Time for Change: Success Stories Enabling Advances in Aviation

INDEX 1. Meeting societal and market needs 4 1.1. DORA - Door to Door Information for Airports and Airlines 4 1.2. PJ05 REMOTE TOWER - Remote Tower for Multiple Airports 5 1.3. CORUS - Concept of Operation for EuRopean UTM Systems 7 Conclusion 8

2. Maintaining and extending industrial leadership 8 2.1. NHYTE - New HYbrid ThErmoplastic Composite Aerostructures Manufactured by Out of Autoclave Continuous Automated Technologies 9 2.2. Flight Test Bed #2 Project - In-flight demonstration in FTB#2 295 aircraft / ground test demonstrations in test benches/rigs 10 2.3. MULTIDRILL - Multi Material Drilling Conditions 11 2.4. ReMAP – Real-time Condition-based Maintenance for Adaptive Aircraft Maintenance Planning 14 2.5. TOICA – Thermal Overall Integrated Conception of Aircraft 15 2.6. EWIRA - External Wing Integration for Regional Aircraft Demonstrator 16 Conclusion 18

3. Protecting the environment and the energy supply 19 3.1. Gaseous Emissions 19 3.1.1. Geared Pusher Open Rotor (Clean Sky – Sustainable And Green Engines) 19 3.1.2. Lean Burn Combustion Technology (Clean Sky – Sustainable And Green Engines) 20 3.1.3. BLADE - Breakthrough Laminar Aircraft Demonstrator 21 3.1.4. JETSCREEN - JET Fuel SCREENing and Optimisation 22 3.1.5. ALTERNATE – Assessment on Alternative Aviation Fuels Development 23 3.1.6. ENABLEH2 - ENABLing cryogEnic Hydrogen based CO2 free air transport 24 3.2. Noise 26 3.2.1. JERONIMO - Jet noise of high bypass ratio engine: installation, advanced modelling and mitigation 26 3.2.2. AFLONEXT - Active Flow, Loads & Noise Control on Next Generation Wing (‘2nd Generation Active Wing’) 27 3.3. Research Policy and Atmospheric Research 28 3.3.1. REACT4C - Reducing Emissions from Aviation by Changing Trajectories for the benefit of Climate 28 3.3.2. ATM4E - Air Traffic Management for environment 29 3.4. Recycling 30 3.4.1. PAMELA - Process for Advanced Management of End of Life of Aircraft 30

3.4.2. AiMeRe - Aircraft Metal Recycling 31 3.4.3. RESET – Re-use of Thermoplastic Composite 32 3.4.4. EFFICIENT – Environmentally Friendly FIre suppression for Cargo using Innovative greEN Technology 32 3.5. Emission-Free Taxiing 34 3.5.1. ACHIEVE – Advanced mechatronics devices for a novel turboprop electric starter-generator and health monitoring system 35 Conclusion 36

4. Ensuring safety and security 37 4.1. Safety 38 4.1.2. EUNADICS-AV - European Natural Airborne Disaster Information and Coordination System for Aviation 38 4.1.3. VISION - Validation of Integrated Safety-enhanced Intelligent flight cONtrol 39 4.1.4. SARAH - Increased Safety and robust certification for ditching of aircrafts and helicopters 40 4.2. Security 40 4.2.1. COPRA - Comprehensive European Approach To The Protection Of Civil Aviation 40 4.2.2. SESAR WP16.06.02 - ATM Security Coordination and Support 41 4.2.3. XP-DITE - Accelerated Checkpoint Design Integration Test and Evaluation 42 4.2.4. GAMMA - Global ATM Security Management 43 4.2.5. OPTICS2 - Observation Platform for Technological and Institutional Consolidation of Research in Safety & Security 43 Conclusion 44

5. Prioritising research, testing capabilities & Education 45 5.1. PERSEUS - Promoting Excellence & Recognition Seal of European Aerospace Universities 45 5.2. RINGO - Research Infrastructures - Needs, Gaps and Overlaps 46 Conclusion 48

6. International cooperation 49 6.1. ICARe - International cooperation in aviation research 49 Conclusion 50

The visible high-level improvements in the brochure “Time for Change – The need to rethink Europe’s FlightPath 2050” are supported by numerous research and innovation efforts regarding technical, technological and manufacturing, process and operations improvements. These success stories are examples of projects and their outcomes, grouped according to the primary Flightpath 2050 Vision objectives, acknowledging that many projects are targeting an optimised contribution towards the achievement of several goals and only a small selection of the numerous projects was possible. The selected projects correspond to a budget of approximately 600M€: less than 10% of the R&T efforts of the EU stakeholders over the last 10 years.

1. Meeting societal and market needs

Meeting Societal & Market Needs envisions that European travellers can make informed choices about mobility options; that door-to-door travel is affordable, fast, seamless and connected, regardless of different travel means or disruptive events; and that Air Traffic Management and airports play a key role in ensuring performance and services with regards to capacity, punctuality and predictability.

The following projects have contributed to individual goals on the path to achieving this overall objective.

1.1. DORA - Door to Door Information for Airports and Airlines ● Goal: To improve mobility performance by developing a real-time, seamless and integrated information and routing system supporting travel planning and optimising travel time from the origin of a trip to an aeroplane and from the aeroplane to the final destination, taking into account possible land traffic disruptions and airport congestions. ● Success story: The DORA project created a seamless and integrated information system that helps air passengers to optimise the entire Door-to-Door journey. The DORA

solution provided a single point of visualisation and information, via smart phone application (app), of the overall trip eliminating the need for the traveller to collect information from various sources (public transport schedules, tickets, maps, etc.). For example, the app included an option to purchase a ticket on public transport or offered alternative routings in case of disruption. The system was implemented and tested in realistic environments involving the cities of Berlin and Palma de Mallorca. The participants in the pilot were highly satisfied by its convenience and its potential to save passengers’ overall travel time. (Status: finished - September 2018)

● Outlook: The project consortium established a DORA Forum to establish further synergies among various stakeholders and promote the take-off of DORA technologies on a larger scale, for example in Europe. ● Types of organisations involved in the project: Coordinated by EURESCOM- EUROPEAN INSTITUTE FOR RESEARCH AND STRATEGIC STUDIES IN TELECOMMUNICATIONS GMBH, Germany, DORA was a two-year Horizon 2020 project, involving Airports, public transport, cities, universities, research institutes and SMEs. Budget 4.68M€ / EU contribution 4.68M€

1.2. PJ05 REMOTE TOWER - Remote Towers for Multiple Airports ● Goal: To enable more cost-effective and flexible ATS provision at airports where tower infrastructure costs are disproportionately high, while enabling commercial operations where they might not otherwise be possible.

● Success story: SESAR’s Multiple Remote Tower Solutions followed earlier deliveries of single remote tower solutions that allowed one ATCO to safely provide ATS to one airport, from a remote location. Based on similar technologies, the multiple remote tower module allowed one ATCO to provide ATS to up to three small aerodromes simultaneously. The system used

high-definition cameras and other remote technologies as well as planning tools to provide ATCOs with the necessary tools and information. The solution is ready for industrialisation.

● Outlook: In the next phase, SESAR 2020 Wave 2, the successor project is now working on remote tower centres, where multiple remote tower modules can be deployed to enable a pool of controllers to be allocated flexibly to multiple airports. This includes the development of RTC supervisor and support systems and advanced automation functions as well as systems for flow management and the development of tools and features for a flexible planning of all aerodromes connected to remote tower services. This increases cost-efficiency while allowing some airports to improve their offering where it would previously have been impossible or uneconomic to do so. (Status: finished – November 2019)

● Types of organisations involved in the project: Coordinated by DLR, Germany, REMOTE TOWER Multiple Remote Tower Solutions was developed within the framework of PJ.05, a three-year Horizon 2020 project involving ANSPs, EUROCONTROL, airport operators, ground industry members, and research institutes. Budget 13.9M€ / EU contribution 9.0M€.

One air traffic controller can provide air traffic services to three small aerodromes simultaneously (Courtesy: DLR)

1.3. CORUS - Concept of Operation for EuRopean UTM Systems ● Goal: To support the rapidly growing drone business sector through the development of a concept for the integration of drones into Very Low Level (VLL) airspace. ● Success story: Building on the U-Space blueprint and the ATM Master Plan Drone Roadmap, CORUS gathered stakeholders from aviation (manned and drone), research and academia, and developed a reference Concept of Operations (CONOPS) enabling safe interaction between all airspace users in VLL in Europe, taking into consideration contingencies and societal issues.

● Outlook: The CORUS CONOPS – based on three types of airspace volume, in function of air risk, ground risk, traffic demand and other factors - together with its overview and annexes provides a foundation on which U-space implementation throughout Europe can be based and a way forward for enabling safe and efficient operations in VLL airspace, while achieving public acceptance. (Status: finished – November 2019)

● Types of organisations involved in the project: Coordinated by EUROCONTROL – European Organisation for the Safety of Air Navigation, Belgium, CORUS was a Horizon 2020 project, established within the context of SESAR involving ANSPs, research institutes and industries. Budget 2.0M€ / EU contribution 0.8M€.

A drone for Very Low Level (VLL) airspace (Courtesy: CORUS project consortium)

Conclusion

Overall, the mobility system has further evolved in the right direction for meeting Societal & Market Needs and addressed by a pipeline of research and innovation projects.

For example, the DORA project was followed by a three year MaaS4EU ‘Mobility as a Service’ project (3.7M€) from 2017-May2020. The MaaS-model is a blueprint for the realisation of aviation’s mobility goals. In addition, building on the successes of Remote Tower and CORUS, much ATM-related innovation can be expected in the near future such as coordinated in SESAR 2020 Wave 2.

However, there are still some challenges remaining in journey monitoring and reconfiguration aspects as well as the airport capacity and the realisation of a single European Sky which needs to be realised with reasonable political consent.

2. Maintaining and extending industrial leadership

The European aviation industry has a long history and evolution to remain an industrial leader. It is recognised the world over for its vehicles, engines and large range of very effective and energy efficient products and air transport services. This position has been secured through a seamless European research and innovation system that has assured continuity through blue sky research, applied research, development, demonstration and innovation in products and services.

The overall goals of the industrial leadership objective are to deliver best products and services worldwide retaining for Europe more than a 40% share of the global market, to maintain leading edge design, manufacturing and system integration capabilities and jobs supported by flagship projects from basic research to full-scale demonstrators, and to make significant cuts in development and certification costs.

Amongst others, the following projects have contributed to secure specific goals to maintain and extend industrial leadership.

2.1. NHYTE - New HYbrid ThErmoplastic Composite Aerostructures Manufactured by Out of Autoclave Continuous Automated Technologies ● Goal: Develop concepts and methodologies enabling the realization of innovative and green integrated aerostructures made by a new recyclable hybrid thermoplastic composite material with multifunctional capabilities. ● Success story: The proposed high-performing multilayer hybrid material, based on a commercial PEEK-Carbon Fibre Prepreg with the addition of amorphous (PEI) films, gave improved toughness - better impact damage performance – and at the same time a faster, cheaper and lower energy manufacturing process due to not requiring an autoclave curing phase. ● Outlook: Cost-saving processes and structural performance are now proven at laboratory level. Further refining to standardize material and processes for aircraft applications is required. A weight saving target not less than 5% for primary structures has been set by the consortium, as well as an expectation towards end of life structures recycling benefits. (Status: finished - October 2020)

● Types of organisations involved in the project: Coordinated by NOVOTECH AEROSPACE ADVANCED TECHNOLOGY SRL, Italy, NHYTE is a Horizon2020 project involving universities, research institutes and industries. Budget 5.25M€ / EU contribution 5.25M€.

2.2. Flight Test Bed #2 Project - In-flight demonstration in FTB#2 295 aircraft / ground test demonstrations in test benches/rigs ● Goal: Perform ground test demonstrations in preparation for in-flight demonstration of FTB#2 including: on ground structural wing rig and wind tunnel tests, on ground EMAs actuation rigs, structural cockpit and active cockpit. ● Success story: Development of technology bricks are progressing in time and cost, including: ○ Winglet Morphing ○ Multifunctional Flap for Advanced High Lift Devices ○ Pilot Workload Reduction & Flight Automation: Voice Command, Enhance Light Eye Visor. ○ MATERIALS: Infusion (LRI) & ISC Thermoplastics ○ Wing Box Technologies in composites “one shot” in fuselage ○ Improved A/C SATCOM connectivity: Embedded Antenna in the fuselage structure ○ Advanced Wind Tunnel Tests techniques. High fidelity aerodynamic simulations ○ Nacelle Highly efficient 2 phase de-icing system. ○ Wing Leading Edge Highly efficient Induction de-icing system. ○ New Manufacturing Technologies: Jig-less Assembly, Additive Manufacturing, One-Shot-Drilling. ○ Semi morphing Wing Concept & Load Alleviation Systems ○ Affordable Flight Control System FCS for Wing Optimization Control Surfaces: EMA integration on the Wing Control Surfaces ○ HVDC Electrical System Integration ● Outlook: FTB#2 will be one of the few demonstrators to fly in CS2 (Status: ongoing - installing all components in aircraft and working in the ground test benches/rigs)

● Types of organisations involved in the project: Coordinated by Airbus D&S SAU, Spain, The Flight Test Bed #2 project fulfils the testing needs for four Clean

Sky projects, OUTCOME - AIR Core Partner (Aernnova, Fidamc, Tecnalia, CTA, CATEC), EWIRA – REG Core Partner (Aciturri), PASSARO – AIR Core Partner (Caetano, INEGI, ISQ, AERTEC) and HEROUX (old CESA) – SYS Linked Third Party. Total budget approx. 90M€ (of which Airbus DS own leader funding around 32M€)

Advanced Wind Tunnel Tests (Courtesy: Airbus)

Innovative ailerons - fitted by EWIRA project (Courtesy: Aciturri)

2.3. MULTIDRILL - Multi Material Drilling Conditions ● Goal: Drilling tools (or Aligning drilling methods to improve riveting). Drilling is fundamental for the aerospace industry with riveting being the most used, approved method to join structural parts. Each aircraft uses thousands of rivets. To improve quality, the industry and the value chain developed new drilling

machines or Electric Drilling Units (EDU) to substitute current pneumatic ones. However, these EDUs and existing drilling tools needed to be better aligned to work together. This project has developed methodologies to achieve the best combination between drilling tools and new portable machines (EDU). ● Success story: New multi-material drilling condition drilling tools materials and cutting geometries more adequate to use in conjunction with new drilling machines. The integration of electric drilling portable units (EDU) enables programming of the cutting condition according to the stacking to be drilled. The integrated development means:

○ less time needed to drill multi-material aerospace structures (composite, metallic aluminium, titanium and hybridations) ○ better final quality of holes ○ less manual work ● Outlook: This project brings two key advantages: ○ reduces manual work for this type of operation and improves the final quality of the drilled holes ○ reduces the time needed to drill the multi-material aerospace structures (mix of composite, aluminum, titanium and other hybridations)

These are clear competitive indicators, bringing innovative products to the market. This project has been developed in synergy within the Aernnova perimeter of Clean Sky 2 demonstrators. The existence of these innovative demonstrators is relevant as integrators on innovation in the manufacturing process domain. (Status: finished - December 2017)

● Types of organisations involved in the project: Coordinated by AERNNOVA, Spain, MULTIDRILL was a 2-year Additional Activity performed on synergy with Clean Sky 2 ITD Airframe Winglet project (2015-2020) including 4 Partners and providers from 2 European countries, Spain and France. The project involved AERNNOVA as industrial partner, 1 technology partner FIDAMC and 2 providers

on value chain from France and Spain. Budget of 0.7M€ / EU contribution 0.35M€ and Castilla-La Mancha Spanish Regional funding of 0.05M€.

Clean Sky 2 project MULTIDRILL Electric Drilling Unit (EDU) mounted on a light robotic cell (Courtesy: Aeronnova)

An A320 production line, inaugurated in Hamburg in June 2018, features a seven- axis robot for automated fuselage drilling. (Courtesy: Airbus)

2.4. ReMAP – Real-time Condition-based Maintenance for Adaptive Aircraft Maintenance Planning ● Goal: To develop and test health monitoring technologies for at least twelve systems and aircraft structures in an Integrated Fleet Health Management (IFHM) solution that uses optimal adaptive condition-based interventions to replace fixed-interval inspections.

ReMAP Adaptive Condition Based Maintenance (Courtesy: TUDelft)

● Success story: ReMAP has so far (Nov 2020) identified requirements and specifications, developed the first technological solutions, including an IT platform to facilitate the access of data from multiple airlines without compromising data confidentiality, and engaged external stakeholders in its four main objectives: ○ Leveraging existing aircraft sensors for systems and maturing promising sensing solutions for structures. ○ Developing health diagnostics and prognostics of aircraft systems and structures using innovative data-driven machine-learning techniques and physics models. ○ Developing an efficient maintenance management optimisation process, capable of adapting to real-time health conditions of the aircraft fleet. ○ Performing a safety risk assessment of the IFHM solution to ensure its reliable implementation, and promoting an informed discussion on

regulatory challenges and necessary actions towards certification of Condition-Based Maintenance (CBM). ● Outlook: ReMAP is expected to achieve savings for European aviation of over 700 million Euros per year through optimised maintenance and increased aircraft availability. The project will produce a White Paper containing recommendations for a roadmap regarding the adoption of CBM in aviation. (Status: ongoing – end date May 2022)

● Types of organisations involved in the project: Coordinated by TECHNISCHE UNIVERSITEIT DELFT, Netherlands, ReMAP is a 4-year Horizon2020 project involving Airlines, Original Equipment Manufacturers (OEMs), Maintenance, Repair & Overhaul companies (MROs), Sensor Manufacturers, System and Structures Suppliers and IT suppliers. Budget 6.81M€ / EU contribution 6.81M€.

2.5. TOICA – Thermal Overall Integrated Conception of Aircraft ● Goal: The goal of TOICA was to change radically the way engineers perform thermal studies during the design of a new aircraft. ● Success story: TOICA showed that thermal studies could be performed at an early phase in the design process enabling architects to predict and avoid thermal risks before they entered the aircraft design. This was a radical change compared to the traditional process where thermal studies were performed much later to validate design solutions that had been significantly matured but without full consideration of the thermal aspects. TOICA increased design stability by making potential thermal problems less likely and improving the management of aircraft thermal behaviour in critical zones. New cooling techniques developed by TOICA also have a positive impact on aircraft fuel consumption. ● Outlook: TOICA methods and tools will be used for the design of future European aircraft, including those designed by project partner Airbus. The tools

can be applied to a variety of aircraft including helicopters and smaller aircraft. (Status: finished - September 2016)

● Types of organisations involved in the project: Coordinated by Airbus Operations SAS, France, TOICA was a 3-year project (2013-16) with 32 partners from 7 European countries and Canada. Budget of 26.5M€ / EU contribution 15.2M€.

2.6. EWIRA - External Wing Integration for Regional Aircraft Demonstrator ● Goal: The goal of Clean Sky’s EWIRA project was to use additive manufacturing (AM) and jig-less manufacturing techniques (beside others) to bring new efficiencies, minimize material wastage, and reduce cost during the assembly and integration of aircraft structures.

● Success story: ACITURRI created a jig-less assembly concept that proved it was possible to cut the cost of assembly tooling in aircraft structures by 25%, and by reducing or eliminating tooling manufacturing activities, factories can also reduce their CO2 emissions. Validation was confirmed in 2017-2018 via two technology demonstrators on the assembly of the ailerons of the Regional Flight Test Bed 2 (FTB#2). EWIRA delivered complete flight test ailerons for FTB#2 integration in Q3 2019. This technology is patent pending. Another aspect of the EWIRA project was the use of an additive manufacturing technology known as electron beam powder bed fusion (EB-PBF) undertaken by the National Centre for Additive Manufacturing, part of the MTC in Coventry, UK. The project showed that by re- designing an aluminum alloy hinge fitting, usually machined from a solid block, using the EB-PBF technique with titanium Ti-6AI-4V, a saving could be made of 16% of the component weight and 90% waste material savings. ● Outlook: EWIRA’s technological advances are anticipated to directly reduce the CO2 footprint of manufacturing and assembly activities through tooling

simplification, task time reduction and weight and waste material reduction. (Status: ongoing – End date December 2022)

● Types of organisations involved in the project: Led by ACITURRI Engineering, Spain, EWIRA is a 7-year Clean Sky2 Horizon2020 project (2016- 2022) including also ACITURRI Assembly, Spain, the Manufacturing Technology Centre (MTC), UK and Caetano Aeronautic, Portugal. Budget of 10.3M€ / EU contribution 7.7M€.

EWIRA’s jig-less assembly concept cuts assembly costs by 25%

EWIRA re-design of aileron hinge bracket in titanium - from polymer prototypes to

finished product - using electron beam powder bed fusion (EB-PBF)

(Photos courtesy: EWIRA consortium partners, ACITURRI and The MTC)

Conclusion

Manufacturing processes and materials success stories over the past years are many. Those highlighted in this section have included recyclable thermoplastic composites, electric drilling units (EDU), adaptive condition based maintenance, thermal analysis earlier in the design, additive manufacturing and jig-less manufacturing techniques.

Our industry has now entered into an era of profound change. As well as improving manufacturing methods for essentially traditional aircraft designs, we are now seeing rapid advances in electrification, autonomous flight, digitalization and advanced connectivity and these all need to be incorporated into the designs and manufacturing methods of the future. In addition, expectations of drastic improvement in fuel consumptions and emissions and the decarbonised aircraft will require us to secure and integrate game changing technological breakthroughs in the not too distant future."

3. Protecting the environment and the energy supply

The objective to protect the environment and the energy supply aims to progress towards climate neutrality and green energy. A key aspect is to mitigate the environmental impacts of European aviation operations at a rate outweighing the effects of increasing travel levels and thereby to convince the public that air travel is environmentally sustainable.

The overall goals of the environment and energy objective are to reduce CO2 emissions, NOx emissions and perceived noise emission. Also air vehicles are designed and manufactured to be recyclable and aircraft taxiing movements are emission-free. In addition, Europe is to be a centre of excellence on sustainable alternative fuels and to take the lead on atmospheric research.

The large number of projects reflect the level of the challenge and the dedicated research efforts. The projects are arranged according to the four main goal clusters: [Gaseous Emissions], [Noise], [Research Policy and Atmospheric Research] and [Recycling], and one project is highlighted for the topic of [Emission-Free Taxiing].

3.1. Gaseous Emissions

3.1.1. Geared Pusher Open Rotor (Clean Sky – Sustainable And Green Engines) ● Goal: This project was created to demonstrate a Geared Pusher Open Rotor architecture applicable to the Single Aisle short / medium range aircraft with “Side Fuselage Nacelle” installation (30,000lbs thrust class). ● Success story: This engine architecture could allow a 30% reduction of CO2 compared to the CFM56® current engines. ● Outlook: The project was built on technology developments in existing national, European and privately-funded programmes and aimed at raising critical Open Rotor technologies to TRL5. In May 2017 ground tests were carried out at Safran's test facility in Southern France and over 70 hours of testing were conducted across the power range to full throttle and reverse thrust. These ground tests have shown promising results on open rotor

feasibility and release opportunities for advanced unducted architectures. Development towards higher maturity is in progress. (Status: ongoing)

● Types of organisations involved in the project: Led by SAFRAN, the Geared Pusher Oper Rotor was one part of the Clean Sky Contra-Rotating Open Rotor (CROR) project which has run from approx 2005-2020. Overall budget 200M€ / EU contribution 65M€.

Clean Sky Contra-Rotating Open Rotor (CROR) (Courtesy: SAFRAN)

3.1.2. Lean Burn Combustion Technology (Clean Sky – Sustainable and Green Engines) ● Goal: This staged lean burn combustion system will significantly reduce emissions of oxides of nitrogen and non-volatile particulate matter (nvPM/smoke) compared to current technology.

● Success story: Key engine test results have showed NOx levels of 37% CAEP6 (SAGE 6 target was < 40%) and also significantly reduced smoke emissions in lean burn operation. ● Outlook: This activity has progressed understanding of engine system level interactions and developed engine handling and operability knowledge of the technology. Further definition has been enabled to define the design of the combustion system for the ALECSys demonstrator engine (Advanced Low Emission Combustion System). Further ground testing of this capability has taken place on the Advance 3 demonstrator in 2018 and flight testing/TRL6 demonstration of ALECSys is still planned. (Status: ongoing)

● Types of organisations involved in the project: Led by Rolls-Royce, UK, the Lean Burn Combustion Technology project was started within the 9-year Clean Sky project (2008-2016) with support from 17 Partners from 6 EU countries. The 9 supporting projects involved development of design methods and models, measurement technology, advanced material manufacturing and system verification. Budget 60M€ / EU contribution 30M€.

3.1.3. BLADE - Breakthrough Laminar Aircraft Demonstrator ● Goal: The project is tasked with assessing the feasibility of introducing the technology for future commercial aviation. It aims to improve aviation’s ecological footprint, bringing with it a 10% aircraft drag reduction and up to five percent lower CO2 emission. ● Success story: The outer wings of an A340 have been replaced with two types of laminar wings, one on each side. Geometrically identical, each one is based on a different structural concept. The test aircraft is the first in the world to combine a transonic laminar wing profile with a true internal primary structure. ● Outlook: The first test flight was completed in September 2017 and by April

● 2018 66 flight hours had been completed. Flight testing continued into 2019. (Status: finished - 2019)

● Types of organisations involved in the project: Led by Airbus, the Breakthrough Laminar Aircraft Demonstrator project was started within the 9- year Clean Sky project (2008-2016) with 16 Partners from 8 EU countries. Budget approx. 180M€ / EU contribution approx. 68M€.

3.1.4. JETSCREEN - JET Fuel SCREENing and Optimisation ● Goal: To help establish a sustainable alternative jet fuel (SAJF) industry in Europe and to contribute to the future design of fuel-flexible components for aircraft. ● Success story: The JETSCREEN consortium developed tools and methods to screen and assess alternative fuels using small-scale, low-cost experimental testing and advanced computer-modelling techniques. The tools were implemented and applied for the prescreening of various innovative aviation fuel candidates from European projects, thus de-risking their further development towards a successful entry into the formal aviation fuel approval process. During the project the fuel impact on aircraft’s fuel and combustion systems’ operability & safety as well as fuel added value & performance benefits were identified and systematically captured. Particular attention has been given to investigating the potential utilization of zero aromatic fuels; fuels that would significantly lower aviation emission and climate impact. ● Outlook: The project consortium established a fuel assessment and optimization platform to lay the foundations for further research into methods that would optimize fuel and aircraft systems to achieve even greater reductions in emissions, as well as improvements in fuel performance and sustainability. (Status: final phase - End date October 2020)

● Types of organisations involved in the project: Coordinated by DEUTSCHES ZENTRUM FUER LUFT - UND RAUMFAHRT E.V. (DLR), Germany, JETSCREEN was a 3,5-year Horizon 2020 project (2017-2020) with 14 partners from 4 EU countries. The project involved aircraft manufacturers, universities, engine manufacturers, research institutions and SMEs. Budget 7.5M€ / EU contribution 7.5M€.

3.1.5. ALTERNATE – Assessment on Alternative Aviation Fuels Development ● Goal: The objective of this Chinese and European cooperation project is to assess the possibilities for a wider utilization of Sustainable Aviation Fuels (SAFs), considering both technical and economic areas, including the use of novel feedstocks and sustainable production pathways. ● Success story: ALTERNATE has already begun to evaluate new fuel candidates using improved modelling methods, considering Life Cycle Analysis (LCA) optimization, climate change effects and technical, economic and environmental consequences of their use. The project will propose advanced modifications in engines and fuel certification procedures to properly reflect the consequences of using different fuels, taking into account the new fuels properties and their effects on engine performance, reliability and emissions. ALTERNATE will also provide novel data on the per-unit and cumulative contribution of different SAF pathways to the goal of carbon- neutral growth for aviation from 2020, to be used in CORSIA or ETS. ● Outlook: The use of SAFs, with a Life-cycle carbon footprint substantially smaller than the present fossil-origin kerosene, is the most promising and probably the only short-medium term measure allowing the aviation industry to reduce its emissions. There is however the need to reduce the unknowns with regard to SAFs actual environmental and economic viability, in order to leverage SAFs utilization. (Status: ongoing - End date December 2022)

● Types of organisations involved in the project: Coordinated by UNIVERSIDAD POLITECNICA DE MADRID, Spain, ALTERNATE is a 3-year Horizon 2020 project (2020-2022) with 8 partners from 5 EU countries. Budget 2.6M€ / EU contribution 2.6M€.

ALTERNATE Life cycle greenhouse gas emissions for three Sustainable Aviation Fuels (SAFs)

3.1.6. ENABLEH2 - ENABLing cryogEnic Hydrogen based CO2 free air transport ● Goal: To provide thought leadership through revitalising enthusiasm in liquid hydrogen (LH2) research for civil aviation by maturing key technologies to achieve zero mission-level CO2 and ultra-low NOx emissions, with long term safety and sustainability. ● Success story: EnableH2 has drafted concept aircraft showing the potential of LH2 aviation and has launched activities in the following key target areas: 1. Compressor integrated cooling, intercooling and variable cooling. 2. LH2 fuel tank and fuel system model. 3. Ultra-low NOx annular micromix combustor segment design. 4. Verified aircraft, propulsion system, emissions and life cycle numerical models. 5. Quantified Techno-economic Environmental Risk Assessments (TERA) of LH2 aircraft at mission level. 6. Safety audits to support integration and acceptance of LH2 at aircraft, airport and operational level. 7. Assessment of Life cycle costs and CO2 emissions relative to best case scenario projections for Jet-A1, bio-fuels and LNG for different fuel price and emissions taxation scenarios.

● Outlook: The ENABLEH2 outlook is that the key technologies needed for liquid hydrogen powered aviation will be matured to Technical Readiness Level 6 (TRL6) by 2030-2035, a roadmap for the necessary supporting airport infrastructure developments is also provided and also an economical assessment of LH2 aviation in the 2040 timeframe. (Status: ongoing - End date August 2021)

● Types of organisations involved in the project: Coordinated by CRANFIELD UNIVERSITY, UK, ENABLEH2 is a 3-year Horizon 2020 project (2018-2021) with 7 partners from 4 EU countries. The project involves Cranfield University, Safran, London South Bank University, Heathrow Airport, European Hydrogen Association, GKN, Arttic and Chalmers Tekniska Hoegskola. Budget 4.0M€ / EU contribution 4.0M€.

Example 1of LH2-fueled aircraft concept being modelled in ENABLEH2 (Courtesy: Safran)

Example 2 of LH2-fueled aircraft concept being modelled in ENABLEH2 (Courtesy: Cranfield University)

3.2. Noise

3.2.1. JERONIMO - Jet noise of high bypass ratio engine: installation, advanced modelling and mitigation ● Goal: The central goal of JERONIMO is the understanding of the physical mechanisms of ultrahigh bypass ratio (UHBR) engines with a bypass ratio (BPR) larger than 12 and the related installed jet noise with potential jet-wing interaction. ● Success story: ‘Engines for silent aircraft’ by considering the complete system of wing and engine. JERONIMO developed new concepts and technologies towards an efficient and low-noise system integration and provided and evaluated early “rules” for installed noise mitigation. Achievements included adaptation and validation of state-of-the-art computational fluid dynamic tools and development of methodology to predict flight stream effects. Investigation focused on complex interaction mechanisms of jet stream flows and wings. Analysis identified key flow features through detailed processing of the experimental data together with numerical data, correlating for instance steady or unsteady flow conditions with acoustics. ● Outlook: The knowledge acquired by JERONIMO led to recommendations such as in areas such as engine nozzle position relative to the wing and analytical methodologies that lead to quieter aircraft and reduced product development time and cost. Project findings mainly concern long-haul flights. (Status: finished – August 2017)

● Types of organisations involved in the project: Coordinated by Airbus Defence and Space GmbH, Germany, JERONIMO was a 5-year project (2012- 17) with 13 partners from 5 European countries. Budget of 7.36M€ / EU contribution 4.84M€.

3.2.2. AFLONEXT - Active Flow, Loads & Noise Control on Next Generation Wing (‘2nd Generation Active Wing’) ● Goal: Project objective was to prove and mature highly promising flow control technologies for novel aircraft configurations to achieve a quantum leap in improving aircraft performance and thus reducing the environmental footprint. AFLoNext aimed to prove the engineering feasibility of the HLFC technology for drag reduction on fin in flight test and on wing by means of large-scale testing as well as for vibrations mitigation technologies for reduced aircraft weight and for noise mitigation technologies. ● Success story: A very good progress on the preparation of landing gear related noise reduction technology was achieved and all proposed noise reduction technologies for landing gear were flight tested in 2018. A concept, based on porous materials, for flap side edge noise reduction at large passenger aircraft was developed in AFLoNext and tested in flight during 2017. First data analysis revealed an achieved noise reduction for the sound exposure level in the order of 1 to 2 dB. ● Outlook: AFLoNext contributed directly and indirectly to the development and implementation of European policies relevant to the Greening of Air Transport in the Eco-innovation challenge set out in the work programme for aeronautics and air transport. (Status: finished – May 2018)

● Types of organisations involved in the project: Coordinated by Airbus Operations GmbH, Germany, AFLONEXT was a 5-year project (2013-18) with 40 partners from 12 European countries and 3 International countries. Budget 37.2M€ / EU contribution 23.6M€.

3.3. Research Policy and Atmospheric Research

3.3.1. REACT4C - Reducing Emissions from Aviation by Changing Trajectories for the benefit of Climate ● Goal: Project objective was to investigate aircraft flight trajectory changes that reduce aviation fuel consumption and emissions. ● Success story: REACT4C combined atmospheric models, air traffic management tools for planning flight trajectories and models to calculate aircraft emissions with tools for aircraft pre-design. A modelling chain was set up that identified flight altitudes and routes that led to an overall reduction in climate impact. Thanks to REACT4C, flight trajectories can be planned for a reduced burden on climate, assisting European policymakers to create policies that reduce emissions and to evaluate mitigation measures. Efficient flying with regards to fuel consumption, emissions and climate impact will enable the aviation sector to better accommodate environmental concerns in design, development and flight planning. ● Outlook: The knowledge acquired by REACT4C led to recommendations such as practical guidelines for the implementation of environmentally friendly flight routing. (Status: finished – April 2014)

● Types of organisations involved in the project: Coordinated by DLR: REACT4C was a 4-year project (2010-14) with 8 partners from 6 European countries. Budget 4.2M€ / EU contribution 3.2M€.

3.3.2. ATM4E - Air Traffic Management for environment ● Goal: Project objective was to explore the potential reduction of air traffic environmental impacts in European airspace on climate, air quality, and noise through optimization of air traffic operations. ● Success story: ATM4E integrated methodologies for assessment of the environmental impact of aviation, and thereby evaluated the feasibility of environmentally-optimized flight operations to the European ATM network, including climate, air quality, and noise impacts. The ‘case-study’ approach of REACT4C (2010-14) was built upon and extended to a multi-dimensional environmental impact assessment, to cover climate, air quality and noise, to better understand impacts in the European airspace. Altering some routes to largely reduce the climate impact of non-CO2 effects (mainly contrails) showed on average a 10% reduction in climate impact with a 1% increase in fuel costs for the affected flights, only (Grewe et al. 2017). ● Outlook: The final reporting concluded that there would be challenges in accommodating these dynamic route and flow changes within the European ATM Network, but that this would need to be overcome if “…if environmental optimization plays an increasing role in flight planning in the future.” [Ref ATM4E final report] (Status: finished – April 2018)

● Types of organisations involved in the project: Coordinated by DLR: ATM4C was a 2-year project (2016-18) with 6 partners from 4 European countries. Budget 0.6M€ / EU contribution 0.6M€.

3.4. Recycling

3.4.1. PAMELA - Process for Advanced Management of End of Life of Aircraft ● Goal: Pioneering work in aircraft recycling. ● Success story: The PAMELA project developed methods and standardised procedures to dismantle aircraft in a way preventing environmental and safety hazards and reaching recycling rates above 85%, comparable to the EU End-of-Life Vehicles Directive (2000/53/EC). ● Outlook: Following the outcomes of PAMELA, Airbus founded a subsidiary TARMAC Aerosave, which has dismantled and recycled over 220 aircraft since 2007 with a weight recovery rate of 92%. (Status: finished – 2007)

● Types of organisations involved in the project: Led by Airbus: PAMELA was a 3-year project (2005-07) with 5 partners from 2 European countries with a budget of 3.2M€..

The ‘PAMELA Project’ to dismantle the 24-year- old A300B4 began in France in 2006 (Courtesy: Airbus)

3.4.2. AiMeRe - Aircraft Metal Recycling ● Goal: To make aircraft recycling more efficient and profitable while limiting the environmental impact of dismantling end-of-life aircraft. ● Success story: The FP7 project AIMERE focused on optimising the recovery of valuable metals and alloys, identifying re-use options for recycled material and localising hazardous materials in old aircraft, such as radioactive matter, to ensure appropriate disposal. ● Outlook: AIMERE's improved dismantling and recovery process is in use by a major aircraft recycling company to recover high-value parts like tungsten counterweights and titanium beams. The project's recommendations for future aircraft design are being used to construct aircraft with improved recyclability and better environmental safety. (Status: finished – March 2014)

● Types of organisations involved in the project: Coordinated and led by ENVISA SAS, France: AIMERE was a 2-year FP7 project (2012-14) funded by Seventh Framework Programme with 2 partners from 1 European country. Budget 0.28M€ / EU contribution 0.17M€.

3.4.3. RESET – Re-use of Thermoplastic Composite ● Goal: With the increasing use of composite material in today’s airliners it is environmentally essential to find a solution for the recycling of aircraft thermoplastics, such as PEEK (Polyether ether ketone) and PPS (Polyphenylene sulphide), usually reinforced with Carbon Fibres. ● Success story: The Clean Sky Eco-Design project RESET developed methods to recycle composite aircraft parts and to manufacture new aircraft parts from the recycled material. The mechanical characteristics of the recycled parts were shown to be similar to the commercial ones. ● Outlook: The recycling process of RESET allows European aviation to limit the environmental footprint and to reduce production costs of new aircraft parts. Thus, the project makes the aviation industry more competitive and

greener, in line with the circular economy concept. (Status: finished – April 2018)

● Types of organisations involved in the project: Coordinated by ACONDICIONAMIENTO TARRASENSE ASSOCIATION, Spain and led by Leitat Technological Institute, Barcelona: RESET was a 2-year Horizon 2020 project (2016-18) with 2 partners from 2 European countries. Budget 0.35M€ / EU contribution 0.33M€.

3.4.4. EFFICIENT – Environmentally Friendly FIre suppression for Cargo using Innovative greEN Technology ● Goal: The main objective is the development and testing of an environmentally friendly and sustainable fire suppression system intended for use on board aircraft for aircraft cargo hold fire protection. ● Success story: The Clean Sky EFFICIENT project has made substantial progress towards finding an adequate replacement agent for the currently used Halon 1301 which has performed well for four decades but which has a strong Ozone Depletion Potential (ODP). The project also designed an economically viable halon-free fire suppression system while maintaining an equivalent level of safety compared to any state-of-the-art system in this area. A demonstrator tested the fire suppression system in accordance with the full-scale fire tests prescribed by the minimum performance standards promulgated by the Federal Aviation Administration (FAA). EFFICIENT also brought associated technology concepts to high technical readiness (TRL) levels so that comparatively rapid advancements of the technology concepts can now be expected. ● Outlook: The EFFICIENT timeline aimed towards an entry into service by the year 2020. Successful integration of halon-free fire suppression systems for cargo into our aviation fleets will satisfy the halon phaseout mandates from international organisations such as the United Nations Environment

Programme (UNEP), will reduce environmental impacts by reducing weight and lowering aircraft CO2 and NOx footprints, and will eliminate the challenge of halon 1301 end of life recycling. (Status: finished – July 2020)

● Types of organisations involved in the project: Coordinated by CRANFIELD UNIVERSITY, UK: EFFICIENT was a 4-year Horizon 2020 project (2016-20), promoted by Airbus with 3 partners from 2 European countries. Budget 0.70M€ / EU contribution 0.70M€.

An A310 experimental rig for aircraft fire protection testing at Fraunhofer IBP (Courtesy: Fraunhofer IBP)

3.5. Emission-Free Taxiing

3.5.1. ACHIEVE – Advanced mechatronics devices for a novel turboprop electric starter-generator and health monitoring system ● Goal: In alignment with the trend towards more electric aircraft, the goal was to bring innovative thinking to provide greener taxiing between the airport terminal and the runway and cleaner on-board power generation while lowering noise and emissions. ● Success story: The Clean Sky ACHIEVE project found ways of compressing the power electronics and the motor generator into one unit, rather than following the typical industry way of working where they have a massive team designing the motor, another team designing the generator, and another designing the engine. When they plug things together there are holes and they have to compensate, so they end up adding extra components and a really large system. Compared with a state-of-art electrical generator which only delivers 5kW, the ACHIEVE system

will deliver more than 20kW when running as a generator. And in terms of high-power density the system is expected to deliver >10kW/L. Additionally, it uses advanced thermal management to operate within a 110°C ambient temperature. ● Outlook: The ACHIEVE project will drastically reduce the noise and emissions produced by regional propeller-driven aircraft, as they taxi between the airport terminal and the runway threshold, and with the same system will generate electricity for use on on-board systems while the aircraft is in flight. (Status: finished – January 2020)

● Types of organisations involved in the project: Coordinated by the University of Nottingham, UK. The ACHIEVE project was a 3-year Horizon2020 project (2017-2020), supported by NEMA Ltd (specialising in the design, manufacture and testing of electrical motors, electrical generators and electro-mechanical actuators), and by Power System Technology (PST,

part of the Linvest group, which designs and manufactures power converters

for aerospace and custom power supplies with digital controls). Budget 0.9M€ / EU contribution 0.9M€.

ACHIEVE project compressed the power electronics and the motor generator into one unit (Courtesy: University of Nottingham)

Situated behind the propellor, the ACHIEVE solution can also generate electricity for use on on-board systems while the aircraft is in flight (Courtesy: Safran HE)

SAFRAN Tech TP engine demonstrator where the ACHIEVE system will be integrated in April 2021 (Courtesy: Safran HE)

Conclusion

The large number of research projects and amount of resources invested for this objective illustrates the level of the technological challenge and how serious the European aviation industry has taken onboard the mindset to protect the environment and the energy supply.

Significant CO2 and NOx reduction potentials have been explored and validated, e.g. via lean burn engine and open rotor propulsion and laminar flow wing. Simultaneous progress has been made to reduce noise levels by quieter engine technologies, their positions relative to the wing and landing gear noise reductions and electric taxiing solutions have the potential to drastically reduce on ground noise and emissions produced by regional propeller-driven aircraft.

Further fuel consumption and emissions reductions will also be achieved by optimising flight trajectories and non-CO2 climate impacts (mainly contrails) can be reduced via dynamic route and flow changes.

It has been demonstrated that dismantled and recycled with a weight recovery rate of 92% and high-value materials like tungsten or titanium can be recycled to such a high standard that they can be reused in the manufacturing processes of future aircraft parts. In addition, environmentally substances such as halon can be avoided.

Whilst substantial progress has been made, the challenge remains unprecedented requiring even more substantial and dedicated research efforts.

4. Ensuring safety and security

Ensuring safety is paramount and securing ‘Safety First’ can only be achieved by implementing comprehensive measures to address all possible risks. These include aircraft flight control and air traffic management systems that can handle all weather conditions and hazards while allowing all types of manned and unmanned air vehicles to operate in the same airspace.

The vision for security is to achieve a secure, resilient aviation system by addressing the following key areas: System-wide security governance; Common security baselines and approaches to risk management and risk treatment across the aviation system; Engaging people with security by developing a security culture; Enabling real-time threat detection and response; and effectively addressing operational security issues.

The overall goals of the safety and security objective are to have less than one accident per ten million commercial aircraft flights; to mitigate all weather and other hazards; to have all types of air vehicles operating safely in the same air space; to security-screen all passengers and cargo without intrusion; to design against on-board and on-ground security threats; and to secure the whole data network against cyber-attacks.

The following projects show recent exemplary efforts and continuous progress in safety and security.

4.1. Safety

4.1.1. EUNADICS-AV - European Natural Airborne Disaster Information and Coordination System for Aviation ● Goal: to improve flight safety by developing a system to provide consistent and coherent information in the event of an airborne hazard (environmental emergency scenario) including volcano eruptions, nuclear accidents and other scenarios where aerosols and certain trace gasses are injected into the atmosphere. ● Success story: EUNADICS-AV project has developed a procedure for collection of data from different observational networks and sharing it quickly and consistently between EU countries. The EUNADICS-AV system was tested on a range of scenarios including a volcanic eruption in Italy and nuclear incidents in Germany and Austria. The project demonstrated that route optimization measures could be implemented at a very early stage. ● Outlook: In the rare event of a high impact airborne hazard, the data and information availability from EUNADICS-AV project, will allow a seamless response across Europe, including ATM, ATC, airline flight dispatching and individual flight planning. This will enhance the safety of passengers and get them safely to their destinations with minimal delay. (Status: finished – September 2019)

● Types of organisations involved in the project: Coordinated by ZENTRALANSTALT FUR METEOROLOGIE UNDGEODYNAMIK, Austria, EUNADICS-AV was a 3-year SESAR 2020 project (2016-2019) involving national weather service providers, measurement data specialists, aviation experts, flight planning service providers and universities across 12 EU Countries. Budget 7.51M€ / EU contribution 7.44M€.

4.1.2. VISION - Validation of Integrated Safety-enhanced Intelligent flight cONtrol ● Goal: to improve flight safety by developing smart technologies for aircraft guidance, navigation and control that enhance safety during near ground operations (where more than half of fatal commercial airline accidents occur) such as take-off, final approach and landing. ● Success story: The VISION project achieved impressive results in the aspects of flight validation of Fault Detection and Diagnosis (FDD) and Fault Tolerant Control (FTC) designs. Flight validations were performed on real aircraft platforms including the JAXA MuPAL-alpha in Japan and the USOL K50 in Europe. An exceptional achievement was to flight test the project’s FDD/FTC control designs onboard a full-scale two-engine research aircraft where they accommodated failures in real time. These validations raise the technology readiness levels (TRLs) of the advanced FDD/FTC techniques developed by the project. ● Outlook: The next task is for researchers to provide the theoretical proof of flight controller stability and the navigation integrity of the methods – both essential steps towards having the project’s advanced Guidance Navigation and Control (GNC) solutions certified for use in civil aviation aircraft. (Status: finished – August 2019)

● Types of organisations involved in the project: Coordinated by OFFICE NATIONAL D'ETUDES ET DE RECHERCHES AEROSPATIALES, France, VISION was a 3-year Horizon2020 project (2016-2019) jointly funded by the EU and Japan involving 2 universities and 3 companies across 4 EU Countries. Budget 1.8M€ / EU contribution 1.8M€.

4.1.3. SARAH - Increased Safety and robust certification for ditching of aircrafts and helicopters ● Goal: to use simulation tools to increase the safety of aeroplanes and helicopters in an emergency ditching situation. ● Success story: The SARAH project has showed that having good simulation tools and good understanding of all elements of water impact can increase the safety of airplanes and helicopters in a ditching situation. Helicopter models in different configurations were physically ditched over large ocean tanks at the Centrale Nantes research facility. In parallel the researchers created innovative simulation methods that precisely captured and simulated all the physical phenomena involved in an emergency ditching. ● Outlook: The technical advances delivered by the SARAH project will make ditching certifications of aircraft and helicopters more robust. This will minimise the risk of injury to passengers and crew and enable safer evacuations. (Status: finished – March 2020)

● Types of organisations involved in the project: Coordinated by IBK- INNOVATION GMBH & CO. KG, Germany, SARAH was a 4-year Horizon2020 project (2016-2020) involving 11 partners across 5 EU Countries. Budget 6.6M€ / EU contribution 6.6M€.

4.2. Security

4.2.1. COPRA - Comprehensive European Approach To The Protection Of Civil Aviation ● Goal: To make recommendations and deliver requirements for future research activities required to ensure that aviation is secure and resilient in the future.

● Success story: The COPRA project identified 70 existing and potential security threats to aviation. ● Outlook: The research roadmap developed by COPRA supported the drafting of national and European research agendas to create the knowledge, and develop the technologies necessary, to ensure secure aviation in the future. (Status: finished – February 2013)

● Types of organisations involved in the project: Coordinated by FRAUNHOFER, Germany, COPRA was a 2-year Seventh Framework project (2011-2013) involving 10 partners across 5 EU Countries. The project connected Research institutions, industry, air transport providers and a wide range of European stakeholders. End-users, technology providers, policy makers and think tanks were also involved. Budget 1.3M€ / EU contribution 1.0M€.

4.2.2. SESAR WP16.06.02 - ATM Security Coordination and Support ● Goal: To deliver the security management framework for SESAR, and develop awareness material, methods, tools, and guidance material to facilitate the application of a holistic approach to Air Traffic Management security, and to provide support to stakeholders in the application of these deliverables to security activities. ● Success story: The SESAR ATM Security Coordination and Support project established the application of a risk assessment method, tools, and guidance for security risk management. ● Outlook: The project’s recommendations applied the concept of design-in security to achieve a harmonised minimum level of security across the ATM system. (Status: finished – 2016)

● Types of organisations involved in the project: Coordinated by EUROCONTROL, Belgium, SESAR WP16.06.02 was a 8-year project (2008- 2016) involving 11 partners across 9 EU Countries. The project involved research institutions, international organisations, equipment manufacturers, airports, aircraft operators and aircraft manufacturers.

4.2.3. XP-DITE - Accelerated Checkpoint Design Integration Test and Evaluation ● Goal: To develop, demonstrate and validate a comprehensive, passenger- centred, outcome-focused, system-level approach to the design and evaluation of airport security checkpoints. ● Success story: The XP-DITE outcome was successfully demonstrated at some airports. ● Outlook: The XP-DITE approach will allow airports, checkpoint designers and regulators to incorporate a wide range of requirements and evaluate checkpoint performance against system-level security, cost, throughput, passenger satisfaction and ethical factors. (Status: finished – July 2017)

● Types of organisations involved in the project: Coordinated by NEDERLANDSE ORGANISATIE VOOR TOEGEPAST NATUURWETEN- SCHAPPELIJK ONDERZOEK TNO, Netherlands, XP-DITE was a 5-year Seventh Framework project (2012-2017) involving 15 partners across 8 EU Countries. The project involved Research institutions, equipment manufacturers, airports, aircraft operators and aircraft manufacturers. Budget 14.3M€ / EU contribution 10.0M€.

4.2.4. GAMMA - Global ATM Security Management ● Goal: To develop solutions to emerging air traffic management security vulnerabilities, backed up by practical proposals for implementation. ● Success story: GAMMA took an operational perspective, establishing an ATM security function as an additional service in the air navigation system, and developed a dynamic security management prototype to address incident management. ● Outlook: GAMMA’s ATM security solution engaged the principles and concepts of security management in a collaborative multi-stakeholder environment whilst taking into account international and European legal frameworks and the constraints imposed by the respect of national sovereignty. (Status: finished – November 2017)

● Types of organisations involved in the project: Coordinated by LEONARDO, Italy, GAMMA was a 4-year Seventh Framework project (2013- 2017) involving 21 partners across 8 EU Countries. The project involved research institutions, international organisations, equipment manufacturers and aircraft manufacturers. Budget 14.5M€ / EU contribution 9.1M€.

4.2.5. OPTICS2 - Observation Platform for Technological and Institutional Consolidation of Research in Safety & Security ● Goal: OPTICS2 is a Coordination and Support Action of the European Commission to assess the progress of aviation safety and security research towards achieving Flightpath2050 goals.

● Success story: OPTICS2 has used a bottom-up approach, based on identification, selection and assessment of Research and Innovation (R&I) projects, versus the ACARE Strategic Research and Innovation Agenda (SRIA) Capabilities, to identify research strengths, gaps, bottlenecks and constraints. It has also performed top-down workshops with aviation experts and stakeholders to identify research priorities and impacts on stakeholder activities. The results are reviewed and compiled to provide strategic recommendations via an annual ‘State-of-the-Art’ report, including suggested corrective actions and priorities. ● Outlook: The OPTICS2 project has built upon the successful methodology for assessing EU Research developed in OPTICS, and extended it to the domain of security research. It has provided detailed clarity on the needs, gaps and barriers to be addressed to achieve efficient and effective security research to ensure maintenance of a secure and resilient aviation system. (Status: ongoing – End date September 2021)

● Types of organisations involved in the project: Coordinated by DEEP BLUE SRL, Italy, OPTICS2 is a 4-year Horizon 2020 project (2017-2021) involving 9 partners across 7 EU Countries. The project involves research institutions, international organisations, equipment manufacturers, airports, aircraft operators and aircraft manufacturers. Budget 1.5M€ / EU contribution 1.5M€.

Conclusion

Progress in recent years has been good on safety topics such as aircraft design, weather hazards and ATM (see also CORUS in section 1 above).

On the security side, despite a large number of projects, aviation security researchers consider that there still remain many gaps, with project coverage tending to be in niche areas and addressing a limited number of aviation domains. Better cooperation and collaboration is required to address these gaps and achieve the vision of a secure, resilient

aviation system, while minimizing the impact of security on personnel and passengers. It is recommended that security research projects resulting in promising solutions could be more effectively identified and considered for commercialization by consortia members or others.

5. Prioritising research, testing capabilities & education

The best students are passionate about their subject and receive the opportunities, facilities and encouragements to turn their passion into a lifelong career generating value and win- win successes at every turn. The main purpose and vision of the research and education objective is to achieve the societal, economical and industrial aspects necessary for retaining Europe’s world-class reputation in recruitment and talent investment that has for many years prioritized research, testing capabilities & education. Strong research infrastructures, with universities delivering high quality graduates, will keep Europe as a leader in the design, development and building of world-class aircraft and helicopters.

The first overall goal of the research and education objective is for European research and innovation strategies to be well coordinated between industry, universities and research institutes through a network of technology clusters. The second goal is for strategic European aerospace test, simulation and development facilities to be identified, maintained and continuously developed. The third goal is for courses offered by European universities to closely match the needs of the aviation industry. Finally, it aims to attract students to careers in aviation and make lifelong and continuous education in aviation the norm.

5.1. PERSEUS - Promoting Excellence & Recognition Seal of European Aerospace Universities ● Goal: To meet the needs of the aerospace sector for a highly skilled workforce and to enhance the mobility of aerospace students and professionals across Europe.

● Success story: PERSEUS has established and delivered a sector-specific quality system that focuses on the scientific and teaching aspects of a labelling system for aerospace education. The process was successfully tested on eight universities: the University of Rome, IST Lisbon, ENAC Toulouse, UPV Valencia, TU Delft, the University of Patras, the University of Zilina and the University of Liverpool. ● Outlook: PERSEUS complements existing national and European accreditation systems and reinforces quality assurance processes. (Status: finished – November 2016)

● Types of organisations involved in the project: Coordinated by POLITECNICO DI MILANO, Italy, PERSEUS was a 2-year Horizon 2020 project (2014-2016) involving 21 Universities, 4 research establishments, 25 EU companies and 2 accreditation agencies across 15 EU Countries. The consortium members included representatives of aerospace industry, research establishments and education institutions, participating in the major existing EU networks such as PEGASUS, EASN, ENAEE, EREA and EACP. Budget 0.67M€ / EU contribution 0.60M€.

5.2. RINGO - Research Infrastructures - Needs, Gaps and Overlaps ● Goal: The RINGO project, funded by the European Commission (EC) under H2020, was tasked to provide an analysis of Needs, Gaps and Overlaps of European Research Infrastructures (RIs) in order to reach Flightpath 2050 goals, as well as provide concepts and ideas for sustainable operating and business models for such RIs. ● Success story: The RINGO project compiled and delivered to the Commission a catalogue containing about 350 RIs operated mostly by research organisations, but also by private companies. A key outcome was that the final report (D7.2)

matched the catalogue of RIs to a collection of needs for aviation research infrastructures. The project detected 41 needs for completely new facilities and 58 needs for upgrade of existing facilities. Of these, 24 were very important and urgent and needed addressing immediately. ● Outlook: The RINGO results include the needs for RIs to be maintained, modified and upgraded as well as needs for new RIs currently not existing. (Status: finished - March 2020)

● Types of organisations involved in the project: Coordinated by DLR, Germany, RINGO was a 3-year Horizon 2020 project (2017-2020) including 13 Partners from 6 European countries. The project involved research organisations, universities and private companies (including PMI). Budget of 2.0M€ / EU contribution 2.0M€.

RINGO example of wind tunnel facility (Courtesy: DNW)

RINGO Landscape of Research Infrastructures in Europe (Courtesy: Deep Blue)

Conclusion

The conclusion and outlook for the research and education objective are strong.

A fundamental need has been identified for a coordinated and effective aviation research landscape and education system. Europe must build further upon these recommendations to remedy the most urgent research and Innovation ‘asset gaps’ and to maintain and further develop world class education by European universities that are best able to engage with and keep pace with the fast evolving needs of the aviation industry and promote a highly skilled workforce mobile across Europe.

The PERSEUS project delivered a quality labelling system for aerospace education complementing existing national and European accreditation systems. The RINGO project compiled a catalogue of European Research Infrastructures (RIs) and identified needs for upgrading of existing facilities and for creation of entirely new facilities.

6. International cooperation

European aviation needs to be underpinned by an efficient and effective organisation, policy and regulatory framework that fits into the global context. This requires an exchange and close collaboration within Europe and outside of Europe, enabling the development of technologies.

Fundamental goals for this objective are first, to define a Research and Innovation strategy towards non-EU countries, second, to increase European aviation industry competitiveness, including a better grasp of new topics like digitalisation and recycling, already monitored by some countries; and third, to improve safety at global level.

The task to manage and coordinate international cooperation for research in the European aviation industry has been led during the last three years by the ICARe project.

6.1. ICARe - International Cooperation in Aviation Research

● Goal: Make a recommendation to the European Commission on international collaboration in R&T for aviation. ● Success story: Bilateral talks and workshops with 21 target countries having major activities in aviation research have increased the relevance of the recommendations concerning these countries. The 21 target countries were: Australia, Brazil, Canada, China, India, Indonesia, Israel*, Japan, Malaysia, Mexico, Qatar, Russia, Serbia*, Singapore, South Africa, South Korea, Switzerland*, Turkey*, Ukraine*, United Arab Emirates and the USA, (*: associated countries to Horizon 2020). For example, the main conclusions of the ACARE INCO Strategy Report for non-EU countries were to favour equitable partnership and reciprocity, be aware of possible obstacles (such as IPR or

access to public funding) and consider standardization, certification and export control. ● Outlook: ICARe delivered recommendations to the EC for future International Cooperation in civil aviation Research and Innovation on the basis of lessons learned from past cooperations, technologies and areas of interest, win-win opportunities, barriers and solutions. These will accelerate the achievement of ACARE’s Strategic Research and Innovation Agenda (SRIA) objectives, providing benefits to the society (innovation, greener transport, industrial competitiveness and jobs…) (Status: finished – May 2020)

● Types of organisations involved in the project: Coordinated by ERDYN CONSULTANTS, France, ICARe is a 3-year Horizon2020 project (2017-2020) involving the Commission, Research Establishments, industries, Academia, ATS operators, ANSPs, airports, airlines, aviation authorities and agencies, EUROCONTROL, EASA. Budget 1.79M€ / EU contribution 1.79M€.

Conclusion

Good efforts and progress have been made to specify numerous aspects of potential collaboration with non-EU countries. A unique network supported these activities and will serve to envisage further cooperation on topics such as the production and storage of energy (batteries) and the safety / security related to Cyber Physics Systems (CPS).