-off to allow the development of a new gen- matrix between the architectures will be eration of airborne GNSS receivers for updated to take into account the results all phases of fl ight. Such systems will of the technology studies and fl ight trials offer accurate and safe global navigation performed in Sub-Projects 3, 4, and 5. while reducing the avionics cost through Space-Based Navigation Technologies the optimisation of the number and com- (Sub-Project 3): This Sub-Project will plexity of onboard equipment. investigate the techniques and tech- On the communication side, the work nologies that must be implemented for will be focused on the design and imple- optimal use of the new Global Navigation mentation of a prototype, an affordable Satellite System, including GPS and GAL- aeronautical satellite communications ILEO constellations, in a future on-board system that will meet the evolving Euro- navigation system. The investigated

72 solutions will include antenna design, will be presented to a number of stake- advanced signal processing, receiver holders in order to ensure that all their integration and hybridisation techniques requirements have been taken into with low cost inertial sensors. account, and to contribute to the estab- Space-Based Communication Technolo- lishment of the future standards and gies (Sub-Project 4): The aim of this Work regulations in the on-board, satellite- Package is to identify and describe the based avionics domain. optimum system that could provide the Expected results on-board communications services. The overall system will be defined, then the The work conducted in the ANASTASIA activities will be focused on the design, project ranges from the elaboration of prototype and evaluation of the critical operational needs to simulations and technologies for the on-board part. flight trials with validated avionics archi- tectures and key technologies. Operational Characterisation and Evalu- ation (Sub-Project 5): The central activ- The main goal is to pave the way for the ity of the work package is to verify, in a introduction of new satellite-based tech- quasi-realistic environment, the behav- nologies into aircraft operations, in both iour and performance of key navigation navigation and communication. and communication technologies. Most The main outcome of ANASTASIA will of the performances will be assessed in be recommendations for future civil air- simulation or lab tests, but for the most craft operations, and a set of evaluated critical tests, the assessment will be technologies and avionics architectures made through flight tests. achievable from 2010 that will enable a Dissemination (Sub-Project 6): Through- more autonomous, satellite-based air- out the project, the ANASTASIA results craft operation.

Sub-projects breakdown

73 Acronym: ANASTASIA Contract No.: AIP4-CT-2005-516128 Instrument: Integrated Project Total Cost: €19 628 427 EU Contribution: €11 088 000 Starting Date: 01/04/2005 Duration: 48 months Coordinator: THALES-AVIONICS 105 Av du gal Eisenhower BP 1147 FR-31036 TOULOUSE cedex Contact: JY CATROS Tel: +33 5 61 19 75 03 Fax: +33 5 61 19 67 50 E-mail: [email protected] EC Officer: Jean-Luc MARCHAND Tel: + 32 2 298 6619 Fax: + 32 2 296 6757 E-mail: [email protected] Partners: THALES Avionics S.A. FR Airbus France S.A.S. FR INMARSAT Ltd. UK Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE

74 Dassault Aviation S.A. FR Airbus Deutschland GmbH DE THALES Avionics Ltd. UK EADS ASTRIUM S.A.S. FR EADS CCR FR EADS Deutschland GmbH DE Selenia Communications S.p.A. IT Ascom (Switzerland) Ltd. CH Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Institut National des Sciences Appliquées de Toulouse FR ERA Technology Ltd. UK Joanneum Research Forschungsgesellschaft GmbH AT Imperial College London UK SIREHNA FR Skysoft Portugal – Software e Tecnologias de Informaçao S.A. PT Data Respons Norge AS NO Technische Universität Braunschweig DE University of Surrey UK Universidade de Vigo ES GateHouse A/S DK University College London (UCL) UK RHEA System S.A. BE Russian Institute of Space Device Engineering RU Geo-ZUP Company RU TriaGnoSys GmbH DE THALES Research and Technology (UK) Ltd. UK Wireless Intelligent Systems Ltd. UK

75 Strengthening Competitiveness

HASTAC High Stability Altimeter System for Air Data Computers Background – Technologies enabling a full and per- The project responds to the challenge of manent automatic approach and land- ensuring that, irrespective of the growth ing in all weather. of air traffi c, air transportation will be – On-board technologies for in-fl ight and safer. HASTAC contributes to one of the on-ground collision avoidance novel major challenges identifi ed in the Stra- concepts. tegic Research Agenda for European – Techniques enabling the development aeronautics. Referring to incidents like of improved aviation safety metrics. 11 September, the SAS plane in Milan Project objectives Airport and the in-air crash at Bodensee, The main project strategic objective is to the European avionics industry has increase the safety in all in-fl ight situ- focused on development programmes ations, particularly low visibility situa- that improve this type of safety. tions, by improving the transducers used HASTAC will contribute to improved in Air Data Computers (ADC) for aircraft safety in different fl ight situations: applications. The results are relevant to – On-board technologies for prevention fl ying on autopilot in the reduced vertical of controlled fl ight into terrain. separation minima of 1 000ft, as well as

76 to demanding manual flying situations in transducer based on the packaged sen- darkness and low visibility. In transpon- sor with a long-term stability specifica- der applications, the project will give sig- tion better than 0.01%FS/year. nificantly increased reliability in altitude Work Package 4: Air-Data Computer information for manual and automated Unit: Development of a new digital air Air Traffic Control systems. Aircraft Traf- data computer unit that will utilise the fic Collision Avoidance Systems will also improved accuracy in altimeter baromet- benefit from more accurate and reliable ric measurements from the developed altitude information, which will allow the transducer. automated avoidance instructions to be more accurate and effective. Work Package 5: Aircraft flight test: Demonstration of the improved safety Description of the work performance by real helicopter flight The work is divided into five Work Pack- tests. ages. Expected results Work Package 1: Sensing element: The project will develop a new genera- Development of an absolute pressure- tion of air data computers (ADC), suitable sensing element in silicon (MEMS) with for fixed wing and rotary wing applica- a minimal number of unidentified error tions, which will give altitude accuracy sources featuring excellent long-term capabilities significantly improved over stability and high repeatability in aero- those available today. Aircraft flight- space applications. testing performed in the project will Work Package 2: Pressure sensor pack- demonstrate the effectiveness of the age: Development of a new hermetic performance improvement. A new pressure sensor package that minimises generation of transducers with a new transfer of unwanted forces to the sili- microsensor (absolute pressure sensing con-sensing element developed in Work element) as the key component, will also Package 1. be available for other application areas, Work Package 3: Transducer: Develop- such as transponders. ment of an optimised digital altimeter

Acronym: HASTAC Contract No.: AST4-CT-2005-012334 Instrument: Specific Targeted Research Project Total Cost: €2 895 000 EU Contribution: €1 500 000 Starting Date: 11/01/2005 Duration: 30 months Website: www.hastac.biz Coordinator: STIFTELSEN FOR INDUSTRIELL OG TEKNISK FORSKNING VED NORGES TEKNISKE HOGSKOLE (SINTEF) Strindvegen 4 NO-7465 Trondheim

77 Contact: Dag Ausen Ole Henrik Gusland Tel: +47 2206 7546 +47 3308 4005 Fax: +47 2206 7350 +47 3308 4001 E-mail: [email protected] [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Dassault Aviation S.A. FR EADS Deutschland CRC DE Eurocopter SAS FR Messier Bugatti FR Thales Electronic Engineering GmbH. DE Brno University of Technology CZ ACORDE ES Centre Suisse d’Electronique et de Microtechnique CH TELETEL S.A. HE Warsaw Institute of Technology PL Saarland University DE

78 Strengthening Competitiveness

WISE Integrated Wireless Sensing

Background the physical solutions would have been Current aircraft monitoring systems severed or turned off to improve infor- use sensors that are hard-wired to their mation segregation. electronic acquisition unit. All this will lead to improvements in air- – It precludes acquisition of major craft design, maintainability, availability parameters where wires cannot be and the associated costs, reduced weight, installed. fuel consumption and emissions. – It results in complex installation. Description of the work – It very often results in increased The objective of the work is to develop weight. three kinds of technologies: Current wireless technologies enable an 1. a Radio Frequency (RF) transmission easy and fl exible installation, but their through the open air medium that can design does not match aircraft monitor- remotely power the sensing element. ing needs as: 2. a RF transmission through a com- – autonomy is limited and re-charging is plex environment comprising a metal- required lic or composite aircraft structure. This – compatibility is not reached in the technique should allow communication harsh aircraft environment. coverage through the air within the com- Matching aircraft constraints and power plete aircraft. autonomy are targets to be met by wire- Self-power generation will be inves- less monitoring systems operating at tigated and could be integrated at the low data rates. sensor level. WISE will investigate ways to integrate wireless technologies in the aircraft sys- 3. a technique capable of energy and data tems environment, for which the sensor transmission through a close metallic power supply has to be autonomous. envelope. Non-RF techniques, such as the ultrasonic technique, will be inves- WISE technologies will be usable in any tigated, including coupling with power fi xed-wing aircraft or rotorcraft. generation techniques. Project objectives The performances of these technologies – To enhance aircraft system monitoring will be verifi ed by simulation, laboratory by developing concepts based on new testing and fi nally by ground measure- wireless technologies and integrated ments on an iron bird for RF technolo- sensing solutions, which have autono- gies. mous sensor power and low consump- Expected results tion, and are compatible with the harsh environment of aircraft systems. The results expected are to have proven – To allow the monitoring of new param- technology available for future pro- eters, or replace/simplify complex grammes and products and to export to existing solutions with physical links the non-aeronautical industry. (wire, fl uid). WISE intends to contribute to the stan- – To allow continuous monitoring or dardisation of wireless technology usage improve redundancy when the link with in the aircraft.

79 Acronym: WISE Contract No.: AST4-CT-2004-516470 Instrument: Specific Targeted Research Project Total Cost: €4 918 909 EU Contribution: €2 821 346 Starting Date: 01/01/2005 Duration: 36 months Website: www.wise-project.org Coordinator: Dassault Aviation B.P. 24 FR-33701 Merignac Cedex Contact: Bernard Baldini Tel: +33 5 56 13 96 18 Fax: +33 5 56 13 99 59 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Dassault Aviation S.A. FR EADS Deutschland GmbH DE Eurocopter S.A.S. FR Messier-Bugatti FR THALES Electronic Engineering GmbH DE Brno University of Technology CZ Advanced Communications Research and Development S.A. ES Centre Suisse d’Electronique et de Microtechnique S.A. CH TELETEL S.A. EL Politechnika Warszawska (Warsaw University of Technology) PL Universität des Saarlandes DE

80 Strengthening Competitiveness

ATPI High Performance Damping Technology for Aircraft Vibration Attenuation and Thermo-Phonic Insulation Background expected damping performances. The In an aircraft, the vibration and human use of visco-elastic polymer and cork sensitive frequency excitation come from materials is already envisaged, the the exterior (engines, aerodynamic fl ow latter having good thermal insulation turbulence on airplane skin, propellers properties. A low profi le requirement is for turbo-proprelled aircraft) and the kept as mandatory. interior (air-cooling). Classical solutions – Develop specifi c damping technology, are used (glass wool, tuned mass sys- complementary to the existing blanket, tem) but they have inherent drawbacks. which is able to provide a high thermo- phonic insulation. ARTEC has developed a low profi le shape of its proprietary SPADD® technology, The fi nal objective of ATPI is to increase which present vibro-acoustic perfor- the comfort of aircraft passengers by mances much better than the classi- drastically reducing the noise coming cal solutions. However, the SPADD® from the exterior. ‘surface’ needs to become suitable for Description of the work aerospace use and more research is The technical work can be split as fol- necessary. lows: Project objectives 1) Setting up a technical requirement The objective of the ATPI project is to specifi cation in order to clearly identify propose complementary and/or alter- the technology characteristics needed. native solutions to the existing acoustic This will be done with the help of Airbus treatments against external sources to as an end user. reduce the level of operating vibration 2) Study of vibration attenuation and notably and to improve the noise reduc- acoustic insulation by adapting the tion on a large frequency band. SPADD® Surface technology. This must These solutions are based on the ARTEC be done while maintaining the optimum surface technology. As is the nature of combination of acoustic and vibra- the various materials used in this tech- tion treatment to reach the attenuation nology in a performing role, they cannot required in the specifi cation previously be removed and replaced easily. Some established. interactions with the geometry must be 3) Specifi c study of the necessary mate- anticipated and will be addressed. The rials (visco-elastic polymer, cork) in new design will be verifi ed with the help order to defi ne the thermal and damp- of prototype testing to: ing properties. This is necessary for – Find replacement materials suitable designing an effi cient vibration attenua- for this technology and at the same tion layer, which is well suited to aero- time investigate the re-design of the nautical specifi cations. Cork properties technology itself, in order to comply will also be studied for designing an effi - with the new material, to maintain the cient thermo-phonic layer for the same

81 purpose. Compatibility between the – increased damping performance for envisaged materials will be addressed vibration and noise as well as their behaviour. – smaller weight than conventional 4) Fabrication of samples of the new devices of similar performance device. – high spin-off potential for aeronau- tics, when a large temperature range 5) Validation of properties and perfor- becomes possible for the damping mance of the samples for aeronautical technology. use. This will be done using standard aeronautical testing methods. Some more expected improvements because of this main result would be: In addition, some standard tasks like the dissemination of results will be carried – advanced know-how in thermo-vibro- out. acoustic technologies – new materials for thermo-vibro-acous- Expected results tic attenuation, opening new applica- The main expected result of the ATPI con- tions tract is the development of a new prod- – improved passenger and crew comfort, uct, more efficient than those already in leading to a reduction of crew stress existence, to be used for thermo-vibro- and an increase in safety acoustic protection inside an aircraft – reduction of aircraft weight with: – increased structural life.

Acronym: ATPI Contract No.: ASTC4-CT-2004-516057 Instrument: Specific Targeted Research Project Total cost: €1 049 264 EU Contribution: €650 000 Starting date: 01/12/2004 Duration: 18 months Coordinator: ARTEC Aerospace 6 allée des Tricheries FR-31840 Seilh Contact: Philippe Verdun Tel: +33 5 62 21 33 45 Fax: +33 5 62 21 33 40 E-mail: [email protected] EC Officer: Per Kruppa Tel: +32 2 296 5820 Fax: +32 2 296 6757 E-mail: [email protected] Partners: ARTEC Aerospace FR Université de Bourgogne – Dijon FR Corticeira Amorim - Industria S.A. PT Catherineau S.A. FR Société des lièges HPK S.A. FR Université de Liège BE OPTRION BE Euro Inter Toulouse FR

82 Strengthening Competitiveness

ICE Ideal Cabin Environment Background Description of the work ICE addresses the widespread concerns ICE will produce step-change knowledge about the impact of fl ying on the health by investigating impacts of varying levels and well-being of passengers. Changing of parameters on subjects using unique passenger demographics, the advent of large-scale aircraft cabin environment ultra-long-haul services, and specifi c facilities (BRE’s ACE and IBP FTF), and health issues such as Deep Vein Throm- will determine optimum individual and bosis (DVT) and Severe Acute Respiratory combined levels for human well-being, Syndrome (SARS), have all combined to validated by in-fl ight monitoring. From increase concerns. Earlier studies have these, ICE will develop radical predic- been fragmented and, signifi cantly, have tive design models for airframers and not determined the health-based opti- airlines to provide, for the fi rst time, mum levels or studied the synergistic a means by which they will be able to effects of cabin environmental parame- determine the health impact of their air- ters, nor studied cabin pressure, hypoxia craft on their passengers. (often considered the most serious sin- Expected results gle physical hazard) and possible links with DVT. The predictive model will not only con- sider environmental parameters but Project objectives also passenger profi le and fl ight char- The key objective of ICE is to provide acteristics. If these indicate health risks, airframers/airlines with step-change the user will be able to vary individual or knowledge and innovations to address combined parameters to minimise risks the concerns about the unknown com- to acceptable levels in a technically fea- bined effects of cabin environmental sible and economically viable manner. parameters, including for the fi rst time ICE will also draft relevant standards, cabin pressure, on the health of passen- including the fi rst scientifi cally based gers in commercial aircraft. standard for cabin pressure, and provide practical design guides and operational recommendations in co-operation with stakeholders.

83 Acronym: ICE Contract No.: FP6-2003-AERO-1-561131-ICE Instrument: Specific Targeted Research Project Total Cost: €5 932 151 EU Contribution: €4 078 275 Starting Date: 03/10/2005 Duration: 36 months Website: http://projects.bre.co.uk/ICE (provisional) Coordinator: BRE Bucknalls Lane Garston GB-WD25 9XX Watford Contact: Earle Perera Tel: +44 1923 664486 Fax: +44 1923 664711 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Building Research Establishment Ltd. UK Airbus Deutschland GmbH DE Antanas Gustaitis Aviation Institute of Vilnius Gediminas Technical University LT Avitronics Research EL Civil Aviation Authority (CAA) - Aviation Health Unit UK Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE EADS Deutschland GmbH DE Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. DE Medical University of Vienna AT Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Royal Free and University College Medical School UK Streit Technische Gebaüde Ausrüstung DE Carl von Ossietzky Universität Oldenburg DE Università degli Studi di Padova IT České vysoké učení technické v Praze (ČVUT) CZ

84 Strengthening Competitiveness

ADLAND Adaptive Landing Gears for Improved Impact Absorption Background Description of work The motivation for this research is to Work Package 1: Description of the respond to requirements for high impact state-of-the-art. Analysis of statistics energy absorption in landing gears. Typi- and specifi cation of life-cycle require- cally, shock absorbers are designed as ments. Determination of hardware/ passive devices with characteristics software requirements for adaptive adjusted either to the most frequently shock-absorbers. Defi nition of neces- expected impact loads or to ultimate sary safety aspects to be considered. load conditions. However, in many cases Work Package 2: Development of meth- the variation of real working conditions is odology and the corresponding software so high that the optimally designed pas- tools for simulation of adaptive land- sive shock absorber does not perform ing scenarios. Development of software well enough. tools for modelling and design of adap- In contrast to the passive systems, the tive shock absorbers (Piezo- and MRF- proposed research focuses on active based). Creation of numerical models adaptation of energy absorbing struc- and computer simulations for case stud- tural elements, where a system of ies. Design of magnetic circuits for MRF- sensors recognises the type of impact based shock-absorbers and the design loading and activates energy absorbing of MRF-based shock absorber. Design components in a fashion that guarantees of Piezo-valves, fl uidic circuits, driving optimal dissipation of impact energy. electronics and the complete PD -based Project objectives shock absorber. Design of landing gear shock absorbers using 3D CAD systems The project objectives are: (Solid Edge and Nastran systems) and – to develop a concept of adaptive shock- test equipment. absorbers Work Package 3: Elaboration of sensing – to develop new numerical tools for the system for impact prediction, detection design of adaptive vehicles and for the and identifi cation (software and hard- simulation of the adaptive structural ware). Fabrication of real-time controller response to an impact scenario for shock absorbers. Design and fab- – to develop technology for actively con- rication of MRF and Piezo-valve based trolled shock-absorbers applicable in lab-scale models of shock absorbers. landing gears (there are two options: Fabrication of full-scale model of adap- Magneto-Rheological Fluid-based tive shock absorber. ALG system inte- (MRF) and Piezoelectric Valve-based). gration (software, hardware and driving – to design, model and perform repeti- electronics). Hardware controller fabri- tive impact tests of the adaptive land- cation. ing gear model with high impact energy Work Package 4: Evaluation of the dissipation effects requirements from the ALG to the MR – to design, produce and test in fl ight the fl uid properties. Characterisation of chosen full-scale model of the adaptive application-relevant MR fl uid properties landing gear. like base viscosity, fi eld-dependent shear

85 stress, temperature behaviour, sedi- Expected results: mentation stability, etc. Development of 1. Specifications determined in Work an MR fluid adapted to the requirements Package 1 will be used as the starting of the ALG. Development of specific test- point in further Work Packages. ing procedures, which are necessary to evaluate the MR fluid behaviour for use 2. The control part of the software will be in the ALG. Supply of MR fluid in quanti- used as an ALG controller in lab-tests ties of some litres for tests in the shock 3. Software-hardware integration will be absorbers. made after lab-tests. Hardware control- Work Package 5: Small lab tests with ler will be manufactured. Decision about MRF and Piezo-valve based shock- the most promising ALG technology will absorbers. Full-scale lab tests with be taken. landing gear equipped with MRF and/or 4. MR fluid with the desired properties Piezo-valve based shock absorbers. will be produced and supplied for testing Validation of the real-time control tech- in lab-testing installations and in full- niques. Verification of software tools vs. scale models experiment. 5. The control software (installed in note- Work Package 6: Flight testing. Evalua- book) and ALG hardware will be tested. tion of flight test results. After positive verification vs. experiment, integration of the ALG sys- tem will be made and the hardware controller will be produced. Decisions con- cerning ALG hardware will be made.

Load on the active landing gear prototype in comparison with a load on a passive landing gear.

86 Load on the active landing gear prototype in comparison with a load on a passive landing gear

Black line: low impact energy, passive shock absorber Blue line: low impact energy, active shock absorber Red line: high impact energy, passive shock absorber Green line: high impact energy, active shock absorber

Acronym: ADLAND Contract No.: AST3-CT-2004-502793 Instrument: Specific Targeted Research Project Total Cost: €3 006 352 EU Contribution: €1 772 390 Starting Date: 01/12/2003 Duration: 36 months Website: http://smart.ipt.gov.pl/adland Coordinator: Institute of Fundamental Technological Research Ul. Swietokrzyska 21 PL-00-049 Warsaw Contact: Jan Holnicki-Szulc Tel: +48 22 828 7493 Fax: +48 22 828 7493 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Institute of Fundamental Technological Research (IFTR) PL EADS Deutschland GmbH DE Polskie Zaklady Lotnicze (PZL) PL Instytut Lotnictwa PL Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. DE Cedrat Technologies S.A. FR University of Sheffield UK Messier-Dowty S.A. FR

87 Strengthening Competitiveness

MESEMA Magnetoelastic Energy Systems for Even More Electric Aircraft Background reduction, electrical energy generation This technology-orientated research and structural health monitoring. programme builds upon the success of Description of the work previous EU projects devoted to accom- The work plan is divided into seven Work plishing the objectives of the aeronautics Packages, the fi rst of which focuses on priority through designing and testing the research aspect of magnetoelastic ‘innovative transducer systems based materials and related technology. This on active materials’. The objectives Work Package feeds all of the technical came from a spontaneous evolution of development Work Packages (numbers the research activities developed by the 2-5) with information regarding mate- two consortia related to the European rials but also keeps the consortium research programmes named MADAViC abreast of the state-of-the-art in the (Magnetostrictive Actuators for Dam- area of smart materials and structures. age Analysis and Vibrations Control) and Moreover, Work Package 1 also supplies MESA (Magnetostrictive Equipment and Work Packages 2 and 4 with the hard- Systems for More Electric Aircraft). ware development results – the hystere- Project objectives sis compensation module – for use in the The objectives mainly consist of the two Noise and Vibration Control (NVC) design and development of systems applications. Work Package 2 is con- integrating vibration transducers based cerned with NVC and contains two devel- on active components. The main tar- opment activities, one for improving the gets are represented by the design and cabin environment in turbofan aircraft by development of fi ve systems aimed at 1) reducing noise levels through the appli- reducing the level of disturbance noise in cation of magnetostrictive devices on turbofan aircraft, and 2) in helicopters, the structural members, and the second 3) examining the health status of air- one involving the development of smart craft structural components, 4) replac- force generators for combating vibra- ing the helicopter rotor blade pitch angle tions in helicopter cockpits. Work Pack- actuation systems and 5) transforming age 3 is a relatively small-scale activity mechanical energy related to vibra- in the development of health monitoring tion fi elds within an aircraft into elec- (HM) algorithms for aeronautical sys- tric energy. These fi ve objectives have tems incorporating active devices. This a common aspect that suggested their work represents an added value on two integration within this project: they all levels: fi rstly, the investigation approach require the design and development of involves the use of existing NVC devices a dedicated actuation system (including for investigating structural integrity; control algorithms and driving electron- secondly, and as a direct consequence of ics) providing dynamic displacement and the fi rst level implications, the actuators force fi elds on a host structure. Four and electronics integrated in the large- fi xed and rotary-wing aircraft companies scale mock-up of Work Package 2 can be accompanied by SMEs and university implemented for the HM activities with research institutes will take part in and little cost regarding additional hardware. benefi t from the development of primar- Work Package 4 involves the develop- ily magnetoelastic transducers for high- ment of a high-torque actuation solu- torque actuation, vibration and noise tion for root control of helicopter rotor

88 blades – a big challenge, demanding Expected results and promising innovative solutions. This The consortium expects to design and actuation approach can solve the prob- produce one or more working systems lem of Individual Blade Control (IBC), for each of the five selected applications. which is a proven method of reducing For noise/vibration control and health helicopter vibrations but also improving monitoring applications, a full-scale fuel efficiency. Work Package 5 focuses working system is expected to be tested on the latest innovation, the generation on a laboratory test article (fuselage of electricity from the energy in vibrating mock-up). As far as helicopter blade con- structures. By their nature, such ‘Vibel’ trol is concerned, one or more proofs of devices will also dampen vibrations concept will be developed. Finally, many and therefore allow a fruitful interac- VIBEL prototypes will be produced in tion between Work Packages 5 and 2. order to investigate aspects of transduc- Finally, the last two Work Packages (6 tion of mechanical into electrical energy and 7) serve to coordinate the exploita- employing active materials, including tion activities, and to manage the overall storage of this energy. Project from an administrative and tech- nical point of view.

Acronym: MESEMA Contract No.: AST3-CT-2003-502915 Instrument: Specific Targeted Research Project Total Cost: €7 633 149 EU Contribution: €5 474 172 Starting date: 01/01/2004 Duration: 36 months Website: www.mesema.info

89 Active magnetostrictive valve to be implemented within the high torque actuation system for helicopters application

Coordinator: Dipartimento di Progettazione Aeronautica Università degli Studi di Napoli “Federico II” Via Claudio, 21 IT-80125 Naples Contact: Leonardo Lecce Tel: +39 081 7683325 Fax: +39 081 624609 E-mail: [email protected] EC Officer: Per Kruppa Tel: +32 2 296 5820 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Università di Napoli ‘Frederico II’ IT European Research and Project Office GmbH DE Universität des Saarlandes DE Seconda Universitá degli Studi di Napoli IT Alenia Aeronautica S.p.A. IT EADS Deutschland GmbH DE ZF Luftfahrttechnik GmbH DE TACT Scientific Consulting Ltd. IE Cedrat Technologies S.A. FR Chalmers Tekniska Högskola AB SE Eurocopter Deutschland GmbH DE National Institute of Research and Development for Technical Physics RO Kungliga Tekniska Högskolan (KTH) SE University of Patras EL Mecel AB SE Newlands Technology Ltd. UK Paragon Ltd. EL University of Salford UK

90 Strengthening Competitiveness

PIBRAC Piezoelectric Brake Actuators

Background these piezoelectric brake actuators will be provided. PIBRAC complies with the strategic objective ‘Open Upstream Research for Description of the work strengthening the competitiveness of the aeronautical industry in the global The PIBRAC’s objective is to study, market’, responding to the challenge design and test an innovative type of of delivering more economical, higher piezoelectric brake actuator and its con- performing and better quality products trol electronics. PIBRAC is a three-year and services. It addresses the strate- project divided into fi ve Work Packages gic objective “of reducing the operating that include specifi cations and assess- costs by 20% and 50% in the short and ment criteria, research on different func- long term” through reduction in weight, tions, technology integration, technology peak energy demand for braking at land- evaluation and results dissemination. ing and of maintenance costs of brakes. They will address both confi gurations of actuators, which will be studied in paral- PIBRAC will develop two approaches, lel, with a fi nal assessment presenting with a medium-term perspective for conclusions on each technology and on rotational actuator design and a long- the comparison of both. The reason for term one for linear design. this approach is that partners are con- Project objectives vinced that there is a high chance of suc- cess for the rotational actuator, while the Emerging high-power, piezoelectric linear actuator may require complemen- vibration motor technology, thanks to tary work with higher risk because noth- its high torque/force – low-speed char- ing exists in this domain at the required acteristic, high-power density and very power level. low inertia, could lead to overcoming the The main topics to be addressed are: drawbacks (peak power demand, mass) of EMA fi tted with electromagnetic – architecture of brake actuator with motors. piezoelectric motor – wear of the friction surfaces of piezo- The aim of PIBRAC is to run spe- electric elements inside the motor cifi c research, on the basis of existing – elimination of mechanical jamming of research results on high-power piezo- internal parts in case of motor failure electric motors, and to carry-out specifi c – electrical power management research and validation that will allow – high-frequency control of piezoelectric the use of this promising technology in motor aircraft brake actuators. The general – test of validation models. PIBRAC objective is to demonstrate the feasibility of a piezoelectric brake actua- The PIBRAC consortium gathers all the tor, including power electronics and the skills needed from research establish- control system. Two different actuator ments to components manufacturers confi gurations will be considered: for the and an aircraft manufacturer. It is led by rotational confi guration, two prototypes SAGEM, a worldwide equipment com- will be built and tested, while work for pany. It includes Airbus, the world’s the linear confi guration will be limited leading aircraft manufacturer, Messier to paper study and modelling. A fi nal Bugatti, a worldwide aeronautic equip- technical and economic evaluation of ment provider, BAM, a renowned material

91 Rotational motor

research centre, NOLIAC, a competitive Expected results piezoelectric component manufacturer PIBRAC work will help to overcome (SME), two specialised SMEs in model- the critical issues of a new technology ling, electronics and testing, and two and will demonstrate the ability of this technical universities specialised in emerging, high-power, piezoelectric control electronics and R&D result dis- motor technology to be applied to brake semination. The necessary critical mass actuation. The expectation is to dem- of competencies is reached within this onstrate, when compared to an EMA, relatively compact grouping of skilled a great improvement as regards com- partners. This is rather unique, consid- pactness and power delivered: a weight, ering the number of new technologies including the power electronics, reduced and testing facilities required. by a factor of two and a peak energy power demand reduced by at least a fac- tor of three and hopefully five.

92 Acronym: PIBRAC Contract No.: AST4-CT-2005-516111 Total cost: €5 204 499 EU Contribution: €3 106 214 Starting Date: 01/02/2005 Duration: 36 months Website: www.pibrac.org Coordinator: SAFRAN S.A. Le Ponant de Paris 27, rue Leblanc FR-75512 Paris Cedex 15 Contact: Oscar d’Almeida Tel: +33 1 58 11 70 06 Fax: +33 1 58 11 70 84 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: SAFRAN S.A. FR Airbus UK Ltd. UK Bundesanstalt für Materialforschung und Materialprüfung (BAM) DE Messier-Bugatti FR Instituto de Engenharia Mecanica e Gesto Industrial (INEGI) PT Noliac A/S DK Universität Paderborn DE SAMTECH S.A. BE Á. Brito, Industria Portuguesa de Engenagens, Lda. PT Institute of Mechanics of Materials and Geostructures S.A. EL Skoda Vyzkum s.r.o. CZ

93 Strengthening Competitiveness

RETINA Reliable, Tuneable and Inexpensive Antennae by Collective Fabrication Processes

Background costs at the lowest level, because of their Today, aeronautical broadband services full compatibility with collective fabrica- enabled by satellites are becoming a tion processes. reality. The services, which are or will Description of the work be offered using these broadband data Initially, the complexity of the application links, range from increasing passenger will be addressed at the system level by comfort (live-TV, Internet on-board) to looking at the global (operational, func- providing real-time ATM functions (in- tional) requirements for the Refl ectArray fl ight monitoring) and improving safety/ antenna and at a market analysis about security aspects (live video-connection next-generation broadband SatCom ser- to ground). Current aeronautical antenna vices. Based on that, the requirements solutions have drawbacks in terms of for the unitary cells of the antenna array cost (active phased arrays) or drag (dish and thus for the phase shifters will be antennas). derived. Project objectives This defi nition of specifi cations will be The project aims to develop a reliable followed by two cycles of modelling and and low cost solution for electrical beam electrical-mechanical design, process- steering in Ku- or Ka-band on-board ing and subsequent characterisation of mobile platforms. It is based on the the two key technologies under inves- global concept called Refl ectArray and tigation (RF-MEMS and ferroelectric the industrial implementation is clearly material). Possible implementations of a lower cost alternative compared to the phase shifters range from free-space active phased array antennae. In addi- to guided-wave circuit topologies. After a tion, the quasi-planar integration of decisive milestone, the most promising these antenna types will produce almost technology will enter into another cycle no additional drag. For the key building of development of the optimised phase block of the antenna, the phase shifter, shifter for the antenna demonstrator. two solutions will be considered in paral- This demonstrator itself will be a partial lel until a decisive milestone is reached Refl ectArray antenna. It will consist of 20 to choose the most suitable technology to 30 unitary cells, compared to around for the fi nal Refl ectArray approach: 1 000 cells envisioned for the future tar- – high-power handling RF-MEMS tech- get product. The main commitment is for nologies this demonstrator to be representative – high-power handling ferroelectric of the low cost collective fabrication and materials. assembly method developed throughout These two solutions are considered by the project. the consortium to be the best technical As the demonstrator is for aeronauti- alternatives for phase shifting up to Ka- cal applications, high attention is paid band today and are predicted to increase during the whole project to the issue of their performance levels while keeping reliability under these demanding condi-

94 tions in terms of temperature, vibrations Expected results and signal strength. Therefore, extensive It is expected that a clear view about the tests on the reliability of both technolo- future of the broadband SatCom mar- gies will accompany the different stages ket and the requirements for next-gen- of the project and extra efforts will be eration mobile antennas will be gained. made regarding the proper modelling of Following these indications, phase shift- the main reliability aspects by develop- ing circuits, based on the two technolo- ing a suitable software tool. gies, will be assessed. Finally, a partial ReflectArray antenna will be built, which will demonstrate the cost-effective- ness and performance of the chosen approach. In addition, a software tool for modelling the main reliability aspects of the RF-MEMS technology will be devel- oped.

Low-profile and low-cost ReflectArray antenna for airborne broadband SatCom applications

95 Acronym: RETINA Contract No.: AST4-CT-2005-516121 Instrument: Specific Targeted Research Project Total Cost: €5 189 032 EU Contribution: €3 170 000 Starting Date: 01/02/2005 Duration: 36 months Website: http://dolomit.ijs.si/RETINA/ Coordinator: EADS Deutschland GmbH Corporate Research Centre Germany Dept.: LG-ME DE-81663 Munich Contact: Volker Ziegler Tel: +49 89 607 20294 Fax: +49 89 607 24001 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: EADS Deutschland GmbH DE THALES Systèmes Aéroportes FR Interuniversitair Micro-Elektronica Centrum vzw BE Swiss Federal Institute of Technology at Lausanne, Ceramics Laboratory CH Coventor S.A.R.L. FR Chambre de Commerce et d’Industrie de Paris – Groupe ESIEE FR Institut Jozef Stefan (IJS) SI HYB proizvodnja hibridnih vezij, d.o.o SI

96 Strengthening Competitiveness

SIRENA External EMC Simulation for Radio Electric Systems in the Close Environment of the Airport

Background 1. To obtain airfi eld mock-ups that are as The public and equipment manufactur- realistic as possible. ers are concerned about electromagnetic 2. To obtain an EM source mock-up that is (EM) radiation effects. In aeronautics, in as realistic as possible. 3. To obtain EM fi eld values that are as particular, research has been undertaken, realistic as possible. mainly by industry, with the support of 4. To make EM fi eld interpretation as sim- research centres and universities, under ple as possible. the theme of ‘EM Protection and Compat- 5. To give recommendation and advice. ibility’. Research is still going on in order to acquire understanding of the EM threat Description of the work in a complex environment (with mul- SIRENA comprises eight major Work tiple EM sources and targets). However, Packages, without counting Work Pack- progress is still needed to determine, as age 0 (Project Management) and Work accurately as possible, the propagation of Package 9 (Dissemination and Exploita- electromagnetic radiation and its infl u- tion). ence on aircraft and exteriors/interiors Operational Requirement (Work Package of airport buildings. There is, therefore, a 1) will defi ne the operational scope pre- need to master an extremely precise sim- cisely in terms of size of the environment ulation of the airport environment and of under scrutiny, types of EM source and electromagnetic propagation. Currently, types of emission/reception antennas and several sets of tools exist, some dedi- radars of selected aircraft. cated to airport modelling, others to EMC simulation in the airport vicinity. SIRENA The objective of Technical Requirements will conduct research on new generation (Work Package 2) is to defi ne the technical airport modelling tools associated with scope precisely in terms of requirements EM large area method tools. to fi t into the operational requirements. Project objectives Exploitation Requirements (Work Pack- age 3) will defi ne precisely the scope for The fi rst objective of SIRENA is to assess exploitation in terms of scenarios enabling the impact of the EM environment on air- assessment of various situations. These craft, the airfi eld, airport buildings, and scenarios deal both with simulation and the areas surrounding the airport accu- on-site experimentation (Work Package rately. The correlated second objective 4, 6 and 7). is to address safety and security issues Database Modelling (Work Package 4) in order to make recommendations for deals with building a complete 3D syn- immune emitters and to give advice on thetic environment through airport/EM the EM airport environment. source modelling and physical character- In order to achieve the general objectives, isation of this environment. This environ- the research will focus on intermediate ment-modelling concept (3D geometry scientifi c and technical objectives as indi- + EM physics) will be tested on the 3D cated below: virtual database of Toulouse Blagnac

97 Airport. The measurement campaign Expected results aims to update the simulation process – Mastering of fast methods for airfield and to validate the technical choices in 3D modelling to achieve a virtual geo- the tasks Work Package 4. metrical mock-up and to enhance it EM Field Computation (Work Package 5) with EM physical data to achieve a vir- deals with the definition of efficient tual physical/geometrical mock up. means to take into very precise account – Accurate processing of far- and near- all the possible 3D EM energy paths from field EM diagram to characterise EM sources to receivers, and to quantify the sources. received EM field levels realistically. – Acquisition of an efficient and accurate EM Field Analysis (Work Package 6) will method to assess the 3D EM energy develop efficient means (a software tool) paths from sources to receivers in to visualise and analyse the complete EM order to quantify EM field levels at the radiation impact on all objects in the air- receiver end. port and its vicinity (humans, on-board – Setting up of interactive EM field visu- equipment, etc.). alisation enabling a global understand- ing of EM phenomena in the scope of Validation (Work Package 7) will con- recommendations for standardisation. solidate the validity and reliability of the – Provision of aircraft/equipment manu- tested simulation in order to support facturers with a solution to character- recommendations and advice through a ise the ambient EM field (for accurate strict validation plan. modelling of equipment behaviour Recommendations and Advice (Work regarding EM). Package 8) deals with helping authori- – Assessment of the limits of EM inter- ties to assess the real risks with regard to ference from the exploitation of the safety, security and health in the airfield, generic parametric simulation. airport buildings and the vicinity, and then – Recommendations for immune emit- to give recommendations and advice. ters and advice on EM impact in the vicinity of the airport.

SIRENA aims to provide the means to assess electromagnetic radiation levels in the vicinity of airports, through a combination of exhaustive spatial definition of the areas under scrutiny and detailed EM physics modelling.

98 Acronym: SIRENA Contract No.: AST3-CT-2003-502817 Instrument: Specific Targeted Research Project Total Cost: €1 930 066 EU Contribution: €1 171 789 Starting Date: 01/12/2003 Duration: 24 months Website: www.aero-scratch.net/sirena.html Coordinator: OKTAL Synthetic Environment SAS Immeuble Aurélien II 2, rue Boudeville FR-31100 Toulouse Contact: Jean Latger Tel: +33 5 62 11 50 10 Fax: +33 5 62 11 50 29 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: OKTAL Synthetic Environment S.A.S. FR Airbus France S.A.S. FR Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Euro Inter Toulouse FR Technische Universität Carolo-Wilhelmina zu Braunschweig DE Institute of Communication and Computer Systems EL IBK Ingenieurbüro Dr. Kretschmar DE IKT System Partner A.S. NO

99 Strengthening Competitiveness

SYNCOMECS Synthesis of Aeronautical Compliant Mechanical Systems Background Description of the work The activities of the SYNCOMECS project R&D activities will be executed in four will be based on pre-existing software steps. Firstly, a full specifi cation of the technologies owned by the partners, and system will be made. The results of this on the results of the 5th Framework Pro- step will be presented in Milestone 1. gramme project SYNAMEC (focused on The second step will be the development synthesis of aeronautical mechanisms, of separate modules and the simultane- from a rigid kinematic point of view). This ous preparation of benchmarking mod- will guarantee a stable foundation and els. The results, as standalone software reduce the risk in R&D activities. tools and associated benchmarks, will Project objectives be validated in Milestone 2. The third step will be the integration of the sepa- The objective of SYNCOMECS is to build rate modules within the SYNCOMECS an integrated software suite, using system. The results will be validated in inverse methods, for the design of aero- Milestone 3. The fourth step will be the nautical compliant mechanical systems integration of the outcome of evaluations from industrial specifi cations of func- from the end-users. At this level, Mile- tional requirements. The design of these stone 4, the interaction between devel- innovative systems poses unique chal- opers and end-users will lead to the fi nal lenges and necessitates the support of validation of an integrated environment advanced prediction software tools, since for synthesis and analysis of compliant they should have adequate fl exibility to mechanical systems. undergo desired deformations under the action of applied forces and adequate Expected results stiffness to withstand external loading. SYNCOMECS will deliver a specialised The main focus is on generating the methodology, which is a compliant topology and dimensions of a compliant mechanisms synthesis (i.e. using opti- mechanical system, starting from input/ misation/AI techniques and mechanism/ output force/displacement functional structure modelling techniques concur- requirements and design constraints. rently). SYNCOMECS will also deliver a This is a non-linear optimisation prob- new design tool, which supports com- lem of a non-linear mechanical system, pliant mechanical systems design. This which may involve one or several fl exible specialised methodology and design tool components. It will involve Optimisation, can be exploited in the future by all Euro- Multi-Body Simulation and Non-linear pean industry and also by the European Finite Element Analysis. The solution education system. may be non-existent and, if it exists, not necessarily unique. The software to be developed will be applied to aeronautical industrial problems.

100 Acronym: SYNCOMECS Contract No.: AST4-CT-2005-516183 Instrument: Specific Targeted Research Project Total Cost: €1 836 667 EU Contribution: €1 099 982 Starting Date: 01/04/2005 Duration: 30 months Coordinator: SAMTECH s.a. Liège Science Park Rue des Chasseurs-Ardennais 8 BE-4031 Angleur (Liège) Contact: Ms. Claudine Bon Tel: +32 4 361 6969 Fax: +32 4 361 6980 Email: [email protected] EC Officer: José Martin-Hernandez Tel: +32 2 295 7413 Fax: +32 2 296 3307 Email: [email protected] Partners: SAMTECH S.A. BE University of Cambridge UK Technische Universität Clausthal DE Universidad Nacional del Litoral - Instituto de Desarrollo Tecnológico para la Industria Química AR Centre de Recherche en Aéronautique A.S.B.L. (CENAERO) BE CT Ingenieros, A.A.I, S.L ES ABB Sace S.p.A. IT Alenia Aeronautica S.p.A. IT SAFRAN S.A. FR

101 Strengthening Competitiveness

COMPACT A Concurrent Approach to Manufacturing Induced Part Distortion in Aerospace Components Background developed, which will demonstrate It is not possible to predict part distortion the re-use of the knowledge gathered in aerospace components to the required from the three areas of expertise. The level of accuracy when considering com- system will enable engineering com- ponent tolerances. COMPACT is the fi rst promises to be made in distortion man- agement. initiative to propose a multidisciplinary approach to the prediction and resolu- Description of the work tion of this problem. Little work has been It is estimated that tens of millions of undertaken in certain areas, others have euros are spent every year in an attempt been ignored, being described as ‘black to either avoid or remedy the distortion in art’. In COMPACT, research will be con- components. Part distortion is a function ducted in the areas of material process- of residual stress and is caused by the ing, manufacturing and design, so that a complex relationships between material proof of concept can be obtained. processing, component design and man- Project objectives ufacture. The work programme has been developed around these three fundamen- – New knowledge will be created in tra- tal streams of research and consequently ditional areas, materials, manufactur- adopts a truly concurrent approach. Two ing and design. The outcomes of these further research streams will enable the elements of the project will stand on bulk of research fi ndings to be effectively their own, as with all EU-funded work. applied to problem solving. Research – Finite Element Method technology will be used to gain a greater degree of must be used to simulate the work understanding across the engineering in each area. New knowledge will be disciplines and create a knowledge base generated to extend the applicability using a process-orientated approach. of this technology and achieve greater Finite element modelling will be used to accuracy in a three-dimensional con- develop three-dimensional functionality text. A methodology will be researched that will enable multidisciplinary simu- and developed that enables the simu- lations to be made. The knowledge inte- lations from the three different areas gration work will use this technology in to be integrated. This will enable the order to assist or guide cross-functional prediction of residual stress and dis- engineering teams in the decision-mak- tortion due to its redistribution through ing process. component design. – Knowledge-based process engineering Expected results will be used as a novel research philos- The work will eventually allow cost ophy. Work undertaken will enable the savings to be made in manufacturing development of a knowledge-enabled through the minimisation of ‘scrap’, process modelling (KEPE) methodol- repair, concessions and the expensive ogy. Subsequently, a system will be re-processing of aluminium. Through

102 looking at design in the light of residual stress, it is expected that the design work will enable engineers to optimise geometrical shapes and produce lighter components and hence lighter aircraft.

Multidisciplinary Process centric Inference engine process knowledge

Enabling technology Mat Char CAD CAM FEM

Solution – Process-based knowledge interacts with engineering tools enabling concurrent and multifunctional engineering compromise

Acronym: COMPACT Contract No.: AST4-CT-2005-516078 Instrument: Specific Targeted Research Project Total Cost: €5 329 473 EU Contribution: €3 737 110 Starting Date: To be established Duration: 48 months Website: To be established Coordinator: Airbus UK Limited Manufacturing Engineering North Yorkon Building Golf Course Lane Filton GB-BS99 7AR Bristol

103 Contact: Stephen John Crump Tel: +44 117 936 6896 Fax: +44 117 936 2629 E-mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Airbus UK Ltd. UK Bristol UK Enabling Process Technologies UK Universität Hannover DE EADS Deutschland GmbH DE University of Patras EL Alenia Aeronautica S.p.A IT Ultra RS FR Institut National Polytechnique de Grenoble FR University of Sheffield UK

104 Strengthening Competitiveness

COMPROME Monitoring, Optimisation and Control of Liquid Composite Moulding Processes

Background properties, capable of reducing the The main limitation of the current Liquid overall process cycle by 50%. Composite Moulding (LCM) manufactur- Description of the work ing technologies in the fabrication of high The objectives will be achieved by inte- quality, affordable and highly integrated grating sensing principles and fabrica- aerospace structures lies in their inabil- tion practices for compiling a prototype ity to combine the available information control system linked with industrial (accurate simulations, measurements, Resin Transfer Moulding injection con- experience and knowledge) dealing with trol equipment. The project is organised the integrated process (resin fl ow and into nine technical Work Packages: cure) in a global control system. The future developments require the refi ne- Work Package 1: Development and test- ment and integration of existing control ing of fl ow sensors for resin direction approaches. and speed measurement. Project Objectives Work Package 2: Development and test- ing of integrated (fl ow and cure) sensors The following principal and measurable linked to material models for real-time project objectives are envisaged: evaluation of process parameters. 1. Development of a robust and tool- Work Package 3: Development of fl ow mounted integrated dielectric sensor control system with identifi cation param- cluster to follow the resin local fl ow eters and process optimisation tools. (speed, direction) and cure progress accurately and reproducibly. Work Package 4: Development of an 2. Development of an integrated process integrated control system, utilising inte- monitoring system with knowledge- grated sensors and smart monitoring based adaptable monitoring strategy strategies. and smart actuators, capable of reduc- Work Package 5: Realisation of process ing scrap components by 50%. control through the development and 3. Development of intelligent and optimal positioning of process actuators. on-line fl ow control validated on the Work Package 6: Development of a mould fi lling of high temperature cur- global integrated process control system ing composite materials. (IPC) for the global consideration of the 4. Integration of process (fl ow and cure) component size. simulation tools to process monitoring systems and injection control equip- Work Package 7: Implementating the ment capable of reducing LCM product developing technology step-by-step at development costs by 40%. lab-scale. 5. Guidance of a composites production Work Package 8: Pilot-scale implemen- process through an optimal path for tations at industrial users’ manufactur- attainment of prescribed component ing sites.

105 Work Package 9: Certification and exploi- and cure processes and consists of: (i) tation issues. an integrated, durable and tool-mounted Expected results dielectric sensor; (ii) a modular monitor- ing system with embedded knowledge; The project aims to develop a revolu- (iii) a process control strategy; (iv) a tionary control system applicable to global integrated process control (IPC) the production of composite materials system; (v) the manufacturing aerospace through a wide range of LCM methods. components with cost-effectiveness and The COMPROME system utilises the improved quality. dielectric signal for sensing resin flow

Acronym: COMPROME Contract No.: AST3-CT-2003-502900 Instrument: Specific Targeted Research Project Total Cost: €3 265 323 EU Contribution: €1 822 860 Starting date: 01/02/2004 Duration: 36 months Website: www.inasco.com/comprome.htm (to be mirrored into the site: www.comprome.net ) Coordinator: INASCO Hellas 17, Tegeas St. GR-16452 Argyroupolis, Athens Contact: George Maistros Tel: +30 210 9943427 Fax: +30 210 9961019 E-mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Integrated Aerospace Sciences Corporation O.E. (INASCO) EL Technika Plastika S.A. EL Polyworx VOF NL ISOJET Equipements S.A.R.L. FR Israel Aircraft Industries Ltd. (IAI) IL Fundación INASMET ES KEMA Nederland B.V. NL National Technical University of Athens (NTUA) EL Short Brothers plc UK Kok & van Engelen Composite Structures B.V. NL Laser Zentrum Hannover e.V. DE

106 Strengthening Competitiveness

DEEPWELD Detailed Multi-Physics Modelling of Friction Stir Welding Background Description of the work DEEPWELD contributes to strengthening The work is organised into four technical the competitiveness of the aeronautical Work Packages: industry in Europe. Friction stir weld- Work Package 1: Detailed specifi cations ing (FSW) is a new technique that could of industrial target applications: The revolutionise the way aircraft are built development of a numerical tool to sim- by replacing riveting with welding. The ulate the FSW process, within the DEEP- benefi ts of FSW include the ability to WELD consortium, will be carried out join materials that are diffi cult to fusion following specifi cations of the industrial weld. It is a simple, robust process that end-users. This Work Package defi nes involves no consumables. When handled these specifi cations in terms of materi- properly, FSW results in a defect-free als, applications, performance, software weld with superior properties. How- and experiments. ever, there is still a lack of knowledge on its applicability to aircraft structures. Work Package 2: Physics and Metallurgy: Although there is still a signifi cant need The fi rst objective is to provide quantita- for experiments, an advanced simulation tive information to be introduced as input tool is required to understand further the in the numerical codes to be developed effect of the various welding parameters in the DEEPWELD Project. The second on the properties of the welds. objective is to provide suffi cient infor- mation for a better understanding of the Project objectives physical phenomena occurring during The overall goal of DEEPWELD is the FSW. This is required to select appropri- development of a new multi-physics and ate modelling assumptions for the dif- multi-scale numerical tool for the accu- ferent models or modules (thermo-fl uid, rate modelling of the friction stir weld- thermo-mechanical, and metallurgical). ing process. This tool will help shorten Work Package 3: Multi-physics simula- the design cycle and decrease cost by tion tool development: Development of reducing the number of experimental a general, numerical tool incorporat- prototypes, replacing them with virtual ing the coupling of the following fi elds: prototypes. The DEEPWELD software mechanical, thermal, metallurgy and will be equipped with a thermo-fl uid fl ow calculation. The development of module in order to simulate the impor- this general and multi-physics model tant material fl ow around the FSW tool will allow for predictive FSW simula- and an advanced metallurgy model in tions by: 1) eliminating the equivalent order to predict the evolution of micro- heat fl ux determined from experiments structures. Specifi cally instrumented and replacing it by a thermo-fl uid cal- experiments will be conducted in order culation, which will predict the amount to defi ne accurate thermally varying fric- of heat generated through plastic work tion laws, material constitutive laws and and friction; 2) taking into account the data in order to validate the new numeri- changes in mechanical properties due to cal tool. transformations in the micro-structure of the material.

107 Work Package 4: Validation and Applica- Expected results tions: The objectives of this Work Pack- The expected result of DEEPWELD is a age are: 1) an experimental validation multi-physics and multi-scale simula- campaign with a wide range of operating tion tool for the modelling of friction stir conditions; 2) a welding parameters opti- welding, able to achieve, among other misation in order to maximise the quality things, accurate predictions of residual of the welds; 3) an application to the cou- stresses, distortions, weld properties pons’ representative of industrial appli- and tool loads. cations; 4) a structural response and certification to provide a quality criterion for the optimisation analysis.

FSW experiment at UCL

Acronym: DEEPWELD Contract No.: AST4-CT-2005-516134 Instrument: Specific Targeted Research Project Total Cost: €2 676 933 EU Contribution: €1 552 466 Starting Date: 01/04/2005 Duration: 36 months Website: www.deepweld.org Coordinator: Centre de Recherche en Aéronautique, ASBL (CENAERO) Avenue Jean Mermoz 30 Bâtiment Mermoz 1 – 2ème étage BE-6041 Gosselies

108 Contact: Ms. Anne Nawrocki Tel: +32 71 919330 Fax: +32 71 919331 E-mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Centre de Recherche en Aéronautique A.S.B.L. (CENAERO) BE QUANTECH ATZ ES SAMTECH S.A. BE Centre Internacional de Mètodes Numèrics en Enginyeria (CIMNE) ES Université Catholique de Louvain BE Institut de Soudure FR The Queen’s University of Belfast UK EADS CCR FR SONACA S.A. BE Association pour la Recherche et le Développement des Méthodes et Processus Industriels FR

Modelling of FSW

109 Strengthening Competitiveness

DINAMIT Development and Innovation for Advanced ManufacturIng of Thermoplastics

Background Description of the work Today, high performance thermoplas- To achieve the general objectives of the tic composite parts are mainly used programme, the work is divided into six in aeronautical structures. Compared technical Work Packages. to thermoset resin systems, they have Materials: many advantages: impact behaviour, fi re resistance, low moisture absorption After the elaboration of specifi cations for and welding capabilities. Despite this, this new structural TP material, with a thermoplastics are generally restricted polyether ether ketone (PEEK) tape ref- to simple geometry parts and limited erence, the focus will be on the devel- dimensions as the material and global opment of a ternary TP blend and its production costs remain generally high. associated prepregs (tape and fabrics). The forming capabilities and mechanical Project Objectives properties of new TP multi-axial fabrics The main innovations resulting from this will be evaluated. Polyphenylene sulfi de 36-month project will relate to the fol- (PPS) behaviour in the melt state will be lowing objectives: analysed for optimising the injection pro- cess. Processing routes for PEKK tapes – The development of low-cost, high-per- will be compared. formance thermoplastic composites applicable to aeronautical structural Forming processes for Skin components based on: A new automated lay-up technique asso- – blending of the thermoplastic struc- ciated with vacuum consolidation will be tural matrix, the newly developed developed, and the in situ consolidation polyetherketoneketone (PEKK) (ISC) process will be enhanced for double structural resin, and new multi- curvature part applications. Benchmark- axial thermoplastic fabrics. ing tests will be supplied for comparison – The development of new forming-con- of different ISC processes. A specifi c solidation processes for TP skins and diaphragm technique will be associated substructures, among them: with the development of an IR heating – automated lay-up and in situ con- model. solidation processes for double cur- Forming processes for Substructure vature part applications, continuous A specifi c TP resin tranfer moulding pro- and roll forming techniques, low- cess will be developed. A thermoset roll- pressure injection process. forming machine will be upgraded for TP – The development of new welding pro- applications and a continuous forming cesses based on: technique will be employed for the man- – laser technologies, and in situ weld- ufacturing of contoured profi les. ing processes. Welding processes – The creation of a cost optimisation tool, which will assess the developments of Laser technologies will be investigated, innovative TP materials and processes. either for the TP composite assembly, or for surface preparation before weld-

110 ing. An in situ welding technique will be Expected results developed, to be coupled to the ISC pro- At the end of the project, it is hoped to cess. obtain the following for application to Validation: aeronautics: A reduced fuselage panel will be – a low-cost, high-performance TP designed, and sized for validation of the material (a minimum of 20% cheaper automated lay up technology. Part of a compared to a reference material) TP fuselage frame will be designed for – available techniques for double curva- validation of the RTM process. Compos- ture application (for example, an air- ite TP wing ribs will be manufactured craft nose or fuselage) with laser welded roll formed stiffeners. – low-cost techniques for the manufac- A TP landing gear door will be manu- ture of TP substructures to be welded factured using in situ consolidation and to skins welding processes. – new techniques for welding high per- Cost effective analysis: formance TP composites – a management tool for cost-effective Finally, the real impact on cost reduction evaluation of new technologies, com- will be evaluated with a specific analyti- pared to reference cases. cal tool.

From EADS/CCR: Automatic TP lay up on a double curvature part

111 Acronym: DINAMIT Contract No.: AST3-CT-2003-502831 Instrument: Specific Targeted Research Project Total Cost: €3 545 328 EU Contribution: €2 026 492 Starting Date: 01/02/2004 Duration: 36 months Coordinator: EADS/CCR 12 rue Pasteur FR92152 Suresnes Cedex Contact: Patrice Lefebure Tel: + 33 1 46 97 36 13 Fax: + 33 1 46 97 37 30 E-mail: [email protected] EC Officer: Jean Pierre Lentz Tel: + 32 2 296 6592 Fax: + 32 2 2966757 E-mail: [email protected] Partners: EADS CCR FR Airbus France S.A.S FR Airbus Deutschland GmbH DE Airbus España S.L. ES Airbus UK Ltd. UK Dassault Aviation S.A. FR Eurocopter S.A.S. FR University of Patras EL Fundación para la Investigación y Desarollo en Automoción ES Universität Bayreuth DE Advanced Composites and Machines GmbH DE Irish Composites (Ábhair Cumaisc Teoranta) IE Institut für Verbundwerkstoffe GmbH (IVW) DE

112 Strengthening Competitiveness

ECOSHAPE Economic Advanced Shaping Processes for Integral Structures Background goal, the project is organised into fi ve A higher degree of integration during technical Work Packages. The objective aircraft structure needs to be developed, of Work Package 1 (Processes and mate- which will save weight and reduce man- rials basics) is to analyse basic infl u- ufacturing costs, for example a reduction ences of laser forming on the selected in assembly cost (riveting process) by Al alloys. Work Package 2 (Process laser welding (e.g. fuselage) or integral development and characterisation) is the machining (e.g. wing structures). For central Work Package and includes pro- such new concepts, the current manu- cess development and up-scaling, plus facturing chain has to be altered, unify- simulation implementation coming from ing the forming steps and shifting this Work Package 4. The objective of Work new step further towards the end of pro- Package 3 (Biaxial curvature capability duction. This enables more processing, enhancement) is to cope with stiffened, such as machining, pocketing, welding, bi-axially curved generic shapes. Work to be done in a fl at condition to achieve Package 4 (Simulation and verifi cation) the full cost reduction potential. deals with process simulation. The main objective is to forecast the laser form- Project objectives ing behaviour with a detailed 3D local 1. Forming stiffened structures to a sin- model integrated in a ‘less’ detailed 2D gle curvature of 1 250 to 3 000mm radii global model, serving as a reference fast along stiffeners. benchmark model to be used as an input 2. Forming bi-axially curved structures to the control unit developed in Work with an additional 10 000 mm radius Package 2. Work Package 5 (Economi- across stiffeners. cal evaluation and dissemination) has to 3. Verifi cation of estimated shell manu- verify the third main project objective by facturing cost reduction of 10% by the economical evaluation of the laser- more processing in a fl at condition and based forming processes developed dur- a further 10% by avoidance of heavy ing the project. and complex tooling. Expected results 4. Shell weight reduction of 10% using new alloys, which are less useful with The main aim is to develop laser-forming conventional forming. processes for integral fuselage and wing structures. Thus, relevant laser param- Description of the work eters with respect to minimum material The objectives will be achieved by devel- degradation and maximum formable oping laser-forming methods to create sheet thickness are evaluated. A simula- 3D shapes from fl at sheet material or tion tool for the forming process is built even fl at stiffened panels (Fig. 1 after up and integrated into a control system. conventional forming) using a control- The key to process control is to develop lable non-contact laser approach, elimi- a predictive model to provide scanning nating expensive dies and forming tools. strategies based on a required geom- This requires the implementation of etry. This system will include online 3D innovative techniques on a manufactur- shape measurement to enable straight- ing scale and an understanding of the line laser forming to the required fi nal laser beam forming steps. To reach this geometry.

113 Computer Modelling control

Machining Forming Online 3D-

Laser Laser Measurement

Welding Laser

Laser

Processing in a flat condition Final shaping

Process principle and fuselage panel after conventional forming and LBW of stringers

Process principle and fuselage panel after conventional forming and LBW of stringers

Acronym: ECOSHAPE Contract No.: AST3-CT-2003-502884 Instrument: Specific Targeted Research Project Total Cost: €2 5011 716 EU Contribution: €1 529 150 Starting date: 01/02/2004 Duration: 36 months Coordinator: EADS Deutschland GmbH Corporate Research Centre Germany, Department LG-MT DE-81663 Munich Contact: Achim Schoberth Tel: +49 89 607 22061 Fax: +49 89 607 25408 E-mail: [email protected]

114 EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected] Partners: EADS Deutschland GmbH DE Airbus Deutschland GmbH DE Airbus France S.A.S. FR Alenia Aeronautica S.p.A. IT Dassault Aviation S.A. FR EADS CCR FR Integrated Aerospace Sciences Corporation O.E. (INASCO) EL Institute of Structures and Advanced Materials (ISTRAM) EL Technische Universität München (TUM) DE Instituto per le Ricerche di Tecnologia Meccanica e per l’Automazione S.p.A. IT

115 Strengthening Competitiveness

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

Background – To produce highly integrated demon- Regulatory efforts to lower the weight of strator castings, which are approxi- aeroplanes, which in turn will decrease mately 30% lighter than the same air and noise pollution, are forcing com- components in their current design. panies to develop new methods and Description of the work processes to improve aircraft perfor- The work plan is split into two main mance. The introduction of Mg-alloys in phases, the Development Phase and the the aerospace industry will reduce aero- Application Phase. The Development plane weight, improve noise damping and Phase includes experimental work as reduce fuel consumption. Alloys suitable well as casting process optimisation. Up for the aerospace industry must combine to seven new Mg-alloys will be devel- a high performance in mechanical prop- oped and will undergo intensive testing erties with corrosion resistance. At pres- regarding properties like strength and ent, there is a need to develop Mg-alloys fatigue as well as corrosion properties. to fulfi l these requirements. New coatings for Mg-components will be Project objectives developed, and reference castings will – To develop up to seven new Mg-alloys, be selected and produced using com- which meet the end-users’ require- mercial Mg-alloys. These castings will ments regarding corrosion resistance, be analysed with respect to mechani- mechanical properties, strength, cal properties. In parallel, virtual tools fatigue and coatability. A maximum for predicting local mechanical proper- of three will be selected, from which ties will be developed. This phase will prototypes and demonstrators will be end with the selection of the three most developed. suitable new alloys for use in the Appli- – To optimise processes for sand and cation Phase. In this second phase, the investment casting, gravity die-cast- reference castings will be cast from the ing, high-pressure die-casting and new alloys and undergo the same tests special casting processes, enabling as in the fi rst phase, which allows direct the production of non-structural, semi- comparison of properties. Based on the structural and structural castings for test results, alloys and castings will be aeroplanes, fulfi lling end-user require- further optimised. Finally, the castings ments. will undergo all the full-scale testing – To develop simulation tools for the procedures usually carried out by air- determination of local mechanical craft manufacturers. The project’s fi nd- properties of magnesium castings and ings, as well as design rules and aviation virtual standard tests (e.g. impact tests) standards, will be compiled in a design of cast magnesium components. manual for aviation designers. A magne- – To prepare a design manual for cast sium process and simulation database magnesium components. will collect all up-to-date information on magnesium casting.

116 Expected Results castings allowing their efficient optimi- The expected deliverables are: sation. 3. A design manual guiding aviation 1. New Mg-casting alloys, which fulfil designers safely when choosing Mg- the requirements of aviation industry components. regarding mechanical properties. 4. Demonstrator castings, which prove 2. Virtual tools to enable the prediction the suitability of Mg-castings for avia- of local mechanical properties of Mg- tion applications.

Acronym: IDEA Contract No.: AST3-CT-2003-503826 Instrument: Specific Targeted Research Project Total Cost: €4 874 149 EU Contribution: €2 892 421 Starting Date: 01/01/2004 Duration: 36 months Website: http://idea-fp6.net Coordinator: RWP Gesellschaft beratender Ingenieure für Berechnung und rechnergestützte Simulation GmbH Am Münsterwald 11, DE-52159 Roetgen Contact: Joachim Wendt Tel: +49 2471 1230 19 Fax: +49 2471 1230 00 E-mail: [email protected]

117 EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Gesellschaft beratender Ingenieure für Berechnung und rechnergestützte Simulation GmbH (RWP) DE Technion - Israel Institute of Technology IL Magnesium Research Institute (MRI) IL Israel Aircraft Industries Ltd. (IAI) IL Specialvalimo J. Pap OY FI Technical Research Centre of Finland (VTT) FI Kern GmbH DE Institut für Fertigungstechnik im Automobilbau GmbH (INFERTA) DE Slovenian Tool and Die Development Centre (TECOS) SL Fémalk RT Aluminium Die Casting Foundry Ltd. HU Université Henri Poincaré Nancy I FR Mondragon Goi Eskola Politeknikoa S.Coop. ES Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. DE Stone Foundries Ltd. UK

118 Strengthening Competitiveness

IPROMES Using Image Processing as a Metrological Solution Background Description of the work The importance of metrological controls The innovative solution is based on pho- is increasing in the engineering indus- togrammetric and image processing try, and particularly in aeronautics, due techniques. Simultaneously, it offers a to the high measurement precision and high precision, resulting from the use of quality requirements. This important photogrammetric techniques, and rapid- operation varies from an average of 1 to ity and ease-of-use, resulting from the 15% of the aeronautics total production use of automatic image processing. With time, depending on the type of produced an image processing-based technology, parts or assembly. This is considerable the images can be stored and thus it for a sector where the production time remains possible, months or years later, is very high. Unfortunately, in order to to proceed with a complementary mea- reach the high level of quality, perfor- surement of specifi c characteristics of mance and safety needs, European air- the part under scrutiny. This is very use- craft industries have been obliged to ful in terms of traceability. Secondly, a invest in expensive and specifi c solutions simultaneous measurement system can as the dimensional precision and the be used to assist the operator in posi- positioning issues are critical. tioning parts during the assembly pro- Project objectives cess. The measurement system is thus not only useful in control operation but This project aims to use photogramme- effectively becomes an assembly process try and image processing techniques to tool. Thanks to the optical solution, an perform the ‘in-process’ positioning dur- innovative framing concept will be set up, ing the assembly phase and to complete so no positioning issue will be required. the fi nal measurement control (quality As the frame will only support the sen- control, maintenance) of aircraft parts sors, it will be simplifi ed compared to the afterwards. This project will use optical current ones. This improvement will lead sensors (cameras) instead of the tradi- to proposals for adoption of a ‘universal tional gauges in order to automatically frame’. Indeed, with such a measure- access geometrical data of parts and ment system it becomes possible to cre- structures to be controlled, and then to ate multi-purpose and versatile frames, proceed with three-dimensional mea- which can be used for different types of surements. With this optical solution, aircraft (for example Airbus A320/A340). the manufacturing of the frame will be simplifi ed. Thanks to the photogram- Expected results metry technique, the measurements will This project will lead to the following be calculated in real time with instant results: feedback from the cameras. Implement- New image processing algorithms, new ing a non-contact measurement system optical sensors meeting the require- will allow drastic reduction of the control ments of the aeronautical sector, a duration and standardisation of the con- ‘steps and gaps’ optical measurement trol tools. system for aeronautics, a fl exible frame prototype equipped with optical sensors, and new assembly concepts.

119 Acronym: IPROMES Contract No.: AST3-CT-2004-502905 Instrument: Specific Targeted Research Project Total Cost: €3 216 685 EU contribution: €1 809 104 Starting Date: 01/01/04 Duration: 36 months Coordinator: ALMA Consulting Group (ALMA) Domaine des Bois d’Houlbec FR-27120 HOULBEC COCHEREL Contact: Luc RAGON 19 rue desTuiliers FR-69442 Lyon cedex 03 Tel: +33 4 72 35 80 30 Fax: +33 4 72 35 80 31 E-mail: [email protected] EC Officer: Per KRUPPA Tel: +32 2 296 5820 Fax: +32 2 299 6757 E-mail: [email protected] Partners: ACTICM S.A. FR AXIST s.r.l. IT Commissariat à l’Energie Atomique FR Technische Universität Graz AT COORD 3 S.p.A. IT ESIC - SN S.A.R.L. FR Israel Aircraft Industries Ltd. (IAI) IL SEROMA FR Techspace Aero S.A. FR METROSTAFF s.r.l. IT

120 Strengthening Competitiveness

ITOOL Integrated Tool for Simulation of Textile Composites Background toughness +75%, weight specifi c energy Textile preforming of composites offers absorption +75%). the potential of signifi cant cost savings By achieving the objectives mentioned in comparison to prepreg (pre-impreg- above, ITOOL can provide the basis of nated) tape layering. To enable engineers a standard for the design, analysis and to make use of dry fi bre textiles, reliable testing of textile preformed composites simulation tools and design principles in Europe. are needed. In contrast to conventional, Description of the Work unidirectional reinforced composites, textile reinforcement results in 3D fi bre As there are already stand-alone solu- architectures so that standard analysis tions for several parts of the simulation procedures, like 2D rules of mixture and in use, the approach of ITOOL is mainly laminate theory, are no longer valid. It is the linking and integration of these tools also important to consider the manufac- to ensure a fl uid interaction and data turing processes since they have a strong interchange. This approach will enable infl uence on the textile properties. a fl exible and adaptable solution, which may be extended by the user to include Project objectives alternative technologies. The technical approach of ITOOL is a The materials used in the project, espe- simulation along the process line in cially the ones that will be used for a set a virtual manufacturing chain, which of validation examples, will be charac- incorporates the preform manufactur- terised. The relevant data will be stored ing, draping and impregnation process in a database structure allowing the user followed by the external loading of the to access the properties they will need. fi nished component. The mechanical behaviour will be ana- The scientifi c objective of ITOOL is to lysed on three different approximation close the gap between missing knowl- levels called 3M (micro / meso / macro) edge and proved advantages of dry fi bre mechanics: textiles by developing an adequate inte- – on the microscale, the different constit- grated simulation tool for textile pre- uents are always modelled separately forming technologies including braiding, – on the mesoscale, fi bre and matrix advanced engineering textiles, weav- properties are homogenized locally ing and stitching. Reliable simulation – on a macro level, the micro or meso- tools and design methods provide the scale models are homogenised in a enabling prerequisites for an increased coarser way to lower the computational use of these materials in aerospace and effort. other industries. The processes used in production and From the technical point of view, a handling of textile preforms will be eval- special focus will be on 3D reinforce- uated and appropriate models will be ments by the use of structural stitch- developed to predict their infl uence on ing to improve mechanical properties the properties of the preform materials. of composites in the thickness direc- The draping and infi ltration behaviour of tion (damage tolerance +80%, fracture textile preforms will be the focus of this subtask.

121 Static stress and failure models will be textile preformed composites to increase developed to predict macroscopic struc- their usage. Therefore, design rules tural deformation, stress and failure for the use of dry fibre textiles will be of textile-reinforced structures. Global extracted and made easily available for analysis methods, which compute struc- the design engineer as a guideline. tural behaviour under external loads, will be provided. The developed tools Expected Results will address static stress, quasi-static To fulfil the objectives within a limited failure, crash and dynamic impact com- time (and cost) scale, the linking and putations. integration of different stand-alone solu- The proof for this integration concept tions in the tool chain is proposed, thus will be performed for different applica- creating an open flexible interface for tion fields of textile-preformed compos- fluent data exchange and communica- ites in aerospace: typical stiffened skin tion. sections, integral joining technologies The main benefit is to users of textile and a braided propeller fan. The evalu- composites. ITOOL can set up a standard ation also includes the interface and the for testing, modelling and simulation, related flow of data as a measure of the thus responding to market demands. A quality of results in comparison to tests. further impact of the enhanced simula- In parallel to the development of the tion capabilities will be a reduction of at integrated simulation tool, the second least 20% in necessary testing effort, as aspect of the project is to build up physi- well as a lead-time reduction of more cal understanding of the behahiour of than 15%.

122 Acronym: ITOOL Contract No.: AST4-CT-2005-516146 Instrument: Specific Targeted Research Project Total Cost: €3 754 097 EU Contribution: €2 619 913 Starting Date: 01/03/2005 Duration: 36 months Coordinator: EADS Deutschland GmbH Corporate Research Centre Germany SC/IRT/LG-CT DE-81663 Munich Contact: Marinus Schouten Tel: +49 89 607 22966 Fax: +49 89 607 23067 E-mail: [email protected] EC-officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected] Partners: EADS Deutschland GmbH DE Alenia Aeronautica S.p.A. IT Cranfield University UK Dassault Aviation S.A. FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE EADS CCR FR ESI Group FR Universität Stuttgart DE Rheinisch-Westfälische Technische Hochschule Aachen DE Katholieke Universiteit Leuven BE Institut National des Sciences Appliquées de Lyon FR Sistemas y Procesos Avanzados S.L. ES Fundación Empresa Universidad de Zaragoza ES

123 Strengthening Competitiveness

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

Background – Ni based materials: INCONEL 718, IN A286 and INCONEL 718 are materi- 100 als that, due to their high Ni content – Intermetallics: g-TiAl and heat resistance, are very diffi cult Description of the work to machine, and this results in the high The project objectives will be addressed cost of parts manufactured with these by the development of new tool geom- materials. The results of this process etries, hard and low-friction nanocom- will open the way for more cost-effec- posite coatings produced by physical tive production processes for aerospace vapour deposition (PVD) methods and parts. TiAl is a good candidate material new machining processes (high pressure for future aerospace applications, due cooling). At a fi rst stage, the machining to its low weight and good resistance shops and end-users will collaborate at high temperatures. However, its low with the R&D centres, and the tools and machinability (10% of that of Ni alloys) coating producers, in defi ning which makes the production costs very high machining processes and tools will be for many applications. A reduction of the used to evaluate the new developments. TiAl intermetallic machining cost will Three demonstrators (one from each open up the possibility of the design and material family) will be defi ned, as they application of new parts. will be used at the end of the project to Project objectives evaluate the performance of the new The partners of this project want to tools, coatings and machining processes. develop new machining tools, nanocom- With the defi ned characteristics of the posite coatings and machining processes tools and their problems, the possibility to address the following industrial objec- of addressing new tool designs will be tives: evaluated, taking into account that these tools will be coated. – tool life increase – reduction of production costs New nanocomposite coatings will be – increase of machining productivity developed, considering the special (more advanced cutting parameters) requirements specifi ed by the end-users – optimal coolant utilisation and machining shops. There will be – improvement of fi nishing quality. mainly three lines of the research. The system AlTiSiN will be optimised to cope All these objectives are related to the with the demands of hardness and fric- machining processes of heat resistant tion. An approach will also be made to alloys used in aerospace applications. other compositions, where the Ti will be The selection of materials will be focused substituted by other elements that have on the following: shown better friction behaviour, or where – Fe-Ni alloys: A286 low-friction phases are added.

124 The developed nanocomposite coatings these tests will provide feedback and will be tested in the laboratory facilities. help the optimisation of both coatings The coatings will be applied on stan- and machining parameters. The results dard and newly developed tools, and the will be evaluated in the production of real machining parameters that show the parts (demonstrators), one of each from best behaviour of the tool from an effi- the material families selected. ciency point of view will be investigated. Expected results The tools will also be analysed to deter- mine the failure modes, and this analysis – Reduction by more than 50% of the will act as input for coating optimisa- process costs where the tools have tion. At this point, optical microscopes, been coated and new cutting technolo- scanning electron microscopes (SEM), gies have been applied. profilometry and roughness measure- – Increase by more than 100% in machin- ment devices, and metallography facili- ing efficiency of milling Fe-Ni, Ni alloys ties will be used. Furthermore, advanced and γ-TiAl machining processes, like high pres- - Increase by more than 100% in machin- sure cooling machining, will be tested ing efficiency of turning Fe-Ni, Ni alloys on the coated tools to increase even and γ-TiAl more efficiency (tool lifetime, machining – Increase by more than 50% in machin- speed, etc). The tests will start with the ing efficiency of drilling Fe-Ni, Ni alloys Fe-Ni and the Ni alloys, and will further and γ-TiAl address the machining process for the γ- The term ‘machining efficiency’ is directly TiAl intermetallic. related to production costs, and takes into account parameters such as tool life, The third leg of the testing table will con- machining speed and tool cost. sist of real production tests performed at the machining shops. The results of

Acronym: MACHERENA Contract No.: AST3-CT-2003-502741 Instrument: Specific Targeted Research Project Total Cost: €4 164 285 EU Contribution: €2 310 522 Starting Date: 01/01/2004 Duration: 36 months Coordinator: Mecanizados Escribano S.L. C/ Portugal, 52 - Pol. Ind. Las Acacias ES-28840 Mejorada Del Campo, Madrid Contact: Javier Escribano Tel: +34 91 679 42 72 Fax: +34 91 673 54 48 E-mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected]

125 Partners: Mecanizados Escribano S.L. ES Rheinisch-Westfälische Technische Hochschule Aachen DE PLATIT AG CH Technische Universität München (TUM) DE SHM Ltd. CZ UNIMERCO A/S DK ETS Echevarria et Fils FR GEYCA Gestión y Calidad S.L. ES Compañia Española de Sistemas Aeronáuticos S.A. (CESA) ES Volvo Aero Norge A.S. NO

126 Strengthening Competitiveness

TOPPCOAT Towards Design and Processing of Advanced, Competitive Thermal Barrier Coating Systems

Background A major contribution will be the substitu- The target is to develop more reliable, tion of the expensive EB-PVD process for less expensive Thermal Barrier Coat- the coating of aero gas turbine blades and ings (TBCs) with increased lifetimes and vanes by the APS process. improved temperature capability. The top Description of the work coat of TBC systems consists of a low Work Package 1, entitled ‘Technical thermal conductivity material such as specifi cations, procurement of substrates, yttria stabilised zirconia (YSZ). This can be bondcoat and standard topcoat materials’, thermally sprayed by means of air plasma will additionally supply the complete spraying (APS) or deposited by (more reference TBC system produced by the expensive) electron beam physical vapour PVD technique. deposition (EB-PVD). The PVD process leads to a columnar microstructure giv- Beside standard spray-dried powders, ing the coating a high strain tolerance, new powders will be developed in Work and a greater lifetime and reliability than Package 2, ‘Optimisation of starting pow- plasma-sprayed TBC systems. ders and materials’, in order to decide the powder type most suitable for the genera- Project objectives tion of high segmentation densities. Due to their higher strain tolerance, seg- Different structures for the substrate mented or columnar structures within the interface will be studied in Work Pack- TBC, in combination with excellent bond- age 3, ‘Interface design’, to improve the ing, are essential to improving the dura- bonding between ceramic coating and bility of TBC systems. The investigation substrate. of these structures constitutes the fi rst In Work Package 4, ‘Advanced technol- objective. The developed segmented APS ogy for manufacture of strain tolerant coatings will be compared with standard coatings’, coatings with strain-tolerant EB-PVD coatings. It is anticipated that microstructures will be developed, based this route will lead to TBC systems with a on the spraying parameters leading to performance close to that of EB-PVD but relatively thick segmented coatings. Addi- at a fraction of the cost. tionally, four new emerging technologies, Since the project is aimed towards the although a long way from being applied next generation of TBC systems, the sec- in gas turbine industry for TBC coat- ond objective will be the investigation of ings, will be considered: Low Pressure new technologies with the potential to Plasma Spraying Thin Film technology produce highly strain-tolerant coatings in (LPPS TF), Suspension Plasma Spraying a cost-effective way. These are thin fi lm/ of nanop- powders, High Speed Physical low-pressure plasma spraying (TF-LPPS), Vapour Deposition (HS-PVD) and Micro- plasma-enhanced chemical vapour depo- wave Plasma Enhanced Chemical Vapour sition (PE-CVD), nano-phase suspension Deposition (PE-CVD). plasma spraying and hollow cathode gas The coating evaluation regarding thermal sputtering PVD (GS-PVD). cycling and the formation of oxide scales

127 on the bondcoat is carried out in Work termography. A qualification test for Package 5, ‘Screening of key properties the introduction of the new coatings on and full characterisation’. The perfor- blades of a stationary gas turbine will be mance of the coating will be compared to performed. those of standard PVD coatings and the comparison used as the basis of the mid- Expected results term assessment review. The main achievements will be the life- In Work Package 6, ‘Transfer and appli- time extension of conventional TBCs cation of technology’ all partners will get through advanced strain tolerance and full access to the developed technology. high density of segmentation cracks, and An analysis of the cost reduction due to the development of new techniques for the new APS coatings will be performed. the next generation of TBCs. Finally, three components of gas tur- The substitution of the expensive EB-PVD bines, parts of the combustion chamber, technique for coating blades will result in vanes, blades and plate cooling rear will a 1.5% reduction of engine costs. Further be coated for testing in the final work- achievements will include maintenance package. costs reduced by up to 20%, due to the Work Package 7, ‘Final evaluation of the doubling of coating lifetimes. Finally, an advanced TBC systems under close-to- increase in operating temperature of 20- service conditions’, will also investigate 30 K for components coated in the past the density of delaminations by means with APS will reduce fuel consumption by of non-destructive testing as infrared about 1%.

128 Acronym: TOPPCOAT Proposal No.: AST4-CT-2005-516149 Instrument: Specific Targeted Research Project Total cost: €3 942 300 EU funding: €2 125 950 Starting date: 01/02/2006 Duration: 48 months Coordinator: Forschungszentrum Jülich GmbH Institute for Materials and Processes in Energy Systems IWV-1 Leo-Brandt-Straße DE-52428 Jülich Contact: Robert Vaßen Tel: +49 2461 616108 Fax:+49 2461 612455 E-mail: [email protected] EC officer: Andrzej Podsadowski Tel: +32 2 298 0433 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Alstom Switzerland Ltd. CH AVIO S.p.A. IT Centro Elettrotecnico Sperimentale Italiano ‘Giancino Motta’ S.p.A. (CESI) IT Forschungszentrum Jülich GmbH (FZJ) DE Högskolan i Trollhättan/Uddevalla (HTU) SE National Physical Laboratory (NPL) UK Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Rolls-Royce Deutschland Ltd. & Co. KG DE SAFRAN S.A. FR Southside Thermal Sciences Ltd. UK Sulzer Metco AG CH Treibacher Industrie AG AT Turbocoating S.p.A. IT Volvo Aero Corporation AB SE

129 Strengthening Competitiveness

VERDI Virtual Engineering for Robust Manufacturing with Design Integration

Background – Integration of process simulation and The VERDI project will contribute to win- manufacturing. ning global leadership for European – Implementation of manufacturing aeronautics by developing a new genera- simulation in Europe’s aero engine tion of engineering technologies, which industry. allows for complete virtual manufactur- Description of the work ing of structural aero engine compo- VERDI is a research project with strong nents, integrated into the design process focus on development and validation of and manufacturing. This enables robust the numerical framework that is the foun- manufacturing methods to be designed dation of virtual fabrication. The project into the component, minimising cost and structure comprises six Work Packages, lead-time due to physical trials and long including one devoted to project manage- feedback times. The developed technol- ment. VERDI is planned to follow both the ogy will trigger a quantum step in cost logical order for the development of man- reduction for design or re-design of new ufacturing process simulation tools and or existing aero engine components. the structure for applying virtual manu- Project objectives facturing within an engine development – Development of multi-scale process project. The process modelling tools are simulation tools for metal deposition, built up from fundamental material mod- welding, heat treatment, surface strain elling, manufacturing process modelling hardening and machining. and integration of the individual models – Integration of process simulation to enable complete virtual fabrication of a tools. component. – Integration of process simulation and Support from design and manufacturing design. is continually available during the entire

Material Process Application modelling modelling modelling

Material Process Validation of testing model virtual Model validation fabrication validation

Complexity

Material Process Sub-component

130 project to ensure the desired integration. a ‘hot’ rear-engine turbine structure in All models and tools will be validated at a nickel-based alloy. The result will be each appropriate level in order to ensure evaluated and the concept of virtual fabri- a robust development process with high cation will be validated against the manu- quality input results to the next level. factured hardware. VERDI will validate the methods and tools developed within Expected results a concurrent environment for design and Two sub-components will be manufac- manufacture of ‘right first time’ gas tur- tured, based solely on virtual models. bine structures, with 5% reduced cost and They will represent a ‘cold’ front engine 25% lead-time for an aero engine devel- fan/compressor structure in titanium and opment project.

Acronym: VERDI Contract No.: AST4-CT-2005-516046 Instrument: Specific Targeted Research Project Total Cost: €6 389 035 EU Contribution: €4 498 319 Starting date: 01/09/2005 Duration: 48 months Coordinator: Volvo Aero Corporation Engines Advanced Materials and Manufacturing Technology SE-46181 Trollhättan Contact: Torbjörn Kvist Tel: +46 520 10787 Fax: +46 520 98522 E-mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: + 32 2 296 6592 Fax: + 32 2 296 6757 E-mail: [email protected] Partners: Volvo Aero Corporation AB SE Luleå tekniska universitet (LTU) SE Högskolan i Trollhättan/Uddevalla (HTU) SE Rolls-Royce plc UK University of Nottingham UK MTU Aero Engines GmbH DE Rheinisch-Westfälische Technische Hochschule Aachen DE Universität Karlsruhe (Technische Hochschule) DE Industria de Turbo Propulsores S.A. ES Associación de Investigación y Cooperación Industrial de Andalucía ES Centre Internacional de Mètodes Numèrics en Enginyeria (CIMNE) ES Techspace Aero S.A. BE Centre de Recherche en Aéronautique A.S.B.L. (CENAERO) BE AVIO S.p.A. IT Politecnico di Torino IT Engin Soft Tecnologie per l’Ottimizzazione s.r.l. (ESTECO) IT

131 Strengthening Competitiveness

WEL-AIR Development of Short Distance Welding Concepts for Airframes Background ages to minimise the maintenance and The development of welded structures operational costs. has been identifi ed by airframe manu- – To conduct systematic damage toler- facturers as potentially leading to lighter ance analysis on short distance welded coupons to establish the mechanisms airframes and low-cost manufacturing. of initiation and spread of the damage Weight and cost effi ciency will be obtained at or around the run-outs. on the ‘Integral Structure’ or ‘Rivet-Free’ – To establish structural safety provisions Al-alloy airframes through the use of for the case of ageing and corrosion advanced welding technologies, such as damage (long-term behaviour/durabil- laser beam (LBW) and friction stir weld- ity) by understanding the micro-mech- ing (FSW), and the introduction of new anism/metallurgy of the damage at the aluminium alloys with improved per- short distance welds. formances. A318 and A380 aircraft are already fl ying having had their fuselage Description of the work panels manufactured with large distance The technical approach of the project fol- LBW skin-stringer joints. Now, there is a lows a ‘develop, test, check, make rec- need to extend the current level of tech- ommendations, validate on components’ nology to ‘more critical and diffi cult-to- pattern, split into fi ve technical Work join’ sections of metallic airframes with Packages. The fi rst three Work Pack- the replacement of conventional riveted ages deal with the establishment of data- sub-sections with a short distance welded bases relative to potential techniques for integral structure, which exhibits light- improving the fatigue and damage toler- weight and damage-tolerant features. ance behaviour of short distance welds, Project objectives using both friction stir welding and laser beam welding for stiffener-skin connec- Within this context, the main scientifi c tions. and technological objectives of the proj- The fi rst Work Package aims to develop ect are: laser beam and friction stir welding pro- – To optimise and validate the most suit- cedures for control of the run-ins and able short distance laser beam weld- run-outs of the welds, and to propose ing process parameters for various some repair techniques for non-allow- Al-alloy combinations for the joining able welding defects. Firstly, an overview of stiffener/clip-skin connections of related to cracking occurrence in laser airframes by understanding and con- beam welding and industrial conditions, trolling the basic mechanisms of hot previously tested non-allowable welding tearing, crack initiation and crack defects, run-out control and repair proce- growth at the run-in/out location. dures will be presented by aircraft manu- – To develop a short distance friction stir facturers with a background in this fi eld welding process for suitable joints and (AIRBUS, EADS). Taking this overview non-laser weldable alloys and gain into account, various run-in/out control knowledge about these new applica- and repair procedures will be tested by tions. the LBW welder partners (EADS, GKSS, – To develop repair schemes of short dis- ALENIA, Institut de Soudure) using vari- tance welds and defi ne allowable dam- ous laser beam welding equipments (YAG

132 technology, various powers, fibre diam- The last two Work Packages deal with eter, focal length), clamping equipments concept validation on technological and various filler wires. The validation of specimens, especially flat and curved the improved procedures will be tested specimens, with welded stringers only in industrial conditions. Concerning fric- or welded bi-directional stiffening. In the tion stir welding, the retractable pin tool fourth Work Package, the technological technique for control of the run-outs of specimens will be defined and manufac- the short distance stiffener-skin joints tured and in the fifth, the specimens will and potential repair technique of the FSW be tested and the results analysed. hole located at the end of the welds will Expected results be developed (EADS CRC, Institut de Sou- dure, GKSS). The WEL-AIR project will provide: The second Work Package deals with – A complete database, which is related design aspects of the stiffener-skin con- to the manufacture and performance of nection and especially the evaluation of innovative and improved welding con- new generation aluminium alloys with cepts for stiffener-clip-skin connection improved mechanical performances including new joint design, laser beam (fatigue and damage tolerance) and/or welding and friction stir welding proce- better weldability or hot cracking resis- dures and a selection of new high per- tance. formance light alloys for both stiffeners and skin. Damage tolerance (fatigue and fracture) – Run-in/out control and repair proce- and durability of the laser beam and fric- dures for both laser beam welding and tion stir welded joints for various welded friction stir welding. configurations are the main topics of the – Recommendations on optimum mate- third Work Package (including alloys, pro- rial conditions (temper and surface) cesses, joint configuration, thermal tem- prior to welding to optimise the post- per and surface treatment). welding behaviour. Data bases will be obtained from the three – Damage tolerance data and funda- first work packages and the most relevant mental rules for the integration of new welding concepts for improved stiffened welding on aircraft sections that are structures will be proposed. more critical.

Development of Short Distance WELding concepts for AIRframes

133 Development of Short Distance WELding concepts for AIRframes

Acronym: WEL-AIR Contract No.: AST3-CT-2003-502832 Instrument: Specific Targeted Research Project Total cost: €5 035 405 EC Contribution: €2 692 000 Starting date: 01/01/2004 Duration: 36 months Coordinator: EADS Corporate Research Centre Materials and Processes Department 12 Rue Pasteur BP76 FR-92152 Suresnes Cedex Contact: Ms. Delphine Alléhaux Tel: +33 1 46 97 30 92 Fax : +33 1 46 97 37 30 E-mail: [email protected] EC Officer: Hans Josef von den Driesch Tel: +32 2 296 0609 Fax: +32 2 296 6757 E-mail: [email protected]

134 Partners: EADS CCR FR GKSS – Forschungszentrum Geesthacht GmbH DE Airbus Deutschland GmbH DE Airbus France S.A.S. FR EADS Deutschland GmbH DE Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Pechiney Centre de Recherche de Voreppe FR Société Anonyme Belge de Constructions Aéronautiques (SABCA) BE Dassault Aviation S.A. FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Alenia Aeronautica S.p.A. IT Institute of Structures and Advanced Materials (ISTRAM) EL Piaggio Aero Industries S.p.A. IT Institut de Soudure FR

135 Strengthening Competitiveness

LAPCAT Long-Term Advanced Propulsion Concepts and Technologies

Background - two air-breathing engines for a com- To reduce long-distance fl ights, for monly agreed reference vehicle(s) and example from Brussels to Sydney, to less trajectory point(s) than two to four hours, advanced propul- - dedicated combustion experiments on sion concepts and technologies need to supersonic and high-pressure com- be identifi ed and assessed. This requires bustion, including potential fuels and a new fl ight regime with Mach numbers interaction with fl ow-fi eld turbulence ranging from four to eight. At these high - modelling and validation of combustion speeds, classical turbo-jet engines need physics on the basis of chemical kinet- to be replaced by advanced air-breathing ics and fuel spray vaporisation models engines. and turbulence affecting the combus- tion Project Objectives - aerodynamic experiments for major Two major directions on a conceptual and engine components (intakes, nozzles, technological level are considered: ram- full engines), interaction of vehicle and compression and active compression. propulsion aerodynamics resulting in a The latter has an upper Mach number database limitation but can accelerate a vehicle up - evaluation and validation of advanced to its cruise speed. Ram-compression turbulence models to evaluate engines need an additional propulsion unsteady, separated fl ow regimes and system to achieve their minimum work- to develop transition models based on ing speed. The key objectives are the intermittency-related parameters defi nition and evaluation of: - performance prediction of contra- – different propulsion cycles and con- rotating turbines and light cryogenic cepts for high-speed fl ight at Mach 4 to fuel heat exchangers. 8 in terms of turbine-based (TBCC: fi g. Expected Results 1) and rocket-based combined cycles The project duration of 36 months will (RBCC: fi g. 2) result in: – critical technologies for integrated engine/aircraft performance, mass- - a defi nition of requirements and opera- effi cient turbines and heat exchangers, tional conditions on a system level for high-pressure and supersonic com- high-speed fl ight bustion experiments and modelling. - dedicated, experimental databases on supersonic and high-pressure com- Description of Work bustion and fl ow phenomena specifi c A sound technological basis for the indus- to high-speed aerodynamics trial introduction of innovative advanced - setting-up and validating physical propulsion concepts in the long term models integrated into numerical sim- (20-25 years) will be provided, defi ning ulation tools on supersonic and high- the most critical RTD-building blocks by pressure combustion, turbulence and developing and applying dedicated ana- transition lytical, numerical and experimental tools - feasibility of weight performance of tur- along the following road map: bine and heat exchanger components.

136 Turbine Based Combined Cycle Rocket Based Combined Cycle

Two Combined Cycle engine concepts that will be investigated for high speed cruise applications in LAPCAT.

137 Acronym: LAPCAT Contract No.: AST4-CT-2005-012282 Instrument: Specific Targeted Research Project Total cost: €7 092 822 EU Contribution: €3 999 778 Starting Date: 26/04/2005 Duration: 36 months Coordinator: European Space Agency (ESA) European Space Research and Technology Centre (ESTEC) Keplerlaan 1, NL-2200 AG Noordwijk Contact: Johan Steelant Tel: +31 71 565 5552 Fax: +31 71 565 5421 E-mail:[email protected] EC officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 E-mail: [email protected] Partners: SAFRAN S.A. FR Von Karman Institute for Fluid Dynamics (VKI) BE EADS – Space Transportation GmbH DE Centre de Recherche en Aéronautique A.S.B.L. (CENAERO) BE Reaction Engines Ltd. (REL) UK Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT Universität Stuttgart DE Università degli Studi di Roma “La Sapienza” IT University of Southampton UK University of Oxford UK

138 Strengthening Competitiveness

NACRE New Aircraft Concepts Research Background engine integration. NACRE will enable the Over the past 50 years, the main driver for necessary capabilities to be developed aircraft design has been to improve oper- and assessed, through their integration ational effi ciency, particularly by reducing and validation on a range of novel aircraft fuel consumption. Given that air traffi c concepts: Low Noise Aircraft, Flying Wing, is predicted to more than double in the Low Cost Aircraft. next 20 years and that both environmen- Thus, in order to explore the most relevant tal and economic pressures will strongly capabilities and meet the widest range of increase, signifi cant progress will need challenges, the NACRE project proposes to be achieved in both improving the effi - to identify a set of concepts tailored to ciency and minimising the environmental address specifi c subsets of design driv- impact of aircraft. ers: This may not be achievable with today’s – The Pro Green (PG) aircraft concepts, confi guration. In order to provide the step paying major emphasis on the reduc- changes required, new aircraft concepts tion of environmental impact of air will need to be developed. travel; – The Payload Driven Aircraft (PDA) con- Project objectives cepts, aiming at optimised payload and The NACRE Integrated Project aims at appreciable quality of future aircraft for integrating and validating technologies the end users; that will enable new aircraft concepts to – The Simple Flying Bus (SFB), which be assessed and potentially developed. puts the biggest emphasis on low man- As such, it will not concentrate on one ufacturing costs and minimum cost of specifi c aircraft concept, but is aimed at ownership. developing solutions at a generic aircraft Irrespective of what fi nal future product component level (cabin, wing, power plant confi gurations might look like, these con- system, fuselage), which will enable the cepts will act as basic vectors, describ- results to be applicable for a range of ing and stimulating the whole of future new aircraft concepts. For each of the capability developments. More than the major aircraft components, the multi- intrinsic value of any one concept, what is disciplinary investigations will explore of importance is the consistent capability the different associated aspects of aero- enhancement that they prepare. dynamics, materials, structure, engines and systems with the goal of setting the The rationale is that each of these con- standards in future aircraft design, thus cepts will allow the exploration of alter- ensuring improved quality and affordabil- native routes for the major aircraft ity, whilst meeting the tightening environ- components (fuselage, wing, engine mental constraints (emission and noise), integration) that are better suited to their with a vision of global effi ciency of the air specifi c targets and which would have transport system. been rejected in a balanced approach. The associated envelope of innovative Description of the work designs (fuselage, wing, engine integra- From 2005 to 2009, NACRE proposes tion) and associated technologies will to investigate the development of the provide better answers to the full range of concepts and technologies required for requirements, or expected ones. NACRE novel aircraft concepts at a generic air- is therefore in essence a focused multi- craft component level: wing, fuselage and disciplinary approach.

139 The NACRE consortium is composed of – Simple Flying Bus. 35 partners from 13 countries, including They will feature advanced components Russia, and will take full benefit of the or systems i.e., wings, empennage, power preliminary activities initiated in Europe plant installation, fuselage and cabin. on novel aircraft concepts in the Fifth These major aircraft components will Framework programme projects ROSAS, undergo specific multidisciplinary exer- VELA and NEFA. cises in order to develop the associated Expected results innovative capabilities (aerodynamics, A set of unconventional aircraft concept acoustics, structure and systems). configurations will be developed: Integration at overall aircraft level will be – Pro Green aircraft carried out in order to challenge the con- – Payload Driven Aircraft cepts’ objectives.

Acronym: NACRE Contract No.: AIP4-CT-2005-516068 Instrument: Integrated Project Total Cost: €30 345 991 EU Contribution: €16 909 656 Starting Date: 01/04/2005 Duration: 48 months Coordinator: AIRBUS S.A.S. 1, rond-point Maurice Bellonte FR-31707 Blagnac Contact: João Frota Tel: +33 5 67 19 08 44 Fax: +33 5 61 93 48 77 E-mail: [email protected] EC Officer: Per Kruppa Tel: +32 2 296 5820 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Airbus France S.A.S. FR Airbus Deutschland GmbH DE Airbus España S.L. ES

140 Airbus UK Ltd. UK Alenia Aeronautica S.p.A. IT Aircraft Research Association Ltd. UK Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT Dassault Aviation S.A. FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE EADS Deutschland GmbH DE Swedish Defence Research Agency (FOI) SE AIRCELLE SAS FR IBK Ingenieurbüro Dr. Kretschmar DE Integrated Aerospace Sciences Corporation O.E. (INASCO) EL Instituto Nacional de Técnica Aeroespacial (INTA) ES Messier-Dowty Ltd. UK MTU Aero Engines GmbH DE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Projecto, Empreendimentos, Desenvolvimento e Equipamentos Cientificos de Engenharia (PEDECE) PT Piaggio Aero Industries S.p.A. IT Rolls-Royce Deutschland Ltd. & Co. KG DE Rolls-Royce plc UK SAFRAN S.A. FR Central Aerohydrodynamic Institute (TsAGI) RU Vyzkumny a Zkusebni Letecky Ustav, A.S. (VZLU) CZ Trinity College Dublin IE University of Greenwich UK Technische Universität München (TUM) DE Kungliga Tekniska Högskolan (KTH) SE Universität Stuttgart DE Politechnika Warszawska (Warsaw University of Technology) PL ARTTIC FR University of Southampton UK

141 Strengthening Competitiveness

VortexCell2050 Fundamentals of Actively Controlled Flows with Trapped Vortices

Background – to design and estimate the perfor- Trapping vortices is a technology used mance of an airfoil with a trapped for preventing vortex shedding in fl ows vortex and a stabilisation system for past bluff bodies. Vortices forming near the high-altitude, long endurance bluff bodies tend to be shed downstream. unmanned aircraft. If the vortex is kept near the body at all Description of Work times, it is ‘trapped’. Vortices can be In the fi rst of the three stages of the proj- trapped in special cavities in the airfoil, ect, necessary numerical and experi- called vortex cells but so far, trapped mental tools will be developed: vortices have been stabilised only by – a specialised experimental facility for passive means (EKIP aircraft, Russia). the study of cyclic boundary layers, Active control consists of linking sensors characteristic of fl ows with trapped and actuators via a control system to vortices stabilise the fl ow. Active fl ow control has been implemented for fl ows past bodies – a wind-tunnel test-bed consisting of of simple shape. an airfoil with an interchangeable wall section with a vortex cell Project objectives – a discrete vortex method code as the To ensure a high lift-to-drag ratio, air- means of testing control algorithms craft wings are thin and streamlined. – RANS code for general calculations From a structural-strength viewpoint, – LES code for studying more compli- a thick wing would be more benefi cial. cated 3D effects on simple test cases With an increase in aircraft size, the bal- – a vortex cell shape inverse design code ance between structural-strength and incorporating a cyclic boundary layer aerodynamic quality shifts in favour of a code, and an inviscid cell design code thick wing. The fl ow past a thick airfoil, based on various inviscid fl ow models. however, is likely to separate, affect- In the second stage, these tools will be ing aerodynamic qualities of the wing. used to develop and test a vortex cell for The present project aims to resolve this the test-bed airfoil with a system of active problem by combining two advanced control. The obtained results will be used technologies: trapped vortices and active for enhancing the tools developed during control. The specifi c objectives of the the fi rst stage of research. The differ- project are: ences between the intrinsic two-dimen- – to develop a software tool for design- sional nature of some of the numerical ing a fl ow past a thick airfoil with a tools and real three-dimensional fl ows trapped vortex, assuming that this will be explored, and the limitations of fl ow is stable, apart from small-scale two-dimensional approaches will be turbulence identifi ed. At the third stage, an attempt – to develop a methodology and soft- will be made to design a trapped-vortex ware tools for designing a system of airfoil for a specifi c practical application, stabilisation of such a fl ow namely for a high-altitude, long endur-

142 ance, unmanned aircraft. Depending Expected results on the results obtained in the second The project will ensure a significant stage of the research, the airfoil will be advance in trapped vortex technology. In equipped with active or passive means of the case of complete success of the Vor- flow control. The wing will be manufac- texCell2050 project, the main outcome tured and tested in a wind tunnel. will be a new technological platform: an actively controlled trapped vortex tech- nology.

Vortex shedding in separated flow on the upper surface of a thick airfoil.

Thick airfoil with a trapped vortex. VortexCell 2050 investigates this flow control concept, which may well lead to the design of thick- winged aircraft.

143 Acronym: VortexCell2050 Contract no.: AST4-CT-2005-12139 Total cost: €2 244 413 EU Contribution: €1 802 370 Starting date: 01/10/2005 Duration: 36 months Website: http://www.soton.ac.uk/~chernysh/VortexCell2050Synopsis.htm Coordinator: University of Southampton, Highfield, GB-SO17 1BJ Southampton Contact: Sergei I. Chernyshenko Tel: +44 2380 594894 Fax: +44 2380 593058 Email: [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 E-mail: [email protected] Partners: University of Southampton UK Politecnico di Torino IT Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT Piaggio Aero Industries S.p.A. IT Technische Universität München (TUM) DE Battery Company RIGEL RU Technische Universiteit Eindhoven NL Université Bordeaux 1 FR

144 Strengthening Competitiveness

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

Background tifi cation of the potential for these rapidly Major strides have been made in the detail emerging technologies. of monitoring and control of gas turbine The fundamental technical work will then engines, though very little has changed in develop previously identifi ed technologies what is physically controlled or the actua- towards being suitable and available for tor mechanisms themselves. This project specifi c applications in the gas turbine will review the available advanced actua- environment. The technologies will be: tion technologies, identify how they can – Cascade airfl ow control – airfl ow be used within a gas turbine, assess the through blades and vanes will be char- benefi ts and demonstrate the technology acterised, and strategies and methods applicability with laboratory work. for their control will be developed with Project objectives the aim of providing both drag and Recent developments in actuation mecha- directional control to replace mechani- nisms provide many opportunities for new cal Variable Guide Vanes. control functions that could provide a step – Micro Electro Mechanical Systems change in the capabilities of machines. (MEMS) – devices suitable for use in the control of airfl ows will be developed to The prime objective of ADVACT is to feed into other activities and to identify enable improvements in operation, avail- the way forward for commercial devel- ability, costs and environmental impact of opments. gas turbines by the provision of extended – Boundary layer control for intakes and in-fl ight actuation and control of engine diffusers will be characterised, and parameters. This will include localised strategies and methods for their con- autonomous optimisation as well as interfaces with more conventional control trol developed. systems. The identifi ed technologies will – Shape Memory Alloys (SMAs) for vari- undergo extensive studies to consider the able nozzles and aerofoils will be operational manufacturing, application improved to provide higher tempera- and environmental issues. ture capabilities. Manufacturing and processing methods will be developed Description of the work to produce the larger forms required The fi rst task is a broad ranging, generic for gas turbine applications. study of the benefi ts of extended actua- – Advanced electromagnetic actuation tion capability coupled to the develop- methods for fuel fl ow and tip clear- ment of specifi c technologies, which will ance will be developed to provide direct demonstrate the capabilities for identifi ed actuation within the gas turbine envi- applications. This will provide clear quan- ronment.

145 – Active vibration control strategies and These demonstrations are aimed at key equipment will be developed to pro- requirements that are well recognised vide technologies for reduced vibration in the industry but have previously been transmission to the airframe. impractical with current technologies. The benefits that have already been identified Expected Results demonstrate that these technologies will The project is structured so as to provide be indispensable to achieving a greater clear visibility of the benefits to the indus- market share and conforming to future try and raise the credibility of advanced legislation, particularly with respect to actuation by technology demonstrations. environmental impact.

Areas of potential application of Advanced Actuation within a gas turbine will be the focus of ADVACT

Blade shape control Shaft Vane shape / Bleed valve position control Automated seals reliability Cold nozzle balancing bypass temp activated Service & Prodn Military re-heat Noise nozzle control control Boundary Noise layer control control

Blade tip seals

Intake lip shape Assembly Methods Surge control

Cooling air General valves Accessory Rumble control +temp control vibration Rotordynamics control Compressor flow area Combustor intake area

• Geometry control • Flow control • Seals • Vibration and noise • Assembly

Stealth, Sensors, instrumentation and condition monitoring (not shown)

146 Acronym: ADVACT Contract No.: AST3-CT-2004-502844 Instrument: Specific Targeted Research Project Total Cost: €6 634 100 EU Contribution: €4 394 886 Starting date: 01/07/2004 Duration: 48 months Website: http://www.genesys.shef.ac.uk/advact/ Coordinator: Rolls-Royce plc PO Box 31, GB-DE24 8BJ Derby Contact: Peter Mitchell Tel: +44 1332 260193 Fax: +44 1332 249513 E-mail: [email protected] EC Officer: Daniel Chiron Tel: +32 2 295 2503 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Rolls-Royce plc UK MTU Aero Engines GmbH DE SNECMA FR AVIO S.p.A. IT University of Sheffield UK Turbomeca S.A. FR University of Birmingham UK Technische Universität Dresden DE Institut National des Sciences Appliquées de Toulouse FR University of Cambridge UK Centre National de la Recherche Scientifique (CNRS) FR Industria FR Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Politecnico di Torino IT Cranfield University UK Von Karman Institute for Fluid Dynamics (VKI) BE DaimlerChrysler AG DE

147 Strengthening Competitiveness

AROSATEC Automated Repair and Overhaul System for Aero Turbine Engine Components Background generate a data set for each individual The maintenance, repair and overhaul component and handle the logistics of (MRO) of aero-engine components con- components and accompanying data sists of a chain of different processes, for sets. As a result, different MRO processes example inspection, welding, milling and will be carried out at different facilities polishing. Today most of these processes without loss of information, effi ciency or are carried out manually. Data acquired quality. In addition, the effi cient life cycle monitoring will be supported. during one process is not available for subsequent repair operations. Description of work Although the industry is developing The work of AROSATEC can be divided improved machining equipment to auto- into two sections. One part of the devel- mate the individual process steps, they opment is focused on the improvement remain separate and unconnected. This of the different process steps. The other does not improve the overall process, part concentrates on the realisation of unlike promoting data fl ow and factory the data fl ow between them. In the fi rst automation throughout the entire MRO period of the project, the focus is on the chain. repair of very small compressor parts, Project Objectives and the welding of turbine components (hot section parts) shall be investigated One objective is to develop a data manage- afterwards. ment system (DMS) that will constitute To improve inspection of parts and avoid the core of automated overhaul systems expensive calibrated fi xture elements, a for aero-engine components. As part of laser scanning system has been devel- this innovative data management solu- oped, which is able to scan the shiny aero- tion, the single repair process modules engine parts without the need of spraying will be integrated to build an automated them. The laser is adapted to these spe- repair cell for aero-engine components. cial needs and new fi lter algorithms have The other objective of AROSATEC is been tested and implemented. to improve existing repair methods by To examine the optimal conditions for employing adaptive machining technol- the laser-welding process, special test- ogy. These technologies will make use of ing equipment was constructed. All- the information provided by the DMS and important laser-welding parameters are compensate for the part-to-part variation changeable to fi nd the most suitable set- of the complex components to be over- up. With these results, a near net shape hauled. welding of the aero-engine parts will be The data fl ow between the adaptive repair realised. steps will optimise the single repair tech- To meet the requirements of the indus- nologies, as well as the effi ciency and trial project partner concerning the fl exibility of the entire chain of repair pro- accuracy of the milling process, adaptive cesses for aero-engine components. technologies have to be implemented into Furthermore, it will be possible to estab- the process. To compensate for the devia- lish ‘virtal’ MRO workshops. The DMS will tion of the repair parts from their nominal

148 geometry, special adaptation algorithms tems is also possible. For transferring the are being developed and integrated. data to and from the database, all repair A system for the automated tip repair technologies are equipped with suitable for very small compressor blades has interfaces. already been implemented. First tests Expected results results are promising. By integrating the Improving the scanning, welding and adaptive technologies into the system, milling processes by integrating adap- processes carried out manually today can tive technologies should lead to better be automated. process results and should pave the way The communication between the several for automating repair processes, which repair processes uses a data manage- are carried out manually today. The need ment system designed according to the for special calibrated fixtures should be special needs of the MRO-industry. For minimised. data transfer and data storage, the flex- With the continuous data-flow, all data ible XML-data format is used. With this, acquired in one process should be avail- it is possible to connect different systems able for all the other process steps used and to integrate new processes in the during the MRO process chain. future without problems. Transferring the AROSATEC data to existing MRO sys-

Acronym: AROSATEC Contract No.: AST-CT-2003-502937 Instrument: Specific Targeted Research Project Total Cost: €2 297 256 EU Contribution: €1 154 024 Starting Date: 01/11/2003 Duration: 30 months Website: www.arosatec.com Coordinator: BCT Steuerungs- und DV-Systeme GmbH Martin-Schmeisser-Weg 9 DE-44229 Dortmund Contact: Claus Bremer Tel: +49 231 97 50 10-0 Fax: +49 231 97 50 10-99 E-mail: [email protected] EC-Officer: Daniel Chiron Tel: +32 2 295 2503 Fax: +32 2 296 6757 E-mail: [email protected] Partners: BCT Steuerungs- und DV-Systeme GmbH DE Aktionsgemeinschaft luft- und raumfahrorientierter Unternehmen in Deutschland e.V. (ALROUND) DE Instituto de Soldadura e Qualidade (ISQ) PT Metris NV BE MTU Aero Engines GmbH DE SIFCO Turbine Components Ltd. IE Skytek LTD. IE

149 Strengthening Competitiveness

AITEB II Aerothermal Investigations on Turbine End-walls and Blades II Background aerodynamic and aerothermal investi- Today’s market for civil aircraft continu- gations of high-lift technology for high ously demands lighter, cheaper, more and low-pressure turbines. Particular effi cient, cleaner and quieter engines. emphasis is placed on the development For the turbine component of a competi- and testing of concepts for passive con- tive future aero-engine, these require- trol of fl ow separation. Work Package ments result in higher thermal loads in 2 is targeted at the establishment of the high-pressure stage due to fl atter effi cient cooling technologies for trail- temperature traverses at the turbine inlet ing edge cooling. Most importantly, the as a result of new combustion concepts, outcome of this work will be essential and hence, the need for advanced cool- for the development of highly effi cient ing concepts. Moreover, the weight and cooling concepts for high-pressure, cost requirements lead to high or ultra- single stage turbines for new generation high lift blade concepts for the decreas- small and medium-size aero-engines. ing number of parts, and to unshrouded The experimental and numerical work blade concepts to decrease weight while in Work Package 3 will establish novel maintaining a high effi ciency level. platform cooling approaches based on Finally, the demand for higher by-pass micro-hole technologies. Moreover, the ratios leads to more advanced designs of aspects of passive control of secondary interducts (so-called aggressive) in order fl ows near the platform to be investigated to shorten the axial component length. for high-lift rotor blades will be another essential building block for the high-lift Project objectives technology also investigated in Work Consistent with the ACARE goals, the Packages 1 and 4. The fi nal aspects of resulting impact on turbine design and high-lift technology to be investigated in aircraft systems is referenced to the AITEB-2 are cooling concepts for highly baseline of proven in-fl ight technology loaded, high-pressure turbine blades. for a two-stage high-pressure turbine This will be accomplished experimen- as of 2000. The following objectives are tally and numerically for shrouded and stated for the turbine design: 20% reduc- unshrouded blades in Work Package 4. tion in turbine weight, 10% reduction in The work in Work Package 5 is focused coolant consumption, 1.5% increase in on aerothermal aspects of advanced turbine effi ciency, 50% reduction in time (‘aggressive’) turbine interducts. The for detailed design with state-of-the-art extensive tests planned include investi- CFD tools and 20% decrease in uncer- gations of passive fl ow control aspects, tainty of wall temperature prediction, and the development of breakthrough thereby leading to a 20% reduction in technology for unsteady heat transfer time-to-market, a 10% reduction in cost measurements will have a major impact and a 1% reduction in CO2 emissions for on research methodologies in the aero- an entire aero-engine. engine and gas turbine industry. The tool development resulting from the work in Description of the work Work Package 6 will allow for tremen- The project structure comprises seven dously decreased turn-around times Work Packages, including one devoted to in the detailed design phase with high- project management (Work Package 7). end CFD methods. Providing a highly The work in Work Package 1 focuses on improved CFD process, Work Package 6

150 can be seen as the basis for future inves- results of the present project with other tigations in all research areas of indus- projects running within the Sixth Frame- trial interest. work Programme, such as AIDA and Expected Results TATEF-2. By covering both aerodynamic and aerothermal aspects of ambitious The AITEB-2 project will lead to short- future turbine designs, the development term benefits in terms of lighter and of highly efficient, low-noise and ultra- more efficient turbine modules, whereas high, by-pass ratio, commercial aero the mid-term and long-term benefits of engines will be possible. the project will be seen in combining the

Acronym: AITEB II Contract No.: AST4-CT-2005-516113 Instrument: Specific Targeted Research Project Total Cost: €7 328 992 EU Contribution: €5 017 810 Starting Date: 01/03/2005 Duration: 48 months Website: tba Coordinator: Rolls-Royce Deutschland Ltd. & Co. KG Eschenweg 11 DE-15827 Blankenfelde-Mahlow Contact: Erik Janke Tel: +49 33708 62400 Fax: +49 33708 6512400 Email: [email protected] EC Officer: Daniel Chiron Tel: +32 2 295 2503 Fax: +32 2 296 6757 Email: [email protected] Partners: Rolls-Royce Deutschland Ltd. & Co. KG DE ALSTOM Power (UK) Ltd. UK AVIO S.p.A. IT Siemens Industrial Turbomachinery Ltd. (SIT) UK MTU Aero Engines GmbH DE SNECMA FR Turbomeca S.A. FR Volvo Aero Corporation AB SE Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Von Karman Institute for Fluid Dynamics (VKI) BE Cambridge Flow Solutions Ltd. UK Instytut Maszyn Przeplywowych im. Roberta Swewalskiego Polskiej Akademii Nauk PL University of Cambridge UK Universität Karlsruhe (Technische Hochschule) DE Università degli Studi di Firenze IT Chalmers Tekniska Högskola AB SE Universität der Bundeswehr München DE

151 Strengthening Competitiveness

TATEF 2 Turbine Aero-Thermal External Flows 2

Background – validate numerical methods and The High Pressure Turbine (HPT) is a assess their accuracy through com- particularly sensitive element of the parisons with experimental data and engine. Nowadays, HPTs are usually propose new models heavily loaded and fi lm-cooled, but, very – gain understanding in the complex often, they determine the life duration time-averaged and time-resolved of the engine. The current trends are behaviour of the fl ow fi eld, both for to continue increasing the turbine inlet aerodynamics and the heat transfer temperature (and thus the effi ciency of – propose new designs that present the gas turbine cycle) and the turbine potential reduction in weight and stage load. This tends to reduce the improvements in performances. engine weight but may also have a nega- Description of the work tive impact on the component’s life dura- TATEF2 plans to use the critical mass tion. in terms of test rigs, expertise, human Due to their speed and reduced costs, resources and funding to go one step numerical methods are intensively used further and come up with breakthrough by engineers to design and analyse the aerodynamic and aero-thermal tech- different parts of the turbine stage, nologies. Four main domains have been but gains must be made in fl exibility, selected and will be worked on in paral- accuracy and fi delity of the modelling, lel in four different technical Work Pack- especially in the fi eld of heat transfer. ages: In particular, the possibility of resolv- Work Package 1 is divided into three ing fl uctuations at frequencies related subtasks. The fi rst assesses the MT1 to blade passing events is becoming turbine stage effi ciency in the Isentropic increasingly important. Light Piston Facility (ILPF) of QinetiQ. Project objectives The second subtask aims to study the Designers need to predict the heat trans- temperature distortion (hot spots) at the fer and aerodynamic losses in unsteady entrance of the turbine stage. The effects turbine external fl ows with higher accu- of fl ow migration are especially studied. racy. Test data acquired under represen- The third subtask investigates the swirl tative conditions are therefore urgently effects on the steady and unsteady aero- needed, both at the stage scale and at thermal performance of a cooled high- the blade and coolant hole scale, and pressure turbine. effi cient and accurate prediction meth- Work Package 2 is conducted in the CT3 ods need to be developed and tested. In blow down facility of VKI. It consists of order to meet these needs, this project four subtasks. The fi rst aims to complete will aim to: the available detailed information on the – enlarge the database of aerodynamic turbine stage, already investigated in and heat transfer measurements two previous European projects (IACA obtained under both macroscale (tur- and TATEF). Its purpose is to determine bine stage) and microscale (dedicated more global quantities, like mass fl ow, test rigs to investigate coolant ejec- shaft power and mechanical losses. The tion) second part is related to the knowledge of the forcing function and the unsteady

152 heat transfer field in order to predict to a detailed experimental study of the high cycle fatigue better, both from the flow field inside the film cooling hole for mechanical and thermal point of views. various cross flow conditions at the hole The third subtask focuses on the under- inlet. Additionally, the flow field in the standing of the heat transfer process on hole inlet and exit region is investigated. the rotor platform. The last objective is The first two subtasks are conducted in to determine the steady and unsteady the University of Karlsruhe and the third performance of an innovative low-pres- takes place in EPFL. Experimental inves- sure (LP) vane located downstream of tigations are conducted to analyse film the existing HP turbine stage, in which cooling effectiveness and heat transfer large chord structural vanes alternate coefficients on a MT1 NGV profile assem- with more classical short chord airfoils bled in a linear cascade. The MT1 airfoil that have a better aerodynamic perfor- is equipped with multi-row film cooling mance. on pressure and suction side. Addition- Work Package 3 is divided into three ally, film-cooling performance on the experimental subtasks. The first is NGV’s platforms is studied. related to the film cooling in transonic Work Package 4 represents the CFD part turbine stages. Data on investigations among the technical work packages. It of shock-wave-coolant interaction is is led by the University of Florence and very limited in any great detail. This task is composed of four subtasks. The first addresses this lack, analysing the effects addresses the CFD tools for heat trans- of quasi-steady and periodic unsteady fer in turbine stage components. The shock waves on film cooling perfor- second subtask is related to the strate- mance. The second subtask is dedicated gies and methods for the simulation of

MT1 turbine stage investigated in QinetiQ (WP1)

153 unsteady stage aerodynamic and heat underestimated and causes early fail- transfer. The third task is related to the ure. The validation and improvements of CFD activity of the industrial partners, modelling in the prediction methods will running simulations on selected test yield gains in accuracy and confidence, cases coming from the project database. resulting in better calculation of high- This will lead to an improved validation of cycle fatigue and blade life cycles. the CFD tools to be used for the design 2. The understanding of the detailed of the turbine components. Then the physical phenomena, supported by general consensus on what is relevant both experiments and predictions, is a in the comparison, both on the research key point in improving future designs. side as well as for industrial application, The influence of hot spots and platform will be stated. The objective of the fourth task is to develop suitable post-process- cooling on the heat load of the blades is ing methods for a critical review of the particularly important, and microscale available data. investigations should allow optimisation of film cooling configurations to maxi- Expected results mise film coverage and effectiveness The results of these investigations will with smaller coolant mass flows. be the following: 3. The testing of an innovative combined 1. The current lack of accuracy is usu- aerodynamic and structural low-pres- ally accounted for by safety margins that sure vane, with both structural and clas- result in less efficient (excessive cool- sical airfoils, will allow assessment of ing) and heavier engines, and even with the aero-thermal benefits of such con- safety margins, the fatigue is sometimes figurations.

Mach number around the 2nd stator including structural struts (WP2)

154 Acronym: TATEF 2 Contract No.: AST3-CT-2004-502924 Instrument: Specific Targeted Research Project Total Cost: €8 245 755 EU Contribution: €5 232 040 Starting Date: 08/06/2004 Duration: 48 months Coordinator: SNECMA 2 Bd du General Martial-Valin FR-75724 Paris Contact: Thomas Coton Tel: +33 1 60 59 79 80 Fax: +33 1 60 59 89 18 E-mail: [email protected] EC Officer: Daniel Chiron Tel: +32 2 295 2503 Fax: +32 2 296 6757 E-mail: [email protected] Partners: SNECMA FR Rolls-Royce plc UK MTU Aero Engines GmbH DE Alstom AG CH AVIO S.p.A. IT Turbomeca S.A. FR Rolls-Royce Deutschland Ltd. & Co. KG DE QinetiQ Ltd. UK Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Industria de Turbo Propulsores S.A. ES Von Karman Institute for Fluid Dynamics (VKI) BE Universität Karlsruhe (Technische Hochschule) DE Ecole Polytechnique Fédérale de Lausanne CH University of Oxford UK Università degli Studi di Firenze IT ACIES Europe FR

155 Strengthening Competitiveness

ULTMAT Ultra High Temperature Materials for Turbines

Background leading to representative tests, as well Increasing the temperature capability of as technical/economic validation: turbine blade materials has been identi- – alloy composition development with fi ed as a major requirement to develop respect to specifi ed property require- effi cient and clean aircraft. For high- ments; pressure turbine components, the devel- – development of cost-effective and reli- opment of new alloys offering increases able processing technologies for both in metal surface temperatures of as Nb- and Mo-based Silicide alloys. The much as 150°C over the presently used composition and microstructural con- Ni-base, single-crystal superalloys is of trol of the multiphase alloys is of prime strategic importance. importance to enhance the current Project objectives state-of-the-art. Therefore, a range of processes provided by the consortium The project aims to provide a sound (including arc-melting, ingot cast- technological basis for the introduction ing, powder-metallurgy processing, of innovative materials, namely Mo- and thermo-mechanical processing, etc.) Nb-based Silicide multiphase alloys, together with the expertise in inter- which have enhanced high temperature metallic and refractory metal alloy capabilities of up to 1 300°C, compared development, will be used extensively to the presently used Ni-base single- for alloy composition screening and crystal superalloys, for application in improvement up to the manufacturing aircraft/rotorcraft engines and in aero- of a prototype blade; derivative land-based gas turbines. The – development of adequate oxidation objectives of the project are: protection coatings; – the defi nition of new alloy compositions – characterisation of the most relevant with an acceptable balance of mechani- alloy properties (mechanical: high cal properties and oxidation resistance temperature yield strength and creep – the development of cost-effective pro- resistance, fracture toughness; physi- cessing technologies cal, thermal, etc.); – the design of coating systems to – development of fabrication technolo- improve oxidation resistance gies. – the creation of a properties database, Expected Results which will provide data for applications under specifi c turbine service condi- The expected result of the project is a tions thorough evaluation of the capability of – a preliminary assessment of the imple- refractory metals, Nb- and Mo-based Sil- mentation conditions of the materials icide multiphase materials , to withstand in turbines (machining, joining, etc.). future increased temperature turbine service conditions, relying on mechani- Description of the work cal, microstructural and environmental The work plan has been constructed as investigations in close relation to indus- a fast-track programme with simultane- trial-scale material processing and com- ous efforts on all technological aspects ponent fabrication technologies.

156 Aero-engine hot section turbine blade (height: about 10 cm)

Microstructure of an arc melted Nb- silicide based alloy. Light grey: silicide dendrites

157 Acronym: ULTMAT Contract No.: AST3-CT-2003-502977 Instrument: Specific Targeted Research Project Total cost: €4 871 012 EU contribution: €3 060 400 Starting date: 01/01/2004 Duration: 48 months Website: www.onera.fr/www-ultmat/ Coordinator: Office National d’Etudes et de Recherches Aérospatiales Metallic Materials and Processing Department BP 72 FR-92322 CHÂTILLON CEDEX Contact: Stefan Drawin Tel: +33 1 46 73 45 56 Fax: +33 1 46 73 4164 E-mail: [email protected] EC Officer: Daniel Chiron Tel: +32 2 295 2503 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR AVIO S.p.A. IT Electricité de France FR University of Birmingham UK Otto von Güricke Universität Magdeburg DE Plansee AG - High Performance Materials AT Rolls-Royce plc UK SNECMA FR Turbomeca S.A. FR Université Henri Poincaré Nancy I FR University of Surrey UK Walter a.s. CZ

158 Strengthening Competitiveness

AEROMAG Aeronautical Application of Wrought Magnesium

Background as AA2024 for aluminium alloys for sec- ondary structure applications. The aluminium alloys used today for aero- space applications are already optimised At fi rst new alloys will be developed and as far as aeronautical requirements are existing alloys will be tested. Appropri- concerned, such as strength, fatigue and ate manufacturing (rolling, extrusion), damage tolerance properties. Magne- forming and joining technologies require sium, with a density of only 65% of that development, simulation and validation of aluminium, could be a breakthrough for the innovative material and applica- technology in the aerospace industry if tion. Corrosion is a problem that needs used for cost-effi cient, low-weight com- to be solved with the newly adapted and ponents and airframe structures. How- environmentally friendly surface protec- ever, to use this low weight material the tion systems and advanced design con- mechanical and technological properties cepts. Flammability will be addressed have to be improved. with the addition of chemical elements and special surface treatments. A fur- Project objectives ther essential task is the development The technological objective is a weight of material models and failure criteria reduction of fuselage parts, systems and for the prediction of forming processes, interior components of up to 35%. The plastic deformation and failure behaviour strategic objectives are a 10% increase in of components. Finally, material-adapted the operational capacity, a 10% reduction design and the evaluation of structural in direct operating cost and a 10% reduc- behaviour will be investigated to close the tion in the fuel consumption, and there- process and development chain for aero- fore a reduced environmental impact with nautic components. regard to emissions and noise. Expected results Description of the work Improved magnesium alloys; cost-effi - The technical focus of the university- cient production routes for sheets and driven proposal, AEROMAG, which has extrusions; a comprehensive material been prepared in close collaboration with database; improved fl ammability behav- the Network of Universities ‘EASN’, is the iour; simulation tools and key parameters development of new magnesium wrought of forming processes; key parameters products (sheets and extrusions), which and properties of joining processes; envi- provide signifi cantly improved static and ronmentally friendly surface protection fatigue strength properties. The strength systems; defi nition of design rules; struc- properties of these innovative materials tural behaviour of magnesium compo- are required to be as high as AA5083 for nents; weight specifi c cost analysis of non-structural applications and as high typical components.

159 Acronym: AEROMAG Contract No.: AST4-CT-2005-516152 Total Cost: €3 834 660 EU Contribution: €2 492 327 Starting Date: 01/03/2005 Duration: 36 months Coordinator: EADS Deutschland GmbH, Corporate Research Center Germany Willi-Messerschmitt-Strasse DE-81663 Munich Contact: Elke Hombergsmeier Tel: +49 89 607 20 888 Fax: +49 89 607 25 408 E-mail: [email protected] EC Officer: Hans Josef von den Driesch Tel: +32 2 296 0609 Fax: +32 2 296 6757 E-mail: [email protected] Partners: EADS Deutschland GmbH DE EADS CCR FR All-Russia Institute of Light Alloys RU Federal State Unitary Enterprise ‘All-Russian Scientific Research Institute of Aviation Materials’ RU University of Patras EL University of Thessaly EL Institut National Polytechnique de Grenoble FR Ecole Nationale Supérieure d’Arts et Métiers (ENSAM), Centre d’Enseignement et de Recherche d’Aix-en-Provence FR Technische Universität Wien AT Technion - Israel Institute of Technology IL Università di Napoli ‘Federico II’ IT Salzgitter Magnesium-Technologie GmbH DE Otto Fuchs KG DE ALONIM Holdings Agricultural Cooperative Ltd. IL Eurocopter S.A.S. FR Airbus Deutschland GmbH DE Alenia Aeronautica S.p.A. IT Palbam Metal Works IL

160 Strengthening Competitiveness

ALCAST Advanced Low-Cost Aircraft Structures Background Description of the work The ALCAS project will maintain and The project is organised into four techni- enhance the competitive position of the cal platforms, as outlined below. European Aerospace industry, in the face ‘Airliner Wing’ covers the design, manu- of signifi cant challenges from strong facture and testing of an inner wing and global competition. The specifi c aim is centre box of a large civil airliner, focus- to contribute to reducing the operating ing on the centre box to lateral wing root costs of relevant European aerospace joint, landing gear and pylon integration, products by 15%, through the cost-effec- and the highly loaded, complex curvature tive, full application of carbon fi bre com- lower cover. The knowledge and experi- posites to aircraft primary structures. ence gained from this platform will build The target products range from business on that gained from the wing platforms jets to large civil airliners. during the TANGO project, and will Project objectives enable the full application of carbon fi bre composites to primary wing structures. The objective for airliner platforms is a 20% weight saving, with a zero increase ‘Airliner Fuselage’ builds upon the knowl- in recurring cost against metallic struc- edge gained from the TANGO Composite tures. The wing platform will build on the Fuselage platform for current fuselage TANGO outer wing, from the TANGO Fifth areas. This platform is the next logical Framework Programme (FP5) Technol- step towards the application of a com- ogy Platform project, to address the posite fuselage to a large civil airliner. It most challenging parts of the inner wing covers component tests to address key structure, including engine and landing fuselage challenges and complex design gear attachment. The fuselage platform features, including large cut-outs and will investigate the impact of complex large damages in curved panels, keel fuselage design features, enhanced beam and landing gear load introduc- damage capability and system integra- tion, tyre-impact damage, post-buckling tion requirements. It is also expected and elementary crash analysis. to show that maintenance costs will be ‘Business Jet Wing’ covers the appli- reduced, taking advantage of less fatigue cation of carbon fi bre composites to and corrosion. business jet wings, focusing on reduc- The objective for business jet platforms ing costs by combining parts into an is a 20-30% reduction in recurring costs, integrated wing structure, and includes with a 10% weight saving against metallic architecture studies to identify the best structures. The wing platform will focus wing joint confi guration. Current tech- on high-structural integration. Validation nology is seen as prohibitively expen- will be through design, manufacture and sive for business jet applications, and test of a full-scale wing of partial length, this research is aimed at developing and and a full-scale rear fuselage with sand- validating a cost-effective solution. A wich construction, vertical and horizon- business jet-sized wing structure will be tal tailplanes and engine attachment, designed, manufactured and tested. which will consider system installation constraints.

161 The ‘Business Jet Fuselage’ platform Expected results covers the research required for the Expected results include down-selection application of carbon fibre composites to results showing which innovative tech- business jet fuselages. A double curved nologies offer the best cost/weight bene- rear fuselage with a sandwich shell, ver- fits for structural applications. It will also tical/horizontal tailplanes and engine provide the knowledge and experience to integration will be studied. It will build offer a cost- and weight-effective, full on the FUBACOMP FP5 project, to pro- composite wing, and composite business vide the knowledge and experience for jet fuselage. Specific understanding will exploitation in real products. A business be developed on high-point load inputs jet-sized rear fuselage structure will be into composite structures, high struc- designed, manufactured and tested. tural integration, novel materials and joining technologies, cost effective tool- ing and damage analysis.

Acronym: ALCAS Contract No.: AIP4-CT-2005-516092 Instrument: Integrated Project Total Cost: €101 277 380 EU Contribution: €53 460 000 Starting Date: 01/02/2005 Duration: 48 months Website: www.alcasecproject.net Coordinator: Airbus UK, Building 20A1, New Filton House, Filton GB-BS99 7AR Bristol Contact: David Phipps Tel: +44 117 936 5982 Fax: +44 117 936 5480 E-mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Airbus UK Ltd. UK Airbus France S.A.S. FR Airbus Deutschland GmbH DE Airbus España S.L. ES Dassault Aviation S.A. FR Advanced Composites Group Ltd. UK Associación de Investigación y Cooperación Industrial de Andalucía ES Alenia Aeronautica S.p.A. IT ATS Kleizen NL Short Brothers plc UK CT Ingenieros, A.A.I, S.L ES Centre d’Essais Aéronautique de Toulouse (CEAT) FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE

162 Technische Universiteit Delft NL EADS CASA ES EADS CCR FR EADS Deutschland GmbH DE Stork Fokker AESP B.V. NL Federal State Unitary Enterprise All Russian Scientific Research Institute of Aviation Materials RU GKN Aerospace Services Ltd. UK Israel Aircraft Industries Ltd. (IAI) IL Irish Composites (Ábhair Cumaisc Teoranta) IE INBIS Ltd. UK Instituto Nacional de Técnica Aeroespacial (INTA) ES Labinal FR Messier-Dowty Ltd. UK Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Patria Aerostructures OY FI RUAG Aerospace CH Riga Technical University LV Saab AB SE SAMTECH S.A. BE SONACA S.A. BE Tusas Aerospace Industries Inc. TR Central Aerohydrodynamic Institute (TsAGI) RU Technische Universität Dresden DE TWI Ltd. UK University of Patras EL Vyzkumny a Zkusebni Letecky Ustav, A.S. (VZLU) CZ Helsinki University of Technology FI CTL Tástáil Teoranta IE Cranfield University UK University of Plymouth UK University of Wales, Swansea UK Ecole Nationale Supérieure des Arts et Industries Textiles (ENSAIT) FR Issoire-Aviation S.A. FR Military University of Technology (MUT) PL Università degli Studi di Pisa IT Kungliga Tekniska Högskolan (KTH) SE Seconda Universitá degli Studi di Napoli IT Novator AB SE Sigmatex (UK) Ltd. UK Nedtech Engineering BV NL Aeroforme S.A. FR Ecole Centrale de Nantes FR Composite Tooling & Structures Ltd. UK Ordimoule S.A. FR Ecole Nationale Supérieure de l’Aéronautique et de l’Espace (SUPAERO) FR Universidad Politécnica de Madrid ES

163 Strengthening Competitiveness

COCOMAT Improved Material Exploitation of a Safe Design of Composite Airframe Structures by Accurate Simulation of Collapse

Background from the forbidden region III to the safety European aircraft industry demands a region II due to a reliable simulation of reduction in development and operating collapse. costs, by 20% and 50% in the short and Description of the work long term respectively. COCOMAT will To reach this main objective, the project contribute to this aim by reducing the will provide improved slow and fast sim- structural weight by expanding the limits ulation tools, experimental databases of safe design; it will exploit consider- and design guidelines for stiffened pan- able reserves in primary fi bre composite els, which take skin stringer separation fuselage structures by an accurate and and material degradation into account. reliable simulation of collapse. Collapse The experimental database is indispens- is specifi ed by that point of the load-dis- able for verifi cation of the analytically placement curve where a sharp decrease developed degradation models, which occurs, thus limiting the load-carrying will be implemented into the new tools, capacity. and for the validation of these tools as Project objectives well. Reliable fast tools will allow for an The main objective of COCOMAT is to economic design process, whereas very accomplish the large step from the accurate but unavoidably slow tools are current to a future design scenario of required for the fi nal certifi cation. The stringer-stiffened composite panels. partners are co-operating in the follow- The current industrial design scenario ing six technical Work Packages: is illustrated in a typical load-shorten- – Benchmarking on collapse analysis of ing curve, which is divided into three undamaged and damaged panels with different regions. Region I covers loads existing tools: knowledge of the part- allowed under operating fl ight condi- ners is compared and the defi ciencies tions and is bounded above by the limit of existing software are identifi ed. load; region II is the safety region and – Material characterisation, degradation extends up to the ultimate load; region investigation and design of panels for III comprises the forbidden area, which static and cyclic tests: material prop- reaches up to collapse. There is still a erties are characterised, degradation large unused structural reserve capacity models are developed and test panels between the current ultimate load and are designed to the requirements of the collapse. In a future design scenario like research in order to overcome defi cien- the one this project aspires to realise, the cies. ultimate load limit is shifted as close as – Development of improved simulation possible towards collapse. Another main procedures for collapse: slow certifi ca- difference to the current design scenario tion and fast design tools are developed is that the onset of degradation is moved and validated by the tests.

164 – Manufacture, inspection and testing by contributes knowledge on testing and static and cyclic loading of undamaged development of simulation tools. panels: the experimental database is extended by testing undamaged pan- Expected results els. The project results will comprise a sub- – Manufacture, inspection and testing stantially extended database on mate- by static and cyclic loading of pre- rial properties and on the collapse of damaged panels: the experimental undamaged and pre-damaged statically database is extended by testing pre- and cyclically loaded structures, degra- damaged panels. dation models, improved slow and fast – Design guidelines and industrial valida- computation tools for statically loaded tion: all project results are assembled structures, as well as design guide- and final design guidelines derived. lines. Although this project is orientated The tools are validated by the industry. towards an application in fuselage struc- Industry brings experience of design and tures, the results will be transferable to manufacture of real shells; research other airframe structures as well.

Acronym: COCOMAT Contract No.: AST3-CT-2003-502723 Instrument: Specific Targeted Research Project Total costs: €6 686 767 EU contribution: €4 000 000 Starting date: 01/01/2004 Duration: 48 months Website: www.cocomat.de

165 Coordinator: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) Institute of Composite Structures and Adaptive Systems Lilienthalplatz 7 DE-38108 Braunschweig Contact: Richard Degenhardt Tel: +49 531 295 3059 Fax: +49 531 295 2232 E-mail: [email protected] EC Officer: Hans Josef von den Driesch Tel: +32 2 296 0609 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Agusta S.p.A. IT Gamesa Desarrollos Aeronáuticos S.A. ES Hellenic Aerospace Industry S.A. EL Israel Aircraft Industries Ltd. (IAI) IL Wytwornia Sprzetu Komunikacyjnego ‘PZL-Swidnik’ S.A. PL SAMTECH S.A. BE SMR S.A. CH Cooperative Research Centre for Advanced Composite Structures Ltd. AUS Swedish Defence Research Agency (FOI) SE Universität Karlsruhe (Technische Hochschule) DE Politecnico di Milano IT Riga Technical University LV Rheinisch-Westfälische Technische Hochschule Aachen DE Technion - Israel Institute of Technology IL

166 Strengthening Competitiveness

DATON Innovative Fatigue and Damage Tolerance Methods for the Application of New Structural Concepts

Background which are dedicated to the development During the last few years, a set of inno- of the models themselves, and the manu- vative manufacturing methods have been facturing and testing, will run in parallel, developed, or further developed, which interacting from the very beginning. New promise large gains in manufacturing theoretical ideas will be learnt from the costs in the area of aircraft manufactur- experimental results and the work will ing. These methods are High Speed Cut- benefi t from insights discovered. ting, Laser Beam Welding and Friction Apart from the continuous exchange Stir Welding. One of the main drawbacks between Work Packages 2 and 3, a real of these methods is the fact that the validation of the methods is required. This damage tolerance of the resulting struc- validation will take place in the latter part tures is not as clear as in the case of the of the development phase. It is of special conventional differential manufacturing relevance that this is, to a certain extent, method. done by means of a ‘Round Robin’ proce- dure, i.e. different partners will use the Project objectives same input data but use different mod- In order to allow the industry to use the els to predict theoretical results, which newly developed manufacturing meth- will also be found by one partner via an ods of (High Speed Cutting (HSC), Laser experiment. Beam Welding (LBW) and Friction Stir As a consequence of the work performed Welding (FSW)), which all promise high in the fi rst four Work Packages, Work effi ciency, a good damage tolerance Package 5 will aim to put the results of capability under certain circumstances these into a common guideline and give must be improved upon. The objective of appropriate advice on better designs of this project to develop new methods to integrally stiffened structures. assess of the damage tolerance capac- ity of such structures. All three methods Expected results lead to a type of structure that is close to As stated above, the entire project is an integral structural design. This design focused on the development of reliable offers benefi ts, such as cost savings, but tools for the assessment of the damage there are concerns from the damage tol- tolerance of integrally stiffened structures erance capacity point of view. and damage tolerance characteristics. Description of work The theoretical task, as well as the exper- The structure of the project follows an imental task, will inevitably need to com- almost classical route to perform a proj- prise of at least subtasks on crack growth ect, which has the objective to develop and residual strength of the structures. theoretical/engineering models. It con- This is refl ected in all of the Work Pack- sists of an introductory task in Work Pack- ages. age 1. The two Work Packages (2 and 3),

167 In the theoretical area, methods of dif- ferent theoretical sophistication are used by different partners. This has the big advantage that engineering tools may be checked, and that more sophisticated methods, such as finite elements or boundary elements, may be used to inter- pret results of the tests in a more phe- nomenological way.

Acronym: DATON Contract No.: AST3-CT-2005-516053 Instrument: Specific Targeted Research Project Total Cost: €2 806 416 EU Contribution: €1 951 363 Starting Date: 01/04/2004 Duration: 36 months Coordinator: Institute of Aircraft Design and Lightweight Structures TU Braunschweig Hermann-Blenk-Str. 35 DE-38108 Braunschweig Contact: Peter Horst Tel: +49 531 391 9901 Fax: +49 531 391 9904 E-mail: [email protected] EC-Officer: Hans Josef von den Driesch Tel: +32 2 296 0609 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Technische Universität Braunschweig DE Airbus Deutschland GmbH DE EADS CCR FR EADS Deutschland GmbH DE Israel Aircraft Industries Ltd. (IAI) IL Advanced Structures and Materials Technology NL Swedish Defence Research Agency (FOI) SE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Instituto de Engenharia Mecanica e Gesto Industrial (INEGI) PT Università degli Studi di Pisa IT Brno University of Technology CZ Sheffield Hallam University UK University of Patras EL Imperial College London UK

168 Strengthening Competitiveness

DIALFAST Development of Innovative and Advanced Laminates for Future Aircraft Structure

Background Description of the work New, super-effi cient aircraft require New fi bre metal laminates and metal new, advanced materials; therefore the laminates that provide signifi cantly development of a new generation of improved strength and stiffness proper- fi bre metal laminates (FML) and metal ties for tailored fuselage applications will laminates (ML) is necessary. These new be developed. This will be achieved by the laminates should provide signifi cantly use of alternative constituents such as improved strength and stiffness proper- new fi bres, advanced metals and modi- ties for tailored fuselage applications. It fi ed pre-preg systems. The mechanical is necessary to develop material models and fatigue properties of the newly devel- and static failure criteria for the predic- oped materials will be tested, as will tion of the material behaviour of FML the production process, which includes and ML, in both the microscopic and the pre-treatment and bonding. It will be macroscopic scale, for easier design investigated if existing joining concepts with these new laminates. are suitable for the new laminates but Project objectives the manufacturing costs of FML will be reduced by using less expensive mate- The fatigue properties of these innovative rial systems such as high performance laminates, which are not yet available, ML. Appropriate manufacturing and join- are required to match those of the rather ing technologies require validation for expensive GLARE® material. The objec- the progressive laminates. Corrosion is tive is to attain a signifi cantly increased a problem to be quantifi ed and resolved static behaviour and a well-balanced with new sizing and treatments. Material combination of mechanical properties. models and static failure criteria for the The high manufacturing costs of FML prediction of the material behaviour of will be reduced by using less expensive FML and ML in both the microscopic and material systems, such as high perfor- the macroscopic scale will be developed mance ML. The technological objective is and verifi ed. Finally, optimisation criteria a fuselage skin weight reduction of up to for the design of coupons and structural 30% when compared to GLARE‚. This is elements will be developed and experi- achieved by an increase in static proper- mentally verifi ed for laminates with the ties. The strategic objectives are to obtain aim to reduce the overall weight of the an increase in the operational capacity of aircraft fuselage. 10%, a reduction in the direct operating cost of 10% and fi nally a reduction in the Expected results fuel consumption of 10%, thus reducing The expected result is a material with sig- the environmental impact with regard to nifi cantly increased static behaviour and emissions and noise. The strategic and a well-balanced combination of mechan- economic objective is a reduction in the ical properties, accompanied by a reduc- product cost of 5% derived from a mate- tion of manufacturing costs of FML and rial cost reduction of 20%. a fuselage skin weight reduction. There will be an increase in operational capac-

169 ity, a reduction in direct operating costs, a reduction in fuel consumption and thus a reduced environmental impact with regard to emissions and noise.

Short term development Medium term development Long term Cost/weight development estimation Cost/weight estimation Cost/weight Design and testing estimation of components

Design solution application Time to and testing of Design solution Test methods sub-components and testing of for FML sub-components Corrosion and Corrosion and manufacturing WP3: Structure manufacturing Optimisation Material screening Material screening WP2: ML WP1: FML WP 5: Management

WP4: Analysis Methods

Micro and macroscopic modelling for static failure Analytical model for bonding

Task structure of DIALFAST, a project investigating the economical production methods and material properties of Fibre Metal Laminates and Metal Laminates.

170 Acronym: DIALFAST Contract No.: AST3-CT-2003-502846 Instrument: Specific Targeted Research Project Total Cost: €6 312 363 EU Contribution: €3 555 357 Starting Date: 01/01/2004 Duration: 36 months Website: www.dialfast-project.com Coordinator: Airbus Deutschland GmbH Hünefeldstraße 1-5 DE-28277 Bremen Contact: Michael Renner Tel: +49 421 538 3635 Fax: +49 421 538 3081 E-mail: [email protected] EC Officer: Hans Josef von den Driesch Tel: +32 2 296 1607 Fax: +32 2 299 2110 E-mail: [email protected] Partners: Airbus Deutschland GmbH DE Alenia Aeronautica S.p.A. IT Stork Fokker AESP B.V. NL EADS Deutschland GmbH DE EADS CCR FR Fibre Metal Laminates Centre of Competence NL Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Institute of Structures and Advanced Materials (ISTRAM) EL Technische Universiteit Delft NL Università degli Studi di Pisa IT Linköpings Universitet SE

171 Strengthening Competitiveness

MULFUN Multifunctional Structures Background The fi rst phase begins with a general The need to reduce cost is a driver for technology review of the MFS concept weight- and volume-constrained design and the associated technology require- on aircraft and satellites. In the last few ments (Work Package 1). After the years, lightweight composite materials assessment, two systems based on the have been increasingly used to reduce two different approaches in thermal con- the structural weight of equipment trol (active and passive systems) will be components. However, concentrating designed, manufactured and tested in solely on structural mass reduction does two technological panels (Work Pack- not lead to further reducing equipment ages 2 and 3). mass, because the structure typically The second phase deals with two dif- represents as little as 10 to 15% of the ferent applications, which evaluate the total mass. The envisaged solution is to technology developed in the fi rst phase. design structural elements that can inte- The fi rst design concept chosen is based grate multiple functions, known as mul- on a planar array antenna for aircraft tifunctional structures (MFS). communications (Work Package 4). The second one will be a representative Project objectives power electronic housing (Work Package The project objective is the development 5), addressing the problems of assem- of lightweight, fully integrated advanced bly, EMC shielding and the integration of equipment for aircraft and spacecraft dummy electronics boards. (avionics electronic housings). Bread- The third phase (Work Package 6) covers boards, based on the MFS technology, the exploitation aspects of the innovation with a weight and volume reduction produced. compared to their aluminium counter- parts will be developed. Expected results Description of the work A planar array antenna and a compos- ite-based housing that integrate ther- MULFUN is a specifi cation-focused, mal, electrical and structural functions innovation-type project, with a building will be developed. Through the proposed block approach, according to which four MFS solution, a 30% weight saving and a breadboards will be designed and manu- 50% volume reduction of the equipment factured. The work plan is structured is expected. The applicability of the MFS into three main phases. technology in the aerospace industry will also be assessed.

172 Acronym: MULFUN Contract No.: AST4-CT-2004-516089 Instrument: Specific Targeted Research Project Total Cost: €2 321 000 EU Contribution: €1 200 000 Starting Date: 01/01/2005 Duration: 36 months Coordinator: INASMET- Tecnalia Mikeletegi Pasealekua, 2 Teknologi Parkea ES-20009 San Sebastian Contact: Jesús Marcos Olaya Tel: + 34 943 003705 Fax: + 34 943 003800 E-mail: [email protected] EC Officer: J. Martin Hernández Tel: +32 2 295 7413 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Fundación INASMET ES Alenia Spazio S.p.A. IT Computadoras, Redes e Ingeniería, S.A. (ASTRIUM CRISA) ES HTS GmbH DE TTI Norte S.L. ES EPSILON Ingénierie S.A.S. FR RHe Microsystems GmbH DE GPV PCB Division A/S DK

173 Strengthening Competitiveness

NOESIS Aerospace Nanotube Hybrid Composite Structures with Sensing and Actuating Capabilities

Background based on novel structural composite NOESIS exploits the potential offered by materials with real-time strain moni- Carbon Nanotube (CNT) reinforcements toring, scaling up of nano-actuation and focuses on developing novel nano- performance of CNTs to macro struc- composite components with enhanced tures and life monitoring capability. sensing and actuating capabilities. Small Description of the work loading with conductive additives (1-5% The project objectives will be achieved by of weight) of nanoparticles can result in (i) property enhancements comparable the development of an innovative process to those caused by conventional load- for the design and fabrication of tailored ings (15-40%) of common fi llers, and CNT structured assemblies into a poly- (ii) unique value-added properties not meric matrix, and by linking this process normally possible with common fi llers. to a multi-scale modeling/simulation Added benefi ts include better processing approach. It requires the implementa- and reduced component weight. tion of innovative techniques on a manu- facturing scale and an understanding of Project objectives (a) the characterisation and multi-scale 1. Formation of CNT structured assem- modeling of nano-reinforcements, (b) the blies embedded into resin systems fabrication, characterisation and nano- for sensing/ actuating purposes and mechanics analysis of nanocomposites, mechanical performance improvement and (c) the correlation of nano-struc- of one order of magnitude tural factors with functional properties 2. Conception and implementation of a in these nano-composites. multi-scale approach for designing The following activities are planned: nano-composites 3. Development of a coupled platform for – Formation of CNT-structured assem- mechanical sensing/actuating perfor- blies embedded into resin systems mance predictions while retaining sensing/actuating 4. Design and fabrication of novel com- properties and providing the desired posite materials with increased dam- mechanical performance (an order age tolerance, fracture toughness of magnitude increase in mechanical increased by 100%, fatigue perfor- properties compared to the state-of- mance improved by 30% the-art carbon-fi bre-reinforced com- 5. Design and fabrication of novel com- posites) posite materials with tailored damping – Enhancement of the co-electrospin- properties and a fi ve-fold increase of ning process as a pathway to realise damping ratio for low strain this potential by aligning and carrying 6. Weight reduction of 10% compared to the CNT in the form of nano-composite conventional equivalent CFRP compo- fi brils nents – Conception and implementation of a 7. Integration, modelling and validation of multi-scale approach for designing real-time sensing/actuating systems nano-composites

174 – Development of a coupled platform for Expected results mechanical-sensing/actuating perfor- The expected results are novel compos- mance predictions ite structural components, exhibiting – Development of stimuli-response superior damage tolerance properties, nano-composites as actuators. tailored damping properties and combin- The project has been organised into six ing sensing/actuating capabilities. CNTs technical Work Packages, a manage- in a polymer matrix form a percolated ment Work Package, and a dissemina- network with (i) electromechanical prop- tion and exploitation Work Package. erties sensitive to applied stress, and (ii) an integrity that is measurable and linked to component structural integrity and its life expectancy. Roadmaps for the integration of these actuation technolo- gies in future aerospace structural com- ponents will be provided. Acronym: NOESIS Contract No.: AST4-CT-2005-516150 Instrument: Specific Targeted Research Project Total Cost: €4 947 030 EU Contribution: €3 080 818 Starting date: 01/04/2005 Duration: 48 months Coordinator: INASCO Hellas 17, Tegeas St. GR-16452 Argyroupolis, Athens Contact: Georges Maistros Tel: +30 210 9943427 Fax: +30 210 9961019 E-mail: [email protected] EC Officer: José Martin-Hernandez Tel: +32 2 295 7413 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Integrated Aerospace Sciences Corporation O.E. (INASCO) EL ATECA - Application des Technologies Avancées S.A. FR Brimalm Engineering AB SE Sicomp AB SE Institut für Verbundwerkstoffe GmbH DE Centre National de la Recherche Scientifique (CNRS) FR Fundación INASMET ES Centro Ricerche FIAT S.C.p.A. IT Weizmann Institute of Science IL Technische Universität Hamburg - Harburg (TUHH) DE University of Patras EL Bóreas Ingeniería y Sistemas S.A. ES Israel Aircraft Industries Ltd. (IAI) IL ARKEMA S.A. FR Hellenic Aerospace Industry S.A. EL

175

Improving Environmental impact

AERONET III Aircraft Emissions and Reduction Technologies

Background actions such as workshops, meetings, Forecasts show continuing growth of 3-4 studies and reports; % per year for air transport to meet the – support the policy and regulatory pro- needs of a modern society. Despite very cess by utilising the potential of the good progress and impressive reductions AERONET III forum to generate policy- in aero-engine emissions, further R&D is relevant material. necessary to safeguard the environmen- Description of the work tal sustainability of the future entire air AERONET III is a platform where stake- transport system. ACARE set a goal to holders can exchange information, views reduce, by 2020, CO2 emissions by 50% and experiences. It consists of 11 the- and NOx emissions by 80%. Developing matic areas supported by a Coordination the necessary technologies and making and Management Team, a Steering Group them available to the stakeholders for and a Policy Liaison Group. The areas are: production and operation is essential for Aircraft Technology, Engine Technologies, the future of the European aviation indus- Fuels, Emissions Indices, Measurement try in the face of global competition. Technology, Aircraft Plumes, Emissions- Project objectives Noise, Air Traffi c Management, Air Trans- port Development, Emissions Inventories, The AERONET III Coordination Action is a and Air Transport Systems Interaction platform where all the stakeholders in the Models. They are clustered within three air transport system can meet, exchange Work Packages: information, views and experiences gath- ered in different EC projects and national 1. Aircraft and engine technology aspects programmes with regard to aircraft emis- of emissions reduction; sions and reduction technologies. In this 2. Airport air quality; context, and to support the general goal 3. Air Transportation Environmental Sys- of reducing aviation emissions, AERONET tem. III provides the tools to: Through these Work Packages and The- – exchange information gathered in the matic Areas the stakeholders exchange different aviation emissions-related knowledge and information in order to projects of the Sixth Framework Pro- support the overall European aeronauti- gramme in Aeronautics, related proj- cal strategic context and development ects in the Atmospheric Research with respect to aviation emissions and Programme, and in other areas such reduction technologies. The mechanisms as transport or energy; used for dissemination are: – raise the level of personal and corpo- – Workshops: These are planned on rate knowledge and confi dence within an annual basis and according to the the community; needs of the community. The work- – identify gaps in knowledge and needs shop proceedings are confi dential and for further research and development, restricted to the partnership and the and facilitate the development of the participants. A summary is accessible appropriate research proposals; to the public through the AERONET – support interdisciplinary relationships website. Important workshop topics and increase knowledge through joint are, for example, the ‘airport air qual-

177 Improving Environmental Impact

ity’ issue with an objective to contribute – Website: The AERONET website con- to a reliable assessment of air traffi c’s tains information on AERONET activi- contribution to airport air pollution, ties, links to related projects and the ‘fuel thermal stability’ issue in networks, a library section with pub- advanced combustors, and the ‘hydro- lishable reports and documents and gen as a potential aviation fuel’ issue a partner section containing docu- plus the associated problems of stor- ments (e.g. workshop reports, studies) age and handling. restricted to the partners. – Studies: According to the needs of the community, the Co-ordination and Expected achievements Management Team (CMT) identifi es AERONET will continue through its net- particular topics that are not necessar- working activities to support the overall ily appropriate to a dedicated workshop aeronautical environmental goal of sub- but that form a vital input to another workshop. Examples for studies are stantial aviation emissions reduction by ‘potential for reducing the NOx emis- providing the stakeholders with a plat- sions for hydrogen and kerosene- form that can be used to exchange tech- fuelled aero gas turbines’ or ‘review of nical information and identify knowledge hydrocarbon (HC) speciation at airports gaps, but also to support the policy and and potential for local air pollution’. regulatory process.

Optical measurement of exhaust: the dissemination of the results of research of this kind, i.e. on aero engine noise and emissions, is the main objective of AERONET III.

178 Acronym: AERONET III Contract No.: ACA3-CT-2003-502882 Instrument: Coordination Action Total Cost: €1 799 400 EU Contribution: €1 799 400 Starting Date: 01/04/2004 Duration: 48 months Website: www.aero-net.org Coordinator: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) Linderhöhe DE-51147 Köln Contact: Alf Junior Tel: +49 2203 601 3029 Fax: +49 2203 601 3906 E-mail: [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Swedish Defence Research Agency (FOI) SE Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Manchester Metropolitan University UK University of Sheffield UK Air BP Ltd. UK Airbus UK Ltd. UK Auxitrol S.A. FR Bergische Universität Gesamthochschule Wuppertal DE Deutsche Lufthansa A.G. DE EUROCONTROL - European Organisation for the Safety of Air Navigation INT Forschungszentrum Karlsruhe GmbH DE Gromov Flight Research Institute RU Instytut Lotnictwa PL QinetiQ Ltd. UK Rolls-Royce plc UK Rolls-Royce Deutschland Ltd. & Co. KG DE Shell Aviation Ltd. UK SAFRAN S.A. FR Universität Karlsruhe (Technische Hochschule) DE Flughafen Zürich A.G. - Unique CH MTU Aero Engines GmbH DE National Technical University of Athens (NTUA) EL Federal Office for Civil Aviation (FOCA) CH

179 Improving Environmental Impact

AEROTEST Remote Sensing Technique for Aero-engine Emission Certifi cation and Monitoring

Background programmes and for engine health It has been demonstrated in the last fi ve monitoring (EHM). years, via AEROJET and AEROJET II, that Description of the work non-intrusive techniques like Fourier Six Work Packages have been defi ned to Transform Infrared spectroscopy (FTIR) reach the AEROTEST objectives: and Laser Induced Incandescence (LII) are relevant to the measurement of aero- – Work Package 1 addresses all the qual- engine exhaust gases. These methods ity aspects to be taken into account and have been compared with intrusive meth- defi nes the QA/QC approach to be fol- ods within AEROJET II. lowed to achieve the level of confi dence and reliability needed for certifi cation. This success has opened the path for It also addresses standards matters their standardisation. Simultaneously, and correlation with previous intrusive the aircraft engine industry stresses the data. This Work Package is essential need for a measurement method compat- in the sense that it defi nes the param- ible with cost effectiveness, short-term eters that will insure the quality of the implementation, fast availability of results data, both from instrumentation and and accuracy, meeting ICAO emission operation viewpoints. certifi cation needs. – Work Package 2 is dedicated to the Project objectives measurement methods calibration, The aim of AEROTEST is to achieve a namely the LII and the FTIR techniques. high level of confi dence in aircraft engine The calibration and measurement vali- emission measurements with a view to dation tests will be done both in labora- using the remote optical technique for tory and test bed environments. engine emissions certifi cation. Two major – Work Package 3 is about the integration objectives will allow meeting the engine of the LII and the FTIR components into manufacturers’ needs: a unifi ed system controlling both the LII – the fi rst and major objective is to and FTIR, and acquisition and process- address the standardisation issues, ing. Input or control parameters will be the ultimate aim being to promote non- minimised and the data processing will intrusive techniques to ICAO for engine be automated. Non-expert operators emission certifi cation, following a com- will also be able to obtain measure- plete quality assurance (QA) and quality ments with this system. control (QC) approach, and developing – Work Package 4 is focused on emerging procedures for calibration, set up and technologies. The consortium needs operation. to be aware of such technologies that – the second objective is to develop vali- could bring simplifi cation to the sys- dated techniques for gas turbine moni- tem. It is organised in thematic areas toring, using emissions data, which is and will insure that the knowledge is to be used routinely by engine manu- distributed across the consortium. facturers, both in development test Despite its small size, Work Package 4

180 was felt to be important enough to be Expected Results independent. The expected achievement is the accep- – Work Package 5 highlights the fact that tance of non-intrusive methods for gas the technique can serve not only as a turbine monitoring. A proposition of certification tool but also for other pur- recommended practices to ICAO will poses, such as the application to gas be established at the end of the project, turbine health monitoring. A model taking into account feedback from certi- of engine emissions affected by com- fication authorities acquired during dis- ponent failure will be developed and cussions and presentations. correlated to engine emissions mea- surements. Although AEROTEST is limited to gas tur- – Work Package 6 is focused on the bines, the same techniques can be applied dissemination of the results and the to other types of exhausts, leading to a outcome of the project. Awareness wide range of possibilities in health and feedback from standards and regula- continuous emissions monitoring. tion authorities is very important to the project, and will be achieved in this Work Package.

Non-intrusive equipment in a test rig

Acronym: AEROTEST Contract No.: AST3-CT-2004-502856 Instrument: Specific Targeted Research Project Total Cost: €3 691 900 EU Contribution: €2 498 900 Starting Date: 01/03/2004 Duration: 36 months

181 AEROTEST equipment implementation

Website: www.aerotest-project.net Coordinator: Auxitrol S.A. Esterline Corporation 5, allée Charles Pathé FR-18941 BOURGES Cedex 9 Contact: Ms. Isabelle Vallet Tel: +33 2 48 66 78 40 Fax: +33 2 48 66 78 55 E-mail: [email protected] EC Officer: Dietrich Knörzer Tel: +32 229 61607 Fax: +32 229 66757 E-mail: [email protected] Partners : Auxitrol S.A. FR Rolls-Royce plc UK Siemens Industrial Turbomachinery Ltd. (SIT) UK KEMA Nederland B.V. NL SC OPTOELECTRONICA 2001 S.A. RO Forschungszentrum Karlsruhe GmbH DE Bergische Universität Gesamthochschule Wuppertal DE Rheinisch-Westfälische Technische Hochschule Aachen DE Lunds Universitet SE Centre National de la Recherche Scientifique (CNRS) FR University of Reading UK National Technical University of Athens (NTUA) EL

182 Improving Environmental Impact

AIDA Aggressive Intermediate Duct Aerodynamics for Competitive and Environmentally Friendly Jet Engines

Background – tests and modelling of novel passive In multi-spool jet engines, the low-pres- separation control devices for super- sure (LP) system has a much lower rota- aggressive ducts tional speed and larger radius than the – development of new numerical opti- high-pressure (HP) core system. Hence, misation techniques for intermediate intermediate S-shaped transition ducts ducts are needed to connect the high-radius – establishment of design rules and LP system with the low-radius HP sys- a validation database for aggressive tem. These annular ducts often carry intermediate ducts. loads, support bearings and have thick The quantitative project targets are 20% structural struts passing through them, shorter ducts, or 20% increase in duct making them large, heavy and expensive radial offset or 20% increase in duct diffu- structures of considerable complexity. In sion rate. Duct design lead-time and risk modern aircraft engine design, there is a for late and serious duct-related com- constant pressure to decrease weight and ponent integration problems will also be noise, and increase both performance and reduced by 50%. time-to-market. Transition-ducts that are Description of the work more aggressive have become a key to meet these demands on future engines. All the European aero-engine manufac- turers, three leading research institutes Project Objectives and fi ve highly reputed universities have The AIDA project will strengthen the com- concerted their efforts to reach beyond petitiveness of the European aero-engine the state-of-the-art in intermediate duct manufacturers and decrease environ- design. The project’s team of 18 experts mental impact through the achievement are dedicating their time to achieving of the technical objectives, which are these objectives over four years. given below: The project is structured into one mana- – improved understanding of the fl ow gerial and six technical Work Packages: physics in aggressive intermediate – Fundamental Investigation of Aggres- ducts sive Compressor Ducts – system integration – knowledge of how – Fundamental Investigation of Transi- aggressive ducts interact with neigh- tion Ducts for Turbines bouring components – New Concepts and Integrated Com- – development and tests of a new class of pressor Duct Design very aggressive intermediate ducts – Passive Flow Control and Shape Opti- – assessment of new advanced vane- misation duct integration concepts – CFD Analysis of Aggressive Transition – establishment of validated analy- Ducts sis methods and ‘CFD Best Practice – Data Integration and New Design Guidelines’ for duct fl ows Rules.

183 The test facilities that will be mobilised instance, or by optimising the duct geom- by the AIDA project include some of the etries even further. best experimental centres of excellence Expected Results of Europe. One single-spool and one two-spool low-speed compressor facil- The exploitation of the project’s technical ity will be supported by one high-speed achievements will strengthen competi- compressor rig to carry out eight differ- tiveness and decrease environmental risk ent measurement campaigns to push due to the impact on overall engine char- the design limits for ducts, with or with- acteristics, enabling a 1-2% reduction in out struts or swirl. The interturbine duct engine weight and length, 0.5% and 1.5 % design space will be improved by resort- increase in compressor and turbine effi- ing to five experiments in one low-speed ciency respectively, 5% reduction in engine and one high-speed turbine facility. The development costs and 10% reduction of design space will be further improved engine time-to-market. These improve- by making use of two complementing ments will also have an impact on aircraft measurement campaigns to assess the systems, leading to a 2% reduction in fuel optimal passive control devices for inter- burn and CO2 emissions, 2.5% better mediate ducts. Duct shape optimisation operating margin for long-haul aircraft, and computational predictions will be and will act as an enabler for new classes used to support experiments by providing of low-noise engines. pre- and post-test flow predictions, for

Acronym: AIDA Contract No.: AST3-CT-2003-502836 Instrument: Specific Targeted Research Project Total Cost: €8 221 717 EU Contribution: €5 607 325 Starting Date: 01/02/2004 Duration: 48 months Coordinator: Volvo Aero Corporation AB SE-46181Trollhättan Contact: Stéphane Baralon Tel: +46 520 93771 Fax: +46 520 98521 E-mail: [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Volvo Aero Corporation AB SE Rolls-Royce plc UK MTU Aero Engines GmbH DE SAFRAN S.A. FR Turbomeca S.A. FR Rolls-Royce Deutschland Ltd. & Co. KG DE AVIO S.p.A. IT Industria de Turbo Propulsores S.A. ES

184 Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Swedish Defence Research Agency(FOI) SE Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE University of Cambridge UK Loughborough University UK Chalmers Tekniska Högskola AB SE Technische Universität Graz AT Università degli Studi di Genova IT

185 Improving Environmental Impact

CELINA Fuel Cell Application in a New Confi gured Aircraft

Background Description of work The CELINA project meets the goals of In next-generation aircraft, pneumatic Vision 2020 in respect of: and hydraulic systems will be gradually – more effi cient aircraft replaced by electrical systems. The goal – improving passenger comfort for the future is to fi nd a highly effi cient – less negative environmental impact. primary electric power source. Fuel cell systems have the potential to become this The application of fuel cell systems is a primary power source. As a nearer-term step towards more electric aircraft con- application with higher adoption prob- fi guration. The expected improvements ability, the project will investigate using a for fuel cells applied in power supply are fuel cell-based system as an emergency a reduction of fuel consumption, noise power supply. A feasibility study will be and gas emissions and signifi cantly carried out to clarify in which operational higher aircraft effi ciency. This effi ciency scenarios (for example stand-by, continu- improvement is due to a more effi cient ous running or power storage) the fuel fuel conversion in comparison to the cur- cell system is able to work. The technical rent APU . focus of the project is therefore the inves- Project objectives tigation of the technical capabilities of an existing fuel cell system under aircraft – Generation of basic aircraft require- operating conditions and the identifi ca- ments for a fuel cell power system tion of the needs for an airworthy design. regarding safety and certifi cation, Investigations of the behaviour and limit- including safety assessment. ing conditions of the fuel cell system in – Generation of emergency power sup- terms of different system parameters, ply network requirements, including such as performance output, thermal power conversion. management, mass fl ow, cooling and – Investigation of the technical capa- air supply, will be carried out. For these bilities of an existing fuel cell system investigations, dynamic simulation mod- under aircraft operating conditions and els of a fuel cell stack and a kerosene identifi cation of the needs for aircraft reformer will be used and validated as design. far as possible by tests. The operational – Investigation of the behaviour and limit- behaviour of the complete fuel cell sys- ing conditions of the fuel cell system in tem, including the kerosene reformer, terms of different system parameters, fuel cell stack, air supply and all subsys- such as performance output, electrical, tems, will be investigated in terms of air- thermal and mass fl ow management, craft environment operational conditions, and air supply. load conditions, thermal management, – Defi nition of a controller and fuel cell mass fl ow, performance, air supply and control laws based on airworthiness cooling, based on simulation models. The requirements. differences between the current fuel cell – Generation of aircraft integration strat- systems and an airworthy design will be egies and simulation within the aircraft worked out and the technical steps that environment. have to be taken to develop such a sys- tem will be deduced. Another focus of

186 the project is the definition of all relevant – Definition of aircraft electrical network safety and certification requirements for and advanced air-conditioning system the fuel cell system; a preliminary safety requirements. assessment for a fuel cell system aboard – Identification of the differences an aircraft will be carried out. A further between the current fuel cell systems es-sential task is the integration trade- and an aircraft-applicable design. off study of the fuel cell system into the – Identification of the technical steps, aircraft environment, including the inves- which have to be taken to develop an tigation of integration strategies and con- airworthy fuel cell power system. cepts. – Development of aircraft integration Expected Results concepts and strategies. – Determination of fuel cell system – Definition of certification and safety behaviour under aircraft operating requirements including safety assess- conditions. ment confirmed by EASA. – Accurate operational scenarios for fuel cell systems aboard an aircraft.

Controller

Consumer (electrical, S+SH (CO) pneumatic, water)

Rest H (+CO ) H2(+CO2) 2 2 Anode

+CO

2

Kero. Kero. Kero. H PEM Reformer Kersosene Evaporator Desulphurization CO-Removal (CO- CO-Removal air Cathode Shift, CO-Oxidation)

H2O, N2, O2

O

2 H2+CO H Q Q Q Q

Rest H2+CO2+H2O Anode

SOFC

air Cathode

N2, O2

Consumer (electrical, pneumatic, water)

187 Acronym: CELINA Contract No.: AST4-CT-2005-516126 Instrument: Specific Targeted Research Project Total Cost: €8 141 350 EU Contribution: €4 499 900 Starting Date: 01/01/2005 Duration: 36 months Website: www.airbus.com Coordinator : AIRBUS Deutschland GmbH PO Box 95 01 09 Kreetslag 10 DE-21129 Hamburg Contact: Ms. Christine Schilo Tel: +49 40 743 81850 Fax: +49 40 743 74727 E-mail: [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 3307 E-mail: [email protected] Partners: Airbus Deutschland GmbH DE Airbus France S.A.S. FR Air Liquide FR Inéva – CNRT L2ES FR Dassault Aviation S.A. FR Diehl Avionik Systeme GmbH DE EADS Deutschland GmbH DE Energy Research Centre of the Netherlands (ECN) NL Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Germanischer Lloyd AG DE IRD Fuel Cell A/S DK Joint Research Centre - Institute for Energy (JRC - IE) INT Institut Jozef Stefan (IJS) SL Institut National Polytechnique de Toulouse - Laboratoire d’Electrotechnique et d’Electronique Industrielle (INPT - LEEI) FR THALES Avionics Electrical Systems S.A. FR Technische Universität Hamburg - Harburg (TUHH) DE Universität Hannover DE University of Patras EL

188 Improving Environmental Impact

ECATS Environmental Compatible Air Transport System

Background web-based information and communica- The January 2001 report ‘European Aero- tion system, common education, training nautics: A Vision for 2020’, set the goal for and exchange programmes, coordinated Europe to become the uncontested world use of facilities and equipment, dissemi- nation and joint management of innova- leader in the fi eld of aeronautics by 2020. tion. Reducing the environmental impact of air transport, with regard to emissions and Description of the work noise, is a key element in achieving this In the integrating activities, the ECATS goal. To facilitate the timely achievement Network will create a common level of of this goal a common framework for knowledge on expertise and resources research and technological development, within the partnership by gathering based upon a coordinated collabora- and assessing information on existing tive effort, is a pre-requisite. ECATS will research programmes, knowledge, equip- develop a robust research framework and ment, facilities and infrastructure within deliver outputs that focus on the environ- the ECATS consortium. A Network Offi ce mental competitiveness and sustainability will play a central role in the structure of of the air transportation system concern- the Network and serve as point of contact ing emissions. for communication. Within the NoE, effi - Project objectives cient use of existing infrastructure will be managed, any lack of facilities will be The ECATS Network of Excellence (NoE) identifi ed, and duplication of resources comprises a number of leading research and facilities will be minimised. A critical establishments and universities and will function of ECATS will be to identify the provide the basis for a durable and long research landscape required to address lasting means of co-operation in the fi eld the impact of aviation emissions on the of aeronautics and the environment. The environment. It will also assess its col- overall goals of ECATS are to create a lective strengths and weaknesses, and European Virtual Institute for research on its ability to meet the research objec- environmentally compatible air transport; tives. This assessment, or gap analysis, to develop and maintain durable means will identify where work is required and for co-operation and communication will be used to identify the needs of the within Europe and to strengthen Europe’s virtual centre. Needs may be identifi ed excellence and its infl uential role in the in a number of areas and may be of vari- international community. ous types, for example tool requirements, The Joint Research Programme will infrastructure requirements, skill defi - address engine technology, alternative ciencies, etc. Mobility of researchers and fuels, the impact of aviation on air qual- the exchange of knowledge and experi- ity, operational aspects of aviation and ence between partners will be fostered the development of alternative scenarios. and facilitated. Lasting integration will be achieved by Joint research will be carried out in the joint decision-making processes and joint capability enhancement and research management and working structures, initiatives activities. Three key thematic and will be supported through specifi c areas are (1) initial pollutant formation in integration activities including a common engines and the subsequent chemical and

189 physical transformation of constituents face management. ECATS will dissemi- through the engine in the engine plume, nate research and scientific deliverables (2) local and regional air quality, and (3) to both the scientific community and the environmentally sustainable air traffic general public. management and air traffic scenarios. Expected results For spreading of excellence, the ECATS ECATS will integrate competences across Network will utilise information and three thematic areas: emissions and fuel, share it with external communities of avi- airport air quality, and green flight sce- ation, atmospheric science and industry. narios. There are two fundamental deliv- Education and training of research staff erables of ECATS: will be a critical function of ECATS and this will be addressed through the devel- 1) the development of a durable Network opment of common PhD programmes, of Excellence which has a common summer schools and in the longer-term vision and understanding of the needs MSc programmes. The education and of the aviation industry training of ECATS partners will also be 2) the development of an integrated and supported through workshops and semi- efficient skills and resource base to nar activities. Linkages to other projects support Vision 2020. within national and EU programmes and These high-level deliverables are under- organisations, which have interests that pinned by a raft of others including are aviation-environment related, will be common training and education pro- established and managed through inter- grammes.

Acronym: ECATS Contract No.: ANE4-CT-2004-12284 Instrument: Network of Excellence Total Cost: €7 293 700 EU Contribution: €6 922 000 Starting Date: 15/01/2005 Duration: 60 months Website: www.pa.op.dlr.de/ecats Coordinator: Deutsches Zentrum für Luft- und Raumfahrt e. V. (DLR) Institute of Atmospheric Physics Oberpfaffenhofen DE-82234 Wessling Contact: Ms. Sigrun Matthes Tel: +49 8153 28 2524 Fax:+49 8153 28 1841 E-mail: [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 E-mail: [email protected]

190 Partners: Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Swedish Defence Research Agency (FOI) SE Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Forschungszentrum Karlsruhe GmbH DE Bergische Universität Gesamthochschule Wuppertal DE Manchester Metropolitan University UK University of Sheffield UK Universitetet i Oslo NO Universität Karlsruhe (Technische Hochschule) DE National Technical University of Athens (NTUA) EL University of Patras EL National Kapodistrian University of Athens EL

191 Improving Environmental Impact

ECARE+ European Communities Aeronautics Research +

Background order to expand the already existing The participation of research-intensive database of companies to 300 entries. SMEs in EC-funded research has always Partner search functionalities will be been a challenge in the area of aeronau- installed on the project’s website. tics, considering the high level of struc- – SME capabilities will be relayed to the turing achieved by the supply chain in IP coordinators after fi ne-tuning by this particular fi eld. However, the new ECARE+. instruments implemented by the Sixth Ongoing collaboration with AeroSME Framework Programme (FP6) with the and SCRATCH will be maintained and objective of structuring the European increased. Dialogue will be established Research Area, have been considered by with the regional governments or pro- many SMEs as a major hindrance on the grammes as well as with the large road to participation, making it an even companies in charge of coordination or greater challenge than during the Fifth aeronautical IPs. Framework Programme (FP5). The project duration will be 30 months, ECARE+, following the ECARE project, in order to cover the end of FP6 and the aims at fostering partnerships between launch of FP7. large companies and SMEs, as well as Description of the work between SMEs from different aeronautics regions of Europe. In the fi rst phase, ECARE+ will expand its core group from what it was at the Project objectives end of the ECARE project (17 clusters ECARE+ follows up on the ECARE proj- in the network) to 30 clusters. Common ect (2003-2005), funded under FP5. It is tools and methods will be discussed and planned to enlarge upon the tasks and implemented. Regional points and con- the results of the fi rst project. The fi nal tacts will be trained for the subsequent objective is to imrove the involvement of project activities. The training will allow research-intensive aeronautical SMEs the ECARE Group partners to become into EC funded research (Integrated Proj- fully operational for the project activities, ects and STREPs), following a method and to become effective relays to SMEs in adapted from the ECARE project, its their region. identifi ed best practices and its lessons In the second phase, regional sessions will learned: be organised in the 30 ECARE+ regions, – A core group of eight partners (includ- with the aim of preparing SMEs to the ing six aeronautical regional clusters fi rst Call for Proposal of FP7 in the fi eld and benefi ting from the support of an of aeronautics. The ECARE+ sessions will already established group of 11 other present the opportunities of the fi rst FP7 clusters) will further expand in order to calls and the ECARE method to support involve up to 30 regions. participation of SMEs in IPs. – Information seminars on FP6 and FP7 Once this information is disseminated (Seventh Framework Programme) during the regional sessions, the ECARE+ opportunities will be organised, and contact points will assess the techno- SME capabilities will be assessed in logical capacities of SMEs and their

192 willingness to bring a value-added par- Expected results ticipation to an IP. The ECARE+ database ECARE+ will foster partnerships will expand from 200 to 300 entries and will be updated for each call during the – between European aeronautics clus- life of the project. Small groups of SMEs ters will be identified and transmitted to each – between SMEs from different clusters IP coordinator. – between SMEs and large companies in the frame of FP7 Integrated Projects. During this process, a strong focus of ECARE+ will be fostering partnerships ECARE+ will organise 20 information between SMEs from different regions, seminars called “Regional Sessions” and with the aim of establishing trans-regional will expand its SME databases to include clusters for research or business. up to 300 SMEs. ECARE+ will work in close collaboration ECARE+ will establish common tools and with the other EC-funded support mea- methods between 30 European aeronau- sures in the field of aeronautics, AeroSME tic clusters, and will take an active part in and SCRATCH. the dialogue between the various aero- nautic regions of Europe.

Acronym: ECARE+ Contract No.: ASA4-CT-2005-016087 Instrument: Specific Support Action Total Cost: €535 000 EU Contribution: €535 000 Starting Date: not yet defined Duration: 30 months Website: www.ecare-sme.org Coordinator: European Federation of high tech SMES Washingtonstraat, 40 BE-1050 Brussels Contact: Eric Jourdain Tel: +33 1 45 23 54 91 Fax: +33 1 45 23 11 89 E-mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: + 32 2 296 6592 Fax: + 32 2 296 3307 E-mail: [email protected] Partners: European Federation of high tech SMEs BE Association Nationale de la Recherche Technique (ANRT) FR Wales Aerospace UK Comité Richelieu FR Cluster de Aeronautica y Espacio del Pais Vasco (HEGAN) ES East Sweden Development Agency (ESDA) SE Technapoli IT Centre for Technology and Innovation Management (CeTIM) DE

193 Improving Environmental Impact

ELECT-AE European Low Emission Combustion Technology in Aero Engines

Background dedicated to the support of the imple- European companies are joining their mentation of the goals of Vision 2020, i.e. research capabilities to promote the strengthening the competitiveness of the develop-ment of viable low emission European jet engine manufacturers and combustion systems on a pre-competi- minimising the environmental impact of tive level. civil aviation with regard to emissions, thus generating economical and ecologi- Project objectives cal benefi ts for European society. The timescale for the development of Actions designed to support the estab- aero-engine combustors is long but there lishment of a pre-competitive research is a clear vision and forecast of environ- strategy in respect to actual measures mental needs. The ambitious ACARE and actions in the context of combustion targets, especially the demand for 80% technology for low emission of pollutants reduction of NOx emissions from avia- will be taken: tion, require very well focused and bal- – Strategy on How-To-Do technology anced RTD initiatives for the near future, development to prepare the technology for a successful – Integration and strengthening of the implementation of a new generation of European Research Area aero-engine combustors and, therefore, a – Enhancement of technology exploita- highly integrated research strategy plat- tion in Europe form. ELECT-AE will provide the impetus – Dissemination of European research to bring together the key engine manu- results and exchange of information facturers and research establishments – Search and identifi cation of appropriate to enable this. The development of a con- SMEs and capable research partners in certed research strategy involves many the EU and from new Member States. complex interactions, and the continuous improvement of the corresponding pro- Expected results cesses and perspectives will ultimately The global result will be an improvement provide good coordination. of the effi ciency of research and further increase in the rate of progress and inno- Description of the work vation in the fi eld of low NOx aero-com- The CA ‘European Low Emission Com- bustion in Europe. bustion Technology in Aero-Engines’ is

194 Acronym: ELECT - AE Contract No.: ACA4 - CT - 2005 – 012236 Instrument: Coordination Action Total Budget: €1 492 003 EC Contribution: €1 492 003 Starting Date: 01/01/2005 Duration: 48 months Website: www.elect-ae.org Coordinator: Rolls-Royce Deutschland Ltd. & Co KG Combustor Aerothermal & Fuel Preparation Eschenweg 11 DE-15827 Blankenfelde - Dahlewitz / Berlin Contact: Ralf von der Bank Tel: +49 33708 61373 Fax: +49 33708 6511373 E-mail: [email protected] EC Project Officer: Daniel Chiron Tel: +32 2 295 2503 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Alstom Power (UK) Ltd. UK AVIO S.p.A. IT MTU Aero Engines GmbH DE Rolls-Royce plc UK Rolls-Royce Deutschland Ltd. & Co. KG DE SNECMA FR Turbomeca S.A. FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR

195 Improving Environmental Impact

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

Background The aim is to create the fi rst building The objective of this project is to develop blocks of such an integrated combustor a design methodology for lean burn, low- design system. The system will incorpo- emission combustors to achieve a suffi - rate preliminary design tools to make fi rst cient operability over the entire range of estimates of the arrangement for lean operating conditions whilst maintaining burn combustion, which meets operabil- a low NOx emission capability. A knowl- ity, external aero-dynamics, cooling and edge-based design system will form the emissions needs. framework to capture existing combustor Description of the work design knowledge and knowledge gener- Guidelines for the design of lean low NOx ated in this project. combustors for reliable and safe opera- Project objectives tion will be derived. These guidelines will Through a pressing demand for emis- be incorporated in the knowledge-based sions reduction, very ambitious future combustor-engineering tool in order to NOx reduction targets of 80% by 2020 strengthen European competitiveness by have been set. Existing design rules, for reducing development costs and time. conventional combustion systems, can- Lean blow out-limit, ignition and altitude not be applied for lean low-emission relight will be investigated. The airfl ow combustors. It is therefore important to distribution and the aero-design of pre- defi ne new design rules quickly, so that diffusers for lean low NOx combustion the new technology can be incorporated with up to 70% air consumption will be faster into future products. optimised.

Structure INTELLECT D.M.

WP3 WP4 Ignition Stability & Capability Combustion Extinction LUND RRD

WP2 - TM Knowledge Based Lean Combustor

LowNOX III WP5 - RR LOPOCOTEP Technology Assessment

WP6 WP7 External Combustor Air Distribution Aerodynamics Cooling Design LOUGH AVIO

Exploitation & Dissemination

R.v.d. Bank // Kick-Off Meeting 15.01.2004

196 Wall temperature prediction and testing Expected Results for a highly efficient cooling design will be The new lean burn concepts have to gain performed. customer and market acceptance to be An assessment of generated knowledge fully competitive. The answers to princi- and implementation in the knowledge- pal questions concerning the operability based system will take place. and airworthiness of low NOx combustors will be given.

Acronym: INTELLECT D.M. Contract: AST3 - CT - 2003 – 502961 Instrument: Specific Targeted Research Project Total Budget: €7 737 100 EC Contribution: €5 000 200 Starting Date: 01/01/2004 Duration: 48 months Website: www.intellect-dm.org Coordinator: Rolls-Royce Deutschland Ltd. & Co KG Combustor Aerothermal & Fuel Preparation Eschenweg 11 DE-15827 Blankenfelde - Dahlewitz / Berlin Contact: Ralf von der Bank Tel: +49 33708 61373 Fax: +49 33708 6511373 E-mail: [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Rolls-Royce Deutschland Ltd. & Co. KG DE Lunds Universitet SE Rolls-Royce plc UK Universität der Bundeswehr München DE AVIO S.p.A. IT Technical University of Czestochowa PL SAFRAN S.A. FR Imperial College London UK Turbomeca S.A. FR Università degli Studi di Firenze IT Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Loughborough University UK Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE University of Cambridge UK Centre Européen de Recherche et de Formation Avancée en Calcul Scientifique (CERFACS) FR Universität Karlsruhe (Technische Hochschule) DE Centre National de la Recherche Scientifique (CNRS) FR

197 Improving Environmental Impact

TLC Towards Lean Combustion

Background from the LOPOCOTEP 5th Framework Programme project or other projects, and The mitigation of aviation emissions, in from advanced CFD optimisation of new terms of their environmental impact, is a concepts. The entire range of operating priority for both air quality (local impact) conditions will be experimentally evalu- and the greenhouse effect (global impact). ated (LTO points, cruise speeds). Auto- The main margin for progress is in the ignition and fl ashback risk issues as well fi eld of combustor technology. Lean com- as lean extinction limits will be assessed. bustion technology is the breakthrough that should enable high-level reductions The project will support, in parallel, the in NOx emissions, both at airports and adaptation of advanced, non-intrusive in cruise. In addition, lean combustion laser-based measurement techniques also assists the reduction of particulates. to combustor actual conditions and their Injection systems are the most critical application (in addition to intrusive tech- issue in achieving a satisfactory level of niques) to experiments of the various con- lean combustion, and are the focus of this cepts of injection systems. Advanced CFD project. simulation will also exploit the data from the fundamental experiments, thereby Project objectives enabling calibration of the latest codes in emission predictions. The project aims to achieve suffi cient maturity in lean combustion for the sin- The project is composed of four Work gle annular combustor application. The Packages: on non-intrusive measure- objectives will be an 80% reduction in ments, including in particular LIF, CARS, NOx emissions in relation to the CAEP2 LDA/PDPA and LII techniques; on experi- regulation limit during the LTO (Landing mental campaigns to assess new LPP/LP and Take-Off) cycle, and low NOx emis- injection systems performance; on injec- sion indices at cruise speed (EINOx=5g/ tion systems designs and optimisation; on kg as a target). Other gaseous emissions numerical exploitation (RANS and LES) and soot performance characteristics will and diagnostics. also be precisely evaluated. In addition, signifi cant progress is expected on non- Expected results intrusive measurements and numerical The project will result in the achievement diagnostics. of satisfactory maturity on lean injection Description of the work systems with high pollutant level reduc- tion, the development of appropriate A wide range of experiments will be car- non-intrusive laser-based measurement ried out on mono-sector or tubular com- techniques, the calibration of the most bustors. The injection systems tested modern CFD tools and the establishment will be of LPP/LP (Lean Premixed Pre- of rigorous optimisation procedures for vaporised/Mean Premixed) type, derived lean injection systems.

198 Acronym: TLC Contract No.: AST4-CT2005-012326 Instrument: Specific Targeted Research Project Total Cost: €7 551 905 EU Contribution: €5 099 945 Starting Date: 01/03/2005 Duration: 48 months Website: www.TLC.com (not yet created) Coordinator: SNECMA 2 Bd du Général Martial Valin FR-75724 Paris 15e Contact: Olivier Penanhoat Tel: +33 1 60 59 82 28 Fax: +33 1 60 59 77 12 E-Mail: [email protected] EC Officer: Daniel Chiron Tel: +32 2 295 2503 Fax: +32 2 296 6757 E-Mail: [email protected] Partners: SNECMA FR Rolls-Royce Deutschland Ltd. & Co. KG DE MTU Aero Engines GmbH DE AVIO S.p.A. IT Turbomeca S.A. FR Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Lunds Universitet SE Centre National de la Recherche Scientifique (CNRS) FR Ecole Centrale de Nantes FR Universität Karlsruhe (Technische Hochschule) DE Università degli Studi di Genova IT Università di Napoli “Frederico II” IT Centre Européen de Recherche et de Formation Avancée en Calcul Scientifique (CERFACS) FR Fundación Empresa Universidad de Zaragoza ES Università degli Studi di Roma “La Sapienza” IT Instytut Maszyn Przeplywowych im. Roberta Swewalskiego Polskiej Akademii Nauk PL ACIES Europe FR

199 Improving Environmental Impact

VITAL Environmentally Friendly Aero-Engine

Background – 8 dB Noise reduction per aircraft oper- As the Kyoto Protocol comes into force ation (cumulative ~24 EPNdB on the 3 in 2005, requiring developed countries certifi cation measurement points) – 18% reduction in CO2 emissions. to reduce their CO2 emissions and pri- oritise the environment, VITAL is look- Description of the work ing into signifi cantly reducing noise, fuel The objective of VITAL will be achieved use and polluting emissions from air- through the design, manufacture and rig- craft. This aim falls within the ambitions scale testing of the following innovative of the ACARE, which has set two goals technologies and architectures: addressed by VITAL for 2020: cutting in – two innovative low-speed fan architec- half both perceived aircraft noise and CO2 emissions. VITAL works along the same tures for: lines and complements two EU projects – Direct Drive Turbo Fan (DDTF) and funded under the 5th Framework Pro- Geared Turbo Fan (GTF) gramme, EEFAE and SILENCE(R). – Contra-Rotating Turbo Fan (CRTF) This will include intensive use of Project objectives lightweight materials to minimise VITAL will provide a major advance in the weight penalty of Very High developing the next generation commer- Bypass Ratio (VHBR) engines. cial aircraft engine technologies, enabling – new high-speed and low-speed low- the European aero-engine industry to pro- pressure compressor concepts and duce high–performance, low-noise and technologies for weight and size reduc- low-emission engines at an affordable tion cost for the benefi t of their customers, air – new lightweight structures using new passengers and society at large. materials as well as innovative struc- The main objective of VITAL is to develop tural design and manufacturing tech- and validate engine technologies that will niques provide: – new shaft technologies enabling the high torque needed by the new fan con- – 6 dB noise reduction per aircraft oper- cepts through the development of inno- ation and equivalent to a cumulative vative materials and concepts margin of 15-18 EPNdB on the three – new low-pressure turbine technologies certifi cation measurement points for weight and noise reduction, suited – 7% reduction in CO2 emissions. to any of the new fan concepts This is with regard to engines in service – optimal installation of VHBR engines prior to 2000. related to nozzle, nacelle, reverser and VITAL will integrate the benefi ts and the positioning to optimise weight, noise results of on-going research projects with and fuel burn reductions. regard to weight reduction (EEFAE) and All these technologies will be evaluated noise reduction (SILENCE(R)) technolo- through preliminary engine studies for gies, assess at a whole engine level their the three architectures, DDTF, GTF and benefi ts and combine their outcomes with CRTF. those of VITAL to enable, by the end of the project in 2008, the following:

200 To achieve the VITAL objectives, different – lightweight hot and cold structures modules of an engine have been consid- – Sub Project 4 ered, some being generic and usable in all – novel materials and concept for low- three engine types, while some others are pressure engine shafts – Sub Project 5 specific. Consequently, the work in VITAL – high-loaded and high-lift low noise is organised into seven technical sub- and lightweight, low-pressure turbines projects and a sub- project (Sub-Project – Sub Project 6 0) for management and dissemination – nacelle design and aircraft installa- activities. The technical sub-projects are tion– Sub Project 7. split according to each part of the engine. Expected results A transversal sub-project (Sub Project 1) ensures the modules’ good integration VITAL will result in the validation of the by: consortium’s capability of producing innovative VHBR engine architectures. – defining module requirements This will be carried out via design, manu- – assessing the three main engine archi- facture and rig tests on engine modules. tectures: DDTF, GTF and CRTF. Specific project results will be: VITAL will research, design and develop – two fully instrumented fans (DDTF & technologies regarding: CRTF) – innovative fan design (lightweight fan – a fan rotor, a fan casing and a struc- and contra fan technologies) – Sub tural fan stator Project 2 – two low-pressure compressor boosters – high-load booster design and technolo- (low-speed and high-speed) gies – Sub Project 3

Schematic of a Contra-Rotating Turbo Fan, one of the three Very High By-Pass Ratio engine architectures to be studied as part the VITAL Integrated Project.

201 – new lightweight materials and material – turbines for DDTF/GTF applications forms (polymer matrix composites and – nozzle installation under the wing titanium) – guidelines for the development of 2020 – composite high torque shafts engines.

Acronym: VITAL Contract No.: VITAL AIP4-CT-2004-012271 Instrument: Integrated Project Total Cost: €90 486 049 EU Contribution: €50 490 000 Starting Date: 01/01/2005 Duration: 48 months Website: www.projectvital.org Coordinator: SNECMA Site De Villaroche - Réau FR-77550 Moissy Cramayel Contact: Jean-Jacques Korsia Tel: +33 1 60 59 93 33 Fax: +33 1 60 59 78 53 E-mail: [email protected] EC Officer: Daniel Chiron Tel: +32 2 295 2503 Fax: +32 2 296 6757 E-mail: [email protected] Partners: SNECMA FR Airbus France S.A.S. FR Allvac Ltd. UK ARTTIC FR AVIO S.p.A. IT Centro de Estudios e Investigaciones Técnicas de Gipuzkoa (CEIT) ES Centre de Recherche en Aéronautique A.S.B.L. (CENAERO) BE Centre Européen de Recherche et de Formation Avancée en Calcul Scientifique (CERFACS) FR Chalmers Tekniska Högskola AB SE Central Institute of Aviation Motors (CIAM) RU National Research & Development Institute for Turboengines Comoti R.A. RO Cranfield University UK Fundación Centro de Tecnologías Aeronáuticas ES Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE EAST-4D GmbH Lightweight Structures DE Fischer Advanced Composite Components AG AT Swedish Defence Research Agency (FOI) SE FORCE Technology DK GKN Aerospace Services Ltd. UK Global Design Technology BE Technische Universität Graz AT Hurel-Hispano FR

202 Industria de Turbo Propulsores S.A. ES MS Composites FR MTU Aero Engines GmbH DE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR PCA Engineers Ltd. UK Photon Laser Engineering GmbH DE Politecnico di Torino IT Rolls-Royce Deutschland Ltd. & Co. KG DE Rolls-Royce plc UK Short Brothers plc UK Sicomp AB SE Ecole Nationale Supérieure de l’Aéronautique et de l’Espace (SUPAERO) FR Techspace Aer S.A. BE Technische Universität Dresden DE Università degli Studi di Lecce IT Università degli Studi di Firenze IT Università degli Studi di Genova IT University of Nottingham UK University of Oxford UK Université Pierre et Marie Curie FR University of Southampton UK Universität Stuttgart DE Högskolan i Trollhättan/Uddevalla (HTU) SE Universität der Bundeswehr München DE Universidad Politécnica de Madrid ES Vibratec FR Von Karman Institute for Fluid Dynamics (VKI) BE Volvo Aero Corporation AB SE Volvo Aero Norge A.S. NO Wytwornia Sprzetu Komunikacyjnego “PZL-Rzeszow” S.A. PL

203 Improving Environmental Impact

CoJeN Computation of Coaxial Jet Noise Background Description of the work Despite the progress in the development In CoJeN, CFD techniques for the pre- of CFD solvers, most of the jet noise diction of the turbulence characteristics prediction methods currently in use in of coaxial jets are being developed and the aerospace industry are correlations validated. These will be linked to noise based on empirical databases. Signifi - source generation and propagation mod- cant advances have recently been made els for the prediction of the near- and far- towards developing aero-acoustic meth- fi eld noise. The results from these will be ods, which use CFD results as the input critically evaluated against data, which for prediction of the acoustic fi elds gen- will be obtained from a series of care- erated by exhaust fl ows. However, these fully designed experiments. The project is studies have concentrated mainly on fun- divided into the following Work Packages damental cases, such as single-stream and tasks: jets. The industrial requirement is to pre- Project management, specifi cations and dict the noise from complex geometries, assessment such as coaxial jets with pylons, forced Flow prediction mixers and serrated nozzles. • Reynolds Averaged Navier-Stokes Project objectives (RANS) techniques • Large eddy simulation (LES) and The principle objective of CoJeN is: detached eddy simulation (DES) – To develop and validate prediction techniques tools, which can be used by the aero- • Vortex methods space industry to assess and optimise • Technology transfer jet-noise reduction techniques. Acoustic source generation and In order to bring the methods developed propagation modelling in JEAN (a Framework Programme 5 proj- • Acoustic analogies ect) and the national programmes to the • Direct methods point where they are useful to industry, • Hybrid methods the methods must be extended to cope • Technology transfer with hot coaxial jets and arbitrary nozzle Acquisition of validation data geometries. The methods must also be • Advanced measurement techniques validated to demonstrate their accuracy • Single and multi-point fl ow mea- and reliability. surements • Whole fi eld fl ow measurements Accordingly, the specifi c technical objec- • Acoustic measurements tives of the project are: • Testing and data reduction. – To identify and improve optimal CFD techniques for the prediction of jet fl ow Expected results development from coaxial nozzles of 1) Validation of effi cient fl ow solvers for arbitrary geometry coaxial jet development. – To develop aero-acoustic codes, which 2) Integration of these to updated classi- can predict the acoustic fi elds from the cal and novel source and propagation CFD results models. – To acquire aerodynamic and acous- 3) Prediction methodologies for jet noise tic data with which to validate these applications. codes. 4) Measurement of turbulent length scales in jets as a function of frequency.

204 5) Further development of new methods 6) Use of new signal processing tech- for the identification of aero-acoustic niques for turbulence/acoustic mea- source mechanisms using the multi- surements. point measurements.

Acronym: CoJeN Contract No.: AST3-CT-2003-502790 Instrument: Specific Targeted Research Project Total Cost: €5 691 810 EU Contribution: €3 700 000 Starting Date: 01/02/2004 Duration: 36 months Coordinator: QinetiQ Ltd Ively Road GB-GU14 0LX Farnborough Contact: Craig Mead Tel: + 44 1252 397738 Fax: + 44 1252 397744 E-mail: [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 E-mail: [email protected] Partners: QinetiQ Ltd. UK Rolls-Royce plc UK Rolls-Royce Deutschland Ltd. & Co. KG DE Industria de Turbo Propulsores S.A. ES Volvo Aero Corporation AB SE Dassault Aviation S.A. FR Integrated Aerospace Sciences Corporation O.E. (INASCO) EL Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR National Research & Development Institute for Turboengines Comoti R.A. RO Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Chalmers Tekniska Högskola AB SE Ecole Centrale de Lyon FR Trinity College Dublin IE University of Southampton UK Centre National de la Recherche Scientifique (CNRS) FR Loughborough University UK Universidad Carlos III de Madrid ES University of Warwick UK Universidad Politécnica de Madrid ES Technische Universität Berlin (TUB) DE Rheinisch-Westfälische Technische Hochschule Aachen DE University of Bath UK Centrale Lyon Innovation FR Université de Poitiers FR

205 Improving Environmental Impact

FRIENDCOPTER Integration of Technologies in Support of a Passenger and Environmentally Friendly Helicopter

Background will be introduced as extensively as pos- Today’s helicopters need to be improved sible into the respective fl ight manuals. further to gain more environmental and A microphone array will record noise public acceptance. Helicopters generate footprints to measure signifi cant noise external noise, cabin noise and vibra- annoyance. To optimise this method, a tion due to the complex nature of their common noise footprint prediction tool dynamic systems and suffer from NOx will be established, based on the part- emissions, like other transport systems. ners’ existing codes. It is therefore essential that these issues 2) Cabin Noise Reduction are addressed to improve the situation for The reduction of the cabin noise level will new generation rotorcraft, to make them be addressed in a twofold way: environmentally friendly and acceptable to the general public. A. by tackling cabin noise emission at the source: Project Objectives In order to favourably infl uence the emis- – Acoustic footprint areas reduced sion characteristics of the gearbox, main between 30% and 50% depending on gearbox elements will be modifi ed and the fl ight condition. damping features will be added. In addi- – A reduction of up to 6% of fuel con- tion, at the interfaces between gearbox sumption for high-speed fl ight. and fuselage, active elements will be – Cabin noise levels below 75 dBA, simi- implemented to interrupt the transmis- lar to airliner cabins for normal cruise sion of structure-born noise. Dedicated fl ight. rig- and fl ight-tests are planned. – Cabin vibrations below 0,05 g corre- B. by reducing cabin noise in the cabin sponding to jet smooth ride comfort for itself: the same fl ight regime. Applying active structure control, mainly Description of the work acting on cabin panelling, will reduce In the area of short-term objectives: structural and aerodynamic noise. In 1) Noise Abatement Flight Procedure order to focus the cabin treatment mea- sures on critical areas, methodologies to As a short-term goal of external noise identify acoustic leaks will be developed. reduction, the impulsive noise (blade slap Identifi cation technology and effective- noise) during the particularly sensitive ness of the cabin treatment will be veri- approach phase will be tackled by dedi- fi ed by fl ight-testing. cated fl ight procedures, which also take into account aspects of safety and certi- 3) Engine Noise Reduction fi cation. The goal is to identify a combina- The engine noise emission will be tack- tion of glide path angle and fl ight speed led by acoustically treating the engine to circumvent the area of high blade slap. inlet and outlet ducts with noise absorb- The procedures will be demonstrated in- ing structures. The lessons learnt from fl ight by different helicopter types and the Fifth Framework Programme HORTIA

206 Reduction of internal and external noise project will be used among others. In this – the integration aspect by blade rig- project, first attempts to treat the engine tests of full scale blade segments outlet acoustically have been started. – the controllability of the rotor blades After a dedicated concept study, bench- through a Mach-scaled model rotor in and flight-tests will prove the efficiency of hover conditions. the actions taken. These tests will represent a decision In the area of long-term objectives: point for continuation in the form of 4) Active Blade Control intensive wind tunnel- and subsequently also flight-tests planned for the Seventh In order to accomplish in the long term: Framework Programme. – larger noise reductions – lower NOx emissions Expected results – minimised cabin vibrations. The activities envisaged are to provide a the technology of active blade control number of key deliverables. All of these (ABC) through actuation distributed along will have undergone intense efficiency the blade surface will be brought to matu- testing, mostly by flight tests. They will rity and validated. This technology will consist of the following: allow: – for Noise Abatement Flight Proce- dures: – blowing away the blade tip vortices – flight guidelines/flight manuals responsible for the blade slap noise enabling helicopter pilots to perform – use of thin blade tips but with delayed noise abatement flight procedures flow separation through high blade – a software tool, to be used by heli- incidence angles leading to a lower copter designers, local heliport power requirement authorities as well as noise certifying – generation of secondary excita- authorities, and even architects, to tion loads counteracting the original predict the noise around heliports. unsteady forces and moments at the – for Engine Noise Reduction: rotor hub. – design proposals for appropriate For this reason, distributed piezo-ceramic inlet and outlet geometries actuators will be integrated into the rotor – liners for quiet air intakes and blade skin, generating dynamic blade exhaust nozzles twist and camber adapted to the flight – recommendations for airworthiness condition at any given time. and performance aspects. In detail, tests will be carried out on: – for Cabin Noise Reduction:

207 – acoustic leak detection methods – an experimentally validated technol- – a quiet main gearbox ogy for an active reduction of noise, – an active reduction of structure- vibrations and fuel consumption borne gearbox noise – a proof of blade controllability by – actively and passively-damped cabin model rotor blade spin tests trim panels. – evidence of actuator endurance and – for Rotor Noise Control: integration appropriateness by full- scale blade sample tests.

Acronym: FRIENDCOPTER Contract No.: AIP3-CT-2003-502773 Instrument: Integrated project Total Cost: €32 488 498 EU Contribution: €18 277 908 Starting Date: 01/03/2004 Duration: 54 months Website: http://friendcopter.nlr.nl Coordinator: VERTAIR EEIG Gulledelle 94 BE-1200 Brussels Contact: Valentin Kloeppel Tel: +49 89 6000 6093 Fax: +49 89 6000 6883 E-mail: [email protected] EC Officer: Per Kruppa Tel: +32 2 296 5820 Fax: +32 2 296 6757 E-mail: [email protected] Partners: VERTAIR EEIG BE Eurocopter Deutschland GmbH DE Agusta S.p.A. IT ANOTEC Consulting, S.L. ES Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Daher Lhotellier Aerotechnologies FR EADS Deutschland GmbH DE Eurocopter S.A.S. FR Free Field Technologies S.A. BE Formtech GmbH DE Gamesa Desarrollos Aeronauticos S.A. ES ARCELLES SAS FR Ingenieria Y Economia del Transporte S.A. (INECO) ES Instituto de Soldadura e Qualidade (ISQ) ES Ingenieria de Sistemas para la Defensa de Enpaña S.A. (ISDEFE) ES Leuven Measurements and Systems International NV BE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Noliac A/S DK Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Wytwornia Sprzetu Komunikacyjnego «PZL-Swidnik» S.A. PL

208 Turbomeca S.A. FR Vyzkumny a Zkusebni Letecky Ustav, A.S. (VZLU) CZ Westland Helicopters Ltd. UK ZF Luftfahrttechnik GmbH DE Cranfield University UK Instituto Superior Técnico (IST) PT Kungliga Tekniska Högskolan (KTH) SE Politecnico di Milano IT Carl von Ossietzky Universität Oldenburg DE University of Patras EL Riga Technical University LV Università degli Studi Roma Tre IT Paulstra S.N.C. FR

209 Improving Environmental Impact

MESSIAEN Methods for the Effi cient Simulation of Aircraft Engine Noise

Background Description of the work Aircraft noise is a major environmental The work programme consists of six and societal problem, and aircraft engine related Work Packages: noise is currently the most prominent Work Package 1 defi nes the expectations noise source. Noise generation by aircraft of the industrial end-users in terms of engines and propagation from the engine applicability and performance. Detailed to a receiver (control microphone or specifi cations were drawn for each tar- citizen) is a complex process. To assess geted application: aircraft engine (from possible solutions, the industry requires the standpoint of the air-framer, engine accurate and fl exible simulation tools and nacelle manufacturers), turbo-shaft able to predict the noise generated by a engine nozzle, air system and axial com- given engine and to compare, both criti- pressor. cally and objectively, the effi ciency of dif- ferent quietening solutions. Work Package 2 works on source model- ling and on the recovery of computational Project Objectives fl uid dynamics (CFD) results for source Aircraft engine noise consists of various quantifi cation. Noise is generated by the contributions: fan, compressor, turbine fl ow through the fan, which is calculated and jet noise. Fan noise is then separated by dedicated CFD tools. Work Package further into forward (inlet) and rearward 2 considers both the physical and math- (exhaust) noise components. Simulation ematical aspects related to noise genera- techniques now exist for fan forward noise tion but also the data interfacing aspects. propagation and radiation, for instance Work Package 3 investigates sound prop- those developed in the earlier AROMA 5th agation in the near fi eld of the source Framework Programme project. These including the effect of liners. The method techniques are, however, limited in per- chosen in MESSIAEN is based on the solu- formance (especially for 3D geometries tion of linearised Euler equations (LEE) at mid to high frequencies). Moreover, using discontinuous Galerkin methods exhaust fan noise raises specifi c ques- (DGM). This time-domain approach raises tions, notably on the propagation of noise delicate issues related to the integra- disturbances through shear layers gener- tion of frequency dependent impedance ated by the coaxial jets behind the engine. boundary conditions and of modal excita- MESSIAEN will target the development tions, which are tackled in specifi c tasks. of new methods designed to meet these Alternative approaches (e.g. pseudo time- specifi c challenges. stepping) are also investigated. The chosen method is based on the solu- Work Package 4 looks into the problem tion of linearised Euler equations (LEE) of sound radiation in the far fi eld of the using discontinuous Galerkin methods source. The DGM method only models (DGM). The objectives of MESSIAEN, the near fi eld, and specifi c techniques expressed in terms of accuracy, perfor- like the Ffowcs-Williams and Hawkings mance and robustness, are based on method need to be implemented. An ana- specifi cations drawn by the industrial lytical approach (TEARS) and a simpli- members of the consortium. fi ed approach specifi cally tailored to air

210 systems are also developed within Work Expected results Package 4. MESSIAEN will have a real impact in rein- Work Package 5 applies the developments forcing competitiveness in the European to end-user applications: engine nacelle/ aerospace industry. Significant cost and bypass/exhaust applications, turbo-shaft time benefits will follow from the ability engine nozzle applications, air systems to rely on computational methods rather applications and axial compressor appli- than experimental tests in the design and cations. verification activity of engine development Work Package 6 is concerned with project programmes. management, dissemination and exploi- The MESSIAEN software will be commer- tation. cially exploited by the coordinator, FFT, while other partner SMEs will enlarge their engineering services by including turbo-machinery noise design activities.

Work Package 3 studies sound propagation in a moving fluid. The image shows successive wave fronts generated by an acoustic point source radiating in a duct with uniform mean flow

211 Acronym: MESSIAEN Contract No.: AST3-CT2003-502938 Instrument: Specific targeted Research Project Total Cost: €2 450 177 EU Contribution: €1 594 427 Starting Date: 01/12/2003 Duration: 30 months Coordinator: Free Field Technologies S.A. 16 Place de l’Université BE-1348 Louvain-la-Neuve Contact: Jean-Louis Migeot Tel: +32 10 451226 Fax: +32 10 454626 E-mail: [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Aermacchi S.p.A. IT Airbus France S.A.S. FR Free Field Technologies S.A. BE University of Southampton UK Liebherr Aerospace Toulouse S.A. FR Rolls-Royce plc UK Technische Universiteit Eindhoven NL Turbomeca S.A. FR Université Catholique de Louvain BE Vibratec FR Ødegaard & Danneskiold-Samsøe A/S DK

In Work Package 2, sound sources are calculated from pressure distribution calculated in three closely spaced sections just upstream of downstream the fan

212 Improving Environmental Impact

HISAC Environmentally Friendly High-Speed Aircraft

Background – operative from small airports Many projects carried out in Europe and – cabin suitable for 8 to 16 passengers. elsewhere have addressed the large The second objective is to provide policy- supersonic transport aircraft market. makers with a set of recommendations However, up until now, none has yielded for future environmental regulations, substantial results due to diffi culties in which could reasonably be met with an overcoming economic and environmen- optimised S4TA. tal issues. But beyond the current mar- As a third objective, HISAC will provide ket for small subsonic aircraft, there progress on critical elementary technol- is a substantial segment of customers ogies, associated design and multidisci- interested in fl ight time being reduced by plinary optimisation methods, as well as 20 to 50% compared to current subsonic a plan for further research. business aircraft on distances over 6 500 km, which is the minimum required for Description of the work transatlantic fl ights. Based on their experience, the HISAC Project objectives partners have chosen the following path: The impeding factors are strongly miti- gated by reducing the size of the aircraft. – Translation of the environmental objec- The HISAC project therefore aims to tives into quantifi ed design criteria for establish the technical feasibility of an community noise, atmospheric emis- environmentally compliant small-size sions, and sonic boom, applicable to an supersonic transport aircraft (S4TA), S4TA; through a multi-disciplinary optimisa- – Adaptation of numerical models and tion (MDO) approach and focused tech- tools essential to the multidisciplinary nological improvements. design process. Emphasis will be put on noise, emissions, sonic boom, pro- The fi rst general objective is to identify pulsion and aerodynamics, as well on the characteristics of aircraft that could the MDO process itself; meet prospective environmental require- – Development and validation of the most ments, namely: critical engine and airframe technolo- – reduction of external noise by an 8 dB gies. Technologies considered will be cumulative margin re ICAO Chapter 4 variable cycle and nozzle noise reduc- – NOX emissions: less than 5g per kg tion for engines, forced laminar fl ow, fuel burnt in the long term, 10g in the high-lift devices and variable geometry medium term wings for the airframe; mixer-ejector – emissions at landing and take-off com- nozzles will be designed and tested parable to those of a subsonic aircraft for a better assessment of this engine – reduction of the sonic boom signature technology; overland, while offering attractive per- – Establishment of rules and methods formance to the customer to solve key integration issues. For – fl ight time reduction from 20 to 50% this purpose specifi c shape design compared to current aircraft work, supported by wind tunnel tests, – range that is at least transatlantic will be performed, focusing on engine

213 integration (this will be a compromise – quantified trade-offs between air- between low noise and low drag), boom craft performance and environmen- minimisation, and maximisation of tal constraints. transition delay. Specific airworthiness Expected achievements issues will also be overviewed in order to identify the key points of the future HISAC will provide: specific conditions for certification; – achievable specifications for an envi- – Application of MDO methods, using the ronmentally compliant and economi- results of the above, to obtain: cally viable small-size supersonic – aircraft specifications compliant with transport aircraft environmental objectives. To explore – recommendations for future super- the broadest range of concepts and sonic environmental regulations (com- address all design and environmen- munity noise, emissions, sonic boom) tal issues, the work will be shared – enabling technologies and a road-map between the partners with three air- for their further maturation and valida- craft configuration teams; tion, up to a future Proof Of Concept.

Acronym: HISAC Contract No.: AIP4-516132 Instrument: Integrated Project Total Cost: €26 063 718 EU Contribution: €14 246 624 Starting Date: 01/05/2005 Duration: 48 months Website: http://www.hisacproject.com Coordinator: Dassault Aviation 78 quai Marcel Dassault FR-92552 Saint-Cloud Cedex 300 Contact: Patrick Parnis Tel: +33 1 47 11 51 37 Fax: +33 1 47 11 32 19 E-mail: [email protected]

214 EC Officer: Andrzej Podsadowski Tel: +32 2 298 0433 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Dassault Aviation S.A. FR Alenia Aeronautica S.p.A IT CFS Engineering SA CH EADS Deutschland GmbH - Military Aircraft DE Rolls-Royce plc UK RUAG Aerospace CH Sukhoi Civil Aircraft RU SENER Ingeniería y Sistemas S.A. ES SAFRAN S.A. FR SONACA S.A. BE Volvo Aero Corporation AB SE Aircraft Development and Systems Engineering B.V. (ADSE) NL Engin Soft Tecnologie per l’Ottimizzazione s.r.l. (ESTECO) IT IBK Ingenieurbüro Dr. Kretschmar DE Integrated Aerospace Sciences Corporation O.E. (INASCO) EL Numerical Mechanics Applications International S.A. (NUMECA) BE Aircraft Research Association Ltd. UK Central Institute of Aviation Motors (CIAM) RU Centre National de la Recherche Scientifique (CNRS) FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Swedish Defence Research Agency (FOI) SE Institut National de Recherche en Informatique et en Automatique (INRIA) FR Institute of Aviation Warsawa (IoA) PL Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Central Aerohydrodynamic Institute (TsAGI) RU Eurocontrol - European Organisation for the Safety of Air Navigation INT Chalmers Tekniska Högskola AB SE Cranfield University UK Ecole Centrale de Lyon FR Ecole Polytechnique Fédérale de Lausanne CH Ecole Polytechnique Fédérale de Lausanne CH University of Southampton UK Kungliga Tekniska Högskolan (KTH) SE National Technical University of Athens (NTUA) EL Trinity College Dublin IE Università di Napoli “Frederico II” IT Institute of Theoretical and Applied Mechanics (ITAM) RU

215 Improving Environmental Impact

PROBAND Improvement of Fan Broadband Noise Prediction: Experimental Investigation and Computational Modelling

Background tion. Consequently, current methods for Fan broadband noise is a major aircraft industrial broadband noise prediction noise challenge now and will be even more are almost exclusively semi-analytic in important in the future. Novel low-noise nature. They rely largely on correlating engine architectures, such as ultra-high- measured noise levels to a few relevant bypass-ratio engines and lower-speed aerodynamic and geometric parameters, fans, can help address jet noise and fan but are unable to predict the effects of tone noise, but they are unlikely to reduce different blade geometries. The advances fan broadband noise signifi cantly. The in purely numerical methods, which have accurate prediction and control of fan revolutionised tone noise prediction, broadband noise is therefore essential if have yet to make an equivalent impact on aircraft noise is to be reduced. broadband noise prediction. The most signifi cant broadband noise Project objectives sources are believed to be generated by The objective of PROBAND is to develop the different interaction mechanisms methods to allow the design of a fan sys- between: tem that will generate suffi ciently low 1. the blade tip vortex of the rotor fan and broadband noise to meet the EU noise the turbulent boundary layer on the level targets. This will be achieved by: inlet-duct (rotor boundary layer inter- 1. developing a better understanding of action noise) broadband noise generation mecha- 2. turbulent eddies convected in the rotor nisms using advanced experimental boundary layer past the rotor trailing and computational techniques edge (rotor self noise) 2. developing and validating improved 3. the impingement of the rotor wake onto prediction methods using conventional the downstream outlet guide vanes computational fl uid dynamics, and (OGV interaction noise) integrating them into industrial codes 4. turbulent eddies convected in the vane 3. exploring new prediction strategies boundary layer and the vane trailing using advanced computational tech- edge (OGV self noise). niques These four mechanisms each generate 4. developing low broadband fan noise a whole spectrum of frequencies, mak- concepts. ing it diffi cult to use conventional noise Description of the work measurements to isolate the contribution of each mechanism. Furthermore, the The main goals of the PROBAND research broadband noise generation process is programme are to be achieved by: very complex to model, requiring repre- – developing coupled RANS/semi-ana- sentation of the fi ne length scales involved lytic models for fan stage broadband in turbulence generation and propaga- noise sources and validating these

216 models against representative fan rig nisms of self-noise, interaction noise, measurements and tip clearance noise. The fundamental – developing and evaluating the applica- experiments will provide, in conjunction tion of advanced CFD methods based with advanced CFD, a deeper insight into on LES and DES and demonstrating the flow physics in the source regions. their potential application for industrial PROBAND will develop new tools allow- fan stage noise assessment ing large scale advanced CFD, and will – promoting an increased understanding validate them in a realistic experimental of turbulence-driven, broadband noise environment. PROBAND will deliver an generation in aero-engine fan stages improved prediction capability for broad- through detailed measurement of tur- band noise that will be exploited by the bulence structure and noise on repre- European engine industry to develop sentative configurations low broadband noise fan concepts. The – developing concepts for low-broad- final goal of PROBAND is to develop the band noise fan stage configurations by methods that will enable the design of exploiting the project numerical and a fan with sufficiently low broadband experimental results. noise to allow the EU Sixth Framework Programme’s short-term and long-term Expected results objectives of reducing aircraft external PROBAND will enable improved physi- noise by 4-5 dB and by 10 dB respectively cal understanding of the source mecha- to be achieved.

Acronym: PROBAND Contract No.: AST4-CT-2005-012222 Instrument: Specific Targeted Research Project Total Cost: €4 821 914 EU Contribution: €3 000 000 Starting Date: 01/04/2005 Duration: 36 months Coordinator: Deutsches Zentrum für Luft- und Raumfahrt e. V. (DLR) Institute of Propulsion Technology Turbulence Research Division Müller-Breslau-Str. 8 DE-10623 Berlin Contact: Lars Enghardt Tel: +49 30 310006 28 Fax: +49 30 310006 39 E-mail: [email protected] EC Officer: Andrzej Podsadowski Tel: +32 2 298 0433 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Rolls-Royce plc UK SAFRAN S.A. FR Ecole Centrale de Lyon FR Fluorem S.A.S. FR Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Université Pierre et Marie Curie FR

217 University of Southampton UK University of Cambridge UK Technische Universität Berlin (TUB) DE Von Karman Institute for Fluid Dynamics (VKI) BE Università degli Studi Roma Tre IT Kungliga Tekniska Högskolan (KTH) SE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Centrale Lyon Innovation FR ANECOM AEROTEST GmbH DE

218 Improving Environmental Impact

SEFA Sound Engineering for Aircraft Background Work Package 2 is hereby playing a major SEFA is the fi rst project using sound role in performing the required listening engineering practices to defi ne optimum tests. The test results are providing base- aircraft noise shapes (target sounds). It line information for the design of an opti- is a unique and innovative approach for mised target sound and the formulation exterior aircraft noise control as it con- of the related design criteria for aircraft. siders human factors as well as technical On top of the Work Package 2 tests, Work factors. Package 5 is analysing the notion of Project objectives annoyance and its links to aircraft noise and is developing a tool simulating the The project objectives are: subjective perception of residents regard- – To establish scientifi cally how the noise ing aircraft noise. annoyance of aircraft can be reduced, Work Package 3 is analysing current air- not just by lowering noise levels but craft sound shapes and generating opti- also by improving the characteristics of mised target sounds. These target sounds aircraft noise signatures. are validated again by psychometric tests – To develop optimum aircraft noise (Work Package 2). shapes based on a sound quality approach, together with simulation Work Package 4 is analysing the aircraft tools capable of adjusting to future sound shapes with respect to individual technology developments and improve- source characteristics and is developing a ments in the understanding of noise tool, which provides audible sound tracks impact. for virtual aircraft confi gurations. This – To use these fi ndings and tools in set- tool will provide a feedback loop from the ting up sound engineering design cri- optimised target sounds to the aircraft teria for optimum exploitation of novel sources and fl ight procedures. It will be noise reduction technologies, innova- applied by Work Package 6 in the fi nal tive aircraft and engine architectures, defi nition of design criteria for aircraft. and extended operational capabilities. Expected results Description of the work The major output of the programme is the Aiming at the development of sound engi- defi nition of aircraft design criteria based neering design criteria for future aircraft, on a validated target sound design pro- the project will go through successive cedure. In addition, SEFA will provide the phases that can be summarily described valuable assessment of the human-spec- as specifi cation (Work Package 1), under- ifi ed characteristics of aircraft sounds by standing (Work Package 2), optimisation analytical and statistical methods, as well (Work Packages 3-5) and defi nition of as a basic tool providing audible fl y-over design criteria (Work Package 6). sounds for virtual aircraft confi gurations.

219 Acronym: SEFA Contract No.: AST-CT-2003-502865 Instrument: Specific Targeted Research Project Total Costs: €5 929 847 EU Contribution: €3 897 342 Starting Date: 01/02/2004 Duration: 36 months Web site: https://cms.x-noise.net/sefa/Portal/ (members only) Coordinator: Dornier GmbH Dept. Vibroacoustics DE-88090 Friedrichshafen Contact: Roger Drobietz Tel: +49 7545 85757 Fax: +49 7545 83418 E-mail: [email protected] EC Officer: Per Kruppa Tel: +32 2 296 5820 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Dornier GmbH DE SAFRAN S.A. FR Deutsches Zentrum für Luft- und Raumfahrt DE SASS Acoustic Research & Design GmbH DE Metravib RDS FR Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR University of Southampton UK Kungliga Tekniska Högskolan (KTH) SE Alenia Aeronautica S.p.A. IT Forschungsgesellschaft für Arbeitsphysiologie und Arbeitsschutz e.V. (IFADO) DE Budapesti Műszaki és Gazdaságtudományi Egyetem (BME) HU Università degli Studi Roma Tre IT Instituto Superior Técnico (IST) PT EADS Deutschland GmbH DE Université de Cergy Pontoise FR Institut National de Recherche sur les Transports et leur Securité FR Leuven Measurements and Systems International NV BE Centro Ricerche FIAT S.C.p.A. IT Institut für Technische und Angewandte Physik GmbH DE Università di Napoli ‘Federico II’ IT

220 Improving Environmental Impact

TURNEX Turbomachinery Noise Radiation through the Engine Exhaust

Background Description of the work Research is needed to develop innova- Work Package 1: Turbomachinery noise tive concepts and enabling technologies radiation experiments on an engine to reduce aeroengine noise at its source. exhaust rig in a Jet Noise Test Facility. The Turbomachinery noise radiating from main objective is to test at model scale the bypass and core nozzles is becoming (a) innovative noise reduction concepts, the dominant noise source on modern including a scarfed exhaust nozzle, and aircraft, but, while recent EU research (b) conventional engine exhaust confi gu- programmes have made signifi cant prog- rations. The experiments will develop and ress in reducing both the generation of utilise simulated turbomachinery noise turbomachinery noise and the radiation sources and innovative measurement of noise from the intake, little work has techniques in order to realistically evalu- been conducted on reducing the radiation ate the noise reduction concepts and to of turbomachinery noise from exhaust provide a high quality validation database. nozzles. TURNEX will address this short- A secondary objective is to technically fall by delivering improved understand- assess the relative merits of different ing and validated design methods, and by methods of estimating far-fi eld noise evaluating a number of low-noise exhaust levels from in-duct and near-fi eld noise nozzle confi gurations aimed at a source measurements, using both models and noise reduction of 2-3dB. the validation data, to enhance the capa- Project objectives bility of European fan noise test facilities to simulate fan noise radiation through 1. To test, through experiments at model the exhaust. scale, innovative noise reduction con- Work Package: 2 Improved Models and cepts and conventional engine exhaust Prediction Methods. The objective is to confi gurations, which utilise novel sim- improve models and prediction meth- ulated turbomachinery noise sources ods for turbomachinery noise radiation and innovative measurement tech- through the engine exhaust, to a level niques. comparable with that being achieved for 2. To improve computational prediction intake radiation, and validate these with methods for turbomachinery noise the experimental data. radiation through the engine exhaust, and to validate these methods with Work Package: 3 Assessment and Indus- experimental data. trial Implementation of Results. The 3. To conduct a parametric study of real objective is to conduct a parametric study geometry/fl ow effects and noise reduc- of real geometry/fl ow effects (pylons, tion concepts as applied to current and fl ow-asymmetry) and noise reduction future aircraft confi gurations. concepts (scarfed nozzles, acoustically 4. To assess the relative technical merits lined after-body) as applied to current and of different approaches to testing fan future aircraft confi gurations of interest. rigs in European noise facilities.

221 Improving Aircraft Safety and Security

Expected results nology developments in the US. It will TURNEX will deliver validated indus- also deliver a technical assessment on try-exploitable methods for predicting the way forward for European fan noise turbomachinery noise radiation through testing facilities and an assessment of exhaust nozzles, allowing European exhaust nozzle concepts for noise reduc- industry to leapfrog NASA-funded tech- tion at source.

Acronym: TURNEX Contract No.: AST4-CT-2004-516079 Instrument: Specifi c Targeted Research Project Total Cost: €4 695 921 EU Contribution: €2 899 818 Starting Date: 01/01/2005 Duration: 36 months Coordinator: Institute of Sound and Vibration Research (ISVR) University of Southampton Highfi eld GB-SO17 1BJ Southampton Contact: Brian J Tester Tel: +44 2380 592291 Fax: +49 2380 593190 E-mail: [email protected] EC Offi cer: Daniel Chiron Tel: +32 2 295 2503 Fax: +32 2 296 6757 E-mail : [email protected] Partners: University of Southampton UK Airbus France S.A.S. FR Dassault Aviation S.A. FR Rolls-Royce Deutschland Ltd. & Co. KG DE Rolls-Royce plc UK Free Field Technologies S.A. BE Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE EADS Deutschland GmbH DE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Technische Universiteit Eindhoven NL AVIO S.p.A. IT Middle East Technical University TR

222 Improving Aircraft Safety and Security

ASICBA Aviation Safety Improvement Using Cost Benefi t Analysis

Background Description of work Despite the important current efforts on The safety approach will consist of a safety data sharing at an international methodology enabling aviation stakehold- level (for example, the Global Aviation ers to assess the effects of their techni- Information Network GAIN, ECCAIRS, cal, managerial and political decisions at etc.), aviation stakeholders proceed, at the safety level, together with the associ- best, with a limited access to this data ated costs and benefi ts. The approach will because of the lack of adequate tools. The support decisions such as whether or not small number of tools available seems to to introduce a safety measure, by defi ning be focusing on data collection rather than priorities for investments in safety, based data use. Moreover, these tools may be of on the most benefi cial outcome. The little practical use, especially in the hec- methodology will be implemented into a tic, budget-tight world of aviation where Decision Support System (DSS), providing managers do not seek the time to learn a step-by-step procedure that will support how to exploit these methods fully. the user throughout the different phases Project objectives for assessing the cost effectiveness of safety measures. The DSS will incorpo- This project aims at the improvement of rate a data pool for the estimation of risk aviation safety through a novel approach reduction and costs related to the imple- that will allow aviation stakeholders to mentation of specifi c safety measures. assess the effects of technical, manage- rial and political decisions at the safety Cost benefi t analysis of safety measures level, together with the associated costs is a relatively new concept in the avia- and benefi ts. This safety approach will tion community and decisions on safety provide the whole spectrum of aviation related matters are taken without know- stakeholders, from EASA to civil aviation ing precisely what will be the fi nal effect authorities, to airlines, airports, air traffi c of such decisions. This project will provide control and manufacturers with the fol- the means for taking decisions at differ- lowing capabilities: ent levels (i.e., policy, procedures and operational level) in order to understand – to understand and manage the effec- the consequences of safety from the tive risk reduction associated when viewpoint of policy-makers and regula- adopting a safety measure, such as the tors on the one side and industry on the installation of a device in a cockpit, or the adoption of ground equipment other. While for policy-makers and regu- – to prioritise their investments when lators, the objective is safety with afford- multiple options are potentially fea- ability as a requirement, for industry the sible objective is affordability with safety as a – to increase safety as much as possible requirement. within the limiting budgets available The project has been structured into seven – to justify investments in safety from a Work Packages enabling the achievement cost perspective. of the project objectives. These Work Ultimately, applying cost benefi t analysis Packages are: to safety can help demonstrate that safety – Work Package 0: Technical and Admin- measures pay, rather than cost money. istrative Coordination

223 – Work Package 1: State-of-the-art and Expected achievements Users’ Needs ASICBA will contribute to the two top pri- – Work Package 2: Functional Require- orities identified in the SRA and the Vision ments 2020 report: – Work Package 3: Development of a novel Safety Approach – to meet society’s needs for a more – Work Package 4: Development of Deci- efficient, safer and environmentally sion Support Tool friendly air transport; – Work Package 5: Application of the – to win global leadership for European novel Safety Approach to Case Studies aeronautics, with a competitive supply – Work Package 6: Dissemination of the chain, including small and medium- Results. size enterprises. During the project, two series of work- The project will also contribute to three shops will be organised, focusing on real of the four research areas listed in the case studies, on subjects proposed by Aeronautics and Space work programme. users of ASICBA. The objective of having These areas are: workshops is twofold, namely to support – strengthening competitiveness the development of the safety approach in – improving aircraft safety and security the first instance, and to then validate the – increasing the operational capacity and approach. safety of the air transport system.

Acronym: ASICBA Contract No.: AST4-CT-2005-012242 Instrument: Specific Targeted Research Project Total Cost: €1 770 094 EC Contribution: €944 739 Starting Date: 15/01/2005 Duration: 24 months Coordinator: D’Appolonia S.p.A. Via San Nazaro 19 16145 Genoa (Italy) Contact: Andrea Raffetti Tel: +39 010 362 8148 Fax: +39 010 362 1078 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: D’Appolonia S.p.A. IT Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Airclaims Ltd. UK ECORYS Nederland B.V. NL Politecnico di Milano IT Meridiana S.p.A. IT Polish Airlines LOT S.A. PL Gestione Aeroporti Sardi S.p.A. IT

224 Risk model

Identify Determine improvement safety measures impact

Estimate cost Estimate safety of measures impact in monetary terms

Cost model

Cost benefit

START

Critical review of current Users’ needs on safety safely approaches (D11) approaches (D12)

Functional Requirements Functional Requirements for for a Novel Methodological a Decision Support System Approach (D21) (DSS) Tool (D22)

Methodology for Database of User’s DSS tool Web site safety investment Risks & Costs guides (D41) (D43) prioritisation (D31) (D42) (D44) Safety Approach

1st workshops series : Input to Safety Approach development

Synthesis of the workshops results (D51)

2nd Workshops series : Validation of Safety Approach

Synthesis of the Data pool for Risk workshops results (D52) & Cost (D53)

225 Improving Aircraft Safety and Security

FARE-Wake Fundamental Research on Aircraft Wake Phenomena

Background instabilities on wake decay, the infl uence This project is the continuation of a recent of engine jets and fuselage wakes, and effort, on a European level, to character- ground effects in wake evolution, relevant ise, understand and control aircraft wake to the airport environment. turbulence. Aircraft in fl ight leave behind Description of the work large-scale swirling fl ows (vortices), The FAR-Wake project contains four which can represent a signifi cant hazard major Work Packages. In the fi rst, studies to following aircraft, and therefore are related to the dynamics and instabilities of great importance for practical appli- of one or several vortices are considered. cations concerning air transport safety The second Work Package introduces and capacity. The project focuses on additional features: jets from engine unresolved fundamental aspects of wake exhaust, and wakes (axial velocity defi cits) dynamics, thus complementing the exist- generated by the fuselage or other wing ing, mostly empirical knowledge obtained elements. The third Work Package con- in previous projects. siders wake evolution near the ground, Project objectives with special emphasis on the prediction The main objective is to gain new knowl- of wake behaviour in this situation. The edge about open issues of vortex dynamics fourth Work Package deals with synthesis relevant to aircraft wakes, and to provide and assessment. a more systematic description than previ- In the majority of cases, emphasis is put ously achieved of the phenomena involved on the study of simplifi ed geometries in aircraft wake dynamics. These funda- and generic vortex confi gurations, which mental developments are necessary to facilitates the use of different comple- achieve major advances in this domain, in mentary approaches. In support of new view of a successful application of exist- experimental and numerical investiga- ing or future strategies for wake charac- tions, theoretical/analytical treatment is terisation, prediction and alleviation. The applied, with the aim of obtaining a sys- topics include the precise role of vortex tematic description and comprehension

Vortices in the wake of a civil transport aircraft

226 Improving Aircraft Safety and Security

of the phenomena. Furthermore, exten- Expected results sive use is made of results and data from This project will generate systematic previous projects or available databases. results and physical understanding con- The confrontation and comparison of cerning previously unresolved issues different sets of results will validate the related to aircraft trailing wakes, includ- fi ndings and make the description of the ing the role of vortex instabilities, the studied phenomena more complete. At infl uence of engine jets and fuselage the end, an important effort will be made wakes, and ground effects. This will cre- to provide a synthesis of all the new fun- ate a solid knowledge base for future damental results obtained, and to assess applications aiming at the reduction of their relevance for the wake turbulence wake turbulence hazards. Concerning problem for real aircraft. Certain features ground effects, the project will in addition found to be promising for the acceleration produce improved tools for the real-time of wake decay, such as fl ows with mul- prediction of wake vortex behaviour, to be tiple wake vortices, will be analysed and used in the domain of Air Traffi c Manage- tested in a realistic confi guration, using ment. numerical simulations and experiments in a large-scale towing tank facility.

Long- and short-wave instabilities in a vortex pair

Acronym: FAR-Wake Contract No.: AST4-CT-2005-012238 Instrument: Specifi c Targeted Research Project Total Cost: €3 060 024 EU Contribution: €1 980 456 Starting Date: 01/02/2005 Duration: 36 months Website: www.FAR-Wake.org Coordinator: Centre National de la Recherche Scientifi que (CNRS) 3, rue Michel-Ange FR-75794 Paris Cedex 16

227 Contact: Thomas Leweke Tel: +33 4 96 13 97 61 Fax: +33 4 96 13 97 09 E-mail: [email protected] EC Officer: Jean-Luc Marchand Tel: +32 2 298 6619 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Centre National de la Recherche Scientifique (CNRS) FR Airbus Deutschland GmbH DE Centre de Recherche en Aéronautique A.S.B.L. (CENAERO) BE Centre Européen de Recherche et de Formation Avancée en Calcul Scientifique (CERFACS) FR Częstochowa University of Technology PL Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Instituto Superior Técnico (IST) PT Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Technische Universiteit Delft NL Technische Universiteit Eindhoven NL Technische Universität München DE University of Bath UK Université Catholique de Louvain BE Universidad de Málaga ES Universidad Politécnica de Madrid ES Université Paul Sabatier – Toulouse III FR

228 Improving Aircraft Safety and Security

FIDELIO Fibre Laser Development for Next Generation LIDAR Onboard Detection System

Background logical breakthrough attainable only at a The necessity of fi nding a practical solu- European level with participation of the tion for onboard detection of atmo- major European laser and aeronautics spheric hazards such as wake vortices, companies. The synergy with other EU wind shear, and clear air turbulence is a programmes will enable the technologi- well-established need, and has been the cal breakthrough essential in realising a subject of intense European research in feasible on-board aircraft safety system. programmes such as MFLAME and now Description of the work I-Wake. LIDAR has been shown to be an The development of the fi bre laser- optimal tool for on-board detection of based Lidar system is a challenging hazards. LIDAR systems used so far have task. Hence, the programme has been been based on solid-state laser technol- structured in a manner that enables risk ogy, which does not meet commercial reduction in order to reach the desired aircraft requirements for onboard imple- goals. The Work Packages are broken mentation due to power consumption, down into the following topics: pro- size, weight, reliability and high life cycle cost. gramme coordination and management (lead by ELOP), System Specifi cation Project objectives and LiDAR Modelling (lead by ONERA), The purpose of this programme is to Laser Architecture and Modelling (lead introduce the next logical step in wake by Thales Research & Technology), Fibre vortex detection by developing a unique Development and Fabrication (lead by fi bre laser technology (1.5 micron wave- IPHT), Laser System Integration (lead by length) geared for the aerospace industry ELOP), LiDAR System Realisation (lead requirements, enabling on-board reali- by ONERA), and Exploitation (lead by sation of a LIDAR atmospheric hazard Thales Avionics). The system specifi ca- detection system. The goals of this pro- tion will be based upon previous EC pro- gramme meet the Sixth Framework Pro- grammes and will be geared specifi cally gramme strategic objectives including to the onboard requirements (size, power ‘Improving Aircraft Safety and Security’ consumption, etc.). The fi bre laser devel- and ‘Increasing the Operation Capacity opment is very challenging and includes of the Air Transport System’. The numer- high-energy requirements, single mode ous aerospace applications require both operation, single frequency, polarisa- a high-level coherence and high energy tion maintaining, and more. In order to per pulse, an issue which has not been reduce the risks in the programme, the addressed in the telecommunications initial stages of laser development will and industrial laser technologies, hence focus on three possible fi bre laser archi- the essential need to bridge this tech- tectures, each with their own advantages nological gap in fi bre laser systems for and disadvantages. After 18 months, the aerospace applications. The fi bre laser- leading laser architecture will be decided based LiDAR to be developed in this upon and that architecture will be imple- programme will enable a major techno- mented in the fi nal laser-engineering

229 prototype. The fibres themselves are a in its final phases, will also be a source critical building block in the system and of input to the needs and requirements hence much effort will be placed in the of the on-board system and so a syner- development of fibres able to meet all gistic use of the EC-funded projects will of the demanding requirements (single be seen. mode, high energy, polarisation mainte- Expected Results nance, etc.). The engineering fibre laser prototype will be implemented in the The expectations of the project include LiDAR system where particular attention realisation of a LiDAR system capable of will be placed to the (real-time) signal accurately measuring the wake vortices processing and system testing. The test- and geared for on-board implementation. ing will include ground testing at the end The fibre laser technologies will enable of a runway to measure the wake vorti- the leap forward to on-board implemen- ces. Although, due to budgetary limita- tation. The system will be designed so tions, the testing will be performed on that solutions to the various on-board the ground, the system will be developed restraints, including power consumption, so that the move to on-board implemen- footprint, heat dissipation, environmental tation will be as smooth as possible. robustness, flexibility, etc. will be taken Exploitation will be a constant theme in into consideration. The signal processing the course of the programme, where a developed during FIDELIO will enable the Users Club has been established (mem- move to real-time processing, demon- bers include Dassault) to provide input strating further convergence towards an to the relevant market and end-user on-board system. needs. The I-Wake programme, which is

230 Acronym: FIDELIO Contract No.: AST4-CT-2004-012008 Total Cost: €4 723 001 EU Contribution: €2 795 849 Starting date: 01/12/04 Duration: 36 months Coordinator: ELOP Industries Weizmann Advanced Technology Park Rehovot, 76111 Israel Contact: Dan Slasky Tel: 972 8 9307427 Fax: 972 9 9386084 E-mail: [email protected] EC officer : Marco Brusati Tel: +32 2 299 4848 Fax : +32 2 296 6757 E-mail: [email protected] Partners: ELOP Industries IL Thales Avionics FR Office National d’Etudes et de Recherches Aerospatiales FR Institute of Physical High Technology DE Thales Research and Technology FR CeramOptec GmbH DE Université catholique de Louvain BE Instituto de Engenharia de Sistemas e Computagdores do Porto PT

231 Improving Aircraft Safety and Security

FLYSAFE Airborne Integrated Systems for Safety Improvement, Flight Hazard Protection and All Weather Operations

Background Systems (WIMS), which is able to gather, Air traffi c worldwide is expected to triple format and send to the aircraft all atmo- within the next 20 years. With the existing spheric data relevant for the safety of on-board and ground-based systems, this their fl ight, presented in an innovative would lead to an increase of aircraft acci- and consistent way to the pilot. Innovative dents, in a similar or higher proportion. prediction capabilities will be deployed to Despite the fact that accidents are rare, provide warnings, which are optimised this increase is perceived as unacceptable with respect to the simultaneous con- by society, and new systems and solutions straints of safety and airspace capacity. must be found to maintain the number of Description of the work accidents at its current low level. The fi rst The project starts with a review of the thing to be done is to provide the pilots results of past and on-going investigation with new systems allowing them to make of accidents and incidents, the identifi ca- the right decision at all times. tion of all contributing causes, and the Project Objectives defi nition of ways to address them. The FLYSAFE will be the fi rst big step towards results of this analysis will then feed the achieving Vision 2020 objectives for safety evaluation tasks with scenarios that will in airspace. It will allow the design, devel- be used to assess new versus state-of- opment, implementation, testing and the-art technologies. validation of a complete Next Generation The three main types of hazard sources Integrated Surveillance System (NG ISS). for aviation have led to the creation of FLYSAFE will focus particularly on the three project branches, with a fourth areas identifi ed as the main causes of branch dedicated to the development of accidents around the world: loss of con- the Next Generation Integrated Surveil- trol, controlled fl ight into terrain, and lance System itself with the integration of approach and landing. It will address the their outputs. three types of threats: traffi c collision, – Atmospheric hazards’ will develop ground collision, and adverse weather means to increase the on-board conditions, and develop for each of them awareness regarding all major sources new systems and functions, notably: of atmospheric hazards (wake vortices, improved situation awareness, advance wind shear, clear air turbulence, icing, warning, alert prioritisation and enhanced and thunderstorms) human-machine interface. – ‘Traffi c hazards’ will develop means FLYSAFE will also develop solutions to to increase the crews’ traffi c situa- enable all aircraft to retrieve, in the near tion awareness and provide them with future, timely, dedicated and improved information on potential traffi c hazards weather information by means of a set along the fl ight path of Weather Information Management

232 Improving Aircraft Safety and Security

– Terrain information management’ will – New displays and audio management develop means to increase the crews’ functions. terrain and obstacle situation aware- Standardisation and certifi cation activities ness, and provide them with infor- will pave the way for the introduction and mation on the potential terrain and promotion of future products, thus reduc- obstacle hazards along the fl ight path. ing the time to market. As part of the NGISS, innovative system Finally, the validation of the complete functions will be developed, notably: system and proof of concept, with both – Tactical alert management to help ground and on-board components, will be the crew to manage a tactical situa- provided by a set of simulator and fl ight tion where an immediate response is tests, involving a representative group of required from them pilots. – Intelligent Crew Support to help the crew with cockpit interface usage and Expected results standard procedures application in The project will culminate with the pro- order to lower the occurrence of ‘loss duction of a complete safety-related inte- of control’ situations grated system (NG ISS), embodying all – Strategic data consolidation to antici- the innovations, connected to a test bed pate any identifi ed risks related to that will allow activation, running simula- atmospheric phenomena, traffi c and tions and evaluation of the safety gains terrain, along the fl ight path in all fl ight obtainable by future marketable systems phases based on those features.

233 The Weather Information Management Flight test results will be used to validate Systems (WIMS) will be key deliverables the complete chain of weather informa- of the project. They will have been vali- tion processing (aircraft atmospheric dated in the project in support of the NG data, downlink, WIMS and routine data, ISS, and will be used to enhance both uplink, weather data fusion) and to popu- the safety and efficiency of air transport late a weather database to be used during through their use for provision of services the full simulation evaluation. to other stakeholders in the air transport All these results will contribute to achiev- sector (ATC, airlines). ing the ACARE goal of reducing the rate of accidents by 80% within 20 years.

Acronym: FLYSAFE Contract No.: AIP4-CT-2005-516167 Instrument: Integrated Project Total Cost: €52 148 213 EU Contribution: €29 006 999 Starting date: 01/02/05 Duration: 48 months Coordinator: THALES Avionics 105, avenue du Général Eisenhower – BP1147 FR-31036 Toulouse Cedex 1 Contact: Joseph Huysseune Tel: +33 5 61 19 77 35 Fax: +33 5 61 19 67 50 E-mail: [email protected] EC officer : Marco Brusati Tel: +32 2 299 4848 Fax : +32 2 296 6757 E-mail: [email protected] Partners: THALES Avionics S.A. FR Airbus France S.A.S. FR BAE Systems (Operations) Ltd. UK Diehl Avionik Systeme GmbH DE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Met Office UK Universität Hannover DE Airbus Deutschland GmbH DE Adria Airways, Airline of Slovenia, d.d. SL Air Malta plc MT AustroControl AU Avitronics Research EL AVTECH Sweden AB SE Centre National de la Recherche Scientifique (CNRS) FR Deep Blue IT Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Eurocopter Deutschland GmbH DE Euro Telematik A.G. DE

234 Galileo Avionica S.p.A. IT GTD, Sistemas de Información, S.A.U. ES Hellenic Aerospace Industry S.A. EL Hovemere Ltd. UK Jeppesen GmbH DE Météo-France FR Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Rockwell-Collins France FR Skysoft Portugal – Software e Tecnologias de Informaçao S.A. PT THALES Air Defence S.A. FR THALES Laser FR Central Aerohydrodynamic Institute (TsAGI) RU Université Catholique de Louvain BE Technische Universität Darmstadt DE Cranfield University UK University of Malta MT USE2ACES B.V. NL Dassault Aviation S.A. FR

235 Improving Aircraft Safety and Security

ISAAC Improvement of Safety Activities on Aeronautical Complex Systems

Background – to evaluate the relationship between Avionic systems are becoming increasingly man and machine offering a complex complex (heterogeneous components, human-complex machine interaction large number of functions, and interaction model with operators through advanced inter- – to automate the analyses to determine faces). Therefore, it is becoming harder to the impact of degraded situations on manage all aspects of safety assessment system operating modes and over pre- and to maintain the required safety levels. defi ned missions A Fifth Framework Programme project – to exploit the use of ESACS formal veri- called ESACS (Enhanced Safety Assess- fi cation techniques to deal with test- ment for Complex Systems) has shown ability aspects. the benefi t of using formal techniques to Description of the work assess aircraft safety. ISAAC builds upon To reach the above goals, the ISAAC and extends the ESACS results to go a work will follow detailed technical and step further towards the improvement scientifi c objectives organised into three and integration of safety activities of aero- complementary dimensions, which are nautical complex systems. structured into basic topics. Project objectives First dimension: Consolidation of ESACS The ISAAC project aims to increase the work capability and effi ciency of safety and sys- Integration with higher-level notations tems engineers to perform safety assess- for requirements, extension of traditional ments resulting in secure systems. The techniques to timing aspects and quan- proposed methodology, built on formal titative analysis, further development of method techniques, is an integrated part platform/tools already started in ESACS. of a model-based development process where safety and reliability aspects are Second dimension: Extension to other examined in the early steps of develop- safety related aspects ment. Human errors, common cause analysis, The goals of the project are: mission analysis and testability. – to consolidate the ESACS results by Third dimension: Commonalities improving analysis for dynamic aspects Common methodology recommenda- like sequencing or temporal behaviour tions and common tools and libraries that – to extend the scope of the integrated facilitate exchanges among tools will be environment among designers and identifi ed in order to provide a more com- safety/reliability engineers prehensive tool-supported coverage of – to take into account results from tools the safety process. used in performing particular risk and zonal safety analysis and to use this Expected results information to analyse unintended A comprehensive methodology of differ- interactions injected into independent ent safety-related aspects, supported ‘intended functionality’ but co-located by tools that allow the various analy- systems ses. The main benefi t is that activities

236 Improving Aircraft Safety and Security

of designing and doing analysis can be in a short period of time. Moreover, the performed more easily in an iterative traceability of safety issues and of rel- manner resulting in a more effective evant design changes will be improved, development process, where the results enhancing the visibility in the perspec- of the analysis can infl uence the design tive of the certifi cation process.

Acronym: ISAAC Contract Nr.: AST3-CT-2003-501848 Total Cost: €9 496 751 EU Contribution: €5 361 941 Starting Date: 01/02/2004 Duration: 36 months Website: www.isaac-fp6.org Coordinator: Alenia Aeronautica S.p.A. Site: Caselle Sud Department: Aeronavigabilita’ ed Effi cacia del Sistema Torino Strada Malanghero 17 IT-10072 Caselle, Torino Contact: Ms. Antonella Cavallo Tel: +39 011 9960 508 Fax: +39 011 9960 515 E-mail: [email protected] EC Offi cer: Marco Brusati Tel: +32 2 299 4848 Fax: + 32 2 296 6757 E-mail: [email protected] Partners: Alenia Aeronautica S.p.A. IT Airbus France S.A.S. FR Airbus UK Ltd. UK Airbus Deutschland GmbH DE Saab AB SE Societa’ Italiana Avionica S.p.A. IT Instituto Trentino di Cultura IT Offi ce National d’Etudes et de Recherches Aérospatiales (ONERA) FR Kuratorium OFFIS e.V. DE Prover Technology AB SE Dassault Aviation S.A. FR

237 ISAAC Areas of Investigation

New Applications

Human Mission and Testability Common Errors Reliability & Diagnos- Cause Analysis Analysis ability Analysis

Geometric Models Temporal aspects System ESACS Extension/ Models Core Improvement of Technology Algorithms Cognitive Optimization techniqueS Models

Environment Models Safety Sequence model classes (and extended) New Patterns Diagrams

New (and Extended) Specification Techniques

238 ISAAC Technical application scenario

Requirements Customer Requirements Regulation Requirements Safety Requirements Testability Requirements Reliability Requirements Installation Requirements

Preliminary design

High Level Represent. Representation of requirements and Scenario, Preliminary architecture Mode Logic, UML Sub-systems specifications Equipement specifications

Safety Architectures Assembly of Architecture Patterns

Design consolidation Design assessment Human Errors Analysis > Detect pilot errors Common Cause Analysis > Detect invalidation of Iterative Prototype redundancy or independence Analysis Fault Tree Analysis > Failure Mode & Effect An. Testability > Fault Detection & Isolation Modeling Mission Analysis > Mission Reliability Analysis Test New models Geometric, Cognitive, Environment Models

Test spectifications Acceptance

Certification Design consolida- tion

239 Improving Aircraft Safety and Security

LIGHTNING Lightning Protection for Structures and Systems on Light Aircraft Using Lightweight Composites

Background – Investigate the use of fi bre optic strain Lightweight composite materials, espe- gauging to monitor the structural cially carbon fi bre, are being increasingly health of airframes after lightning used in light and large aircraft construc- strike. tion, but composite airframes also give – Investigate avionics systems and power less intrinsic electromagnetic shielding bus protection, including testing of to structures and systems compared to mock-up systems. aluminium, particularly for light aircraft. Description of work This proposal addresses the need to Review and Plan: Review of protection investigate and optimise lightning protec- materials available, including woven tion systems for aircraft with lightweight mesh, expanded foil, and woven Al/car- composite structures. bon fabric, and some possible novel Project objectives materials. The programme will consider where Flat Panel Testing: Lightning arc attach- lightning protection has been found dif- ment tests will be carried out on 160 fl at fi cult to incorporate in the design or panel samples, in a matrix of different certify, because of the lack of avail- protection and manufacturing methods. able test data, and will provide proven The lightning arc attachment tests will be design approaches. Impulse loads will carried out at different test levels. Dam- be measured, their effects modelled, and age effects and impulsive loads at the validated against test sample results. Avi- panel surface will be recorded. onics protection/power wiring systems Larger Structure: Tests will be carried out protection will be investigated, along on components such as elevators, rud- with canopy protection. The ultimate aim ders and wing structures, manufactured will be to provide general guidelines for using a selection of the optimised tech- certifi cation. Both high current and high niques identifi ed in the fl at panel tests. voltage-testing facilities will be applied, in These tests will check that the fl at panel order to: tests give the same typical results as the – Identify lightning protection solutions larger structure tests, so that they can in for lightweight composite structures, future be used with confi dence as a certi- fl ight control surfaces, fuel systems fi cation method. and avionics systems, and provide design guidelines. Fuel Tank Skins: This will include the pro- – Carry out lightning strike testing and tection of the structure against sparking. modelling of materials, structures and Typical installations of components such components to provide data to support as fuel fi ller caps will also be checked, in the early design phase and type certifi - order to identify and test generic design cation. Materials to be investigated will approaches, which have inherent protec- include lightweight composite skins tion against sparking. with carbon, glass, foam or honey- Structural Strength Monitoring: The comb. main spar of the test wing to be provided

240 Improving Aircraft Safety and Security

by AEL will be instrumented with built- (appropriate cable routing, bonding and in fi bre optic strain gauges. Prior to the grounding), investigated on a power bus lightning strike test, the ‘healthy’ state mock-up, including forward fuselage, can be recorded by simple loading at the fi rewall and engine support truss. wing tip and, after the lightning strike, can Avionics Systems Signal Wiring: The test be checked for changes in strain exhibited bed would include cable bundles, avionic under the same loading. racks, instrument panel, and various Structural Modelling: carried out in con- screening and shielding methods. The junction with the fl at panel tests: objective is to defi ne an optimised avi- – to understand the impulsive nature onics installation in which the transient of the forces during lightning attach- levels can be kept below those defi ned as ments, which will allow modelling to level 3 in RTCA DO-160D. predict the lightning levels at which dif- Expected Results ferent structures will fail The main deliverable of the programme – to develop an equivalent simple will be validated lightning protection mechanical impulse test that can simu- design guidelines for small aircraft, as late the impulsive loads from lightning well as experimental data to help support attachments. aircraft certifi cation for lightning. The Insulating Structure Protection: New test- scope of the work will include lightning ing standards for lightning include tests protection for conducting or glass com- to determine whether a swept lightning posite structures, fuel systems, avionics arc can puncture aircraft canopies. High and electrical power systems. The project voltage tests to a standard acrylic canopy will aim to reduce the weight penalty of will be carried out to provide supporting lightning protection by 50%. In order to test data to certifi cate all similar designs achieve these general objectives, light- of canopy installations on general aviation ning protection of different critical func- aircraft. tions of the aircraft will be devised and Power Systems Protection: To investigate demonstrated. installation and protection techniques

Acronym: LIGHTNING Contract nr.: AST4-CT-2005-012270 Total Cost: €1 567 150 EU Contribution: €882 715 Starting Date: 01/08/2005 Duration: 24 months Organisation: Aviation Enterprises Ltd. Membury Airfi eld GB-RG17 7TJ Lambourn Contact: Angus M Fleming Tel: +44 1488 72224 Fax: +44 1488 72224 E-mail: [email protected]

241 EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-Mail: [email protected] Partners: Aviation Enterprises Ltd. UK Culham Electromagnetics & Lightning Ltd. UK Universität der Bundeswehr München DE Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. DE Extra Flugzeugproduktions-und-Vertriebs-Gmbh DE Diamond Aircraft Industries GmbH AT Airbus España S.L. ES Hexcel Reinforcements FR Iscom Composites Institute IL

242 Improving Aircraft Safety and Security

ONBASS Onboard Active Safety System

Background 2. Research and development of basic Due to the growth of complexity and fault tolerant hardware elements for the cost of aviation operations caused by the on-board part of the active safety system. increase in the number of aircraft and air 3. Concepts, design and development of traffi c, it has become clear that in the not a resilient system software core for the too distant future it will be impossible to active safety system. provide and maintain appropriate levels In terms of the system software, the of fl ight safety with the current safety main characteristics of ONBASS will be systems and aviation infrastructure. The extremely high reliability, fault-tolerant aim of the ONBASS project, therefore, is concurrency, recoverability of processed to propose, analyse and develop the inno- data, support mechanisms for real-time vative Principle for Active System Safety fault detection, system reconfi guration (PASS) for aviation. Rather than just in case of hardware fault or degradation, recording data during an aircraft’s fl ight, high performance and hard real-time in order to allow post-crash analysis to be scheduling. In terms of system hardware, carried-out, ONBASS proposes the analy- ONBASS will provide the highest possible sis of available data in real time during reliability, recoverability, fault tolerance, the fl ight and reacting on them with the thermal and vibration resistance, surviv- aim of accident prevention. ability and graceful mechanical degrada- Project objectives tion. ONBASS is concerned with the formula- Description of work tion of the theoretical principles of avia- The initial phase of the project covers tion system safety: the fl ight safety (risk) the theory and operational model, tak- model, the information fl ow model and ing into account the intended application the control system model. These models domain of general aviation. After a sys- make it possible to determine the scope tematic survey of the application domain of the applicability of ONBASS. Subse- and the processing of existing statistical quently, analysis of the dependencies data within it, the profi le of fl ight risk for within and between the models will per- commercial and general aviation will be mit the defi nition of the features, functions developed. With this data available, in and structures of the system, software combination with the analysis of exist- and hardware. A comparison between the ing systems, a conclusion will be made existing and the proposed system struc- about features of operational models that ture of aviation safety will be drawn-up will enable an operational risk analysis with the aim of optimising the project’s in fl ight real-time. From the operational outcomes. To match this demand, the risk analysis model, a reliability model of scope of ONBASS is the following: fl ight will be derived, aiming at the possi- 1. Further theoretical and conceptual bility of real-time prognosis of fl ight risk. development of the active safety principle The programming of the reliability model and formation of theoretical models to and a simulation of its operation in real- analyse the limits of the principle’s appli- time data processing will be carried out. cability.

243 Based on this, the overall system will hardware prototype and an overall system be defined and specified. The objectives verification will be performed, making use of this work are to clearly and concisely of suitable simulation and laboratory set- define the overall requirements of the ups. Once the overall system performance system, both from the external point of has been verified, the ONBASS prototype view of its users and also in terms of its will be installed on-board a general avia- internal function, and to ensure that the tion aircraft in order to verify the system safety context and safety requirements in flight. However, the flight hours will be are clearly defined. The outcome of this limited. This means that validation activi- work will be a system specification cov- ties onboard the aircraft are out of the ering software, hardware and overall scope of this project. system aspects, which include safety, certification and qualification and human- Expected Results machine interface issues. The expected results of the ONBASS proj- After this step, the software and hard- ect can be summarised as follows: ware modules of the demonstrator will – Availability of an operational model and be developed in parallel. This work will a theoretical model of flight risk. begin with a definition of the respec- – Rigorous system requirements for the tive software and hardware structures, realisation of the principle of active and will be completed with the verifica- safety systems. tion of the software modules and the – Conceptual design and a prototype hardware prototype. The main objective development of the relevant system of the hardware-related work consists software. of developing a highly reliable system – Conceptual design and prototype including fault-tolerant processors, sys- development for on-board embedded tem memory, flight memory and com- hardware. munication interfaces. – Overall ONBASS prototype that will Finally, the verified software modules demonstrate the requested capabilities will be integrated into the corresponding in-flight.

Acronym: ONBASS Contract No.: AST4-CT-2004-516045 Instrument: Specific Targeted Research Project Total Cost: €3 086 500 EU Contribution: €1 941 000 Starting Date: 1/1/2005 Duration: 36 months Website: www.onbass.org Coordinator: Euro Telematik AG Riedweg 5 DE-89081 Ulm Contact: Thomas Wittig Tel: +49 731 9369730 Fax: +49 731 9369779 E-mail: [email protected]

244 EC Officer: Jean-Luc Marchand Tel: +32 2 298 6619 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Euro Telematik A.G. DE London Metropolitan University UK iRoC Technologies S.A. FR Robinson Associates UK Eidgenössische Technische Hochschule Zürich CH ORATION S.A. EL

245 Improving Aircraft Safety and Security

HeliSafe TA Helicopter Occupant Safety Technology Application

Background a full-scale drop test. The effect of the Flying fatalities are up to ten times more helicopter interior and the different seat likely in helicopters than in fi xed wing air- arrangements shall be investigated. Sup- craft. Due to the nature of use of most civil plemental injury probabilities are to be determined to improve the possibilities helicopters (police, emergency service, for self-evacuation, especially in the risk fi re fi ghting, power line inspection, etc.) of post-crash events. A realistic crash accidents occur mainly in risky operations pulse and loads will be defi ned, compara- in low altitudes and when lifting off and ble to real world scenarios to determine landing. In both cases, occupants have a the improvements for proposed safety greater chance of surviving or avoiding equipment. severe injuries by use of improved safety equipment. Development/ Research: Project objectives Improved safety equipment hardware will be defi ned and produced to carry out all The main objective is to improve the planned experimental static and dynamic probability of survival and reduce the tests. Standard dummies will be appropri- risk of injuries to occupants in helicopter ately modifi ed for helicopter crashes, for crashes. The research and development injury assessment and critical occupant work focuses on improving occupant size. All hardware confi gurations will be protection, based on the fact that the transferred to numerical models. A crash automotive industry is signifi cantly more sensor/sensor network and an electronic advanced in restraints compared to the control unit (ECU) applicable for dynamic aeronautical industry safety standards. crash tests will be specifi ed. Passenger safety standards for aircraft Analysis/ Innovation: are lagging 15 to 20 years behind the automotive state-of-the-art technology. The safety analysis and simulation tool Therefore it is one of the aims of HeliSafe concept (HOSS - Helicopter Occupant TA to integrate passive/active safety ele- Simulation Software concept) shall be ments into helicopters and, furthermore, optimised to cover the interaction of all to utilise existing experience of the auto- relevant safety equipment, in particu- motive industry to develop and introduce lar to extend the modelling capability new passive/active safety equipment for to include the more complex cabin and occupants in helicopters. Such safety cockpit systems, extended safety sys- equipment must be able to protect occu- tem concepts and more complex crash pants independent of their weight, size scenarios. Use of the analysis methods and seat position (side-facing seats, rest- will be made to defi ne an active/passive ing position, lying on stretcher, etc.). occupant safety concept for helicopters, by performing parameter studies and Description of work assessment regarding effectiveness of Specifi cation: injury mitigation. The overall spectrum of real world heli- Testing: copter accidents will be studied, in order Newly developed safety equipment, inter- to defi ne a relevant and representa- faces and mock-ups will be manufactured tive crash scenario to be carried out in for a generic helicopter cockpit and cabin

246 Improving Aircraft Safety and Security

to perform all experimental static and Expected results dynamic tests. Data will be collected and Initial accident investigations show feedback will be supplied for validation of that in spite of using restraints, fatal or the simulation tools technology. severe injuries caused by preventable Assessment: head strikes and associated neck injuries Relevant data will be collected to evalu- mean that existing safety equipment in ate the HeliSafe TA results concerning helicopters is not suffi cient for occupant transferability to fi xed wing aircraft. The protection during a crash. It is expected authorities will be supported on their that helicopter-related crash fatalities decision process for future rule mak- could be reduced by 30 to 50% if effective ing on how the proposed safety concept protective devices for occupants could be could be introduced in existing/future installed in helicopters. It is intended to helicopters. transfer HeliSafe TA technology to fi xed wing aircraft.

Acronym: HeliSafe TA Contract No.: AST3-CT-2004-502727 Instrument: Specifi c Targeted Research Project Total Cost: €4 753 599 EU-Contribution: €2 700 000 Starting Date: 01/03/2004 Duration: 36 months Website: www.helisafe.com Coordinator: Autofl ug GmbH Industriestrasse 10 DE-25462 Rellingen Contact: Edgar Uhl Tel: +49 4101 307 264 Fax: +49 4101 307 152 E-mail: e.uhl@autofl ug.de EC Offi cer: Per Kruppa Tel: +32 2 296 5820 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Autofl ug GmbH DE Fundación para la Investigación y Desarollo en Automoción ES Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Eurocopter S.A.S. FR Eurocopter Deutschland GmbH DE Politecnico di Milano IT Wytwornia Sprzetu Komunikacyjnego ‘PZL-Swidnik’ S.A. PL Siemens Restraint Systems GmbH DE Netherlands Organisation for Applied Scientifi c Research (TNO) NL Coventry University UK Technische Universiteit Delft NL

247 Improving Aircraft Safety and Security

AERONEWS Health monitoring of aircraft by Nonlinear Elastic Wave Spectroscopy

Background – development of explicit sensor systems Recent advances in aeronautics require and advanced self-monitoring compo- the development of non-destructive nents evaluation (NDE) techniques that allow – formulation of an integrated design for the quantifi cation of micro-structural a testing procedure and a unique engi- damage in a wide variety of materials neered monitoring system for micro- during their manufacture and life cycle, damage inspection, including remote ensuring both their quality and durabil- control and communication tools ity. Traditional NDE techniques, such as – validation of the applicability of the sys- high quality linear acoustic, electromag- tem to real time in-situ inspection of a netic and visual inspection methods are full-scale model on the ground. not suffi ciently sensitive to the presence Description of work and development of domains of incipient The academic capabilities and usefulness and progressive damage. For this pur- of NEWS techniques will be extended in pose, AERONEWS will focus on the devel- fi ve ways, by: opment and validation of an innovative micro-damage inspection system based – Validating and certifying the use of on Nonlinear Elastic Wave Spectroscopy NEWS in aeronautics by extending (NEWS). the application of NEWS methods on materials and objects for which there Project objectives is a pronounced need in aeronautics The primary objective of this project is (Work Package 1), and by formulating to enhance and implement new experi- recommendations for the selection mental and simulation tools necessary to between different NEWS techniques measure, characterise, predict, quantify with respect to materials, structures and locate early-stage damage in air- and experimental situations. craft components and structures, based – Proposing and developing the meth- on the nonlinear response of the materi- odology for a NEWS technology- als. Nonlinear Elastic Wave Spectroscopy based imaging system (NEWIMAGE) (NEWS) has proven to be very sensitive through intensive NEWS modelling and effective in detecting micro-damage and enhanced numerical support for in materials at early stages of failure, and nonlinear acoustic imaging techniques long before linear acoustic properties of damage (localisation) (Work Pack- show signs of material degradation. The age 2). focus will of this project will be on the fol- – Designing smart transducer/sensing lowing: systems by developing innovative trans- – expansion of the present knowledge of ducer-receiver systems for embedded the nonlinear behaviour of progressive instrumentation and advanced NDE fatigue damage in aircraft parts and (Work Package 3), along with compre- structures hensive data recording and analysis tools (Work Package 4).

248 Improving Aircraft Safety and Security

– Preparing the necessary grounds for Expected Results the development of a test device mea- The development and preliminary verifi - surement system by combining the cation of an innovative NEWS-based NDT NEWS ideas with advanced transducer technology and its engineering applica- solutions (Work Package 3), wireless tions in aeronautics envisaged in this and remote communication capabili- project will result in an enhanced, reliable ties and a user-friendly graphic inter- and integrated prototype measurement face (Work Package 4) to develop an system and protocol for micro-crack diag- effi cient, semi-automatic and reliable nostics of selected aircraft components package for the monitoring and identi- and structures. Due to the increased sen- fi cation of microdamage. sitivity of the technology, it is expected – Verifi cation of the capabilities of the that this development will result in a health monitoring system by integrat- signifi cant increase in aircraft and pas- ing the measurement system as a por- senger safety while contributing to sub- table or permanent damage diagnostic stantial cost savings through a decrease tool on selected key aircraft parts of a in maintenance and operating times. The full-scale model on the ground (Work long-term goals are the engineering of a Package 5). standard measurement system based on NEWS for continuous health monitoring and early stage damage diagnosis.

Acronym: AERONEWS Contract No.: AST-CT-2003-502927 Instrument: Specifi c Targeted Research Project Total Cost: €4 874 745 EU Contribution: €3 562 596 Starting Date: 01/03/2004 Duration: 48 months Website: http://www.kulak.ac.be/AERONEWS/ Coordinator: Katholieke Universiteit Leuven Leuven Research and Development Groot Begijnhof 58/59 BE-3000 Leuven Contact: Koen Van Den Abeele Tel: +32 56 246 256 Fax: +32 56 246 999 E-mail: [email protected] EC Offi cer: Hans Josef von den Driesch Tel: +32 2 296 0609 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Katholieke Universiteit Leuven BE Vrije Universiteit Brussel (VUB) BE ASCO Industries N.V. BE Zemedelske druzstvo Rpety se sidlem ve Rpetec CZ Institute of Thermomechanics - Academy of Sciences of the Czech Republic CZ

249 Vyzkumny a Zkusebni Letecky Ustav, A.S. (VZLU) CZ Groupement d’Intérêt Public ‘Ultrasons’ FR NDT Expert FR Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. DE Politecnico di Torino IT Università di Napoli ‘Federico II’ IT Consejo Superior De Investigaciones Científicas ES Boeing Research & Technology Centre ES CSM Materialteknik AB SE University of Exeter UK University of Bristol UK University of Nottingham UK Cranfield University UK

250 Improving Aircraft Safety and Security

AISHA Aircraft Integrated Structural Health Assessment

Background optimum Lamb wave mode sets will be The structural health of engineering selected, taking into account the material under investigation, loading condition and structures is increasingly threatened by damage type. Novel sensors/actuators material degradation. Reliable means of will be developed for selectively gener- health monitoring are therefore required ating and detecting Lamb wave modes. for safe operation. Based on this moni- Methodologies for the integration of sen- toring, maintenance actions can be sors and actuators into the structure will undertaken. Whereas a time-based be explored. A major part of the project inspection scheme has resulted in excel- will be devoted to establishing quantita- lent reliability records for aircraft, there tive relations between growing damage is an economic drive for more innovative phenomena and detected signals. This health monitoring procedures. Recently, step will be aided by the development it has been proposed to switch from of automated signal analysis strategies, time-based towards condition-based which aim to provide either a visualisation procedures, where maintenance is only of the data or a multidimensional analy- performed when a component is known sis. A separate action will be devoted to to be degraded. This requires a means providing the link between the monitored of continuously assessing the structural results and the actual structural condi- integrity of the aircraft by a continuous tion. Based on a sound knowledge of the damage monitoring system. amount of damage present, a conclusion Project objectives will have to be drawn about the fi tness for service of the structure and the need This project aims to develop aircraft mon- for repair. This will require an adequate itoring technology by exploring ultrasonic modelling of damage states, calculating waves as the basic sensing principle. Both residual properties and predicting the active and passive wave inspection will be remaining lifetime. A fi nal research action explored, using the innovative concept of will be devoted to a full-scale testing of multimode wave generation and recep- the obtained laboratory results. tion. The information from these waves, combined with signal analysis routines Expected results and models for remaining lifetime pre- On the way towards the main project goals diction, will ultimately be used in a full- described above, a number of results are scale testing action during which the being generated through co-operation in possibilities for large-scale application the consortium. A digital and searchable will be explored. A consortium with broad database has been constructed, contain- and multidisciplinary expertise has been ing common structural aircraft materials formed, with contributions from high tech together with their relevant properties SMEs, university research groups, end- and degradation mechanisms. An impor- users and a certifi cation laboratory. tant result of the project will be the under- standing of the interaction of propagating Description of the work Lamb waves with material defects in met- It is suggested to use a limited number als and long fi bre composite materials. of Lamb wave modes in the detection The use of this knowledge is not confi ned process. As a fi rst step in the project, to the study of aircraft materials, but can

251 also be used for the inspection of other be tested at full scale, giving additional structural parts that exhibit defect forma- information on the issues encountered tion, such as chemical process installa- while scaling up lab techniques. In addi- tions with corrosion cracks or structural tion, the concepts predicting the remain- composites that are subject to impact or ing lifetime of structures during damage fatigue damage evolution. Towards the generation and evolution can be used for end of the project, a way of monitoring will other applications.

Wing with extended slat tracks during MRO. The transition from time-based to condition-based maintenance, based on Lamb wave ultrasonic inspection, will be the focus of AISHA.

252 Acronym: AISHA Contract No.: AST3-CT-2003-502907 Instrument: Specific Targeted Research Project Total cost: €3 367 564 EU contribution: €2 027 713 Starting date: 01/01/2004 Duration: 36 months Website: www.aishaproject.info Coordinator: METALogic N.V. Geldenaaksebaan 329 BE-3001 Leuven Contact: Jan Vaes Tel: +32 16 396 000 Fax: +32 16 396 013 E-mail: [email protected] EC Officer: Daniel Chiron Tel: +32 2 29 52 503 Fax: +32 2 29 66 757 E-mail: [email protected] Partners: METALogic N.V. BE Katholieke Universiteit Leuven BE Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Cedrat Technologies S.A. FR Eurocopter S.A.S. FR Riga Technical University LT Fundación Centro de Tecnologías Aeronáuticas ES TEGRAF Ingeniería S.L. ES ASCO Industries N.V. BE

253 Improving Aircraft Safety and Security

ARTIMA Aircraft Reliability Through Intelligent Materials Application

Background organisations from seven countries. An acute need exists to be able to develop Smart materials, such as piezoplates, the capability of reliably monitoring and Magnetic Shape Memory Materials aircraft structural health in real-time. will drive the active systems in structural Real-time structural health monitoring health monitoring and vibration damping will improve the overall safety and make applications that are to be developed. it possible to replace corrective or pre- Optical (FBG) sensor systems will be ventive maintenance modes with much applied for passive load monitoring and damage detection. These systems will more effi cient predictive or proactive be tested in a realistic environment on maintenance procedures, thus reducing a portion of the rear fuselage of a com- the associated costs. Similarly, vibra- muter aircraft and in another airframe tions and noise levels are still too high in part, most likely an elevon. certain aircraft. Systems based on smart materials, defi ned as solid-state actua- The extra benefi t of this project, which tors activated by external fi elds, can will contribute to both damage detec- address all these factors. tion and vibration control, will be the development of a new icing detection Project objectives system. Icing may be considered as The objective of the ARTIMA project is ‘reversible damage’. It does do damage, to achieve a signifi cant improvement in but it mainly affects the less tangible aircraft reliability through the applica- factors, such as aerodynamic qualities. tion of smart materials. These materials The resulting deterioration may create are considered ideal, both for reducing excessive vibration levels and lead to a the probability of failure through vibra- total hull loss. tion control and for detecting in time the The project will begin by specifying the defects that have already occurred. parameters of specimens to be tested. The proposed project will provide the This work will be organised as Work momentum to produce realistic indus- Package 1. Work Package 2 will cover trial solutions for real-time structural the analytical studies intended to better health monitoring and aircraft vibration defi ne the characteristics of systems to reduction. The most promising methods be tested, and to develop the necessary will be tested on large-scale specimens, models and algorithms. The work done including a portion of a commuter air- in this Work Package will help in mak- craft fuselage. A network consisting of ing important decisions regarding the several production companies, research analytical tools used in the following institutes and universities will achieve portions of the project. Work Package 3 the project’s goals. The expertise devel- is where the small-scale specimens will oped as part of this project will be ideal be designed and fabricated. These speci- to stimulate the creation and develop- mens will be used to evaluate practical ment of small, high-tech enterprises. issues associated with implementing the selected systems, and to validate the Description of the work models and algorithms developed in the ARTIMA’s objectives will be achieved course of Work Package 2. Large-scale through the collaborative effort of eleven specimens will be designed and fabri-

254 Improving Aircraft Safety and Security

cated, as part of Work Package 4. The Expected Results lessons learned in the course of Work The project will: Package 3 will be extensively applied in 1. develop a real-time structural health the process of the large specimen fab- monitoring system for real aircraft rication. All the specimens fabricated parts with acceptable reliability (low previously will be tested as part of Work rate of false alarms and missed Package 5. Results of these experiments defects) will be analysed as part of Work Pack- 2. develop a practical, robust Active Con- age 6. These results and the experience strained Layer Damping treatment for acquired during the project will be a basis aircraft for making design recommendations, a 3. develop a rotor blade icing detector part of Work Package 7. A smooth fl ow of capable of measuring ice thickness on work will be assured and the inevitable the rotor blade, and the ice distribution problems will be solved as part of Work and accumulation rate. PZT-based sys- Package 8. tems will be tested 4. investigate the feasibility of applying encapsulated PZT actuators and Mag- netic Shape Memory Actuators for wing vibration control. Number of segments Damping treatment performance as a function of active constraining layer segmentation and constraining layer thickness. The focus of ARTIMA is Damping coeffi cient dealing with vibration damping and health monitoring through smart, active Thickness of piezoelectric materials.

255 Acronym: ARTIMA Contract No.: AST3-CT-2004-502725 Instrument: Specific Targeted Research Project Total Cost: €4 940 552 EU Contribution: €2 839 322 Starting Date: 01/12/2004 Duration: 36 months Website: http://www.aero.upm.es/artima Coordinator: Gamesa Desarrollos Aeronáuticos, S.A. (GDA) Avda. Llano Castellano, 13 - 6a planta ES-28034 Madrid Contact: Pedro Rey Tel: +34 91 728 0910 Fax: +34 91 728 0881 E-mail: [email protected] EC Officer: Hans Josef von den Driesch Tel: +32 2 296 0609 Fax: +32 2 299 2110 E-mail: [email protected] Partners: Gamesa Desarrollos Aeronáuticos S.A. ES Adaptamat Ltd. FI Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE EADS Deutschland GmbH DE Eurocopter Deutschland GmbH DE Swedish Defence Research Agency (FOI) SE Institute of Fluid Flow Machinery (IFFM) PL Instituto Superior Técnico (IST) PT Tecnatom S.A. ES Universidad Politécnica de Madrid ES University of Sheffield UK

256 Improving Aircraft Safety and Security

HILAS Human Integration into the Lifecycle of Aviation Systems

Background craft maintenance lifecycle, from design In a complex system like aviation, the to operations. human operator (pilot, air traffi c con- Description of the work troller, maintenance technician) plays a The Knowledge Integration strand critical role, both within and between sub- develops the knowledge base of usable systems. Optimising this role requires human factors knowledge. It will develop new design to refl ect real human opera- a knowledge management system; it tional requirements. The HILAS project will facilitate the use of that knowledge will develop a ‘system life-cycle’ model through the management of user groups in which knowledge generated about the and user activities; it will establish the human aspects of the system at the oper- requirements for the implementation of ational end is transformed into an active that knowledge and will examine how resource for the design of more effective that knowledge should be transformed to operational systems and better, more stimulate new design ideas. Finally, it will innovative, use of technologies. evaluate how well the project manages its Objectives knowledge in order to create innovation possibilities. The HILAS project contains four parallel strands of work: the integration and man- The Flight Operation strand will develop agement of human factor knowledge; a standardised methodology for Sys- fl ight operation processes and perfor- tem Design and Performance Manage- mance; the evaluation of new fl ight deck ment through three main phases. Phase technologies, and the monitoring and 1 develops and integrates the relevant assessment of maintenance operations. methods of process design and perfor- A knowledge management system linking mance monitoring within a common all the strands of the project will facilitate software environment. Phase 2 provides the use of the project’s knowledge, both a full-scale trial of this system through inside and outside the project. It will also the full cycle from initial process analysis examine how to transform operational and performance monitoring to redesign, knowledge to stimulate new design con- implementation and fi nal performance cepts. A standardised European model for monitoring. Phase 3 will then validate fl ight operation performance monitoring and standardise this model with further and process improvement will be devel- trials with airlines in different European oped using cockpit integration technology. regions. The evaluation of new fl ight deck tech- The Flight Deck Technology strand will nologies will address new and emerging select a range of new and emerging technologies, such as synthetic vision, technologies, which can support or con- head-mounted displays and multi-modal tribute to relevant new fl ight deck appli- dialogue systems. The human factors of cation requirements. These technologies these technologies will be evaluated in an will be integrated into an existing simu- integrated simulation rig. An integrated lated fl ight deck environment, which will and standardised set of tools and meth- enable a comprehensive human factors ods will be developed for assessing and evaluation. This evaluation will proceed managing human factors across the air- in two stages. After the fi rst evaluation,

257 HILAS aims to optimise the human factor element of the air transport system

legende

258 both the evaluation tools and the hosting gies across European organisations and of the application on the technologies will assess their global applicability. be refined. The outcome of the second evaluation will be a new cockpit display Expected achievements and control technologies that have been The primary focus of the project is on specified and evaluated. reducing the potential impact of human The Maintenance strand will develop and error on the safety of aviation systems. standardise a prototype maintenance This will be achieved through the delivery management system. The first phase will of appropriate human factor knowledge review and evaluate existing tools and will throughout the system to improve design, define requirements for an integrated operation or monitoring. The project will system (including requirements for new contribute to human factor standards tools). The second phase will develop this development by regulatory bodies. It will prototype-integrated system, including link performance assessment in flight some implementation trials. The third operations and aircraft maintenance to phase will evaluate the integrated system system and process improvement, and through full-scale trials and will validate will demonstrate how new technologies the component methodologies. The fourth can be used in flight deck tasks to reduce phase will standardise these methodolo- the incidence of human error.

Acronym: HILAS Contract No: AIP4-CT-2005-516181 Instrument: Integrated Project Total Cost: €28 000 404 EU Contribution: €16 997 779 Starting Date: 01/06/2005 Duration: 48 months Website: www.hilas.info Coordinator: The Provost Fellows and Scholars of the College of the Holy and Undivided Trinity of Queen Elizabeth near Dublin, (TCD), College Green IE-Dublin 2 Contact: Nick McDonald Tel: + 353 1 608 1471 Fax: + 353 1 608 8494 E-mail: [email protected] EC Officer: J Martin Hernández Tel: + 32 2 295 7413 Fax: + 32 2 296 6757 E-mail: [email protected] HILAS Partners Trinity College Dublin IE Smiths Aerospace UK Joint Research Centre (JRC) INT Aircraft Management Technologies Ltd. (AMT) IE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Adria Airways, The Airline of Slovenia, d.d. SL THALES Avionics S.A. FR

259 SAS Braathens AS NO Messier-Dowty Ltd. UK SR Technics Ireland Ltd. IE Frederick Institute of Technology CY Technische Universiteit Delft NL Lunds Universitet SE Kungliga Tekniska Högskolan (KTH) SE Avitronics Research EL Fraunhofer-Institut für Fabrikbetrieb und -automatisierung IFF DE DEDALE S.A. FR Selenia Communications S.p.A. IT Rockwell Collins (UK) Ltd. UK Eurofly S.p.A. IT QinetiQ Ltd. UK Lufthansa Systems FlightNav Inc. CH Netherlands Organisation for Applied Scientific Research (TNO) NL Shevlin Technologies Ltd. IE Galileo Avionica S.p.A. IT Deep Blue IT KITE Solutions s.n.c. IT Elbit Systems Ltd. IE BAE Systems (Operations) Ltd. UK AVTECH Sweden AB SE Universidad de La Laguna ES EasyJet Airline Company Ltd. UK Futura International Airways S.A. ES ATITECH S.p.A. IT Noldus Information Technology B.V. NL Iberia Líneas Aéreas de España S.A. ES Rijksuniversiteit Groningen (RuG) NL Civil Aviation University of China (CAUC) CHI Turbomeca S.A. FR Centre for Research and Technology - Hellas EL Institute of Communication and Computer Systems EL

260 Improving Aircraft Safety and Security

SMIST Structural Monitoring with Advanced Integrated Sensor Technologies

Background ect includes nine sensor and monitoring The continued growth in air traffi c has technologies of different natures, which, placed an increasing demand on the at the end of the project, have to prove aerospace industry to manufacture air- their applicability with regard to the objec- craft at lower costs, while, at the same tives and specifi cations set. Due to their time, ensuring the products are effi cient different natures, not all the technologies to operate, envi-ronmentally friendly will meet all of the objectives and speci- and maintain the required level of safety. fi cations. However, all the objectives will The primary objective of the aero-space be addressed and hopefully met by the industry is to offer products that not only different technologies involved. Providing meet the operational criteria, in terms of different solutions to meeting the objec- pay-loads and range, but also in terms tives will guarantee that the merging of of signifi cantly reduced direct operating different technologies into one system cost, which is to the benefi t of their cus- will still be possible in the end, and that tomers, the airlines. this will lead to a system meeting all of the objectives being addressed. It is pos- Project objectives sible that none of the technologies pre- The objective of the proposed project is to sented are able to meet the objectives set allow the best and most advanced sens- at this stage. The monitoring technologies ing technologies to become an integral to be proved are: part of the aircraft structure and so thus – Fibre Optic Bragg Gratings implement Structural Health Monitoring – Sensitive Coatings (SHM) into aircraft structural design with – Environmental Degradation Monitoring respect to maintenance cost reduction, Sensors increased aircraft availability and signifi - – µ-wave Antennas cant weight savings. – Acousto-Ultrasonics The main project target is to develop and – Comparative Vacuum Measurement validate monitoring technologies that are – Acoustic Emission able to deliver the expected cost savings – Imaging Ultrasonics for maintenance and enable innovative – Eddy Current Foil Systems structural design for metals and compos- Expected results ites. The main innovation through SMIST will Description of the work be to equip aero-structures with an inte- The project itself is split into three parts grated sensing function by adaptation of (Work Packages), of which Work Pack- advanced sensor technologies to SHM age 1 deals with the specifi cations, Work systems, with the SHM systems being Package 2 with the technology devel- ready to be adapted to virtually any type opment, and Work Package 3 with the of real aircraft structure and under a real application and validation tests. The proj- in-service environment.

261 Acronym: SMIST Contract No.: AST4-CT-2005-516103 Instrument: Specific Targeted Research Project Total Cost: €5 882 799 EU Contribution: €3 230 000 Starting Date: 01/05/2005 Duration: 36 months Coordinator: Airbus Deutschland GmbH Dept. Testing Technology (ESWNG) Huenefeldstrasse 1-5 DE-28199 Bremen, Contact: Holger Speckmann Tel: +49 421 538 4823 Fax: +49 421 538 3760 E-mail: [email protected] EC Officer: Hans Josef von den Driesch Tel: +32 2 296 0609 Fax: +32 2 296 6757 E-mail: [email protected] Partners: EADS CCR FR EADS Deutschland GmbH DE Airbus France S.A.S. FR Airbus UK Ltd. UK Airbus Deutschland GmbH DE Alenia Aeronautica S.p.A. IT Dassault Aviation S.A. FR Integrated Aerospace Sciences Corporation O.E. (INASCO) EL Airbus España S.L. ES BAE SYSTEMS (Operations) Ltd. UK NDT Expert FR ARC Seibersdorf research GmbH AT University of Sheffield UK

262 Improving Aircraft Safety and Security

TATEM Technologies and Techniques for New Maintenance Concepts

Background Description of the work The TATEM project investigates ‘Tech- Maintenance engineers often work under nologies and Techniques for New Main- severe time pressure on complex prob- tenance Concepts’. The project was born lems and in diffi cult physical conditions, from a need to reduce the cost of main- which requires access to detailed infor- tenance in the face of increasing sophis- mation to diagnose and repair problems. tication in aircraft and aircraft systems. It Such factors mean that effective research brings together a consortium of 58 con- into aircraft maintenance must take a tractors from 12 countries across Europe, multidisciplinary approach to address the Israel and Australia. The project is led by technical and human related challenges. Smiths Aerospace Electronic Systems, TATEM takes a holistic view towards Cheltenham. maintenance across the aircraft and Project objectives investigates all aspects of ‘on-aircraft’ and ‘off-aircraft’ maintenance issues. The Maintenance activities can account for technical focus of the project is to assess as much as 20% of an operator’s direct the following maintenance philosophies, operating costs and have remained at this technologies and techniques: level for many years. However, there is scope for increasing the effi ciency of the – Maintenance-free avionics that require maintenance process. For example, it is no scheduled maintenance work. estimated that line mechanics spend 30% – Signal processing techniques (e.g. of their time trying to access information fuzzy logic, neural networks, model- to diagnose and rectify failures, and errors based reasoning), which can be used to in the maintenance process can impact convert data into information about the on aircraft safety. In a recent survey, the health of the systems. incidence of human error during mainte- – Novel on-board sensor technology to nance tasks has been estimated to con- gather data from the aircraft (avionics, tribute to 15% of aircraft accidents. The utilities, actuation, engines and struc- occurrence of the need for unscheduled tures), to feed prognostic or diagnostic maintenance can introduce costly delays systems. and cancellations if the problem cannot – Diagnostic methods to identify and be rectifi ed in a timely manner. locate failures and malfunctions and so reduce the incidence of ‘no fault found’ The objective of the TATEM project is to alarms. develop and validate philosophies, tech- – Prognostic methods to provide support nologies and techniques, which can be for preventative maintenance actions. used to transfer unscheduled mainte- – Decision support techniques to gener- nance to scheduled maintenance. By tak- ate process-orientated information and ing this approach, the projects aims to guidance (instructions) for the mainte- show the means to achieve a 20% reduc- nance engineer. tion in airline operating costs within ten – Human interface technologies to pro- years and a 50% reduction over 20 years. vide the ground crew with information, data and advice at the point of work.

263 The aim in the first year of the project has Expected results been to understand the strengths and For the industrial contractors, a success- weaknesses of the current maintenance ful outcome of the project’s objective will ‘approach’. The aim in years 2 and 3 of potentially yield new ways of doing busi- the project is to develop the maintenance ness, and provide radical changes to philosophies, technologies and tech- aircraft operation and maintenance phi- niques that can achieve the desired cost losophy, new product opportunities and reductions. The most promising of these the formation of new partnerships and will be integrated into a large physical collaboration. The academic contractors demonstration(s) in the fourth year of the will support these outcomes by signifi- project. This will provide the means for cantly contributing to the scientific and validating whether the project has been intellectual challenges of the project. successful in its aims of reducing main- tenance costs.

Acronym: TATEM Contract No.: AIP3-CT-2004-502909 Instrument: Integrated Project Total Cost: €39 936 044 EU Contribution: €21 932 083 Starting Date: 01/03/2004 Duration: 48 months Website: http://www.tatemproject.com

264 Coordinator: Smiths Aerospace Electronic Systems Bishop Cleeve GB-GL52 8SF Cheltenham Contact: Martin Worsfold Tel: +44 1242 661544 Fax: +44 1242 661798 [email protected] EC Officer: Dietrich Knörzer Tel: +32 2 296 1607 Fax: +32 2 296 6757 [email protected] Partners: Smiths Aerospace UK Airbus France S.A.S. FR Alenia Aeronautica S.p.A. IT ATCT Industries Ltd. IL Avitronics Research EL ENTECH EL EADS Deutschland GmbH DE Eurocopter S.A.S. FR Gamesa Desarrollos Aeronáuticos S.A. ES Hispano-Suiza S.A. FR Israel Aircraft Industries Ltd. (IAI) IL Institutul Pentru Analiza Sistemlor S.A. RO Integrated Aerospace Sciences Corporation O.E. (INASCO) EL Instituto de Soldadura e Qualidade (ISQ) PT Institute of Structures and Advanced Materials (ISTRAM) EL 3D Vision FR Messier-Dowty Ltd. UK MTU Aero Engines GmbH DE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL National Technical University of Athens (NTUA) EL Paragon Ltd. EL RSL Electronics Ltd. IL SAFRAN S.A. FR Sinters FR Techspace Aero S.A. BE Fundación Tekniker ES THALES Avionics S.A. FR University of Bristol UK Hellenic Aerospace Industry S.A. EL BAE SYSTEMS (Operations) Ltd. UK Galileo Avionica S.p.A. IT Diehl Avionik Systeme GmbH DE Airbus UK Ltd. UK Airbus Deutschland GmbH DE Selenia Communications S.p.A. IT Societa’ Italiana Avionica S.p.A IT Technische Universität Darmstadt DE

265 DaimlerChrysler AG DE Aerosystems International Ltd. UK University of Patras EL Trinity College Dublin IE EADS Sogerma Services FR Skytek Ltd. IE THALES Avionics Electrical Systems S.A. FR University of Central Lancashire UK University of Sheffield UK Airbus España S.L. ES SR Technics Ireland Ltd IE INCODEV S.A. FR International STAR Training (IST) FR Centre National de la Recherche Scientifique (CNRS) FR EADS CCR FR Cooperative Research Centre for Advanced Composite Structures Ltd. AUS NDT Expert FR Air France FR

266 Improving Aircraft Safety and Security

SAFEE Security of Aircraft in the Future European Environment

Background grated information management sys- SAFEE is a large, integrated project tem and decision support tool. designed to restore full confi dence in the 3. Flight reconfi guration: includes an air transport industry. The overall vision Emergency Avoidance System (EAS) for SAFEE is the construction of advanced and an automatic guidance system to aircraft security systems designed to pre- control the aircraft for a safe return. vent on-board threats. The main goal of 4. Data Protection System (DPS) securing these systems is to ensure a fully secure all the data exchanges (in and out of the fl ight from departure to arrival destina- aircraft). tion, whatever the identifi ed threats are. 5. Security evaluation activities, includ- ing legal and regulatory issues about Project objectives citizens’ privacy and rights, economic The project’s baseline is the assumption analysis, and dissemination activities. that upstream identifi cation control and The proponents are major European airport specifi c security measures have industrial actors of the aeronautical sec- all been completed. The project focuses tor associated with a high-level research on the implementation of a wide spec- centre, several relevant SMEs and some trum of threat sensing systems, and the specialised universities. For obvious rea- corresponding response actions against sons, a certain degree of confi dentiality physical person(s) or electronic intrud- on proposed sensors and technologies ers. One of the key aspects of the project will, be imposed on the obtained results. is an integrated information management system underpinned by a secure commu- Expected achievements nication system. Demonstration of SAFEE systems will be One of the short-term goals of SAFEE is performed at three sites: to infl uence security bodies at national The evaluation campaigns of the Onboard level, at European level (proposal to Threat Detection System (OTDS) will be Documentation 30 of ECAC-CEAC) and at conducted in a mock-up of an Airbus air- world level (proposal to Annex 17 of ICAO- craft cabin at Airbus’ Hamburg site. OACI). The fi nal demonstration of TARMS will be Description of the work built around the existing GRACE cockpit simulator at NLR in Amsterdam. For reaching these objectives, SAFEE has fi ve key activities (Sub-Projects): The capability of EAS will be demon- strated on a Thales-Avionics simulator in 1. Onboard Threat Detection System Toulouse. (OTDS): an integrated threat detection system based on processing multiple The DPS securing all the data exchanges sensor information is being elaborated, will be validated at each site where it is prototyped and evaluated. possible to demonstrate it. 2. Threat Assessment and Response Management System (TARMS): an inte-

267 THALES Avionics EAS : Emergency Avoidance System FRF : Flight Reconfigu- AIRBUS de “OTDS” BAE Systems “TARMS” ration Function

SUB-PROJECT 1: SUB-PROJECT 2: SUB-PROJECT 3: “On-boardThreat “Threat Assessment and “Flight Protection Detection system” Response Management Against Hostile System” Attempts” Detection of abnormal events Generation of alert Consolidation and fusion of threat signals Proposition of courses of actions Actions

SUB-PROJECT 4: SAGEM “DATA”, deals with this complete process for data only

SUB-PROJECT 5: NLR Legal and Regulatory issues Training of end-users Threat Analysis Economic analysis Operational Concept Description Technology Watch Validation strategy, design, and Management of Users Club evaluation

Acronym: SAFEE Contract No.: AIP3-CT-2003-503521 Instrument: Integrated Project Total Cost: €35 870 412 EU Contribution: €19 450 976 Starting Date: 01/02/2004 Duration: 48 months Website: secure web site with password access Coordinator: SAFRAN S.A. Le Ponant de Paris 27, rue Leblanc, FR-75512 PARIS CEDEX 15

268 Contact: Daniel Gaultier Tel: +33 1 58 12 46 38 Fax: +33 1 58 12 41 95 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: SAFRAN S.A. FR Airbus France S.A.S. FR Airbus Deutschland GmbH DE BAE SYSTEMS (Operations) Ltd. UK THALES Avionics S.A. FR Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Global Security Services Solutions Ltd. (GS-3) IL Selenia Communications S.p.A. IT SITA Information Networking Computing B.V. NL EADS CCR FR EADS Deutschland GmbH DE Ingenieria de Sistemas para la Defensa de Enpaña S.A. (ISDEFE) ES Galileo Avionica S.p.A. IT Bundesanstalt für Materialforschung und Materialprüfung (BAM) DE Hellenic Aerospace Industry S.A. EL Airtel ATN Ltd. IE Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Skysoft Portugal – Software e Tecnologias de Informaçao S.A. PT Siemens Gebäudesicherheit GmbH DE Rockwell-Collins France FR SODIELEC S.A. FR Cenciarini & Co. s.r.l. IT Informatique, Electromagnétisme, Electronique, Analyse Numérique (IEEA) FR Environics OY FI Miriad Technologies S.A. FR ECORYS Nederland B.V. NL Technische Universität München (TUM) DE University of Reading UK Centre de Diffusion des Technologies de l’Information S.A. (CEDITI) BE ENERTEC S.A. FR Teleavio, Consorzio Telecommunicazioni Avionica s.r.l. IT

269

Increasing Operational Capacity ASAS-TN2 Airborne Separation Assistance System – Thematic Network 2

Background 1. to facilitate the exchange of ideas, to provide a framework for discussion and At the 11th Air Navigation Conference, to ease the dissemination of informa- the International Civil Aviation Organisa- tion tion recommended that States support 2. to provide a database of ASAS-related the cost-effective, early implementation documents to support studies and proj- of packages of ground and airborne ADS- ects B (Automatic Dependent Surveillance- 3. to facilitate coordination of ongoing Broadcasting) applications (ASAS), noting RTD (Research and Technical Devel- the early achievable benefi ts from these opment) projects related to ASAS, and new ATM applications. The provision and specifi cally between ground and air- processing of surveillance information borne orientated projects to fl ight crew by ASAS has the poten- 4. to facilitate consensus for standardisa- tial to affect all ATM stakeholders. The tion and certifi cation fi rst ASAS-TN project (Fifth Framework 5. to provide guidance and recommenda- Programme) produced an implementa- tions for future ASAS strategy includ- tion strategy and the fi rst steps towards ing RTD, technical feasibility, validation ASAS applications, which are part of the and implementation fi rst ADS-B package. TN2 will extend the 6. to present and discuss information and scope of this work to include all ASAS results with stakeholders. applications and will produce annual reports on the state of affairs in all Description of the work activities relating to ASAS. This informa- tion will be supplemented, disseminated The main ASAS Thematic Network 2 and underpinned by focused discussions outputs consist of sharing the current captured during fi ve themed workshops knowledge on ASAS/ADS-B between all held during the course of the project. European stakeholders and in recom- mending future activities necessary to Project objectives obtain operational use of ASAS applica- tions. The main goal of the ASAS Thematic Network 2 (ASAS-TN2) is to accelerate Distributed air and ground responsi- the application of ASAS operations in bilities involve ground ATC sharing the European Airspace considering global responsibility for separation provision applicability, in order to increase air- with aircraft suitably equipped to ensure space capacity and safety. their own separation from other aircraft, thereby reducing ground ATC workload The main project objective is to ease the and enhancing fl ight effi ciency. transfer and comparison of information and results on ASAS research in order The ASAS-TN2 project is divided into four to improve the research strategy, in par- work packages: ticular to making recommendations. – Work Package 0: ASAS-TN2 Mana– The following sub-objectives have been gement: Work Package 0 concerns identifi ed: the management of the Co-ordination Action.

271 – Work Package 1: ASAS-TN2 Work- – to organise workshops on topics related shops and Seminars: In Work Package to ASAS applications 1, six events will be organised on ASAS – to organise a seminar to present RTD topics for the RTD community but also results on ASAS applications open to for the ATM stakeholders. all stakeholders – Work Package 2: ASAS-TN2 Internet – to maintain an ASAS repository where and Document Repository: Work Pack- all the documents related to ASAS age 2 ASAS/ADS-B related documents could be identified and downloaded will be made publicly available – to develop periodic reports on the sta- – Work Package 3: ASAS-TN2 ‘Tableau tus of standardisation, certification and de Bord’ and Reports: Work Package implementation of ASAS applications. 3 is focused on delivering a yearly sta- The ATM Master Plan, the Eurocontrol tus report on the progress towards the CASCADE Programme, and, in the short implementation of ASAS/ADS-B appli- term, the Sixth Framework Programme cations. and TEN-T projects like C-ATM, NUP2+ Expected results and SEAP shall directly benefit from the shared information, the consen- To reinforce co-operation on ASAS, it is sus obtained and the recommendations proposed: made.

272 Acronym: ASAS-TN2 Contract No.: ACA4-CT-2005-012213 Instrument: Coordination Action Total Cost: €1 937 415 EU Contribution: €1 937 415 Staring date: 01/04/ 2005 Duration: 36 months Website: www.asas-tn.org Coordinator: Eurocontrol Experimental Centre Centre de Bois des Bordes BP15 FR-91222 Brétigny/Orge Cedex Contact: Eric Hoffman Tel: +33 1 69 88 76 39 Fax: +33 1 69 88 73 33 E-mail: [email protected] EC Officer: Jean-Luc Marchand Tel: +32 2 298 6619 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Eurocontrol - European Organisation for the Safety of Air Navigation INT BAE SYSTEMS (Operations) Ltd. UK ENAV S.p.A. IT LUFTFARTSVERKET (Swedish Civil Aviation Administration) SE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL THALES ATM S.A. FR THALES Avionics S.A. FR

273 Increasing Operational Capacity

ASSTAR Advanced Safe Separation Technologies and Algorithms Background rithms for implementation in a practical, Air transport around the world, but par- benefi cial, certifi able and cost-effective ticularly in Europe, is experiencing major solution. capacity, effi ciency and environmental Description of the work challenges to improve performance. The For each of the two themes, the opera- Airborne Separation Assistance System tional concepts and scenarios will be (ASAS) uses ADS-B (Automatic Depen- identifi ed, analysed and defi ned. Airborne dent Surveillance - Broadcast) data to Self-Separation procedure in non-radar provide improved airborne surveillance oceanic airspace above a certain fl ight in support of new procedures for con- level in so-called Free Flight Airspace will trollers and pilots. ASSTAR addresses be included. The design of the applica- these critical issues by researching and tions will involve defi ning the functional validating two areas of ASAS Package II logic and algorithms. These designs will that have strong potential for short term be optimised by studying candidate func- operational and environmental improve- tional processes, algorithms and task ments. distributions. The optimisation measures Project objectives will be safety, implementation ability and The objective of ASSTAR is to perform airspace capacity benefi ts. The result research into the operational and safety will be a set of well-defi ned and prelimi- aspects of introducing the following nary-assessed ASAS functions. ASAS Package II applications in order to The procedures will be specifi ed, refi ned make the signifi cant potential benefi t to and then reviewed by controllers and the user community a reality in the 2010 pilots. The detailing of the procedures plus time frame: will aim to simplify further standardisa- – The delegation of confl ict resolu- tion and facilitate early implementation. tion manoeuvres to the air, in radar Preliminary training requirements will controlled airspace (i.e. crossing and be specifi ed to facilitate building human passing), in order to reduce controller competence and confi dence. The result workload and improve fl ight effi ciency. will be a set of detailed procedures and – The use of ADS-B to support new training requirements. operations in oceanic and other non- The air and ground infrastructure will radar airspace, enabling more optimal be investigated, for both radar and routing, including enhanced use of non-radar scenarios. This activity will wind corridors, and passing and level encompass elements of installation, cer- changing, which are currently severely tifi cation and validation, resulting in a set restricted due to the procedural sepa- of comprehensive deployment require- ration standards. ments. A benefi ts analysis, particularly The two themes will be brought together in terms of the end users’ business case, in the procedural defi nition, air and will be prepared. ground implementation and key safety Feedback on applications will be given assessment tasks to deliver a coherent from the safety perspective with respect set of operational procedures and algo- to hardware, software, human factors,

274 environment and the interaction of these air and ground difficulties, limitations, various aspects. The result will be to benefits and opportunities arising as a establish a set of safety recommenda- consequence of their introduction. This tions and requirements, in terms of data information on the airborne functionality and system redundancy and integrity, and the accompanying ATC procedures separation standards, etc., leading to a will greatly benefit the future selec- set of verifiably safe applications. tion of advantageous ASAS functionality Expected Achievements and will provide the template for future research into these advanced functions. The evaluation of these new applications Widespread dissemination of the results will give an early determination of the is planned.

ASSTAR Work Breakdown Structure and Workflow

WP3 WP5 Oceanic Air & Ground Scenarios Simulation Installation & Air & ground & Concepts Installation Implementation Deployment Plan ASAS operation and efficiency gains Detailed Definition WP1 WP6 Concept & Safety Scenario Assessment Refinement Procedures & Impact on

n & Training Regulations

nitio WP2 fi WP4

C&P selection Detailed De Procedure Benefit & refinement Definition analysis Safety Scenarios Assessments & Concepts & Regulatory Algorithm Procedures impact Definition & Training WP7 Dissemination & Exploitation

275 Acronym: ASSTAR Contract No.: AST4-CT-2005-516140 Instrument: Specific Targeted Research Project Total Cost: €4 349 977 EU Contribution: €2 500 000 Starting Date: 01/01/2005 Duration: 30 months Coordinator: BAE Systems Airport Works Marconi Way GB-ME1 2XX Rochester Contact: Richard Watters Tel: +44 1634 203443 Fax: +44 1634 204701 E-mail: [email protected] EC Officer: Jean-Luc Marchand Tel: +32 2 298 6619 Fax: +32 2 296 6757 E-mail: [email protected] Partners: BAE SYSTEMS (Operations) Ltd. UK Direction de la Navigation Aérienne (DNA) FR Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Sistemi Innovativi per il Controllo del Traffico Aereo (SICTA) IT Eurocontrol - European Organisation for the Safety of Air Navigation FR THALES Avionics S.A. FR Euro Telematik A.G. DE University of Glasgow UK Technological Educational Institute of Piraeus EL University of Zilina SK NATS (En Route) plc UK Hellas Jet S.A. EL

276 Increasing Operational Capacity

OPTIMAL Optimised Procedures and Techniques for Improvement of Approach and Landing Background noise and gas emissions during landing phases (such as Continuous Descent The major airports are increasingly profi les) capacity constrained, resulting in signifi - – Accelerate the introduction of Approach cant delays causing frustration and dif- Procedures with Vertical Guidance fi culties for both passengers and aircraft (APV) operators, and causing environmental – Take full advantage of the RNP-RNAV problems. The compounded effects of capabilities that are now available. more movements over longer periods of – Increase safety using vertical guidance the day and night have increased the dis- – Better accommodate commuter and turbance. This has fuelled the resistance general aviation aircraft. of the population living near an airport against further expansion of the facility Description of the work and its operations. OPTIMAL will design improvements of Project Objectives existing procedures using advanced technologies as well as new procedures: OPTIMAL is an air-ground co-operative project, which is aiming to defi ne and Aircraft Procedures: assess: – (Advanced) Continuous Descent a) Innovative procedures for the approach Approach (implementation of a specifi c and landing phases of aircraft and rotor- vertical profi le for noise abatement) craft – ILS look-alike procedure – Curved/Segmented approaches b) New ATC tools and new airborne func- – RNP 0.1 RNAV approach procedures tions to support these new procedures. – Non-precision approaches The target timeframe for the operational – Enablers: ILS, MLS, EVS, FLS, GBAS, implementation of OPTIMAL proposed SBAS. procedures is 2010 and beyond, with an aim to enable stakeholders to: Rotorcraft procedures: – Specifi c IFR approach procedures – Increase the arrival rate at major air- based on GBAS, SBAS ports signifi cantly above the level – Steep / Curved / Segmented IFR achieved by current best practices approaches – Close the gap between capacity in low – Simultaneous Non Interfering (SNI) IFR visibility conditions and good visibility procedures conditions – Enablers: GBAS, SBAS. – Allow aircraft/rotorcraft simultane- ous operation to generate additional OPTIMAL will validate a large number capacity of procedures, as well as the related – Reduce the environmental impact by airborne and ground functions, by using avoiding urban areas and by optimising powerful means such as:

277 - Flight tests for aircraft: Procedure Places Aircraft Purpose Continuous Descent Toulouse A320 Airbus validation approach Bremen ATTAS 4D advanced CDA GBAS Cat I approach Toulouse A320 Local Málaga A320 procedures Málaga Beechcraft SBAS APV approach San Sebastián Beechcraft Local procedures RNP 0.1 Procedures Toulouse A320 Local procedures

- Flight tests for rotorcraft: Procedure Places Rotorcraft Purpose IFR RNAV approach Bremen EC135 Advanced Interop by 4D guidance SNI Steep approaches Toulouse EC155 Local validation with GBAS Interoperability SNI Steep approaches Toulouse EC155 Local validation with SBAS Interoperability

- Real-time simulations for aircraft: Procedure Places Means Curved, segmented San Sebastián A340 simulator and RNP<0.3 RNP & Malaga approaches EVS approaches Frankfurt D-cockpit + Dual Threshold Frankfurt ATMOS+ATS approaches Advanced Continuous Schiphol GRACE+ATC Sim Descent approach

- Real-Time simulations for rotorcraft: Procedure Places Means SNI steep approaches Toulouse / Schiphol HPS + TRS + SPHERE 4D RNAV approach Bremen ATS+ATMOS+HELI-SIM

Validation exercises will be supported by high level objectives (increased capacity, an appropriate validation methodology reduced environmental impacts while with the aim of assessing whether the improving safety) are reached.

278 Expected results – A set of detailed procedures for the particular airports considered in the – A consolidated/revised Eurocontrol project operational concept that will support – A significant contribution to normali- the implementation of the OPTIMAL sation and standardisation of pro- advanced procedures cedures, as well as of airborne and – A set of generic procedures, as well as ground systems. the guidelines and recommendations to be used to detail them locally

Steep/Curved/ Segmented and Simultaneous Non-Interfering Approaches are some of the topics investigated in OPTIMAL.

279 Acronym: OPTIMAL Contract No.: AIP3-CT-2004-502880 Instrument: Integrated Project Total Cost: €42 293 707 EU Contribution: €21 991 855 Starting date: 01/02/2004 Duration: 48 months Website: www.optimal.isdefe.es Organisation: AIRBUS France 316, route de Bayonne FR-31060 Toulouse Cédex 03 Contact: Daniel Ferro Tel: +33 5 61 93 98 42 Fax: +33 5 61 93 63 82 E-mail: [email protected] EC Officer: Marco Brusati Tel: +32 2 299 4848 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Airbus France S.A.S. FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Ingenieria Y Economia del Transporte S.A. (INECO) ES Eurocopter France S.A.S. FR THALES ATM S.A FR Ingenieria de Sistemas para la Defensa de Enpaña S.A. (ISDEFE) ES Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Entidad Pública Empresarial Aeropuertos Españoles y Navegación Aérea (AENA) ES Eurocontrol - European Organisation for the Safety of Air Navigation INT THALES Avionics S.A. FR Eurocopter Deutschland GmbH DE Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR University of Liverpool UK Smiths Industries Aerospace & Defense Systems Ltd. UK Agusta S.p.A. IT DFS Deutsche Flugsicherung GmbH DE Sociedad Estatal para las Enseñanzas Aeronauticas Civiles S.A. ES Luchtverkeersleiding Nederland (LVNL) NL Davidson Ltd. UK GMV S.A. ES Northrop Grumman Sperry Marine B.V. UK ENAV S.p.A IT Sistemi Innovativi per il Controllo del Traffico Aereo (SICTA) IT

280 Increasing Operational Capacity

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

Background of AVITRACK. The project will allow bet- ter information sharing between airport AVITRACK uses state-of-the-art video service providers and aircraft operators, systems and intelligent algorithms to accelerating the throughput of traffi c and track objects and persons, and to inter- optimising the entire range of airport pret normal aircraft servicing operations activities. on the tarmac. The AVITRACK project automatically Description of the work checks the sequence and timing of move- AVITRACK combines several innovative ments on airport aprons. An assembly technologies: of cameras capture images of the air- craft parking zone, in which individuals, 1. Video tracking objects and vehicles can be identifi ed The assembly of cameras monitor the then a computer programme interprets movements of individuals and vehicles the real-time three-dimensional repre- around the aircraft. Image process- sentation of activities and movements. ing software detects movement in the scene. Detected objects are then clas- Project objectives sifi ed as individuals, vehicles or mobile objects, all actors around the aircraft Making air transport more competitive are detected and tracked, and vehicles Aircraft are dependent on the availability are categorised by functionality (e.g. of airport bays and airport handling effi - loader, truck, tanker, etc.). Multi-sen- ciency. Delays produce a knock-on effect, sor data fusion is then used to create which impacts on all airport traffi c and, a real-time 3D representation map, ultimately, economic performance. Part which can be interpreted by the com- of AVITRACK’s mission is to create a new puter. management system that can optimise 2. Apron Activities platform availability and thus reduce air- To achieve automatic recognition of the craft servicing costs. handling operations, the scene and the Increasing capacity activities are modelled. A geometric model of the apron is formed, includ- It is now widely recognised within the air ing the operational function of specifi c transport sector that major increases areas (like waiting area, ERA, tanker in operational capacity will only come area, gateway evolution area, GPU through changes in the way air traffi c area). The aircraft functional model, services are provided. Helping airlines, containing all potential contact points handlers and airports to make the best (like refuelling point, passenger doors, use of available facilities is another goal cargo doors, etc.) completes the ‘apron

281 scenes and actors database’. This static – Every operation and movement around apron representation is then combined the aircraft, from the simple to the more with dynamic scenarios. (A scenario is complex, is analysed and identified. a scheduled arrangement of basic and – All pertinent events are dispatched to combined events.) Each event is the the apron manager, airport authorities, result of the semantic description of airlines and security services. activities in connection with multiple individuals and vehicles around the Expected results aircraft. Using a dedicated ontology, The AVITRACK supervision tool is the ‘apron activities model’ database designed for the benefit of the passen- covers a large part of all the handling gers. The system outputs are intended operations. to be used by airport operators, handlers and security services to: 3. Understanding AI – manage identified actions undertaken Ground handling operation recognition for aircraft operations process: – grant the Estimated Off Block-Time – The video-tracking module captures (EOTB) the activities around the aircraft. – improve security – The 3D generated current situation – manage the existing scarce airport map (people, aircraft and vehicle loca- capacity, and feature: tion) is combined with the 3D models of – connection with Departure Manage- the apron area. ment Systems (DMA) – This observed apron situation is com- – interoperability between the Eurocon- pared to the ‘apron activities model’, trol Central Flow Management Unit using artificial intelligence technolo- and aircraft operators gies. – apron allocation supervision.

282 Acronym: AVITRACK Contract No.: AST3-CT-2003-502818 Instrument: Specific Targeted Research Project Total Cost: €2 600 268 EU Contribution: €1 557 163 Starting Date: 01/02/2004 Duration: 24 months Website : www.avitrack.net Coordinator: SILOGIC S.A. 6, rue R. Camboulives BP 1133 FR-31036 Toulouse Cedex 1 Contact: David Cher Tel: +33 5 34 61 93 57 Fax: +33 5 34 61 92 22 E-mail: [email protected] EC Officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected] Partners: SILOGIC S.A. FR University of Reading UK Institut National de Recherche en Informatique et en Automatique (INRIA) FR Chambre de Commerce et d’Industrie de Toulouse Aéroport Toulouse-Blagnac FR Fedespace FR Euro Inter Toulouse FR IKT System Partner A.S. NO tekever lda PT Technische Universität Wien AT ARC Seibersdorf research GmbH AT

283 Increasing Operational Capacity

EMMA European Airport Movement Management by A-SMGCS

Background ensure consistency of traffi c information given to controllers and pilots. This is the Due to the growth in air transport, airport basis for a common situation awareness capacity is expected to become the major and safe ground operations. The asso- bottleneck in the near future. The EMMA ciated operational concept will defi ne project, together with the subsequent the roles and tasks of the onboard and EMMA2, aims to provide the most signifi - ground stakeholders, and the proce- cant R&D contribution to the Vision 2020 dures from an overall, holistic point of goals in the fi eld of A-SMGCS (Advanced view. The development of confl ict detec- Surface Movement Guidance and Control tion and resolution will not only increase System). This will be done in a four-year safety but also effi ciency. timeframe (from 2004 to 2008), by matur- ing and validating the A-SMGCS concept Description of the work as an integrated air-ground system, seam- lessly embedded in the overall ATM system. Based on an advanced operational con- In a two-phase approach, EMMA will fi rst cept, a level 1 and 2 A-SMGCS will be consolidate the surveillance and confl ict implemented at three European airports alert functions, and the successor project, (Prague Ruzyne, Milan Malpensa and EMMA2, will focus on advanced onboard Toulouse-Blagnac) and will be in fully guidance support to pilots and planning operational use for a relatively long time support to controllers. period. The project is following an itera- tive development process with system Project objectives maturing phases followed by functional and operational testing phases. Two test The main objective of EMMA is to enable campaigns are planned. Licensed con- the harmonised A-SMGCS implementa- trollers, as well as aircraft pilots and tion at European airports. For this rea- ground vehicle drivers, will be involved in son, it is important to bring together testing in order to gain realistic, opera- users, service providers, research organ- tion-focused results. Controllers and isations and manufacturers. The EMMA pilots will be trained in a simulated envi- consortium was built from Air Navigation ronment and on-site to prepare them to Service Providers, Airport Operators, the cope with a level 1 or 2 A-SMGCS under biggest group of Airline Operators, an real operational conditions. The systems Airframe Manufacturer, Avionics manu- implemented are to be verifi ed and vali- facturers, the main European ATM man- dated against the predefi ned operational ufacturers and research establishments. and technical requirements. On-site A main extension of the A-SMGCS con- long-term trials at these test sites and cept by EMMA will be the holistic, inte- at the busiest European hub in Paris are grated air-ground approach, considering underway. The harmonised concepts of aircraft equipped with advanced systems operations will be applied and validated for pilot assistance in a context where due to functional and operational testing tower and apron controllers are sup- under real operational conditions. Active ported by A-SMGCS ground systems. A participation of licensed controllers mature technical and operational con- and pilots from different countries are cept, as developed through EMMA, will foreseen. Furthermore, activities more

284 related to future A-SMGCS potential – common operational procedures aspects are planned: through concept- – common technical and operational studies, ‘new A-SMGCS user’ roles will system performance be defined and tested in the succes- – common safety requirements, and sor project EMMA2. In addition, studies – common standards of interoperability referring to ‘data link situation in 2008+’ with other ATM systems. and ‘starter kits for regional airports’ In order to meet the mentioned objec- are to be conducted. tives, EMMA will build upon the previ- Expected results ous work performed by EC projects, Eurocontrol and others. Finally, the The results of this test phase will pro- Integrated Project EMMA will lead to vide feedback on the A-SMGCS ICAO comprehensive results, which will sup- Manual Doc. 9830 and are intended to be port the regulation and standardisation used for proposing standards for future bodies as well as the industry in early implementation with: and efficient implementation of A- SMGCS in Europe and beyond.

Harmonisation Implementation of and Consolidation a complete level of Concepts 1 & 2 A-SMGCS

Operational Airborne Trials Concept Developments

Simulation : Functions - Tower - Cockpit Analysis Services of Trials Ground Data Developments Field Tests : - Prague - Toulouse Functions - Milan

Operational Concept < - - - - > Developments < - - - - > Validation EMMA aims to seamlessly integrate the Advanced Surface Movement Guidance and Control System (A-SMGCS) concept into the air and ground operations of the ATM system. It will be tested in a simulated environment but also in three European airports.

Acronym: EMMA Contract No.: TREN/04/FP6AE/S12.374991/503192 Instrument: Integrated Project Total Cost: €16 094 869 EU Contribution: €8 635 434

285 Starting Date: 29/03/2004 Duration: 24 months Website: www.dlr.de/emma Coordinator: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) Linder Höhe DE-51147 Köln Contact: Michael Röder Tel: +49 531 295 3026 Fax: +49 531 295 2180 E-mail: [email protected] EC Officer: Morten Jensen Tel: +32 2 296 4620 Fax: +32 2 296 8353 E-mail: [email protected] Partners: Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Entidad Pública Empresarial Aeropuertos Españoles y Navegación Aérea (AENA) ES Airbus France S.A.S. FR Alenia Marconi Systems S.p.A. IT Air Navigation Services of the Czech Republic CZ BAE Systems Avionics Ltd. UK Star Alliance Service GmbH (representing six European Airlines) DE Direction de la Navigation Aérienne (DNA) INT ENAV S.p.A. IT Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Park Air Systems AS NO THALES ATM S.p.A. IT THALES Avionics S.A. FR Aviation Hazard Analysis Ltd. UK Research Centre of the Athens University of Economics and Business EL eská správa leti, s.p. (Czech Airports Authority) CZ Diehl Avionik Systeme GmbH DE DFS Deutsche Flugsicherung GmbH DE Eurocontrol - European Organisation for the Safety of Air Navigation INT ERA a.s. CZ EuroTelematik A.G. DE Messier-Dowty Ltd. UK Sistemi Innovativi per il Controllo del Traffico Aereo (SICTA) IT Technische Universität Darmstadt DE

286 Increasing Operational Capacity

OpTag Improving Airport Effi ciency, Security and Passenger Flow by Enhanced Passenger Monitoring

Background may pose an economic or security risk to effective airport operations. Up to 5% of aircraft departure delays are caused by late passengers or late bags at The security and effi ciency environment the gate, and the impact of this in missed of airports will also be researched so slots and subsequent costs will increase that the Optag system can be understood as the number of fl ights increases. The in context and developed to meet real OpTag system will enable the immedi- requirements and with full understand- ate location of checked-in passengers ing of the legal and operational factors who are either missing or late, and thus and IP of the design. reduce passenger-induced delays and speed up aircraft turn around. The sys- Description of the Work tem could also form an essential compo- In order to achieve these objectives, the nent of Airline passenger identifi cation work will focus on: and threat assessment systems through the automated identifi cation of suspi- Tag Development: A compact, active Tag cious passenger movements or through will be developed with an expected range the closer monitoring of individuals con- of at least 10 metres and which will work sidered to pose a risk to secure opera- in conjunction with new readers to pro- tions. vide direction and range fi nding.

Project objectives Camera Hardware Development: A digi- tal camera system will be developed There are three main developments which will consist of 8 camera sensors required to create the OpTag system: mounted in a ring. The outputs from the sensors will be combined and processed – A compact far-fi eld radio frequency to provide a single 360 degree high reso- identifi cation (RFID) tag and a reader lution panoramic image. capable of reading a large quantity of Image processing Software Development: tags within its range without interfer- Software will be developed which will ence. process the output from the panoramic – A high-resolution, panoramic imaging cameras and transmit the images over system and corresponding software to a network in such a way that individual follow a target and confi rm the identity views and zooms may be selected by a of the tagged individual or item. The remote operators. system will be able to work over a net- work and allow different operators to Final Integration and Airport Trial: A man- select different views from the same machine interface to control the image camera. selection will be developed and trialed – An ergonomic user interface to facili- along with an interface to the Tag track- tate augmented surveillance, monitor- ing system so that an operator can track ing and targeting of individuals who and identify a person on a monitor view.

287 Four camera systems will be installed in Expected Achievements a small airport so that experiments can The conclusion of the OpTag project is to be undertaken on the performance of the be a live trial performed in an airport with system in a real life environment. passengers or other staff carrying tags Exploitation: covering IP management and with optag cameras and tag readers along with research into airport organi- networked to process the images and sation. In addition, the legal and ethical provide tracking and other information framework of the operation of a passen- to an operator. ger tracking system will be studied In addition, the team will have a knowl- edge of the likely requirements for the system, a plan for implementation and a clear understanding of the legal and eth- ical factors involved in implementation.

288 Acronym: OpTag Contract No.: AST3-CT-2004-502858 Instrument: Specific Targeted Research Project Total Cost: €2 212 971 EU Contribution: €1 647 928 Starting Date: 01/02/2004 Duration: 36 months Website: http://www-research.ge.ucl.ac.uk/Optag/index.html Coordinator: Innovision Research & Technology plc Ash Court 23 Rose Street Wokingham Berks RG40 1XS United Kingdom Contact: Bob Lloyd Tel: +44 118 979 2000 Fax: +44 118 979 1500 E-mail: [email protected] EC officer: Jean-Pierre Lentz Tel: +32 2 296 6592 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Innovision Research & Technology plc UK University College London (UCL) UK Longdin & Browning Surveys Ltd. UK Photonic Science Ltd. UK Telecommunication Systems Institute at Technical University of Crete EL Airport Debrecen KFT HU Europus Ltd. UK SLOT Consulting Ltd. HU

289 Increasing Operational Capacity

SPADE Supporting Platform for Airport Decision-Making and Effi ciency Analysis

Background be provided to potential users. The mock- ups will therefore be instrumental in A major challenge in the Strategic presenting what the SPADE consortium Research Agenda for European Aeronau- expects as a result of Phase 2. tics is for airports to be able to accom- modate increasing traffi c without undue delays, while preserving safety, improving Description of the work effi ciency and services, and reducing the The development of the SPADE system burden of operations on the environment. is based on the concept of ‘use cases’. A This implies that airport stakeholders and use case addresses a specifi c integrated policy-makers have to solve challenging airport impact or trade-off analysis by airport decision-making problems with means of structured paths, built into the strong interdependencies and often con- wizard-type model. The system will inte- fl icting objectives. grate a specifi c set of use cases. Project objectives The activities can be subdivided into two main streams. The fi rst stream deals with The objective of the SPADE project is to the development of a complete system develop a user-friendly decision-support design and the second stream with the system for airport stakeholders and pol- development of the two mock-ups. icy-makers. This system will provide sup- port in airport development (both airside The development of the complete design and landside), planning and operations, of the system follows the standard lifecy- allowing integrated impact and trade- cle and consists of fi ve major and sequen- off analyses for a variety of performance tial activities: measures (for example capacity, delay, 1. Elicitation of use cases. Stakeholders level of service, safety, security, envi- involved in airport planning, operations ronmental impact and cost-benefi ts). It and development process are identifi ed will address a number of important deci- in order to elicit their decision-support sions (or ‘use cases’) regarding airport requirements systematically through development, planning and operations interviews and a workshop. The sys- via a pre-structured, pre-specifi ed and tem’s decision-support framework is guided ‘wizard-type’ human-machine specifi ed in terms of the use cases that interface in a single run, and in a back- will be provided. offi ce routine. 2. Specifi cation of the system. This con- The SPADE project addresses Airport cerns the system’s components, the Effi ciency, which is subdivided into two use cases (from the fi rst activity) and phases. The current phase (Phase 1) aims their implementation in the system, to develop a complete design of the deci- and the airport data model in which all sion-support system and to implement data will be managed. two mock-ups. By means of the mock- 3. Assessment of the functional specifi - ups, a visual example of the system will cations of the system against the use

290 cases. Any area where the specification tions with the external appearance of the does not cover the use cases is identi- system, but not necessarily using a com- fied, and any enhancement required is mon platform for sharing modules in an implemented. integrated environment, or using a design 4. Design of the system. This concerns similar to that of the final system. the system and its components, includ- Expected results ing the mechanism for the integration The first main result will be the complete of tools, based on the system specifica- design of the SPADE system. This design tion and possible enhancements. (together with the lessons to be learned 5. Assessment of the system’s design in the development of the two mock-ups) against the functional specification. will constitute the basis for the actual This includes the carrying out of the realisation of the system in Phase 2. relevant corrections and enhance- The second main result will be the cre- ments to the design. ation of the two mock-ups, each based on The second stream of activities concerns a use case and using real airport data. The the development of the two mock-ups. mock-ups will provide a visual example of Each mock-up will be based on a use the system to potential users and serve case identified in the activity above. The their key purpose of showing the validity mock-ups will demonstrate computa- of the concepts behind the system. The tional capabilities, some functionality and mock-ups will be instrumental in pre- the validity of the concepts behind the senting what the consortium expects to system. These are software implementa- be the results of Phase 2.

Acronym: SPADE Contract No.: TREN/04/FP6AE/S07.29856/503207 Instrument: Integrated Project Total Cost: €6 364 295 EU Contribution: €3 898 901 Starting Date: 01/05/2004 Duration: 18 months Website: spade.nlr.nl Organisation: Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) Anthony Fokkerweg 2 NL-1059 CM Amsterdam Contact: Michel van Eenige Tel: +31 20 511 3383 Fax: +31 20 511 3210 E-mail: [email protected] EC Officer: Morten Jensen Tel: + 32 2 296 4620 Fax: + 32 2 296 8353 E-mail: [email protected] Partners: Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Entidad Pública Empresarial Aeropuertos Españoles y Navegación Aérea (AENA) ES Research Centre of Athens University of Economics and Business EL Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE International Air Transport Association (IATA) INT

291 Installation

Possible use cases

Use case Display of Model selection and Start possible and data parameter use cases determina- input tion

OK Data End availability check

Not complete

Data input Assistance (via external of user in Display Result Model database obtaining the of results analysis execution and/or necessary manually) data

Flowchart of the execution routine of the software developed in the SPADE project to provide automated decision-making capabilities in terms of airport efficiency issues such as safety, capacity, delays, quality of service, costs, etc.

Athens International Airport S.A. EL Airport Research Center GmbH DE Chambre de Commerce et d’Industrie de Toulouse Aéroport Toulouse-Blagnac FR Trasferimento di Tecnologia e Conoscenza S.C.p.A. IT ECORYS Nederland B.V. NL HITT N.V. NL Incontrol Management Consultants NL Ingenieria Y Economia del Transporte S.A. (INECO) ES Ingenieria de Sistemas para la Defensa de Enpaña S.A. (ISDEFE) ES Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR Sistemi Innovativi per il Controllo del Traffico Aereo (SICTA) IT Technische Universiteit Delft NL

292 Increasing Operational Capacity

B-VHF Broadband VHF Aeronautical Communications System Based on MC-CDMA

Background tems in a given area (overlay concept), virtually using the same part of the VHF Air/ground communications are criti- spectrum without inter-system interfer- cal for achieving an ATM system that is ence and without requiring additional capable of meeting air traffi c demands spectral resources. in the future. Today’s narrowband VHF technologies are using the VHF spectrum allocated for aeronautical safety commu- Description of work nications in a highly ineffi cient manner. Th tasks required to achieve these objec- Spectrum effi ciency could be improved tives are encapsulated into four separate by using broadband communications. Work Packages: The B-VHF project will investigate the feasibility of broadband multi-carrier Work Package 0 Project Management and (MC) technology combined with CDMA Quality Assurance: comprises activities (Code Division Multiple Access) for VHF that are essential to all Work Packages. aeronautical communications. It covers all management activities within the consortium and in particular the liai- Project objectives son with the European Commission. The high-level goal of the B-VHF project Work Package 1 B-VHF System Aspects: is to prove the feasibility of the broad- produces high-level requirements for band MC-CDMA technology and demon- the B-VHF system, describes the refer- strate the benefi ts of this technology to ence aeronautical environment used the aeronautical community. in simulations of the B-VHF system, as well as the B-VHF Operational Concept. Additionally, the project will demonstrate Work Package 1 will be closed after pro- that the B-VHF system has the capabil- ducing the B-VHF Deployment Scenario ity to support an increased number of document. It will address technological, users within the same VHF spectrum operational and institutional issues of while providing higher aggregate chan- the B-VHF initial deployment, transition nel throughput than the sum of legacy and operational usage. systems occupying the same spectrum. Work Package 2 VHF Band Compatibil- MC-CDMA technology can be easily ity Aspects: addresses the theoretical adapted to various user needs and usage and practical assessment of probably scenarios, providing various types of the most critical aspect of the future B- communications services to users’ appli- VHF broadband system: its capability to cations with different service attributes be installed and operated, ‘interweaved’ and quality of service expectations. with a number of legacy narrowband sys- The preferred B-VHF deployment con- tems, sharing the same part of the VHF cept anticipates that the new system spectrum, but remaining robust against would be initially operated in parallel interference coming from such legacy with the legacy narrowband VHF sys- narrowband VHF systems.

293 Work Package 3 B-VHF Design and Eval- Expected results uation: covers B-VHF system detailed The B-VHF system is expected to provide design tasks, starting with developing the additional communications capacity by model of the broadband VHF channel and re-using the existing VHF COM spectrum, proceeding with the development of the but without interference from legacy nar- software representing the physical B-VHF rowband systems. The transition aspects layer, DLL (Dynamic Link Library) layer, shall be substantially easier than for any higher protocol layers and representative other known alternative. Spectrally effi- aeronautical applications for the subse- cient broadband B-VHF technology will quent performance simulations. provide capacity and performance for Work Package 4 B-VHF Test bed: covers today’s and future operational services the base band implementation and eval- and remove today’s argument that the uation of a test bed for both the forward aeronautical spectrum is used in a very and reverse B-VHF link. The implemen- inefficient way. tation is restricted to the physical layer, The following two figures depict the which is the most critical part in the B- current situation in the VHF COM band VHF system. and the resulting VHF band occupancy, reflecting the co-existence of the B-VHF system with the legacy VHF systems.

Power

25 kHz VHF AM-Channel Frequency 25 kHz Analog 8,33 kHz VHF AM-Channel The following two figures depict the Digital 25 kHz VHF VDL-Channel current situation in the VHF COM band and the resulting VHF band occupancy, reflecting the co- existence of the B- VHF system with the Power legacy VHF systems.

25 kHz VHF AM-Channel Frequency 25 kHz Analog 8,33 kHz VHF AM-Channel

25 kHz VHF VDL-Channel Digital B-VHF Channel

294 Acronym: B-VHF Contract No.: AST3-CT-2003-502910 Instrument: Specific Targeted Research Project Total Cost: €2 913 939 EU Contribution: €1 840 172 Starting Date: 01/01/2004 Duration: 30 months Website: www.b-vhf.org Coordinator: Frequentis GmbH Spittelbreitengasse 34 AT-1120 Vienna Contact: Christoph Rihacek Tel: +43 1 81150 3249 Fax: +43 1 81150 1219 EC Officer: Jean-Luc Marchand Tel: +32 2 298 6619 Fax: +32 2 296 6757 Partners: Frequentis Nachrichtentechnik GmbH DE Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE NATS (En Route) plc UK Deutsche Lufthansa A.G. DE BAE SYSTEMS (Operations) Ltd. UK Scientific Generics Ltd. UK Universiteit Gent BE Universidad Politécnica de Madrid ES Paris Lodron Universität Salzburg AT DFS Deutsche Flugsicherung GmbH DE Universidad de Las Palmas de Gran Canaria ES

295 Increasing Operational Capacity

IFATS Innovative Future Air Transport System

Background – to perform safety analysis of the IFATS concepts and provide guidelines to cer- Present studies concerning the future tifi cation issues air transport system (ATS) generally – to identify the diffi culties that need to propose generic operational concepts of be overcome in order to build such an keeping an organisation with two groups ATS, in both the technical and cultural of human beings, some airborne, (the aspects pilots), and others on the ground, (the – to fi nd out an adequate level of automa- controllers), trying to manage a com- tion for a future ATS plicated system through voice or digital – to analyse a procedure to migrate from messages, which are partially processed the present situation to the future ATS. in real time by humans. Yet, the analysis of the causes of fatalities shows that, in Description of the work many circumstances, human errors are The IFATS project starts with an inventory dominant while technical progress gives of the existing ATS and a comprehensive the impression that machines could survey of concepts and envisaged tech- overrun human decisions in critical situ- nologies to increase its performance ations. and safety in the future. Based on this, Project objectives a clear set of functional requirements is derived and the IFATS concept options The IFATS project proposes to study a are defi ned fully, developing the innova- revolutionary concept for a future ATS tive idea of automating the ATS. by adding as much autonomy as neces- sary to both the aircraft and the ground Once defi ned, the concepts have to be control, to fulfi l the overall requirements comprehended and the best option has for improving effi ciency and safety of air to be selected. To this end, a modelling transportation. of the normal operations of the system The main goals of this project are: is made. Additionally, the emergency or critical fl ight situations including – to defi ne a technically viable concept of ground/on-board interactions and com- an ATS where aircraft would be oper- munication failures are considered in a ating automatically monitored by an second phase. automatic control supervised by ground operators In parallel to this modelling task, the var- – to defi ne autonomous operation pro- ious aspects of airworthiness, air traffi c cedures and optimise task sharing control and certifi cation of the IFATS between the operators, the automated concepts as a whole are addressed. An ground control system, the autono- analysis of the safety aspects of the con- mous on-board computing system and cepts is done in order to prove that they an on-board engineer (if needed) are airworthy and operationally certifi - – to determine the minimum require- able, while keeping or even improving ments and functionalities of the on- the existing level of safety for the air- board system, to ensure safe operation craft, for the passengers and crew and in the case of communication loss with for the other vehicles using the neigh- the ground control system; bouring airspace. An iterative work is planned with the concept defi nition task

296 in order to adjust the design to have a A user group is also installed to inform system fully compliant with the safety the ATS community about the developed requirements. concepts and recommendations, and to get a fast response as to whether the Simulation is then used for the validation proposed ATS concept is practicable. of the selected IFATS concept. This is done through the modelling of the traffic Expected results with a level of detail and a geographical As it is difficult to define the way the dimension to be determined. The simu- present ATS will be modified, the IFATS lation has first to prove that the system approach has been proposed: the is able to cope with the traffic that is extreme solution of a system without any expected in the timeframe considered in pilots or controllers will be evaluated in the project. Then the limits of the system order to derive a technically and socially are looked for, through an increase of the acceptable concept solution. simulated traffic up to the saturation of The results expected from the project the various components of the overall are a comprehensive view of what this system. extreme system solution could be and a The study of the social impact brought clear understanding of its benefits and by this major modification of the ATS drawbacks. From this assessment, rec- organisation, together with a thorough ommendations will be made for future cost analysis of IFATS, will complete the research and development aiming at information needed to conclude the via- making possible an evolution of the bility of the concept. present ATS towards a future one able to withstand the forecast traffic growth.

297 Acronym: IFATS Contract No.: AST3-CT-2004-503019 Instrument: Specific Targeted Research Project Total Cost: €5 574 672 EU Contribution: €3 000 000 Starting Date: 01/07/2004 Duration: 30 months Website: www.ifats-project.org Co-ordinator: ONERA 29 avenue de La Division Leclerc BP 72 FR-92322 Châtillon Cedex Contact: Claude Le Tallec Tel: +33 1 69 93 62 53 E-mail: [email protected] EC Officer: Jean-Luc Marchand Tel: +32 2 298 6619 Fax: +32 2 296 6757 E-mail: [email protected] Partners: Office National d’Etudes et de Recherches Aérospatiales (ONERA) FR EADS Systems and Defence Electronics S.A. FR Israel Aircraft Industries Ltd. (IAI) IL THALES Communications S.A. FR Alenia Aeronautica S.p.A. IT Erdyn Consultants FR Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Centre d’Etudes de la Navigation Aérienne (CENA) FR Centro Italiano Ricerche Aerospaziali S.C.p.A. (CIRA) IT University of Patras EL Technion - Israel Institute of Technology IL

298 Increasing Operational Capacity

AD4 4D Virtual Airspace Management System

Background that 3D displays and representations can provide to the controller. The management of air traffi c (ATM) across the wide areas used in interna- Description of the Work tional routes is a growing problem with the increasing numbers of passengers The AD4 project will address the analysis and fl ights in operation. The systems of operational concepts and human fac- used for ATM are adopting new technolo- tors, as well as the engineering of the IT gies quite slowly and the modern control- infrastructure and its core components ler is using working environments similar (4D Human-Machine Interfaces, Middle- to those in use 30 years ago. Despite the ware, Predictive and Applicative Com- fact that the management of air traffi c is ponents, interfaces to external data e.g. partly a three dimensional problem and Meteo and ATM system integration), the development of a working demonstrator the benefi ts of this have been discussed in an operational context, validation by for a long time, no extensive use of 3D use of the MAEVA 5th Framework Pro- technologies has been made to date. gramme project methodology, and the assessment and exploitation of results. Project objectives AD4 will be based on extensive re-use of A new 4D technology, called D4 to dif- a technology called D3 (D-Cube), devel- ferentiate it from the existing 4D ATM oped in a successful national project, concept, will provide new ways for the co-funded by the Italian Space Agency controller to visualise and interact with ASI. Such technology supports dynamic information. Novel ways of representing management and scalable data elabora- the information will provide the opportu- tion for Digital Elevation Models, meteo- nity to reduce knowledge gaps, support- rology, pressure and wind fi elds, radar ing optimal decision-making. AD4 aims tracks and telemetry data using auto- to build an innovative virtual airspace stereoscopic displays and 3D mouse representation, supporting effi cient ATM devices. The AD4 system will be imple- control systems where 3D interaction mented in collaboration with experts in with air traffi c/airport space is acces- the fi eld of ATM systems, virtual reality, sible to the controllers. It will explore the and human factors supported by the Ital- application of VR displays and 3D inter- ian Agency for Air Navigation Services, action technologies to provide an envi- ENAV, covering: ronment within which a controller can – a defi nition of the operational concepts monitor a large number of aircraft over and their expected impacts, including a a wide area, being kept aware in real- review of the state-of-the-art technolo- time of the many complex factors in the gies and systems control sector. The AD4 IT infrastructure, – a careful study of the major aspects integrated with real ATM systems and related to the next generation 4D simulation environments like, for exam- HMIs, driven by an extensive analysis ple, ESCAPE, will enable the determina- of the human factors and an exten- tion of the benefi ts, in terms of enhanced sive assessment of safety and security understanding and clarity of perception, aspects

299 – the construction and on-site integration integrating 3D technologies and ATM of a demonstrator in a real ATM control components, driven by models using centre, tested by air traffic controllers OMG-MDAs (Object Management Group – two workshops, involving major players Model Driven Architectures) and making of the field and key users, to present use of Component Middleware (CORBA preliminary results and the final out- CCM). A final demonstrator will be hosted comes of the AD4 project. by a real ATM control centre and tested by air traffic controllers. Dissemination Expected results material will be published in a dedicated web site, http://www.ad4-project.com, The AD4 project will construct differ- to circulate important results in the rel- ent releases of the IT infrastructure evant ATM communities.

Display of the En- route Flight Manager

Display of the Approach Flight Manager

300 Acronym: AD4 Contract No.: AST4-CT-2005-12328 Instrument: Specific Targeted Research Project Total Cost: €3 502 926 EU Contribution: €1 929 978 Starting Date: 01/01/2005 Duration: 24 months Website: http://www.ad4-project.com Coordinator: NEXT-Ingegneria dei Sistemi SpA Via Andrea Noale, 345B IT-00010 Rome Contact: Luigi Mazzucchelli Tel: +39 06 224 541 Fax: +39 06 224 54290 E-mail: [email protected] EC Officer: Jean-Luc Marchand Tel: +32 2 298 6619 Fax: +32 2296 6757 E-mail: [email protected] Partners: NEXT – Ingegneria dei Sistemi S.p.A. IT ENAV S.p.A. IT Vitrociset S.p.A. IT Middlesex University Higher Education Corporation UK Sistemi Innovativi per il Controllo del Traffico Aereo (SICTA) IT Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. DE ObjectSecurity Ltd. UK Digital Video S.p.A. IT Fundación European Software Institute (ESI) ES Space Applications Services BE

301 Increasing Operational Capacity

CAATS Co-operative Approach to Air Traffi c Services Background areas (avoiding overlapping and gaps). A paradigm shift in the way air traffi c ser- Knowledge will be consolidated by a vices are provided is required to achieve small team of experts in the fi eld and, the implementation of the Single Euro- based on all the information obtained pean Sky. To support this, research will in CAATS, best practice manuals will be integrate collaborative decision-making produced. CAATS will also ensure that into a co-operative air and ground Air the new knowledge is made available to Traffi c Management (ATM) end-to-end the ATM community through an active concept, validated in a complete ATM and dissemination activity. Airport environment, whilst encouraging Description of the work innovative research into a new paradigm Specialised teams are performing tasks supporting a more effi cient Air Transport in three dedicated sub-Work Packages, system. Some tasks are common across and there is one team for each CAATS the different work areas, for example domain of interest: a Safety Team, a safety, human factors and validation, and there is a need to work towards a Human Factors Team and a Validation harmonised approach to these tasks. Team. The work is coordinated into an A Coordination Action will ensure that overall approach, consisting of the fol- the management and dissemination of lowing: knowledge stemming from these com- – Knowledge audit, including knowledge mon tasks obtains comparable results from both within and beyond the actual and avoids duplication of work across the FP6 and Eurocontrol projects. following work areas: – Gap analysis and fi lling, consisting of a – Co-operative ATM review of the knowledge gathered, iden- – Advanced airborne system tifi cation of any gaps in this knowledge, applications analysis of the information needed and – Reduced separation minima identifi cation of the best sources to fi ll – Airport effi ciency these gaps. – ASMGCS – Identifi cation of best practices based – Advanced approach and landing on all the knowledge obtained. concepts – Evolution and maintenance of best – Innovative ATM research. practices, informing users of any modi- fi cations. Project objectives – Preparation and dissemination of best The CAATS project aims to improve practices to the ATM community and the coordination and support between any other interested parties, through Framework Programme 6 (FP6) projects a newsletter, website, dissemination in order to avoid disruptive and expensive forums and any other suitable means. overlapping. Knowledge will be gathered – Coordination of a feedback process in these areas through close liaison with actively soliciting feedback in the FP6 and Eurocontrol ATM-related proj- course of dissemination activities, pro- ects in the areas of Safety, Human Fac- cessing this feedback and making rec- tors and Validation. CAATS will further ommendations based on the feedback expand and refi ne the knowledge pro- to improve best practices. duced by the projects in the mentioned – Support to users as requested.

302 In addition to adopting this overall ered knowledge and the consolidation approach, each CAATS Team will main- and evolution of this knowledge in close tain the flexibility to incorporate the interaction with relevant FP6 projects. specialised expertise of its individual It is expected that projects, particularly members in each domain into the work new ones, will gradually arrive at a com- to be accomplished. mon approach in the mentioned areas. A wide dissemination of the knowledge Expected results will take place through Targeted Train- The expected result from the CAATS proj- ing Sessions (specific technical support), ect is the production of the ‘Best Practice Dissemination Forums (to spread the Manuals’ in the areas of Safety, Human knowledge and best practices), the proj- Factors and Validation, based on gath- ect website and other suitable means.

EC Research FP6 PROJECTS • Collaborative ATM • Airbone Separation Assurance Systems (ASAS) • Reduced Separation Minima Knowledge • Airport Efficiency Management • ASMGCS

• Advanced Approach and Safety Levels Landing • Innovative ATM Reseach Safety Safety Regulations

HMI Interaction Validation Human Methodologies Validation Factors Stakeholder Airborne, Useability Airport and ATC and Acceptance Methodologies (specially live Complete, Consolidated Knowledge trials) Identified Best Practices Best Practice Manual and Reports

Overview of the CAATS work plan. This Coordination Action aims to consolidate the knowledge obtained from FP6 projects on ATM Safety, Human Factors and Validation and to produce ‘Best Practice’ guides in these areas.

303 Acronym: CAATS Contract No.: TREN/04/S/FP6TR/SI2.29891/Aero1/502791 Instrument: Coordination Action Total Cost: €2 188 512 EU Contribution: €2 000 000 Starting Date: 15/03/2004 Duration: 24 months Website: www.caats.isdefe.es Coordinator: ISDEFE Edison 4 ES-28006 Madrid Contact: Marcial Valmorisco Tel: +34 91 271 17 52 Fax: +34 91 564 51 08 E-mail: [email protected] EC Officer: Morten Jensen Tel: + 32 2 296 4620 Fax: + 32 2 296 8353 E-mail: [email protected] Partners: Ingenieria de Sistemas para la Defensa de España S.A. (ISDEFE) ES Entidad Pública Empresarial Aeropuertos Españoles y Navegación Aérea (AENA) ES Eurocontrol - European Organisation for the Safety of Air Navigation INT NATS (En Route) Ltd. UK Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Ingenieria Y Economia del Transporte S.A. (INECO) ES Deep Blue IT DEIMOS Space S.L. ES DFS Deutsche Flugsicherung GmbH DE Technische Universität Dresden DE Nickleby HFE Ltd. UK Research Centre of the Athens University of Economics and Business EL Slot Consulting Ltd. HU Centrum dopravního v´yzkumu CZ

304 Increasing Operational Capacity

C-ATM Co-operative Air Traffi c Management

Background identifi cation of requirements to be incor- porated into the system design process. The major challenges facing the Euro- pean air transport system over the next The C-ATM project aims to establish 15-20 years include accommodating an unambiguous reference baseline the predicted growth of air transport facilitating the roll-out of improved, co- demand whilst providing a better, more operative ATM operations in a 2012 time predictable and more effi cient service frame, thereby contributing to the Single to airspace users, and maintaining or European Sky implementation. improving the overall safety of the sys- tem. Description of the work Such challenging objectives call for a Phase 1 of the C-ATM Project was combination of actions that will be tar- launched in May 2004 and has an 18- geted at discarding the ineffi ciencies of month duration. At the end of this phase, today’s air traffi c management modus initial reference material will be deliv- operandi, eliminating segmentation and ered, including an operational concept considering the Air Transport System as and an associated technical baseline a whole. The aim of the C-ATM project is that will be further validated in subse- to contribute to these efforts. quent projects. C-ATM Phase 1 activities are organised Project objectives in three main Work Packages: C-ATM objectives are directed towards Work Package 1 – Operational baseline the elimination of the main obstacles led by EUROCONTROL facing the growth of the European Air The main objective of Work Package 1 Transport system over the next 20 years. is to defi ne the operational concept to The major challenge addressed by C- be developed and implemented within ATM is the dramatic improvement of the the C-ATM project. The C-ATM opera- overall network effi ciency, to provide a tional concept will build upon mature more reliable and predictable service to elements of research developed in pre- airspace users – particularly airlines – in vious research programmes, integrating order to support cost effective, on-time and consolidating these into an overall air transport services. operational concept that is achievable in This will be achieved through the imple- the target timeframe. In addition to iden- mentation of co-operative systems and tifying and documenting this concept and processes aimed at optimising system typical operational scenarios, the work resources and task distribution between package includes activities to analyse air and ground, supported by the sharing the cost-benefi t and safety impacts of of common data across the system. deploying the concept. The project places great importance Work Package 2 –Technical baseline led by AIRBUS France on maintaining or improving the over- all safety of the system. Environmental The main objective of Work Package protection will be assured by the early 2 is to defi ne high level functional and

305 technical requirements of the airborne Work Package 0 includes project coor- and ground applications supporting the dination activities, and project dissemi- operational concept, including interop- nation and communication activities. erability issues. An initial generic speci- Project coordination activities consist fication will be defined and its impact of tasks linked to the management and on airborne and ground systems will coordination of the project at consortium be analysed, thus creating the technical level, administration and reporting to the baseline of the project. A specific activity European Commission. will be dedicated to supporting standar- disation of the selected solutions. Expected results Work Package 3 – Roadmap and plan- C-ATM Phase 1 will deliver an opera- ning led by AENA tional and technical reference baseline supported by an initial assessment of This Work Package will provide a general operational deployment roadmaps, while assessment of the potential deployment subsequent projects are envisaged to plan and implementation schedule of the provide further supporting validation concepts, procedures and applications material. defined in C-ATM (i.e. the roadmap and transition plans) and will establish a pre- The aim is for C-ATM Phase 1 output liminary validation plan. Specific atten- to become reference material defining tion will be paid to certification issues, cooperative ATM operations deploy- considering their impact on the imple- able in the 2012 timeframe. It will form mentation schedule. a major input into subsequent R&D and validation projects, and into SESAME, C-ATM Phase 1 is coordinated by THALES thereby contributing to the Single Euro- Air Traffic Management who also have a pean Sky implementation. leading role in Work Package 0 – Project Management Activities.

306 Acronym: C-ATM Contract No.: TREN/04/FP6AE/S07.29954/502911 Instrument: Integrated Project Total Cost: €9 178 219 EU Contribution: €4 688 196 Starting Date: 05/04/2004 Duration: 18 months Website: www.c-atm.org Coordinator: THALES ATM 19, Rue de la Fontaine FR-92221 Bagneux Contact: Peter Howlett Tel: + 33 1 40 84 13 65 Fax: + 33 1 40 84 37 07 E-mail: [email protected] EC Officer: Morten Jensen Tel: + 32 2 296 4620 Fax: + 32 2 296 8353 E-mail: [email protected] Partners: THALES ATM S.A. FR Entidad Pública Empresarial Aeropuertos Españoles y Navegación Aérea (AENA) ES Airbus France S.A.S. FR Alenia Marconi Systems S.p.A. IT BAE SYSTEMS Avionics Ltd. UK DFS Deutsche Flugsicherung GmbH DE Deutsche Lufthansa A.G. DE Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR) DE Direction de la Navigation Aérienne (DNA) INT Eurocontrol - European Organisation for the Safety of Air Navigation INT Indra Sistemas ES Ingenieria Y Economia del Transporte S.A. (INECO) ES Ingenieria de Sistemas para la Defensa de Enpaña S.A. (ISDEFE) ES Luftfartsverket (Swedish Civil Aviation Administration) SE Stichting Nationaal Lucht- en Ruimtevaart Laboratorium (NLR) NL Sistemi Innovativi per il Controllo del Traffico Aereo (SICTA) IT Société Française d’Etudes et de Réalisations d’Equipements Aéronautiques (SOFREAVIA) FR THALES Avionics S.A. FR NATS En Route Ltd. UK Luchtverkeersleiding Nederland (LVNL) NL Alitalia Linee Aeree Italiane S.p.A. IT ENAV S.p.A. IT

307 308 Unit staff contactIntroductionInt listroduction

RTD Unit H

European Commission DG RTD H3 CDMA 21, Rue du Champ de Mars Brussels 1049, Belgium

H: Transport

Director Jack Metthey Tel. 68870 CDMA 4/45 [email protected] Fax 92111 Assistant Secretary Karen Saelens Tel. 68318 CDMA 4/33 [email protected] Fax 92111 Secretary Audrey Bossuyt Tel. 62275 CDMA 4/33 [email protected] Fax 92111

H.3 Aeronautics

Head of Unit Liam Breslin Tel. 50477 CDMA 4/167 [email protected] Fax 66757 Secretary Rosemary Thompson Tel. 55721 CDMA 4/164 [email protected] Fax 66757 Project Offi cer Marco Brusati Tel. 94848 CDMA 4/169 [email protected] Fax 66757 Project Offi cer Daniel Chiron Tel. 52503 CDMA 4/134 [email protected] Fax 66757 Project Offi cer Dietrich Knörzer Tel. 61607 CDMA 4/161 [email protected] Fax 66757 Project Offi cer Per Kruppa Tel. 65820 CDMA 4/162 [email protected] Fax 66757 Project Offi cer Jean-Pierre Lentz Tel. 66592 CDMA 4/137 [email protected] Fax 66757

309 Project Officer Remy Denos Tel. 86481 CDMA 4/170 [email protected] Fax 66757 Project Officer Jean-Luc Marchand Tel. 86619 CDMA 4/138 [email protected] Fax 66757 Project Officer Jose Martin Hernandez Tel. 57413 CDMA 4/163 [email protected] Fax 66757 Project Officer Andrzej Podsadowski Tel. 80433 CDMA 4/133 [email protected] Fax 66757 Project Officer Hans Josef von den Driesch Tel. 60609 CDMA 4/172 [email protected] Fax 66757 Information and Tonia Jimenez Nevado Communications Tel. 92192 CDMA 4/160 Officer [email protected] Fax 66757 Secretary Nuria Fernandez Maroto Tel. 66932 CDMA 4/171 [email protected] Fax 66757 Secretary Carine Kobylinski Tel. 94267 CDMA 4/167 [email protected] Fax 66757 Secretary Vanessa Martinez y Foix Tel. 20802 CDMA 4/167 [email protected] Fax 66757 Secretary Nadine Mercier Tel. 67933 CDMA 4/170 [email protected] Fax 66757 Secretary Krystyna Elsbieta Sitkowska Tel. 88322 CDMA 4/171 [email protected] Fax 66757

310 TREN Unit F European Commission DG TREN F02 DM24 5/ 24, Rue de Mot Brussels 1049, Belgium

F2 Air Traffic Management & Airports

Head of Unit Bernard Van Houtte Tel. 50494 DM24 05/065 [email protected] Fax 68353 Project Officer Morten Jensen Tel. 64620 DM24 05/068 [email protected] Fax 68353 Project Officer Chris North Tel. 68336 DM24 05/033 [email protected] Fax 68353 Project Officer Cesare Bernabei Tel. 58141 DM 24 05/037 [email protected] Fax 68353 Secretary Viviane Hansquine Tel. 54975 DM24 05/075 [email protected] Fax 68353 Secretary Francine Roothooft Tel. 57083 DM24 05/059 [email protected] Fax 68353

311 Index by acronyms

A F R AD44D 299 FARE-Wake 226 REMFI 55 ADELINE 67 FIDELIO 229 RETINA 94 ADLAND 85 FLIRET 45 S ADVACT 145 FLYSAFE 232 SAFEE 267 AEROMAG 159 FRESH 23 SCRATCH 69 AERONET III 177 FRIENDCOPTER 206 SEFA 219 AERONEWS 248 G SIRENA 97 AeroSME V 53 GOAHEAD 50 SMIST 261 AEROTEST 180 SPADE 290 AIDA 183 H SUPERTRAC 58 AISHA 251 HASTAC 76 SYNCOMECS 100 AITEB II 150 HeliSafe TA 246 ALCAS 161 HILAS 257 T ANASTASIA 72 HISAC 213 TATEF II 152 AROSATEC 148 I TATEM 263 ARTIMA 254 TELFONA 60 ICE 83 ASAS-TN2 271 TLC 198 IDEA 116 ASICBA 223 TOPPCOAT 127 IFATS 296 ASSTAR 274 TURNEX 221 INTELLECT D.M. 196 ASTERA2 IPAS 25 U ATENAA 47 IPROMES 119 UFAST 62 ATPI 81 ISAAC 236 ULTMAT 156 AVITRACK 281 ITOOL 121 B V L VERDI 130 B-VHF 293 LAPCAT 136 VITAL 200 C LIGHTNING 240 VIVACE 31 C-ATM 305 M VortexCell2050 142 CAATS 302 MACHERENA 124 W CELINA 186 MESEMA 88 WALLTURBA 65 COCOMAT 164 MESSIAEN 210 WEL-AIR 132 CoJeN 204 MULFUN 172 WISE 79 COMPACTA 102 MUSCA 28 COMPROME 105 D N NACRE 139 DATON 167 NOESIS 174 DEEPWELD 107 DESIDER 36 O DIALFAST 169 ONBASS 243 DINAMIT 110 OpTag 287 E OPTIMA 277 ECARE+ 192 P ECATS 189 PIBRAC 91 ECOSHAPE 113 PROBAND 216 ELECT-AE 194 EMMA 284 EUROLIFT II 39 EWA 42

312 Index by instruments

CA AEROTEST 180 IPROMES 119 AERONET III 177 AIDA 183 ISAAC 236 ASAS-TN2 271 AISHA 251 ITOOL 121 CAATS 302 AITEB II 150 LAPCAT 136 ELECT-AE 194 ATENAA 47 LIGHTNING 240 AROSATEC 148 MACHERENA 124 IP ARTIMA 254 MESEMA 88 ALCAS 161 ASICBA 223 MESSIAEN 210 ANASTASIA 72 ASSTAR 274 MULFUN 172 C-ATM 305 ASTERA 2 ??? MUSCA 28 EMMA 284 ATPI 81 NOESIS 174 FLYSAFE 232 AVITRACK 281 ONBASS 243 FRIENDCOPTER 206 B-VHF 292 OpTag 287 HILAS 257 CELINA 186 PIBRAC 91 HISAC 213 COCOMAT 164 PROBAND 216 NACRE 139 CoJeN 204 REMFI 55 OPTIMA 277 COMPACTA 102 RETINA 94 SAFEE 267 COMPROME 105 SEFA 219 SPADE 290 DATON 167 SIRENA 97 TATEM 263 DEEPWELD 107 SMIST 261 VITAL 200 DESIDER 36 SUPERTRAC 58 VIVACE 31 DIALFAST 169 SYNCOMECS 100 NoE DINAMIT 110 TATEF II 152 ECATS 189 ECOSHAPE 113 TELFONA 60 EWA 42 EUROLIFT II 39 TLC 198 FARE-Wake 226 TOPPCOAT 127 SSA FIDELIO 229 TURNEX 221 AeroSME V 53 FLIRET 45 UFAST 62 ECARE+ 192 FRESH 23 ULTMAT 156 SCRATCH 69 GOAHEAD 50 VERDI 130 STREP HASTAC 76 VortexCell2050 142 AD4 299 HeliSafe TA 246 WALLTURBA 65 ADELINE 67 ICE 83 WEL-AIR 132 ADLAND 85 IDEA 116 WISE 79 ADVACT 145 IFATS 296 AEROMAG 159 INTELLECT D.M. 196 AERONEWS 248 IPAS 25

313 Index by Contract number

Contract Acronym Page ACA3-CT-2003-502882 AERONET III 177 ACA4-CT-2005-012213 ASAS-TN2 271 ACA4-CT-2005-012236 ELECT-AE 194 AIP3-CT-2003-502773 FRIENDCOPTER 206 AIP3-CT-2003-503521 SAFEE 267 AIP3-CT-2004-502880 OPTIMAL 277 AIP3-CT-2004-502909 TATEM 263 AIP4-516132 HISAC 213 AIP4-CT-2004-012271 VITAL 200 AIP4-CT-2005-516068 NACRE 139 AIP4-CT-2005-516092 ALCAST 161 AIP4-CT-2005-516128 ANASTASIA 72 AIP4-CT-2005-516167 FLYSAFE 232 AIP4-CT-2005-516181 HILAS 257 AIP-CT-2003-502917 VIVACE 31 ANE3-CT-2004-502889 EWA 42 ANE4-CT-2004-12284 ECATS 189 ASA-CT-2005-016087 ECARE+ 192 ASA3-CT_2004-511045 AeroSMEV 53 ASA3-CT-2004-510981 SCRATCH 69 AST3-CT-2003-501848 ISAAC 236 AST3-CT-2003-502723 COCOMAT 164 AST3-CT-2003-502741 MACHERENA 124 AST3-CT-2003-502790 CoJeN 204 AST3-CT-2003-502817 SIRENA 97 AST3-CT-2003-502818 AVITRACK 281 AST3-CT-2003-502831 DINAMIT 110 AST3-CT-2003-502832 WEL-AIR 132 AST3-CT-2003-502836 AIDA 183 AST3-CT-2003-502842 DESIDER 36 AST3-CT-2003-502846 DIALFAST 169 AST3-CT-2003-502884 ECOSHAPE 113 AST3-CT-2003-502900 COMPROME 105 AST3-CT-2003-502907 AISHA 251

314 Contract Acronym Page AST3-CT-2003-502910 B-VHF 293 AST3-CT-2003-502915 MESEMA 88 AST3-CT-2003-502938 MESSIAEN 210 AST3-CT-2003-502961 INTELLECT D.M. 196 AST3-CT-2003-502977 ULTMAT 156 AST3-CT-2003-503611 IPAS 25 AST3-CT-2003-503826 IDEA 116 AST3-CT-2004-502725 ARTIMA 254 AST3-CT-2004-502727 HeliSafe TA 246 AST3-CT-2004-502793 ADLAND 85 AST3-CT-2004-502843 ATENAA 47 AST3-CT-2004-502844 ADVACT 145 AST3-CT-2004-502856 AEROTEST 180 AST3-CT-2004-502858 OpTag 287 AST3-CT-2004-502895 REMFI 55 AST3-CT-2004-502896 EUROLIFT II 39 AST3-CT-2004-502905 IPROMES 119 AST3-CT-2004-502924 TATEF II 152 AST3-CT-2004-503019 IFATS 296 AST3-CT-2005-516053 DATON 167 AST4-516118 FLIRET 45 AST4-CT-2004-516045 ONBASS 243 AST4-CT-2004-516079 TURNEX 221 AST4-CT-2004-516089 MULFUN 172 AST4-CT-2004-516470 WISE 79 AST4-CT-2005-012008 FIDELIO 229 AST4-CT-2005-012222 PROBAND 216 AST4-CT-2005-012226 UFAST 62 AST4-CT-2005-012238 FARE-Wake 226 AST4-CT-2005-012242 ASICBA 223 AST4-CT-2005-012270 LIGHTNING 240 AST4-CT-2005-012282 LAPCAT 136 AST4-CT-2005-012326 TLC 198 AST4-CT-2005-012334 HASTAC 76

315 Contract Acronym Page AST4-CT-2005-12139 VortexCell2050 142 AST4-CT-2005-12328 AD4 299 AST4-CT-2005-516008 WALLTURB 65 AST4-CT-2005-516046 VERDI 130 AST4-CT-2005-516059 FRESH 23 AST4-CT-2005-516074 GOAHEAD 50 AST4-CT-2005-516078 COMPACT 102 AST4-CT-2005-516100 SUPERTRAC 58 AST4-CT-2005-516103 SMIST 261 AST4-CT-2005-516109 TELFONA 60 AST4-CT-2005-516111 PIBRAC 91 AST4-CT-2005-516113 AITEB II 150 AST4-CT-2005-516115 MUSCA 28 AST4-CT-2005-516121 RETINA 94 AST4-CT-2005-516126 CELINA 186 AST4-CT-2005-516134 DEEPWELD 107 AST4-CT-2005-516140 ASSTAR 274 AST4-CT-2005-516146 ITOOL 121 AST4-CT-2005-516149 TOPPCOAT 127 AST4-CT-2005-516150 NOESIS 174 AST4-CT-2005-516152. AEROMAG 159 AST4-CT-2005-516165 ADELINE 67 AST4-CT-2005-516183 SYNCOMECS 100 ASTC4-CT-2004-516057 ATPI 81 AST-CT-2003-502865 SEFA 219 AST-CT-2003-502927 AERONEWS 248 AST-CT-2003-502937 AROSATEC 148 FP6-2003-AERO-1-561131-ICE ICE 83 TREN/04/FP6AE/S07.29856/503207 SPADE 290 TREN/04/FP6AE/S07.29954/502911 C-ATM 305 TREN/04/FP6AE/S12.374991/503192 EMMA 284 TREN/04/FP6TR/S12.29891/Aero1/502791 CAATS 302

316 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.

3D Vision [FR]; 263 113, 132, 139, 159, 161, 167, 169, 186, 226, 232, 236, 261, Á. Brito, Industria Portuguesa de 263, 267 Engenagens, Lda. [PT]; 91 Airbus España S.L. [ES]; 45, 55, 60, 110, ABB Space S.p.A. [IT]; 100 139, 161, 240, 261, 263 ACIES Europe [FR]; 152, 198 Airbus France S.A. [FR]; 28, 39, 45, 55, ACORDE [ES]; 76 72, 97, 110, 113, 132, 161, 186, 200, 210, 221, 232, 236, 261, ACTICM S.A. [FR]; 119 263, 267, 284, 305 Adaptamat Ltd. [FI], 254 Airbus UK Ltd. [UK]; 8, 31, 39, 42, 45, 58, Adria Airways, Airline of Slovenia, d.d. 60, 65, 91, 102, 110, 139, 161, [SI]; 232, 257 177, 236, 261, 277 Advanced Communications Research AIRBUS S.A.S. [FR]; 31, 139, 263, 277 and Development S.A. [ES]; 79 AIRCELLE SAS [FR]; 139 Advanced Composites and Machines Airclaims Ltd. [UK]; 223 GmbH [DE]; 110 Aircraft Development and Systems Advanced Composites Group Ltd. [UK]; Engineering B.V. (ADSE) [NL]; 161 213 Advanced Structures and Materials Aircraft Management Technologies Ltd. Technology [NL]; 167 (AMT) [IE]; 257 AEA Technology GmbH [DE]; 36 Aircraft Research Association Ltd. [UK]; Aermacchi S.p.A. [IT]; 210 42, 45, 55, 139, 213 Aeroforme S.A. [FR]; 161 Airport Debrecen KFT [HU]; 287 ASD – AeroSpace and Defence Airport Research Center GmbH [DE]; Industries Association of Europe 290 [BE]; 53 Airtel ATN Ltd. [IE]; 267 Aerosystems International Ltd. [UK]; Ajilon Engineering [FR]; 31 263 Aktionsgemeinschaft Luft- und Agusta S.p.A. [IT]; 50, 164, 206, 277 Raumfahrtorientierter Air BP Ltd. [UK]; 177 Unternehmen in Deutschland e.V. (ALROUND) [DE]; 69, 148 Air France [FR]; 263 Aktiv Sensor GmbH [DE]; 50 Air Liquide [FR]; 186 Alenia Aeronautica S.p.A. [IE]; 28, 31, Air Malta plc [MT]; 232 36, 39, 88, 100, 102, 113, 121, Air Navigation Services of the Czech 132, 139, 159, 161, 169, 213, 219, Republic [CZ]; 284 236, 261, 263, 296 Airbus Deutschland GmbH [DE]; 28, 31, Alenia Marconi Systems S.p.A. [IT]; 284, 39, 42, 45, 55, 60, 72, 83, 110, 305

317 Alenia Spazio S.p.A. [IT]; 172 Athens International Airport S.A. [GR]; 290 Algo’Tech Informatique S.A. [FR]; 23 ATITECH S.p.A. [IT]; 257 Alitalia Linee Aeree Italiane S.p.A. [IT]; 305 ATS Kleizen [NL]; 161 All-Russia Institute of Light Alloys [RU]; AustroControl [AT]; 232 159 Autoflug GmbH [DE]; 246 Allvac Ltd. [UK]; 200 Auxitrol S.A. [FR]; 177, 18 Alma Consulting Group S.A.S. [FR]; 60, Aviation Enterprises Ltd. [UK]; 240 120 Aviation Hazard Analysis Ltd. [FR]; 284 ALONIM Holdings Agricultural Cooperative Ltd. [IL]; 159 AVIO S.p.A. [IT]; 31, 127, 130, 145, 150, 152, 156, 183, 194, 196, 198, Alstom AG [CH]; 152 200, 221 ALSTOM Power (UK) Ltd. [UK]; 150, 194 Avitronics Research [GR]; 83, 232, 257, Alstom Switzerland Ltd. [CH]; 127 263 ANECOM AEROTEST GmbH [DE]; 216 AVTECH Sweden AB [UK]; 232, 257 ANOTEC Consulting, S.L. [ES]; 206 AXIST s.r.l. [IT]; 119 Antanas Gustaitis Aviation Institute of Bóreas Ingeniería y Sistemas S.A. [ES]; Vilnius Gediminas Technical 174 University [LT]; 83 BAE SYSTEMS (Operations) Ltd. [UK]; ARC Seibersdorf research GmbH [DE]; 25, 31, 42, 232, 257, 261, 263, 261, 281 267, 271, 274, 293 ARCELLES SAS [FR]; 206 BAE SYSTEMS Avionics Ltd. [UK]; 284, 305 ARKEMA S.A. [FR]; 174 Battery Company RIGEL [RU]; 142 ARTEC Aerospace [FR]; 81 BCT Steuerungs- und DV-Systeme ARTTIC [FR]; 31, 139, 200 GmbH [DE]; 148 ASCO Industries N.V. [BE]; 248, 251 Bergische Universität Ascom (Switzerland) Ltd. [CH]; 72 Gesamthochschule Wuppertal [DE]; 177, 180, 189 Associación de Investigación y Cooperación Industrial de Boeing Research & Technology Centre Andalucía [ES]; 130, 161 [SE]; 248 Association Nationale de la Recherche Brimalm Engineering AB [SE]; 174 Technique (ANRT) [FR]; 192 Bristol [UK]; 102 Association pour la Recherche et le Brno University of Technology [CZ]; 76, Développement des Méthodes 79, 167 et Processus Industriels [FR]; 65, 107 Budapesti Műszaki és Gazdaságtudományi Egyetem ATCT Industries Ltd. [IL]; 67, 263 (BME) [HU]; 219 ATECA - Application des Technologies Building Research Establishment Ltd. Avancées S.A. [FR]; 174 [UK]; 83

318 Bundesanstalt für Materialforschung 62, 65, 145, 174, 180, 196, 198, und Materialprüfung (BAM) 204, 213, 226, 232, 263 [DE]; 91, 267 Centre Suisse d’Electronique et de Cambridge Flow Solutions Ltd. [UK]; 150 Microtechnique S.A. [CH]; 76, 79 Carl von Ossietzky Universität Oldenburg [DE]; 83, 206 Centre Technologique en Aérospatiale C [FR]; 69 Castings Technology International [UK]; 67 Centro de Estudios e Investigaciones Técnicas de Gipuzkoa (CEIT) Catherineau S.A. [FR]; 81 [ES]; 23, 2 Cedrat Technologies S.A. [FR]; 85, 88, Centro Elettrotecnico Sperimentale 251 Italiano ‘Giancino Motta’ S.p.A. Cenciarini & Co. s.r.l. [IT]; 267 (CESI) [IT]; 127 Central Aerohydrodynamic Institute Centro Italiano Ricerche Aerospaziali (TsAGI) [RU]; 45, 139, 161, 213, S.C.p.A. (CIRA) [IT]; 39, 42, 50, 232 58, 60, 136, 139, 142, 206, 246, 296 Central Institute of Aviation Motors (CIAM) [RU]; 200, 213 Centro Ricerche FIAT S.C.p.A. [IT]; 174, 219 Centrale Lyon Innovation [FR]; 204, 216 Centrum dopravního v´yzkumu [PL]; 302 Centre d’Essais Aéronautique de Toulouse (CEAT) [FR]; 161 CeramOptec GmbH [DE]; 229 Centre d’Etudes de la Navigation České vysoké učení technické v Praze Aérienne (CENA) [FR]; 296 (ČVUT) [CZ]; 83 Centre de Diffusion des Technologies CFS Engineering SA [CH]; 213 de l’Information S.A. (CEDITI) Chalmers Tekniska Högskola AB [SE]; [FR]; 267 36, 65, 88, 150, 183, 200, 204, Centre de Recherche en Aéronautique 213 A.S.B.L. (CENAERO) [FR]; 28, 31, Chambre de Commerce et d’Industrie 100, 107, 130, 136, 200, 226 de Paris – Groupe ESIEE [FR]; Centre Européen de Recherche et de 94 Formation Avancée en Calcul Chambre de Commerce et d’Industrie Scientifique (CERFACS) [FR]; 31, de Toulouse Aéroport Toulouse- 196, 198, 200, 226 Blagnac [FR]; 281, 29 Centre for Research and Technology CIMPA GmbH [DE]; 31 - Hellas [GR]; 257 Civil Aviation Authority (CAA) - Aviation Centre for Technology and Innovation Health Unit [UK]; 83 Management (CeTIM) [DE]; 192 Civil Aviation University of China (CAUC) Centre Internacional de Mètodes C [CN]; 257 Numèrics en Enginyeria (CIMNE) [ES]; 25, 55, 107, 130 Cluster de Aeronautica y Espacio del Pais Vasco (HEGAN) [ES]; 192 Centre National de la Recherche Scientifique (CNRS) [FR]; 36, Comité Richelieu [FR]; 192

319 Commissariat à l’Energie Atomique Davidson Ltd. [UK]; 277 [FR]; 119 DEDALE S.A. [FR]; 257 Compañia Española de Sistemas Deep Blue [IT]; 232, 257, 302 Aeronáuticos S.A. (CESA) [ES]; 124 Deharde Maschinenbau H. Hoffman GmbH [DE]; 45 Composite Tooling & Structures Ltd. [UK]; 161 DEIMOS Space S.L. [ES]; 302 Computadoras, Redes e Ingeniería, S.A. Deutsche Lufthansa A.G. [DE]; 177, 293, (ASTRIUM CRISA) [ES]; 172 305 Consejo Superior De Investigaciones Deutsches Zentrum für Luft- und Científicas [ES]; 248 Raumfahrt e.V. (DLR) [DE]; 25, 28, 31, 36, 39, 42, 45, 47, 50, Cooperative Research Centre for 55, 58, 60, 72, 83, 121, 132, 136, Advanced Composite Structures 139, 150, 161, 164, 167, 177, Ltd. [AV]; 164, 263 183, 186, 189, 194, 196, 198, COORD 3 S.p.A. [IT]; 119 200, 204, 206, 213, 216, 219, 221, 226, 232, 246, 251, 254, Corticeira Amorim - Industria S.A. [PT]; 277, 284, 290, 293, 296, 305 81 DFS Deutsche Flugsicherung GmbH Coventor S.A.R.L. [FR]; 94 [DE]; 277, 284, 293, 302, 305 Coventry University [UK]; 246 Diamond Aircraft Industries GmbH [AT]; Cranfield University [UK]; 28, 31, 50, 67, 240 121, 145, 161, 200, 206, 213, Diehl Avionik Systeme GmbH [DE]; 186, 232, 248 232, 263, 284 CSM Materialteknik AB [SE]; 248 Digital Video S.p.A. [IT]; 299 CT Ingenieros, A.A.I, S.L [ES]; 100, 161 Direction de la Navigation Aérienne CTL Tástáil Teoranta [IE]; 161 (DNA) [FR]; 274, 284, 305 Culham Electromagnetics & Lightning Dornier GmbH [DE]; 219 Ltd. [UK]; 25, 24 EADS – Space Transportation GmbH Częstochowa University of Technology [DE]; 136 [PL]; 65, 226 EADS ASTRIUM GmbH [DE]; 25 D’Appolonia S.p.A. [IT]; 223 EADS ASTRIUM S.A.S. [FR]; 72 Daher Lhotellier Aerotechnologies [FR]; EADS Avions de Transport Regional 206 (ATR) [FR]; 25 DaimlerChrysler AG [DE]; 145, 263 EADS CASA [FR]; 161 Dassault Aviation S.A. [FR]; 28, 31, 36, EADS CCR [FR]; 25, 28, 31, 72, 107, 110, 39, 45, 55, 58, 65, 72, 76, 79, 113, 121, 132, 159, 161, 167, 110, 113, 121, 132, 139, 161, 186, 169, 261, 263, 267 204, 213, 221, 236, 261 EADS Deutschland CRC [DE]; 76 Dassault Data Services [FR]; 31 EADS Deutschland GmbH [DE]; 28, 31, Dassault Systèmes S.A. [FR]; 31 36, 47, 62, 72, 79, 83, 85, 88, 94, Data Respons Norge AS [NO]; 72 102, 113, 121, 132, 139, 159,

320 161, 167, 169, 186, 206, 213, ENAV S.p.A. [IT]; 271, 277, 284, 299, 305 219, 221, 254, 261, 263, 267 Energy Research Centre of the EADS Sogerma [FR]; 23, 263 Netherlands (ECN) [NL]; 186 EADS Systems and Defence Electronics ENERTEC S.A. [FR]; 267 S.A. [FR]; 296 Engin Soft Tecnologie per East Sweden Development Agency l’Ottimizzazione s.r.l. (ESTECO) (ESDA) [SE]; 192 [IT]; 130, 213 EAST-4D GmbH Lightweight Structures ENTECH [GR]; 263 [DE]; 200 Enterprise Ireland, Irish Aeronautics EasyJet Airline Company Ltd. [UK]; 257 & Space Research Network (IASRN) [IE]; 69, 69 Ecole Centrale de Lyon [FR]; 62, 204, 213, 216 Entidad Pública Empresarial Aeropuertos Españoles y Ecole Centrale de Nantes [FR]; 161, 198 Navegación Aérea (AENA) [ES]; Ecole Nationale Supérieure d’Arts 277, 284, 290, 302, 305 et Métiers (ENSAM), Centre Environics OY [FI]; 267 d’Enseignement et de Recherche d’Aix-en-Provence EPM Technology AS [NO]; 31 [FR]; 159 EPSILON Ingénierie S.A.S. [FR]; 172 Ecole Nationale Supérieure de ERA a.s. [UK]; 284 l’Aéronautique et de l’Espace (SUPAERO) [FR]; 161, 2 ERA Technology Ltd. [UK]; 72 Ecole Nationale Supérieure des Arts Erdyn Consultants [FR]; 296 et Industries Textiles (ENSAIT) ESI Group [FR]; 121 [FR]; 161 ESIC - SN S.A.R.L. [DE]; 119 Ecole Nationale Supérieure des Technologies Industrielles Eská správa leti, s.p. (Czech Airports Avancées (ESTIA) [FR]; 23 Authority) [CZ]; 284 Ecole Normale Supérieure de Cachan Esoce.net [IT]; 31 [FR]; 28 ETS Echevarria et Fils [FR]; 124 Ecole Polytechnique Fédérale de Euro Consultants Ltd. [IL]; 69 Lausanne [CH]; 152, 213, 213 Euro Inter Toulouse [FR]; 23, 69, 81, 97, ECORYS Nederland B.V. [NL]; 223, 267, 281 290 Euro Telematik A.G. [DE]; 232, 243, 274 Eidgenössische Technische Hochschule Zürich [CH]; 243 Eurocontrol - European Organisation for the Safety of Air Navigation Elbit Systems Ltd. [IE]; 257 [INT]; 177, 213, 271, 274, 277, Electricité de France [FR]; 36, 156 284, 302, 305 ELOP Industries [IL]; 229 Eurocopter Deutschland GmbH [DE]; 36, 50, 88, 206, 232, 246, 254, 277 Empresarios Agrupados S.A. [ES]; 31 Eurocopter S.A.S. [FR]; 31, 50, 76, 79, Enabling Process Technologies [UK]; 110, 159, 206, 246, 251, 263, 102 277

321 Eurofly S.p.A. [IT]; 257 Foundation for Research and Technology Hellas [GR]; 50, 62 European Federation of high tech SMEs [BE]; 192 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung European Research and Project Office e.V. [DE]; 83, 85, 116, 240, 248, GmbH [DE]; 88 257, 299 European Space Agency (ESA) [NL]; 138 Frederick Institute of Technology [CY]; European Transonic Windtunnel GmbH 257 (ETW) [DE]; 39, 42, 45, 55, 60 Free Field Technologies S.A. [BE]; 206, Europus Ltd. [UK]; 69, 287 210, 221 Eurostep AB [SE]; 31 Frequentis Nachrichtentechnik GmbH [AT]; 293 EuroTelematik A.G. [DE]; 284 Fundación Centro de Tecnologías Extra Flugzeugproduktions-und- Aeronáuticas [ES]; 200, 251 Vertriebs-GmbH [DE]; 240 Fundación Empresa Universidad de Fémalk RT Aluminium Die Casting Zaragoza [ES]; 121, 198 Foundry Ltd. [HU]; 116 Fundación European Software Institute Federal Office for Civil Aviation (FOCA) (ESI) [ES]; 299 [CH]; 177 Fundación INASMET [ES]; 69, 105, 172, Federal State Unitary Enterprise All 174 Russian Scientific Research Institute of Aviation Materials Fundación para la Investigación y [RU]; 159, 161 Desarollo en Automoción [ES]; 110, 246 Fedespace [FR]; 281 Fundación Tekniker [ES]; 263 Fibre Metal Laminates Centre of Competence [NL]; 169 Futura International Airways S.A. [ES]; 257 Fischer Advanced Composite Components AG [AT]; 200 Galileo Avionica S.p.A. [IT]; 232, 257, 263, 267 Flughafen Zürich A.G. - Unique [CH]; 177 Gamesa Desarrollos Aeronáuticos S.A. [ES]; 164, 206, 254, 263 Fluorem S.A.S. [FR]; 216 GateHouse A/S [DK]; 72 FORCE Technology [DE]; 200 Geo-ZUP Company [RU]; 72 Formtech GmbH [DE]; 206 German-Dutch Wind Tunnels (DNW) Forschungsgesellschaft für [DE]; 42 Arbeitsphysiologie und Arbeitsschutz e.V. (IFADO) [DE]; Germanischer Lloyd AG [DE]; 186 219 Gesellschaft beratender Ingenieure Forschungszentrum Jülich GmbH (FZJ) für Berechnung und [DE]; 127 rechnergestützte Simulation GmbH (RWP) [DE]; 116 Forschungszentrum Karlsruhe GmbH [DE]; 177, 180, 189 Gestione Aeroporti Sardi S.p.A. [IT]; 223 GEYCA Gestión y Calidad S.L. [ES]; 124

322 GKN Aerospace Services Ltd. [UK]; Icaros Computing Ltd. [GR]; 39 161, 2 IKT System Partner A.S. [NO]; 97, 281 GKSS – Forschungszentrum Geesthacht Imperial College London [UK]; 31, 36, GmbH [DE]; 132 60, 72, 167, 196 Global Design Technology [BE]; 200 Inéva – CNRT L2ES [FR]; 186 Global Security Services Solutions Ltd. IN.SI.S. S.r.l. [IT]; 47 (GS-3) [IL]; 267 INBIS Ltd. [UK]; 31, 161 GMV S.A. [ES]; 277 INCODEV S.A. [FR]; 263 GPV PCB Division A/S [DK]; 172 Incontrol Management Consultants Grid Systems [ES]; 25 [UK]; 290 Gromov Flight Research Institute [RU]; Indra Sistemas [ES]; 305 177 Industria [FR]; 145 Groupement d’Intérêt Public ‘Ultrasons’ FRNDT Expert [FR]; 248 Industria de Turbo Propulsores S.A. [ES]; 31, 130, 152, 183, 200, 204 GTD, Sistemas de Información, S.A.U. [ES]; 232 Informatique, Electromagnétisme, Electronique, Analyse Högskolan i Trollhättan/Uddevalla (HTU) Numérique (IEEA) [FR]; 267 [SE]; 127, 130, 200 Ingenieria de Sistemas para la Defensa Hellas Jet S.A. [GR]; 274 de Enpaña S.A. (ISDEFE) [ES]; Hellenic Aerospace Industry S.A. [GR]; 206, 267, 277, 290, 302, 305 164, 174, 232, 263, 267 Ingenieria Y Economia del Transporte Helsinki University of Technology [FI]; S.A. (INECO) [ES]; 206, 277, 290, 45, 161 302, 305 Hewlett-Packard Ltd. [UK]; 31 INMARSAT Ltd. [UK]; 72 Hexcel Reinforcements [FR]; 240 Innovision Research & Technology plc [UK]; 287 Hispano-Suiza S.A. [FR]; 263 Institut de Soudure [FR]; 107, 132 HITT N.V. [NL]; 290 Institut für Fertigungstechnik im Hovemere Ltd. [UK]; 232 Automobilbau GmbH (INFERTA) HTS GmbH [DE]; 172 [DE]; 116 Hurel-Hispano [FR]; 200 Institut für Technische und Angewandte Physik GmbH [DE]; 219 HYB proizvodnja hibridnih vezij, d.o.o [SI]; 94 Institut für Verbundwerkstoffe GmbH [DE]; 174 Hydro Control Steuerungstechnik GmbH [DE]; 31 Institut für Verbundwerkstoffe GmbH (IVW) [DE]; 110 IberEspacio [ES]; 31 Institut Jozef Stefan (IJS) [SL]; 94, 186 Iberia Líneas Aéreas de España S.A. [ES]; 257 Institut National de Recherche en Informatique et en Automatique IBK Ingenieurbüro Dr. Kretschmar [DE]; (INRIA) [FR]; 213, 281 39, 45, 97, 139, 213

323 Institut National de Recherche sur les Instituto de Engenharia de Sistemas e Transports et leur Securité [FR]; Computadores do Porto (INESC) 219 [PT]; 229 Institut National des Sciences Instituto de Engenharia Mecanica e Appliquées de Lyon [FR]; 121 Gesto Industrial (INEGI) [PT]; 91, 167 Institut National des Sciences Appliquées de Toulouse [FR]; Instituto de Soldadura e Qualidade (ISQ) 72, 145 [PT]; 148, 206, 263 Institut National Polytechnique de Instituto Nacional de Técnica Grenoble [FR]; 102, 159 Aeroespacial (INTA) [ES]; 39, 55, 139, 161 Institut National Polytechnique de Lorraine [FR]; 23 Instituto per le Ricerche di Tecnologia Meccanica e per l’Automazione Institut National Polytechnique de S.p.A. [IT]; 113 Toulouse [FR]; 36, 62, 186 Instituto Superior Técnico (IST) [PT]; 58, Institute of Aircraft Design and 60, 206, 219, 226, 254 Lightweight Structures [DE]; 167 Instituto Trentino di Cultura [IT]; 236 Institute of Aviation Warsawa (IoA) [PL]; Institutul National de Cercetari 213 AeroSpatiale ‘Elie Crafoli’ [RO]; 62, 69 Institute of Communication and Computer Systems [GR]; 97, 257 Institutul Pentru Analiza Sistemlor S.A. [RO]; 263 Institute of Fluid Flow Machinery (IFFM) [PL]; 62, 254 Instytut Lotnictwa [PL]; 62, 69, 69, 85, 177 Institute of Fundamental Technological Research (IFTR) [PL]; 85 Instytut Maszyn Przeplywowych im. Roberta Swewalskiego Polskiej Institute of Mechanics of Materials and Akademii Nauk [PL]; 150, 198 Geostructures S.A. [GR]; 91 Integrated Aerospace Sciences Institute of Physical High Technology Corporation O.E. (INASCO) [GR]; [DE]; 229 28, 105, 113, 139, 174, 204, 213, Institute of Sound and Vibration 261, 263 Research (ISVR) [UK]; 221 International Air Transport Association Institute of Structures and Advanced (IATA) [INT]; 290 Materials (ISTRAM) [GR]; 69, International STAR Training (IST) [FR]; 113, 132, 169, 263 263 Institute of Theoretical and Applied Interuniversitair Micro-Elektronica Mechanics (ITAM) [RO]; 62, 213 Centrum vzw [BE]; 94 Institute of Thermomechanics - Intespace [FR]; 31 Academy of Sciences of the Czech Republic [CZ]; 248 IRD Fuel Cell A/S [DK]; 186 Instituto de Desenvolvimento de Novas Irish Composites (Ábhair Cumaisc Technologias [ES]; 31 Teoranta) [IE]; 110, 161 iRoC Technologies S.A. [FR]; 243

324 Iscom Composites Institute [IL]; 240 LUFTFARTSVERKET (Swedish Civil Aviation Administration) [SE]; I-Sight Software S.A.R.L. [FR]; 31 271, 305 ISOJET Equipements S.A.R.L. [FR]; 105 Lufthansa Systems Flight Nav Inc. [DE]; Israel Aircraft Industries Ltd. (IAI) [IL]; 257 105, 116, 119, 161, 164, 167, Luleå tekniska universitet (LTU) [SE]; 174, 263, 296 31, 13 Issoire-Aviation S.A. [FR]; 161 Lunds Universitet [SE]; 180, 198, 257 Jeppesen GmbH [DE]; 232 Météo-France [FR]; 67, 232 Joanneum Research Magnesium Research Institute (MRI) Forschungsgesellschaft GmbH [IL]; 116 [AT]; 72 Manchester Metropolitan University Joint Research Centre [BE]; 186, 257 [UK]; 177, 189 Katholieke Universiteit Leuven [BE]; Mecanizados Escribano S.L. [ES]; 124 121, 248, 251 Mecel AB [SE]; 88 KEMA Nederland B.V. [NL]; 105, 18 Medical University of Vienna [AT]; 83 Kern GmbH [DE]; 116 Meridiana S.p.A. [IT]; 223 KITE Solutions s.n.c. [IT]; 257 Messier-Bugatti [FR]; 76, 79, 91 Kok & van Engelen Composite Structures B.V. [NL]; 105 Messier-Dowty Ltd. [UK]; 31, 139, 161, 257, 263, 284 Kungliga Tekniska Högskolan (KTH) [SE]; 55, 58, 60, 88, 139, 161, Messier-Dowty S.A. [FR]; 85 206, 213, 216, 219, 257 Met Office [UK]; 232 Kuratorium OFFIS e.V. [DE]; 236 METALogic N.V. [BE]; 251 Labinal [FR]; 161 Metravib RDS [FR]; 219 Laser Zentrum Hannover e.V. [DE]; 105 Metris NV [BE]; 148 Leuven Measurements and Systems METROSTAFF s.r.l. [IT]; 119 International NV [BE]; 31, 206, 219 Middle East Technical University [TR]; 221 Liebherr Aerospace Toulouse S.A. [FR]; 210 Middlesex University Higher Education Corporation [UK]; 299 Linköpings Universitet [SE]; 169 Military University of Technology (MUT) London Metropolitan University [UK]; [PL]; 161 243 Miriad Technologies S.A. [FR]; 267 Longdin & Browning Surveys Ltd. [UK]; 287 Mondragon Goi Eskola Politeknikoa S.Coop. [ES]; 116 Loughborough University [UK]; 183, 196, 204 MS Composites [FR]; 200 Luchtverkeersleiding Nederland (LVNL) MSC Software GmbH [DE]; 31 [NL]; 277, 305

325 MTU Aero Engines GmbH [DE]; 31, 130, Office National d’Etudes et de 139, 145, 148, 150, 152, 177, 183, Recherches Aérospatiales 194, 198, 200, 263 (ONERA) [FR]; 25, 31, 36, 39, 42, 45, 50, 55, 58, 60, 62, 65, 97, 127, National Institute of Research [RO]; 88 132, 139, 145, 152, 156, 177, National Kapodistrian University of 183, 189, 194, 196, 198, 200, Athens [GR]; 189 206, 213, 216, 219, 226, 229, 232, 236, 267, 277, 290, 296 National Physical Laboratory (NPL) [UK]; 127 OKTAL S.A. [FR]; 31 National Research & Development OKTAL Synthetic Environment S.A.S. Institute for Turboengines [FR]; 97 Comoti R.A. [RO]; 200, 204 OPTRION [BE]; 81 National Technical University of Athens ORATION S.A. [GR]; 243 (NTUA) [GR]; 31, 105, 177, 177, 177, 180, 189, 213, 263 Ordimoule S.A. [FR]; 161 NATS (En Route) Ltd. [UK]; 302, 305 Otto Fuchs KG [DE]; 159 NATS (En Route) plc [UK]; 274, 293 Otto von Güricke Universität Magdeburg [DE]; 156 NDT Expert [FR]; 261, 263 Palbam Metal Works [IL]; 159 Nedtech Engineering BV [NL]; 161 Paragon Ltd. [GR]; 88, 263 Netherlands Organisation for Applied Scientific Research (TNO) [NL]; Paris Lodron Universität Salzburg [AT]; 246, 257 293 New Technologies and Services [RO]; 36 Park Air Systems AS [NO]; 284 Newlands Technology Ltd. [UK]; 88 Patria Aerostructures OY [FI]; 161 NEXT – Ingegneria dei Sistemi S.p.A. Paulstra S.N.C. [FR]; 206 [IT]; 299 PC Software Dr. Joachim Kurzke [DE]; Nickleby HFE Ltd. [UK]; 302 31 Noldus Information Technology B.V. PCA Engineers Ltd. [UK]; 200 [NL]; 257 Pechiney Centre de Recherche de Noliac A/S [DK]; 91, 206 Voreppe [FR]; 132 Northrop Grumman Sperry Marine B.V. Photon Laser Engineering GmbH [DE]; [UK]; 277 200 Norwegian Defence Research Photonic Science Ltd. [UK]; 287 Establishment (FFI) [NO]; 65 Piaggio Aero Industries S.p.A. [IT]; 60, Novator AB [SE]; 161 132, 139, 142 Numerical Mechanics Applications Plansee AG - High Performance International S.A. (NUMECA) Materials [AT]; 156 [BE]; 36, 62, 213 PLATIT AG [CH]; 124 ObjectSecurity Ltd. [UK]; 299 Polish Airlines LOT S.A. [PL]; 223 Ødegaard & Danneskiold-Samsøe A/S [DK]; 210

326 Politechnika Warszawska (Warsaw 196, 200, 204, 210, 213, 216, University of Technology) [PL]; 221 79, 139 Royal Free and University College Politecnico di Milano [IT]; 31, 50, 164, Medical School [UK]; 83 206, 223, 246 RSL Electronics Ltd. [IL]; 263 Politecnico di Torino [IT]; 31, 130, 142, RUAG Aerospace [CH]; 161, 213 145, 200, 248 Russian Institute of Space Device Polskie Zaklady Lotnicze (PZL) [PL]; 85 Engineering [RU]; 72 Polyworx VOF [NL]; 105 Rymdtekniknätverk Ekonomisk förening PRO Support B.V. [NL]; 69 (RTN) [SE]; 69 Projecto, Empreendimentos, Saab AB [SE]; 28, 161, 236 Desenvolvimento e Saarland University [DE]; 76 Equipamentos Cientificos de Engenharia (PEDECE) [PT]; 139 SAFRAN S.A. [FR]; 31, 91, 100, 127, 136, 139, 177, 183, 196, 213, 216, Prover Technology AB [SE]; 236 219, 263, 267 Przedsiębiorstwo Techniczno-Handlowe Salzgitter Magnesium-Technologie «RECTOR» S.J. [PL]; 23 GmbH [DE]; 159 QinetiQ Ltd. [UK]; 42, 152, 177, 204, 257 SAMTECH S.A. [BE]; 31, 91, 100, 107, QUANTECH ATZ [ES]; 107 161, 164 Reaction Engines Ltd. (REL) [UK]; 136 SAS Braathens AS [NO]; 257 Research Centre of the Athens SASS Acoustic Research & Design University of Economics and GmbH [DE]; 219 Business [GR]; 284, 290, 302 SC Optoelectronica 2001 S.A. [IT]; 180 RHEA System S.A. [BE]; 69, 69, 72 Scientific Generics Ltd. [UK]; 293 Rheinisch-Westfälische Technische Scientific Research Institute of Aviation Hochschule Aachen [DE]; 55, 67, Materials [RU]; 159 121, 124, 130, 164, 180, 204 Seconda Universitá degli Studi di Napoli Riga Technical University [LV]; 161, 164, [IT]; 28, 88, 161 206, 251 Selenia Communications S.p.A. [IT]; 72, Rijksuniversiteit Groningen (RuG) [NL]; 257, 263, 267 257 Selex Communications S.p.A. [IT]; 47 Robinson Associates [UK]; 243 SENER Ingeniería y Sistemas S.A. [ES]; Rockwell Collins (UK) Ltd. [UK]; 257 213 Rockwell-Collins France [FR]; 232, 267 SEROMA [FR]; 119 Rolls-Royce Deutschland Ltd. & Co. Sheffield Hallam University [UK]; 167 KG [DE]; 31, 127, 139, 150, 152, 177, 183, 194, 196, 198, 200, Shell Aviation Ltd. [UK]; 177 204, 221 Shevlin Technologies Ltd. [IE]; 257 Rolls-Royce plc [UK]; 31, 130, 139, 145, SHM Ltd. [CZ]; 124 152, 156, 177, 180, 183, 194, Short Brothers plc [UK]; 105, 161, 200

327 Sicomp AB [SE]; 174, 2 Aéronautiques (SOFREAVIA) [FR]; 305 Siemens Gebäudesicherheit GmbH [DE]; 267 Sociedad Estatal para las Enseñanzas Aeronauticas Civiles S.A. [ES]; Siemens Industrial Turbomachinery Ltd. 277 (SIT) [UK]; 150, 18 Societa’ Italiana Avionica S.p.A. [IT]; Siemens Restraint Systems GmbH [DE]; 236, 263 246 SODIELEC S.A. [FR]; 267 SIFCO Turbine Components Ltd. [IE]; 148 SONACA S.A. [BE]; 107, 161, 213 Sigmatex (UK) Ltd. [UK]; 161 Southside Thermal Sciences Ltd. [UK]; 127 SILOGIC S.A. [FR]; 281 Space Applications Services [BE]; 299 Sinters [FR]; 263 Specialvalimo J. Pap OY [FI]; 116 SIREHNA [FR]; 72 SR Technics Ireland Ltd. [IE]; 257, 263 Sistemas y Procesos Avanzados S.L. [ES]; 121 Star Alliance Service GmbH (representing six European Sistemi Innovativi per il Controllo del Airlines) [DE]; 284 Traffico Aereo (SICTA) [IT]; 274, 277, 284, 290, 299, 305 Stichting Nationaal Lucht- en Ruimtevaart Laboratorium SITA Information Networking Computing (NLR) [NL]; 25, 28, 31, 36, 39, B.V. [NL]; 267 42, 50, 72, 83, 127, 139, 161, 167, Skoda Vyzkum s.r.o. [CZ]; 91 169, 177, 189, 200, 206, 213, 216, 221, 223, 226, 232, 257, Skysoft Portugal – Software e 263, 267, 271, 274, 277, 284, Tecnologias de Informaçao S.A. 290, 302, 305 [PT]; 72, 232, 267 Selskapet for industriell og teknisk Skytek Ltd. [IE]; 148, 263 forskning ved Norges tekniske SLOT Consulting Ltd. [HU]; 69, 287, 302 høgskole (SINTEF) [NO]; 76 Slovenian Tool and Die Development Stone Foundries Ltd. [UK]; 116 Centre (TECOS) [SI]; 116 Stork Fokker AESP B.V. [NL]; 161, 169 Smiths Aerospace [UK]; 257, 263 Streit Technische Gebäude Ausrüstung Smiths Industries Aerospace & Defense [DE]; 83 Systems Ltd. [UK]; 277 Sukhoi Civil Aircraft [RO]; 213 SMR S.A. [CH]; 164 Sulzer Metco AG [CH]; 127 SNECMA [FR]; 145, 150, 152, 156, 194, Swedish Defence Research Agency (FOI) 198, 200 [SE]; 28, 36, 39, 42, 55, 58, 60, Société Anonyme Belge de 139, 164, 167, 177, 183, 189, 200, Constructions Aéronautiques 213, 254 (SABCA) [BE]; 132 Swiss Federal Institute of Technology at Société des lièges HPK S.A. [FR]; 81 Lausanne, Ceramics Laboratory [CH]; 94 Société Française d’Etudes et de Réalisations d’Equipements

328 Szewalski Institute of Fluid Flow TEGRAF Ingeniería S.L. [ES]; 251 Machinery [PL]; 45 tekever lda [PT]; 23, 69, 281 T4TECH s.r.l. [IT]; 69 Teleavio, Consorzio Telecommunicazioni TACT Scientific Consulting Ltd. [IE]; 88 Avionica s.r.l. [IT]; 267 Technapoli [IT]; 192 Telecommunication Systems Institute at Technical University of Crete Technical Research Centre of Finland [GR]; 287 (VTT) [FI]; 116 TELETEL S.A. [GR]; 76, 79 Technical University of Czestochowa [IT]; 196 Teuchos S.A.S. [FR]; 31 Technika Plastika S.A. [GR]; 105 THALES Air Defence S.A. [FR]; 232 Technion - Israel Institute of Technology THALES ATM S.A. [FR]; 271, 277, 284, [IL]; 116, 159, 164, 296 305 Technische Universität Berlin (TUB) THALES Avionics [FR]; 31, 47, 67, 72, [DE]; 36, 45, 55, 60, 67, 204, 216 186, 229, 232, 257, 263, 267, 271, 274, 277, 284, 305 Technische Universität Braunschweig [DE]; 55, 72, 97, 167 THALES Communications S.A. [FR]; 47, 296 Technische Universität Clausthal [DE]; 100 THALES Electronic Engineering GmbH [DE]; 76, 79 Technische Universität Darmstadt [DE]; 232, 263, 284 THALES Laser [FR]; 232 Technische Universität Dresden [DE]; THALES Research and Technology [UK] 145, 161, 200, 302 Ltd.; 72, 229 Technische Universität Graz [AT]; 119, THALES Systèmes Aéroportes [FR]; 94 183, 200 The Queen’s University of Belfast [UK]; Technische Universität Hamburg - 31, 62, 107 Harburg (TUHH) [DE]; 31, 174, Trasferimento di Tecnologia e 186 Conoscenza S.C.p.A. [IT]; 290 Technische Universität München (TUM) Treibacher Industrie AG [AT]; 127 [DE]; 65, 113, 124, 139, 142, 226, 267 TriaGnoSys GmbH [DE]; 72 Technische Universität Wien [AT]; 159, Trinity College Dublin [IE]; 139, 204, 213, 281 257, 263 Technische Universiteit Delft [NL]; 62, TTI Norte S.L. [ES]; 172 161, 169, 226, 246, 257, 290 Turbocoating S.p.A. [IT]; 127 Technische Universiteit Eindhoven [NL]; Turbomeca S.A. [FR]; 31, 145, 150, 152, 142, 210, 221, 226 156, 183, 194, 196, 198, 206, Technological Educational Institute of 210, 257 Piraeus [GR]; 47, 274 Tusas Aerospace Industries Inc. [TR]; Techspace Aero S.A. [BE]; 31, 119, 130, 161 200, 263 TWI Ltd. [UK]; 161 Tecnatom S.A. [ES]; 254

329 Ultra RS [FR]; 102 Universität Stuttgart [DE]; 31, 45, 50, 121, 136, 139, 200 UNIMERCO A/S [DK]; 124 Université Bordeaux 1 [FR]; 142 Universidad Carlos III de Madrid [ES]; 204 Université catholique de Louvain [BE]; 107, 210, 226, 229, 232 Universidad de La Laguna [ES]; 257 Université de Bourgogne – Dijon [FR]; 81 Universidad de Las Palmas de Gran Canaria [ES]; 293 Université de Cergy Pontoise [FR]; 219 Universidad de Málaga [ES]; 226 Université de Liège [BE]; 81 Universidad Nacional del Litoral Université de Poitiers [FR]; 204 - Instituto de Desarrollo Université Henri Poincaré Nancy I [FR]; Tecnológico para la Industria 116, 156 Química [AR]; 100 Université Paul Sabatier – Toulouse III Universidad Politécnica de Madrid [ES]; [FR]; 31, 226 55, 65, 161, 200, 204, 226, 254, 293 Université Pierre et Marie Curie [FR]; 200, 216 Universidade de Vigo [ES]; 72 Universiteit Gent [BE]; 293 Università degli Studi di Firenze [IT]; 150, 152, 196, 200 Universitetet i Oslo [NO]; 189 Università degli Studi di Genova [IT]; University College London (UCL) [UK]; 183, 198, 200 72, 287 Università degli Studi di Lecce [IT]; 200 University of Bath [UK]; 204, 226 Università degli Studi di Padova [IT]; 83 University of Birmingham [UK]; 145, 156 Università degli Studi di Pisa [IT]; 161, University of Bristol [UK]; 248, 263 167, 169 University of Cambridge [UK]; 62, 100, Università degli Studi di Roma «La 145, 150, 183, 196, 216 Sapienza» [IT]; 62, 65, 136, 198 University of Central Lancashire [UK]; Università degli Studi Roma Tre [IT]; 263 206, 216, 219 University of Cyprus [GR]; 65 Università di Napoli ‘Federico II’ [IT]; 88, University of Exeter [UK]; 248 159, 198, 213, 219, 248 University of Glasgow [UK]; 50, 62, 274 Universität Bayreuth [DE]; 110 University of Greenwich [UK]; 139 Universität der Bundeswehr München [DE]; 150, 196, 200, 240 University of Liverpool [UK]; 277 Universität des Saarlandes [DE]; 79, 88 University of Malta [MT]; 232 Universität Hannover [DE]; 102, 186, University of Manchester Institute of 232 Science & Technology (UMIST) [UK]; 31, 36 Universität Karlsruhe (Technische Hochschule) [DE]; 130, 150, 152, University of Nottingham [UK]; 31, 130, 164, 177, 189, 196, 198 200, 248 Universität Paderborn [DE]; 91 University of Oxford [UK]; 136, 152, 200

330 University of Patras [GR]; 28, 88, 102, Wireless Intelligent Systems Ltd. [UK]; 110, 159, 161, 167, 174, 186, 189, 72 206, 263, 296 Wytwornia Sprzetu Komunikacyjnego University of Plymouth [UK]; 161 «PZL-Rzeszow» S.A. [PL]; 200 University of Reading [UK]; 180, 267, 281 Wytwornia Sprzetu Komunikacyjnego ‘PZL-Swidnik’ S.A. [PL]; 206, University of Salford [UK]; 88 164, 246 University of Sheffield [UK]; 85, 102, 145, Xerox Italia S.p.A. [IT]; 31 177, 189, 254, 261, 263 Zemedelske druzstvo Rpety se sidlem ve University of Southampton [UK]; 62, 136, Rpetec [CZ]; 248 139, 142, 200, 204, 210, 213, 216, 219, 221 ZENON S.A. Robotics & Informatics [GR]; 23 University of Surrey [UK]; 65, 72, 156 ZF Luftfahrttechnik GmbH [DE]; 88, 206 University of Thessaly [GR]; 159 University of Wales, Swansea [UK]; 161 University of Warwick [UK]; 31, 204 University of Zilina [SK]; 274 Univerzita Tomáše Bati ve Zlínˇe (UTB) [PL]; 69 USE2ACES B.V. [NL]; 232 VERTAIR EEIG [BE]; 206 Vibratec [FR]; 200, 21 Vitrociset S.p.A. [IT]; 299 Volvo Aero Corporation AB [SE]; 31, 127, 130, 150, 183, 200, 204, 213 Volvo Aero Norge A.S. [NO]; 124, 2 Von Karman Institute for Fluid Dynamics (VKI) [BE]; 42, 136, 145, 150, 152, 200, 216 Vrije Universiteit Brussel (VUB) [BE]; 248 Vyzkumny a Zkusebni Letecky Ustav, A.S. (VZLU) [PL]; 42, 60, 67, 139, 161,206, 248 Wales Aerospace [UK]; 192 Walter a.s. [CZ]; 156 Warsaw Institute of Technology [PL]; 76 Weizmann Institute of Science [IL]; 174 Westland Helicopters Ltd. [UK]; 50, 206

331 European Commission

Aeronautics Research 2003 - 2006 projects Project synopses – volume 1 Research Projects from the first and second calls

Luxembourg: Office for Official Publications of the European Communities

2006 —331 pp. — 21.0 x 29.7 cm

ISBN 92-79-00643-6

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