annex iv - ec.europa.eu
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Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 1
ANNEX IV:
2nd Call for Core Partners (CPW02):
List and full description of Topics
- May 2015 -
Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 2
Revision History Table
Version n° Issue Date Reason for change
V1 25/03/2015 NA
V2 07/05/2015 Minor corrections brought to topic JTI-CS2-2015-CPW02-LPA-03-
02 "Reduced Cockpit Workload," under section “Special skills,
Capabilities, Certification expected from the Applicant(s)” (pp.
56, main bullet points 9 and 11).
Clean Sky 2 Joint Undertaking
Amendment nr. 2 to Work Plan 2014-2015
ANNEX IV:
2nd Call for Core Partners (CPW02):
List and full description of Topics
Document ID N°: V2 Date: 07/05/2015
Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 3
Index
1.1. Clean Sky 2 – Large Passenger Aircraft IAPD ............................................................................................. 6
1.2. Clean Sky 2 – Regional Aircraft IADP ....................................................................................................... 69
1.3. Clean Sky 2 – Airframe ITD .................................................................................................................... 103
1.4. Clean Sky 2 – Engines ITD ...................................................................................................................... 179
1.5. Clean Sky 2 – Systems ITD ..................................................................................................................... 211
Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 4
List of Topics for Core Partners (CPW02)
Topic
Identification Code
Title Type of
Action
#
Topics
Value
(Funding
in M€)
JTI-CS2-2015-
CPW02-LPA
4 26,5
JTI-CS2-2015-
CPW02-LPA-01-07
Power Gear Box (PGB) of the flight demonstrator Contra
Rotative Open Rotor (CROR) engine
IA 5,5
JTI-CS2-2015-
CPW02-LPA-03-01
Maturation, validation and integration with the airframers
of cockpit functions and avionics technologies
IA 10
JTI-CS2-2015-
CPW02-LPA-03-02
Reduced cockpit workload IA 5
JTI-CS2-2015-
CPW02-LPA-03-03
Cockpit utility management system
Integrated cabinet for business jet and large passenger
aircraft cockpits
IA 6
JTI-CS2-2015-
CPW02-REG
2 8,5
JTI-CS2-2015-
CPW02-REG-01-03
Green and cost efficient Conceptual Aircraft Design including
Innovative Turbo-Propeller Power-plant
IA 4
JTI-CS2-2015-
CPW02-REG-02-02
Wing Integration Regional Demonstrator FTB#2 IA 4,5
JTI-CS2-2015-
CPW02-AIR
5 31,5
JTI-CS2-2015-
CPW02-AIR-01-03
Development of airframe technologies aiming at improving
aircraft life cycle environmental footprint
IA 7
JTI-CS2-2015-
CPW02-AIR-02-05
Optimized Composite Structures for Small Aircraft IA 6
JTI-CS2-2015-
CPW02-AIR-02-06
Airframe on-ground structural and functional tests of
advanced structures
IA 4,5
JTI-CS2-2015-
CPW02-AIR-02-07
More affordable small aircraft manufacturing IA 6
JTI-CS2-2015-
CPW02-AIR-02-08
Cabin systems and Ergonomics, comfort & human perception
improvements
IA 8
JTI-CS2-2015-
CPW02-ENG
4 14
Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 5
Topic
Identification Code
Title Type of
Action
#
Topics
Value
(Funding
in M€)
JTI-CS2-2015-CPW02-ENG-01-04
Intermediate Compressor Frame for Ultra High Propulsive
Efficiency (UHPE) Demonstrator for Short / Medium Range
aircraft
IA 3,5
JTI-CS2-2015-CPW02-ENG-01-05
Turbine Vane Frame for Ultra High Propulsive Efficiency
(UHPE) Demonstrator for Short / Medium Range aircraft
IA 4
JTI-CS2-2015-CPW02-ENG-01-06
Business Aviation / Short Regional TP demonstrator -
Advanced Power & Accessory Gear Box
IA 3
JTI-CS2-2015-CPW02-ENG-01-07
Business Aviation / Short Regional TP demonstrator -
Advanced propeller & controls design & manufacturing and
IPPS aero-acoustic performance assessment
IA 3,5
JTI-CS2-2015-
CPW02-SYS
2 11
JTI-CS2-2015-CPW02-SYS-02-02
Adaptive Environmental Control System IA 5
JTI-CS2-2015-CPW02-SYS-03-02
Affordable future avionic solution for small aircraft, enablers
for single pilot operation
IA 6
GRAND TOTAL 91,5
Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 6
1.1. Clean Sky 2 – Large Passenger Aircraft IAPD
I. Power Gear Box (PGB) of the flight demonstrator Contra Rotative Open Rotor (CROR) engine
Type of action (RIA or IA) IA
Programme Area LPA
Joint Technical Programme (JTP) Ref. JTP Version 5
Work Packages (to which it refers in the JTP) WP1.1.3
Leading Company SAFRAN/Snecma
Indicative Funding Topic Value (in M€) 5,5
Duration of the action (in Months) 96 months Indicative
Start Date1
01/04/2016
Identification Code Title
JTI-CS2-2015-CPW02-LPA-
01-07
Power Gear Box (PGB) of the flight demonstrator Contra Rotative Open
Rotor (CROR) engine
Short description (3 lines)
Flight Test Demonstrator CROR includes the Power Gear Box which is one major element of the
power system of this Contra Rotative Open Rotor. This PGB tranfers power from the PWT to the 2
propeller shafts. The two other elements of the power system are the Power Turbine (PWT) and the
shafts transmitting power to propeller blade system.
1 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all the
necessary elements are in place before.
Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 7
1. Background
This Strategic Topic refers to the Joint Technical Proposal (JTP), addressing two Systems and
Platforms Demonstrators (SPD):
IADP_LPA: Platform 1 - Advanced Engine and Aircraft Configuration, WP1.1.3
This Platform will provide the environment to explore and validate
the integration of the most fuel efficient propulsion concept for
next generation short and medium range aircraft: the CROR engine.
The large scale demonstration will include extensive flight testing with
a full size demo engine (see below) mounted on the Airbus A340-600
test aircraft.
ITD Engine – WP1 Open Rotor Flight Test, 2014-2021
A second version of a Geared Open Rotor demonstrator carrying on
Clean Sky SAGE 2 achievements with the aim to validate TRL 6 will be
tested on ground and then on the Airbus A340 flying test bed (see IADP
LPA Program). From the initial SAGE 2 ground test demonstrator, some
engine modifications introducing various improvements, control system
update, and engine/aircraft integration activities will be necessary in
order to obtain a flightworthy demonstrator (Flight Test Demo-FTD)
and particularly :
o a demonstrator having compatible interfaces with the Airbus A340 flying test bed and its
systems
o a demonstrator whose parts are flightworthy parts
On the Engine Side, the objectives are to mature the following technologies, up to TRL6 through Flight
Testing of the FTD CROR Engine on the Airbus A340 flying test bed:
o New composite open rotor blades concepts optimized for aerodynamic and acoustics
o Pitch control full system for counter rotating blades
o Counter rotating structures supporting the blades
o High Power Gear Box with counter rotating outputs (PGB)
o High efficiency PoWer Turbine (PWT)
o Engine integration an installation in rear fuselage area
On the Aircraft/Engine Side, the objectives are to evaluate and demonstrate CROR
performance noise and vibration behavior through Flight Testing of the FTD CROR Engine on the
Airbus A340 flying test bed.
Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 8
In the frame of this Call for Core Partner, the Applicant will be responsible for the tasks linked to the
PGB Module:
Power Gear Box for Flight Test CROR Demo Engine (FTD)
o Design adaptation of the gear box for FTD CROR Engine
o Taking into account airworthiness studies conclusions and available test data of the GTD and
the lessons learned from the GTD Gear Box. The GearBox (PGB) will need a design adaptation
and p a r t i a l tests to check the ability to fly.
o Manufacturing of new parts for demo PGB module
o Assembly / instrumentation of this demo PGB module
PGB Module for Scale 1 Component Tests
o Testing for Scale 1 Component. Note that the Rig and required adaptations parts will be of
the Applicant‘s responsibility.
o Manufacturing of two PGB Modules and of rig for Scale 1 Component Tests
o Assembly and instrumentation of the PGB module/parts and rig for Scale 1 Component Tests
o Scale 1 Component Tests: These tests are rotating, mechanically loaded, back-to-back tests
aiming at :
- demonstrating the mechanical capacity of the PGB parts and Module.
- checking the ability to fly
The associated tasks are part of WP1.1.3.1, WP1.1.3.2, WP1.1.3.4 and WP1.1.3.5 as described in the
Work Breakdown Structure (WBS) hereafter:
Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 9
2. Scope of work
The Scope of work deals with the following strategic objectives:
On Engine Side,
‒ to mature PGB Technologies, up toTRL6 through Flight Testing of the FTD CROR Engine on the
Airbus A340. The flight test will be made with the FTD CROR Engine including the new PGB after
qualification of the engine through the Pass-Off test on the Ground Test Facility to validate the
design of the PGB for flight airworthiness to TRL5 through Scale 1 Mechanical Component Tests
of the PGB aiming at demonstrating performance (i.e. power consumption) and mechanical
behavior.
On the Aircraft/Engine Side, to contribute to the objectives of evaluating and demonstrating CROR
performance noise and vibration behavior through Flight Testing of the FTD CROR Engine on the
Airbus A340 flying test bed
As part of WP 1.1.3.1 of the IADP_LPA (Propulsion System Integration), it will cover:
‒ Analysis of flight test airworthiness
‒ Analysis of available test data on SAGE 2 PGB
‒ Participation in Propulsion System Integration studies, consisting in:
- Summarizing lessons learned from SAGE 2 PGB
- Taking into account these results into the updating of integration studies for the FTD CROR
As part of WP 1.1.3.2 of the IADP_LPA (Modules Adaptations or Modifications), it will cover:
‒ Adaptation of Design or Re-Design of PGB for Flight Test CROR Demo Engine (FTD)
‒ Manufacturing of one PGB for Flight Test CROR Demo Engine (FTD) and spare parts.
‒ Assembly and instrumentation of PGB for Flight Test CROR Demo Engine (FTD)
As part of WP 1.1.3.4 of the IADP_LPA (Components Maturation Plan), it will cover:
‒ Manufacturing of 2new PGBs and their equipment for Scale 1 rig tests (rotating, mechanically
loaded, back-to-back test). The configuration of theses PGBs is the same as the new PGB of the
FTD CROR Engine.
‒ Assembly and instrumentation of 2 PGB for Scale 1 Rig Test
‒ Design and Manufacturing of Scale 1 Rig Test (forward and aft adaptation sleeves, driving shafts,
bearings, bearing supports, oil and air sumps)
‒ Scale 1 Rig Tests of the PGB Modules.
As part of WP 1.1.3.5 of the IADP_LPA (Preparation and participation in Flight Test Demo) :
‒ Support for PGB Module during Flight Test CROR Demo Engine (FTD) including prior Pass-Off test
in Ground Test Facility. This support includes:
Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 10
- participation in reviews before and after CROR Pass-Off test and Flight Test (Test Readiness
Reviews) for PGB
- monitoring of PGB parameters during CROR Pass-Off test and Flight Test
- participation in inspection of PGB parts if needed
- repair or replacement of PGB parts and measurements if needed
- delivery of two test reports for the PGB Module: CROR PGB Pass-Off test and Flight Test
Reports
Call for Core Partners (CPW02) Topic Descriptions
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 11
3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type Due Date
D1 Analysis of flight test airworthiness: conclusions of studies
for PGB of FTD CROR demo engine
R
T0 + 2 months
D2
Analysis of available test data on SAGE 2 PGB: Report of
lessons learnt especially versus capacity of Ground Test
Demo (GTD) PGB and ability of GTD PGB for Flight Test
R
T0 + 8 months
D3 PGB for FTD CROR demo engine: concept and feasibility
report
R and RM T0 + 11
months
D4
Adaptation of Design or Re-Design of PGB for Flight Test
CROR Demo Engine (FTD): Preliminary Design Review and
Report
R and RM
T0 + 14
months
D5 Design of PGB for Flight Test CROR Demo Engine (FTD):
Critical Design Review and Detailed Design Report
R and RM T0 + 26
months
D6
PGB: components tests plan
PGB components tests
Readiness review
R and RM
T0 + 28
months
D7 PGB: hardware delivery to Mechanical component test
facility
D T0 + 28
months
D8
PGB: Mechanical component testing completed
- completed with hardware
- inspection review and report
RM
T0 + 35
months
D9
PGB: component test reports
R T0 + 38
months D10 PGB: hardware delivery to engine test stand D T0 + 38 month
D11
Engine readiness review
Documentation for PGB:
- Delivered Hardware status
- Instrumentation
- Engine Test Plan requirements
R and RM
T0 + 44 month
D12 Engine Pass-Off test (ground test) report for PGB R T0 + 56 month
D13 Engine Flight Test report for PGB R T0 + 71 month
D14 Lessons learnt for PGB R T0 + 77 month
Call for Core Partners (CPW02) Topic Descriptions
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Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
1 Decision for launching manufacturing and testing phases** R & RM T0 +17 months
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone
**This decision will be made by Snecma before launching the supply of Long Lead Time Items , taking
into account several factors :
- Maturity of the design
- Capability for flight test operation
- Any other external factor
Call for Core Partners (CPW02) Topic Description
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Overall CROR SNECMA Schedule
2014 2015 2016 2017 2018 2019 2020 2021 2022
3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Demonstrator ground test M0: 1st run ▼ ▼ D0: Results, GT Inspection (Clean Sky SAGE 2) Analysis of Gap between GT and FTD specifications ▼ M1: F-PDR Preliminary design phase ▼ M2: F-CDR Detailed Design Rawparts ▼ M3: Pylon/mounts delivery Manufacturing ▼ Instrumentation Build 2 (start of assembly flight engine) Rig tests for permit to fly Design, manufacturing & assembly of test bench
adaptation ▼ D1: Engine & bench ready for ground test
▼ M4: Flight test demo - 1st run on ground Pass-off test M5: Engine FRR ▼ ▼ M6: First Test in Flight Flight Test Demo - First Test D2: Engine delivery ▼ ▼ D3: Report on Flight Test Result analysis flight test results
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 14
4. Special skills, Capabilities, Certification expected from the Applicant(s)
‒ Expertise and skills
‒ Design of aeronautic commercial engine high Power high density geared systems: lubrication,
thermal mechanics, vibrations
‒ 3D modeling and 3D CFD
‒ Manufacturing of aeronautic commercial engine structural and rotating parts or modules
including gears
‒ Inspection means and expertise for quality assessment of produced part
‒ Material characterization especially for fatigue characteristics (HCF, LCF)
‒ Instrumentation and mechanical component test capability
‒ Quality manual to ensure quality of design, materials, manufacturing, instrumentation, test,
conditioning and shipping of hardware
‒ Risk Analysis, Failure Mode and Effect Analysis
‒ Demonstrated capability to deliver PGBs able to be integrated on an actual scale 1 Flying Test
Bed
‒ Capabilities and track record
‒ Company qualified as an Aeronautic Supplier for Product Commercial Engine Parts
‒ Company certified for Quality regulations (ISO 9001, ISO 14001) and for Design of engine
subsystems or modules (CSE, Part 21, Part 145)
‒ Competences to deal with risks associated to the action:
At SPD level:
‒ Background in Research and Technology for aeronautics especially on Geared Turbofan
Demonstrators and Gear System parts.
‒ Background in delivery of instrumented part(s) or module(s) for scale 1 engine
demonstrators, experience in design ,manufacturing and testing of high power high density
gear systems and associated parts (P=23 MW, weight 300 kg, indicative outer diameter
0.75m)
At applicant level:
‒ Background in Research and Technology for aeronautics
‒ Project Management capability for 10M€ project
‒ Quality Management capability for 10M€ project
‒ Exchange of Technical Information through network: 3D models of parts, Interface Control
Documents
‒ Digital Mock-Up
‒ 3D models available at CATIA format
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 15
‒ Expertise
‒ Available in the internal audit team
‒ Resources in house for design, manufacturing, material, instrumentation, tests
‒ Intellectual property and confidentiality
‒ Snecma will own the specification, while the Core Partner will own the technical solutions
that he will implement into the corresponding subsystems.
‒ Snecma information related to this programme must remain within the Core Partner; in
particular, no divulgation of this strategic topic to Core Partner affiliates will be granted.
‒ Ownership and use of the demonstrators
‒ The Core Partner will deliver demonstrator parts to Snecma. Each part integrated or added in
the demonstrator will remain the property of the party who has provided the part.
‒ Notwithstanding any other provision, during the project and for five (5) years from the end of
the project, each party agrees to grant to Snecma a free of charge right of use of the relevant
demonstrator and its parts.
‒ After the end of the period, each party may request the return of the parts of the
demonstrator(s) that it provided. If the concerned parts are returned, no warranty shall be
given or assumed (expressed or implied) of any kind in relation to such part whether in
regard to the physical condition, serviceability, or otherwise.
Call for Core Partners (CPW02) Topic Description
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5. Glossary
ACARE Advisory Council for Aeronautics Research in Europe
AIP Annual Implementation Plan
ATM Air Traffic Management
CDR Critical Design Review
CFP Call for Proposals
CROR Counter Rotating Open Rotor
CS2 Clean Sky 2
CS2 JU Clean Sky 2 Joint Undertaking
EC European Commission
FTD Flight Test Demonstrator
GTD Ground Test Demonstrator
IADP Innovative Aircraft Development platform
ITD Integrated Technology Demonstrator
LLTI Long Lead Time Items
SPD Strategic Platform Demonstrator
STD Strategic Topic Description
TA Transverse Activities
TE Technology Evaluator
TP Technology Products
TRL Technology Readiness Level
WP Work Package
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 17
II. Maturation, validation and integration with the airframers of cockpit functions and
avionics technologies
Type of action (RIA or IA) IA
Programme Area IADP LPA
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the
JTP)
WP3.1, 3.2, 3.3, 3.4, 3.5
Leading Company AIRBUS and DASSAULT-AVIATION
Indicative Funding Topic Value (in M€) 10
Duration of the action (in Months) 96 Indicative
Start Date2
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-LPA-
03-01
Maturation, validation and integration with the airframers of cockpit
functions and avionics technologies
Short description (3 lines)
The purpose is to develop a large number of innovative cockpit functions and CNS technologies. The
objective is to reach TRL 5/6 maturity through integration in cockpit demonstrators. The final
objective is the large aircraft disruptive cockpit with spin offs for incremental development on
business jet and large aircraft.
2 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all
the necessary elements are in place before.
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1. Background
This Core Partnership is to be hosted within the LPA Platform 3 “Next Generation Aircraft Systems,
Cockpit and Avionics”. The ultimate objective of the LPA platform 3 is to build a highly representative
ground demonstrator to validate a Disruptive Cockpit concept by 2023 to be ready for a possible
launch of a future European Large Aircraft (LA).
Most of the components of the ground demonstrator will be simulated. Integrating real equipment
and flight testing technologies will be done only when this adds a significant value: either to ensure
the validation of the disruptive cockpit concept or to check that individual technologies can be
properly integrated in a large aircraft cockpit.
Although the Disruptive Cockpit is the main target of LPA platform 3, some of the technologies that
will be worked out may find an earlier application. These technologies spin-offs would be candidate
for an incremental development of the existing family of commercial airplanes either LA or business
jets (bizjets). These technologies will be declared successful only if they are fully integrated together
with the operational concept and organisation of current state of the art cockpits. Such integration
platform is identified as an “Enhanced Cockpit”
On bizjets the ambition is to introduce incremental but significant innovations in terms of navigation,
sensors and MMI, in existing cockpit concepts. The focus will be on maturation to sufficient maturity
to support deployment in the early 2020s, and on integration in the cockpit and assessment of
installed performances, which will be specific to the operations of bizjets. So there will be three
major steps expected from the candidate for bizjets:
By the end of 2017, the concept must be established for the three main ingredients of the
innovative Bizjet cockpit:
o Guidance functions for “always easier flight”: identified functions are related to approaches,
see 3.1.1.1 and 3.1.1.2
o Navigation capacities using new sensors, see 3.1.1.4
o Innovative MMI concepts using multimodal tactile & voice based controls, see 3.1.3.2
By the end of 2018, each of the innovations will have been tested separately in a representative
environment which is described in the relevant paragraph. The choice of functions and
technologies integrated will be reviewed and amended as required based on available results on
all technologies, possibly integrating other developpements such as pilot monitoring and head
worn displays.
By the end of 2020, based on the results of the first step, a second more integrated design and
evaluation will have been performed, normally leading to a TRL of 6.
Between 2020 and 2022, the final tests integrating the new sensors will have been completed,
see 3.1.1.4
For both bizjets and LA, the studies will start at TRL 3 to 4 with the analysis of the intended functions
and elaboration of operational concepts, continue with integration and simulations based on
evolution of cockpit demonstrators, and when necessary lead to flight tests of an elementary
technology to reach TRL5/6.
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Based upon airframer’s requirements, the future Core Partner (CP) is expected to support both
airframers Dassault Aviation and Airbus, starting with concept studies, capture of requirements,
development of demonstrators and testing. In particular integration and testing in representative
cockpits will be expected from the core partner using his own facilities, as well as providing hardware
and software for tests on Dassault Aviation and Airbus test facilities.
The innovations brought by this strategic topic are addressed across three main
domains:
Always easier flight functions, which will improve:
o Automatic approach and landing system availability,
o Situational awareness on ground through obstacle detection coverage,
o Head up man machine interface miniaturization,
o Navigation equipment performance & cost.
Man machine efficiency, which will improve:
o Communication with ATC thanks to embedment of voice to system technologies,
o Pilot immersion through multi-modal integration and tactile interface.
Air ground communication, which will improve:
o Quality of service and equipment cost thanks to modular radio avionics and routers
technology.
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2. Scope of work
WP 3.1.1: Functions for « always easier flight »
The purpose of this sub-work package is to provide additional detection capabilities to further
decrease sensitivity of operations to external environment while maintaining high levels of safety.
Such capability provides to the pilot better and more reliable situational awareness during all phases
of operations, especially during approach and on the ground.
o WP 3.1.1.1: Guidance approaches & landing systems:
Two main objectives are pursued:
Develop and integrate an approach stabilisation assistant: develop and demonstrate an
application prototype of decision tool to optimize timing of configuration changes to
reduce both the number of unstable approaches and the fuel consumption noise
emission during last approach phase. Robustness to aircraft configuration and weather
conditions will be key to success.
- Cockpit concept,
- Define algorithms by use of aircraft performance data,
- Define HMI with respect to human-factors best practices and optimum user
experience,
- Demonstrate robustness, performance and compatibility with pilot work load.
Develop and integrate an advanced Continuous Descent Approach (CDA) guidance
approach mode: Demonstrate an operational and technical feasibility of a new control
mode to optimize Descent.
- Operational feasibility study (ATC and Crew perspective),
- FMS and automatic flight control high level requirements on implementation of new
control mode providing optimized Descent on fuel and noise,
- Validation on simulator.
To achieve these objectives, the CP will:
- Contribute to the requirements definition.
- Elaborate the functions
- Integrate the functions in existing bizjet concepts to the level required to support
demonstration
- Demonstrate the functions in a realistic environment, in cooperation with
Dassault Aviation
TRL Objectives : for the Guidance approaches & Landing systems, the target is to reach a
maturity level at completion comprises between 5 and 6
o WP 3.1.1.2: Collision avoidance on ground
Airport taxiway, apron and ramp are more and more crowded. Hence, in poor weather condition
the risk of collision at low speed with another airplane or a ground vehicle is real. Means to
support the crew navigating this area is thus needed.
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This CP activity must be divided into two phases:
Investigation of potential enhancement of the currently installed sensors and
opportunities assessment to introduce new onboard sensors for the obstacle and debris
detection.
Design of the interfaces to the sensors and display unit, pre-processing of the
information to defined form and design of the fusion module shall be done.
The following innovative technologies shall be developed by the CP:
On-board obstacle, object and debris detection sensors,
Terrain and obstacles databases ,
Real-time surface data fusion via reliable data link,
3D external scene rendering capability,
Surveillance equipments to be integrated on ground cockpit demonstrator.
TRL Objectives: for the collision avoidance on ground, the target is to reach a maturity level at
completion comprises between 5 and 6.
o WP 3.1.1.3: Head Worn Display:
The main objective is to enhance crew operation by using visual projection technologies. Head
Worn Display activities are two-fold:
define System requirements for novel head-out vision systems,
explore new cockpit applications enabling higher situational awareness and operational
benefits.
Requirements for the implementation of Head Worn Display technologies deal both with
technological aspects (e.g. brightness …) and human factors (e.g.: induced fatigue …).
TRL Objectives: for the Head Worn Display, the target is to reach a maturity level at completion
comprises between 5 and 6
o WP 3.1.1.4: New navigation sensor and Hybridization:
Enhancement in navigation is required to support gate to gate navigation which will have a huge
impact on future cockpits and pilot tasks. Improvement axes are twofold:
in flight: increase integrity of attitude, speed, heading and possibly position data while
decreasing overall cost of the navigation platform. Special attention shall be given to the
robustness of the architecture during the approach and landing phase,
on ground: increase of speed and position accuracy, improvement of data integrity while
limiting cost impacts.
The CP activities shall address both LA and business jet. However, each will have their specific
requirements (among other in terms of architecture), goals (among other in terms of
expected operational benefits) and specific demonstration platform.
Dual Frequency Multi Constellation (DFMC) GNSS
The aim is to demonstrate improved attitude, velocity and position (integrity, availability
and accuracy) in all flight phases worldwide enabled by the use of several GNSS
constellations for the aircraft navigation system. The activities are to support
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 22
development effort to mature DFMC GNSS receiver.
High end Micro ElectroMechanical Systems (MEMS) inertial sensors
The aim is to demonstrate feasibility and mature necessary technologies to build a MEMS
inertial unit satisfying flight controls needs (including autopilot). This will allow to
drastically reduce the cost of inertial systems which are at the heart of aircraft navigation
architecture.
Hybridized Navigation systems
The aim is to achieve:
- better integrity on attitude and better accuracy on heading in all flight phases,
- better integrity and continuity of position and velocity data during approach and
landing,
- better accuracy of position and velocity data during taxiing,
- alternative navigation aids (or sensors) for the purpose of achieving above objectives.
TRL Objectives: for the new navigation sensor and hybridization system, the target is to reach a
maturity level at completion comprises between 5 and 6
WP 3.1.3: Functions and solutions for man-machine efficiency
The goal here is to simplify the relationship with the aircraft, enhance situational awareness and
manage crew workload by
- providing more intuitive interactions and representations (natural, quick, ...) ,
- keeping “man in the loop” knowing the “status” of the crew.
o WP 3.1.3.1: Pilot Monitoring System:
The studied pilot monitoring technologies activities are to:
identify the relevant physiologic parameter for stress and fatigue pilot measurement,
define pattern for pilot behavioural during complex environment, critical phase of flight
or degraded conditions,
develop new non-intrusive suite of parametric sensors,
have new data acquisition and processing pilot monitoring system,
develop new concept for prognostic and diagnostic techniques applied to pilot
monitoring.
TRL Objectives : for the pilot monitoring system, the target is to reach a maturity level at completion
of 6 and for fatigue monitoring, the same level of maturity is to be reached by 2020.
o WP 3.1.3.2: Voice to System & Multimodality
Multimodal cockpit is a key concept to reduce crew workload and facilitate functional using. The
purpose of this sub-work package is to provide new technologies to provide a multimodal cockpit
including: ATC/AOC to system voice recognition system, pilot to system natural voice recognition
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 23
system, multimodal integration. It relies on a HMI framework for an easy
modalities/commands/displays configurations.
System able to understand voice from ATC/AOC:
Understanding what Air Traffic Controller is communicating to the crew can be sometimes
difficult because of noisy transmission, controllers & crew English skills or pronounced
regional accents... Having the message in written would be therefore helpful. The CP activity
shall therefore consist in developing a voice recognition software fitted to aviation
application.
Multimodal integration: within the LPA platform 3, the “Multimodal integration” study
objectives are:
- To choose, define and prototype the well suited natural speech recognition engine
technology for the enhanced cockpits as well as the avionics integration taking into
account safety requirements
- To develop and assess speech applications examples taking into account airframer
functional and performance needs. These applications shall take into account the
integration in the avionics and how shall be the response to voice input.
- To define avionics integration constraints regarding safety constraints which shall be
defined (DAL level, partial or complete re-design, system & software architecture).
- To Define and develop the process & tool framework for prototyping, configuration
and V&V for multimodal interaction (touch, speech, …)
• Analyze and prioritize OEM needs in terms of prototyping, specification,
development and V&V of touch screen / speech HMI
• Conduct a survey of existing candidate tools, perform a gap analysis vs OEM
needs and down-select the preferred tool suite,
• Develop the framework
• Validate the framework: integration and evaluation of the framework
functionalities.
- To develop multimodal applications crossing touch, speech and eye-tracking.
TRL Objectives: for the HMI framework and speech application, the target TRL is 6. For multimodal integration the target TRL is 5.
Tactile HMI: as future cockpits have to be more intuitive, direct interactions (tangible
user interface) are key elements in the design of natural cockpits. Touch interaction is
well popularized by mass electronics consumer. The work is to choose fitted touch
technologies and functions for business aircraft cockpits as well as integration concept
regarding aircraft environment constraints. The “Tactile HMI” study objectives are:
- To choose, define and prototype the well suited touch screen hardware/software
technology for the enhanced cockpits as well as the avionics integration taking into
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 24
account safety requirements
- To develop and assess (cognitive and physical ergonomics) touch screen applications
examples taking into account airframer functional and performance needs,
- To define avionics integration constraints regarding safety constraints which shall be
defined (DAL level, partial or complete re-design, system & software architecture).
TRL Objectives: for the touch hardware, integration and ergonomics, as well as for the touch
application, the target TRL is 6.
WP 3.2.1: Flexible Communication
The purpose of this work package is to study and demonstrate the following innovative technologies:
Modular Radio Avionics and ATN/IPS router.
o WP 3.2.1.1: Modular radio avionics:
Software Defined Radios (SDR) are expected to bring benefits in term of weight, volume, cost,
wiring, and power consumption reduction and flexibility to accommodate the evolutions of air-
ground communication technologies. These benefits are expected to be first demonstrated in
phase 2 (cf. JTP LPA Platform 3), using real SDR equipments, in integration with the Enhanced
Cockpit, with the operation of current radio communication technologies , on ground or in flight
as appropriate. In phase 4, for the disruptive cockpit, convergence of SDR and future aircraft
platforms is expected to be demonstrated with the operation of multiple current and future
radio communication technologies hosted on a unified and converging shared platforms
environment (aircraft virtual platform). Part of the activity should also be the development of
integrated multi-band antennas. Smart antennas technology will have to be assessed for
Surveillance functions such as TCAS and Transponder.
The CP shall:
In phase 1 (Target TRL3):
Contribute to the study and assessment of the different possible flexible radio alternative
architectures for the Enhanced cockpit and for the disruptive cockpit, with consideration of
possible synergies in between modular radio avionics and other aircraft avionics technologies.
Define and start developing the generic technological bricks (generic SDR platform, waveforms,
and generic front end/antenna sub-systems)
In phase 2 (Target TRL4):
- Develop a modular radios set for the Enhanced cockpit, in integration with other
systems, and able to provide a set of current air-ground radio communication services
offering VHF, VDL Mode 2, INMARSAT SBB (including IRIS precursor) communication
services in the scope of the Enhanced cockpit, in integration with other systems.
- Verification and validation activities on ground or in flight as appropriate.
In phase 3 (Target TRL5 & 6):
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 25
- Adapt and extend the modular radio components to study and demonstrate
convergence and unification of SDR and future avionics platform, and the capability to
operate multiple current and future radio communication technologies that will allow
to additionally mimic the services and performances of future LDACS, AeroMACS,
and future satellite radio systems, in interoperation with the ATN/IPS router, and to
assess a number of communication link reconfiguration and temporal/geographical
transition scenarios within the scope of the disruptive cockpit.
- Verification and validation activities.
o WP 3.2.1.2: ATN/IPS router:
ATN/IPS, based on Internet Protocol communications, is the future aeronautical network
technology being standardised by ICAO. It is intended to replace current solutions based on
ACARS and ATN/OSI protocols. The ATN/IPS protocols must be operated by a new ATN/IPS
router, which will have to be considerably more performant than current routers and will be able
to sustain the multi-mega-bits-per-second throughput of future high bandwidth air-ground
radiocommunication systems.
The main objective will be to design and develop an avionic ATN/IPS router that can be
integrated in the cockpit avionics environement. The deliverables of the project will provide the
evidences to reach a TRL 6 maturity.
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 26
The Core partner shall:
In phase 1 (Target TRL3):
- Contribute to the requirements definition,
- Contribute to the high level architecture specification of ATN/IPS router,
- Provide an assessment of the expected performances,
- Provide an assessment of the capability to certify the function at the required Design
Assurance Level (as component of a safety impact function).
In phase 2 (Target TRL4):
- Refine the architecture according to a phase 2 target validation environment,
- Perform the detailed design of the ATN/IPS router,
- Develop an ATN/IPS router (software and possibly hardware) compliant with Aircraft
interfaces (user applications, management systems, radio components),
- Test an ATN/IPS router prototype in a representative environment, including the
Avionics environment and the ground environment (ATN/IPS ground network).
In phase 3 (Target TRL5 & 6):
- Adapt and customize the ATN/IPS router according to the phase 3 final validation
environment (virtual or real),
- Validate an ATN/IPS implementation with an end-to-end ATM use-case application
provided by Airbus (demonstrate interoperability and performances), and in integration
with the modular radios components (virtual or real).
WP 3.3: Next generation cockpit functions flight demonstration:
The flight tests objectives are summarized in the table below:
Flight test Objectives
Pilot Monitoring Demonstration of the capability of a system to detect different levels of crew
incapacitation. The test vehicle would be airplanes in airline operations,
equipped with a crew monitoring system.
Approach Stabilization
Assistant
Demonstration of the function on a test airplane. Approach stabilisation
assistance flight test
Ground collision avoidance Demonstration of the capability of the onboard system to detect moving
vehicles and fixed building. The test vehicle will be a test aircraft, moving
around an airport in low visibility conditions.
Head Worn Display Demonstration of the capability to perform approaches and landing with the sole
means of this system. The test vehicle will be a test aircraft.
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 27
Flight test Objectives
Ground/board
communication
Smart Antennas
Demonstration of communication link performance (smart antenna and SDR
communication unit). The test vehicle will be a test aircraft.
Demonstration of surveillance function (TCAS, XPDR) performances of Smart
Antenna on test aircraft.
New navigation sensors and
hybridization
Validation of the accuracy, availability and integrity of navigation parameters
either directly measured or merged (hybridization) from different sources
(IRS/AHRS/GNSS). The test vehicle will be a flight test airplane.
Always and everywhere available localisation function based on MCMF
sensors: Flight tests to demonstrate the identified operational benefits.
Always and everywhere available localisation function based on hybridization:
Flight test campaign using prototypes to assess performance of GPS/INS and
to collect data for GNSS/INS
Voice to System Demonstration of the versatility of the system and of its robustness to different
accent and mother tongue of air traffic controllers. The test vehicle would
be airplanes in airline operations.
The CP activities for these tests are:
o Ground testing in representative cockpit simulator of new cockpit integrating innovations
from WP3.1 Flight testing of selected more critical function with one or both of these
options:
Deliver prototypes of some of these functions with a maturity level sufficient to be
qualified for flight testing and support aiframer or airline flight tests,
Flight test on CP aircraft.
WP 3.4: Enhanced cockpit demonstration with innovative functions & technologies:
The objective is to check that the value added to the airplane is worth the investment and to check
that the candidate technology can properly be integrated into the targeted platform. Components or
functions that are targeting embodiment on existing or derivative aircraft will be integrated in
existing simulators:
o a versatile one (like Airbus MOSART) to integrate a customized version of the generic Cockpit
Display System and of the Flight Management System (both from ITD Systems WP1),
functions and technologies developed in WP 3.1 and 3.2 and in SEFA, functions developed in
SESAR. The operational concept will be “one step beyond” A350 concept, although not a step
change (for the new technologies to be reasonably candidate for early embodiment in a
derivative version of an existing large passenger aircraft),
o specific ones (like an A320 simulator) to integrate technologies with a direct application on
an existing large passenger aircraft. When relevant, other specific simulator (e.g. bizjets) will
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 28
be pursued to demonstrate integration of the functions in a full cockpit environment.
The CP activities for the enhanced cockpit demonstration are:
o Deliver prototypes with a maturity level sufficient to be integrated onto the enhanced
cockpit,
o Support prototypes integration on the enhanced cockpit,
o Support testing phase.
WP 3.5 : Disruptive Cockpit demonstration:
The key objective is to develop a highly representative cockpit simulator, embedding all the novel
functionalities and allowing demonstrating the flight operations in a realistic (simulated)
environment. The ground demonstrator is foreseen to be similar to existing MOSART and is likely to
re-use existing components. The demonstrator will be built to:
o Simulate the complete cockpit and to be fully representative as seen by the crew,
o Integrate real and simulated components,
o Be flexible enough to support the evaluation of different configurations in term of physical
and functional organization (i.e. different seats location, different fly controls, different data
displayed) and to switch easily between real and simulated components.
This real time, crew-in-the-loop simulator will include all the functionalities needed to validate the
proposed concepts, and – when relevant – will include real hardware from avionic platforms and
embedded functions. To ensure that the simulation of a component is sufficiently representative,
testing of such component on a dedicated test bench may be required. Having an overall validation
plan is thus mandatory. It may prove simpler to integrate the component in the ground
demonstrator. This decision will be taken based on evidences during the gate review scheduled prior
to the demonstrator integration launch. Putting the crew in a quite realistic simulator (functions,
ergonomics, performances of the systems, external operational environment including adverse
conditions) will allow for comprehensive validation of the novel type of operations.
The CP activities for the disruptive cockpit demonstration are:
o Deliver prototypes and models with a maturity level sufficient to be integrated onto the
disruptive cockpit,
o Support prototypes integration on the disruptive cockpit,
o Support testing phase.
More specifically, for the aircraft virtual platform of WP3.5, the CP activities are detailed
hereunder. Within WP3.5.3, the CP shall support the airframer to set up a common methodology and
approach between airframer and supplier to be able to create a virtual platform in both simulated
and real environment necessary to demonstrate the new cockpit functions. To meet these objectives
the following activities will be done:
o The CP will support the Airframer in WP3.5.3.1 to define the architecture of the Platform
demonstrator and perform the selection of the simulated components and define the
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 29
representativeness. The participation to this WP will allow the core partner to define and
validate the platform component necessary for the demonstration.
o The CP will develop within WP3.5.3.2 a set of HW models based on aircraft virtual platform
methodology (TRL4/5) to be integrated in the aircraft virtual platform and to validate it.The
core partner will integrate and validate the behaviour of the applications on the aircraft
virtual platform based on the use cases defined for the Disruptive Cockpit (WP3.5.3.4.1).
o The CP will ensure the support and the update of the simulated components of the Virtual
Platform (WP3.5.3.4.2) all along the demonstration and perform the assessment of the
aircraft virtual platform.
Core Partner integration verification & validation
The Core Partner shall demonstrate that the proposed technologies are compatible amongst
themselves.
Examples of technologies to be integrated are:
o End to end interface with the crew, with on one hand guidance & landing systems (WP
3.1.1.1), collision avoidance (WP 3.1.1.2), voice to system (WP 3.1.3.2) and on another hand
head-worn display (WP 3.1.1.3) and tactile HMI (WP 3.1.3.3),
o Navigation system (WP 3.1.1.4) and related functions (from guidance WP 3.1.1.1 to tactile
HMI WP 3.1.3.3),
o End to end voice treatment, with on one hand “the pipe” (flexible communication WP 3.2.1)
to the “ATC voice to system” function (WP 3.1.3.2.1) and multimodal integration (WP
3.1.3.2.2).
An integration V&V plan shall be submitted for approval and then executed. Enhanced LA,
incremental bizjet and disruptive LA cockpits shall be covered.
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 30
3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type Due Date
Application
3.1.1.1 CDA Operational feasibility study Report T0 + 12 BJ
Validation Report of
validation
tests
T0 + 18 BJ
FMS and Flight Control high level
requirements on implementation of
new control mode providing optimized
Descent on fuel & noise
Concept
Specification
and
integration
report
T0 + 24 BJ
3.1.1.1 Asta Definition of algorithms by use of
aircraft performance data
Concept
specifiation
report
T0 + 18 BJ
Define HMI with respect to human-
factors best practices and optimum user
experience
Report T0 + 18 BJ
Laboratory / flight tests Report T0 + 24 BJ
3.1.1.1 Surv WP 3.1.1 Phase 2 Prototype validated in
the lab
Report T0 + 36 LA
Phase 1: Subset of prototypes available
for ground and flight testing in 2017
Flight
Prototype
T0 + 24 LA
Phase 2: Full set of prototypes available
for ground and flight testing in 2020
Prototype T0 + 48 LA
3.1.1.2 Surv Detection capability analysis Document T0 + 24 LA
Architecture description Document T0 + 24 LA
Test report Document T0 + 24 LA
3.1.1.3 HWD HWD fly-ready prototype Prototype T0 + 24 LA
Performance analysis Document T0 + 24 LA
3.1.1.4.1.1
Nav-
DFMC
Navigation Performance improvement
analysis using DFMC GNSS (simulation
results)
Report T0 + 24 LA
DFMC GNSS Go/NoGo decision gate Decision file T0 + 24 LA
DFMC in field data collection Flight tests
report
Report T0 + 48
T0 + 36
LA
BJ
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 31
Deliverables
Ref. No. Title - Description Type Due Date
Application
3.1.1.4.1.2
Nav-
inertia-
proto
MEMS AHRS with GPS hybridization Flight
prototype
T0 + 24 BJ, LA
Navigation test platform:
MEMS AHRS with GPS (*)
hybridization
IRS with GPS (*) hybridization
consolidation module
Flight
prototype
T0 + 48
T0 + 36
LA
BJ
MEMS AHRS hybridized with GPS (*)
and alternative sensors for Gate2Gate
demo
Flight
prototype
T0 + 96 BJ, LA
Flight tests using a DFMC GNSS/INS
prototype to demonstrate the identified
operational benefits of Hybridization
Flight
prototype
T0 + 84 BJ
3.1.1.4.1.3
Nav-
inertia-
models
Simulation model for MEMS AHRS Model T0 + 12 LA
Simulation model for MEMS AHRS with
GPS hybridization
Model T0 + 24 LA
Simulation model for MEMS AHRS
hybridized with GPS and alternative
sensors
Model T0 + 36 LA
3.1.1.4.1.4
Nav-
inertia-
reports
Phase 1: Validation report on
performance of MEMS GPS-AHRS
Report T0 + 24 LA, BJ
Validation report on performance of
high integrity navigation solution and
data collection report for GNSS/INS
Report T0 + 36 BJ
Phase 2:Validation report on
performance of high integrity
navigation solution
Report T0 + 48 LA
Validation report on performance of
DFMC GNSS/INS navigation solution
Report T0 + 84 BJ
Phase 3:Validation report on
performance of high accuracy / integrity
navigation solution for Gate2gate (LPA
only)
Report T0 + 96 LA
3.1.3.1 Pilot Detection coverage analysis Document T0 + 24
T0 + 48
LA, BJ
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 32
Deliverables
Ref. No. Title - Description Type Due Date
Application
Mon. Test report Document T0 + 24
T0 + 48
LA, BJ
Fly-ready prototype Prototype T0 + 24
T0 + 48
LA, BJ
3.1.3.2 Voice to
System
Test report Document T0 + 24
T0 + 48
LA, BJ
Fly-ready prototype Prototype T0 + 24
T0 + 48
LA, BJ
WP 3.1.3.2
HMI HMI Avionics constraints & qualification
process document
Specification T0 + 12 BJ
Touch technology & architecture
(display prototype)
Demonstrator T0 + 24 BJ
Touch & Speech applications demo 1 Demonstrator T0 + 36 BJ
Touch & Speech application assessment
report 1
Report T0 + 42 BJ
Touch & Speech applications demo 2 Demonstrator T0 + 48 BJ
Touch & Speech application assessment
report 2
Report T0 + 54 BJ
HMI process & tools description
document
Specification T0 + 12 BJ
HMI framework prototype Demonstrator T0 + 24 BJ
HMI framework prototype evaluation
report
Report T0 + 30 BJ
HMI framework v2 Demonstrator T0 + 36 BJ
HMI framework v2 evaluation report Report T0 + 42 BJ
Multimodal concept description
document
Specification T0 + 24 BJ
Multimodal prototype Demonstrator T0 + 48 BJ
Multimodal prototype 1 evaluation
report
Report T0 + 54 BJ
WP3.2.1.1
Modular
radios
systems
(Phase 1)
Study/ assessment of possible
alternative modular radio systems
architectures
Document T0 +12 LA
Study/ assessment of possible synergies
between modular radio systems and
future aircraft platform systems
Document T0 +12 LA
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 33
Deliverables
Ref. No. Title - Description Type Due Date
Application
Baseline modular radio components
requirements
Specification T0 + 12 LA
Dossier of the development of the
baseline modular radio components
Development
dossier
T0 + 18 LA
WP3.2.1.1
Modular
radios
systems
(phase 2)
Specification of the modular radio
systems for the enhanced cockpit
Specification T0 + 30 LA
Dossier of the development of the
modular radio components for the
enhanced cockpit
Development
dossier
T0 + 36 LA
Modular radio components for the
enhanced cockpit
Equipment T0 + 48 LA
WP3.2.1.1
Modular
radios
systems
(phase 3)
Specification of the modular radio
systems for the disruptive cockpit
Specification T0 + 54 LA
Dossier of the development of the
modular radio components for the
disruptive cockpit
Development
dossier
T0 + 60 LA
Modular radio components for the
disruptive cockpit
Equipment T0 + 72 LA
WP3.2.1.2
ATN/IPS
router
(Phase
1)
ATN/IPS Router functional
Requirements
Specification T0 + 6 LA
ATN/IPS overall architecture document Document T0 + 12 LA
ATN/IPS Verification & Validation
strategy plan
Document T0 + 15 LA
WP3.2.1.1
ATN/IPS
(Phase
2)
ATN/IPS prototype specification phase 2 Specification T0 + 30 LA
ATN/IPS router prototype (SW & HW) Demonstrator T0 + 42 LA
ATN/IPS router prototype verification
report for phase 2
Document T0 + 42 LA
ATN/IPS validation report for phase 2 Document T0 + 48 LA
WP3.2.1.1
ATN/IPS
router
(Phase
3)
ATN/IPS prototype specification phase 3 Specification T0 + 54 LA
ATN/IPS router prototype update
(SW&HW)
Demonstrator T0 + 60 LA
ATN/IPS router prototype verification
report for phase 3
Document T0 + 62 LA
ATN/IPS validation report for phase 3 Document T0 + 68 LA
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 34
Deliverables
Ref. No. Title - Description Type Due Date
Application
WP3.5.3 Aircraft
Virtual
Platfor
m
WP 3.5.3.1 Compliance strategy with
respect to the virtual platform
requirements
Report T0 + 18 LA
WP 3.5.3.2 Equipments Model for
Aircraft Virtual Platform
Models T0+42 LA
WP 3.5.3.2 Aircraft Virtual Platform
Model Verification
Report T0+48 LA
WP3.5.3 Aircraft
Virtual
Platfor
m
WP 3.5.3.4.1 Aircraft Virtual Platform
Application Verification
Report T0+60 LA
WP 3.5.3.4.1 Aircraft Virtual Platform
Support & Lesson learnt
Report T0+72 LA
(*) Depending on DFMC GNSS decision gate results GPS hybridization will be extended to cover DFMC GNSS.
Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
LA-gate1 Decision gate for possible technologies spin offs to be
customized and integrated onto the LA enhanced cockpit
RM T0 + 24
LA-gate2 Decision gate for possible technologies spin offs to be
customized and integrated onto the LA disruptive cockpit
RM T0 + 48
WP3.4.2
V&V plan
LA Enhanced Cockpit integration V&V plan R T0 + 12
WP3.4.2
V&V report
LA Enhanced Cockpit integration V&V report R T0 + 24
WP3.5.2
V&V plan
LA Disruptive Cockpit integration V&V plan R T0 + 36
WP3.5.2
V&V report
LA Disruptive Cockpit integration V&V report R T0 + 48
BJ-1 Review meeting of studies related to the BJ enhanced
cockpit
RM T0 + 24
BJ-2 Review meeting of studies related to the BJ enhanced
cockpit
RM T0 + 48
BJ-3 Review meeting of studies related to the BJ enhanced
cockpit
RM T0 + 72
LA equipment-
1
Equipments** requirements and architecture Review
Meeting
RM T0 + 12
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 35
Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
LA equipment-
2
Equipments** Critical Design Review RM T0 + 18
LA equipment-
3
Equipments** for the enhanced cockpit – Critical Design
Review
RM T0 + 36
LA equipment-
4
Equipments** for the enhanced cockpit D T0 + 48
LA equipment-
5
Equipments** for the disruptive cockpit – Critical Design
Review
RM T0 + 60
LA equipment-
6
Equipments** for the disruptive cockpit D T0 + 72
ATN/IPS-1 ATN/IPS Router requirements and architecture Review
Meeting
RM T0 + 12
ATN/IPS-2 ATN/IPS router prototype (software and hardware) D T0 + 42
ATN/IPS-3 ATN/IPS router prototype update (software and hardware) D T0 + 60
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone
**Equipments are: Ground surveillance system, HWD, DFMC, MEMS AHRS, pilot monitoring system, voice to
system, modular radio components
Call for Core Partners (CPW02) Topic Description
ANNEX IV: 2nd Call for Core Partners (CPW02): List and full description of Topics 36
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The CP shall have the skills and capabilities to deliver prototypes and models that are validated (own
lab and flight tests capabilities) and ready for integration.
Special Skills
The strategic topic applicants should provide a good understanding of the aircraft and aircraft
operations, with the ability to break down its technical knowledge to the systems level. The
experience with various equipment manufacturers and airframers will be a plus, enabling a wide
vision and a transversal capability. More specifically, the following skills are mandatory:
o Built-in non-classical aviation technologies: human physiological parameter and voice
characterization,
o strong experience with inertial sensors, GNSS receivers and hybridization techniques. This
addresses design, manufacturing, simulation and field experience,
o required skills to specify and develop advanced air-ground communications components are
various, and cover the full scope of the aircraft systems:
Aircraft cockpit systems architecture,
Communication routers (ACARS, ATN, IP) definition, integration and certification in the
Avionics environment,
Current and future radio communication technologies including VHF, VDL Mode 2,
INMARSAT SBB, IRIS Precursor, AeroMACS, LDACS, IRIS Long term, IRIDIUM,
Software Defined Radio technologies,
Multi band RF front end and antenna subsystems,
IP (Internet Protocol) technologies and infrastructures,
ATM environment (ground and airborne networks),
Aircraft flight operations,
Aerospace requirements and certifications,
Testing procedures in aeronautics.
o Experience in avionics certification,
o For the aircraft virtual platform activities, the Core Partner shall have the following skills: HW
Modelisation & simulation and real time simulation,
o Capabilities.
The Core Partner must be able to achieve the first verification and validation objectives with its own
test infrastructure.
o Test benches representative of LA and business jet cockpits,
o Flight test aircraft capable of innovative bizjet cockpit testing.
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5. Glossary
ATC Air Traffic Control
Bizjet Business Jet
CDA Continuous Descent Approach
CNS Communication Navigation and Surveillance
CP Core Partner
FMS Flight Management System
HMI Human Machine Interface
HWD Head Worn Display
IMA Integrated Modular Avionics
LA Large Aircraft
MMI Man Machine Interface
SDR Software Defined Radios
TRL Technology Readiness Level
V&V Verification and Validation
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III. Reduced Cockpit Workload
Type of action (RIA or IA) IA
Programme Area LPA
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) WP3.1, 3.2, 3.3, 3.4
Leading Company Airbus Defense & Space - SA (CASA)
Indicative Funding Topic Value (in M€) 5
Duration of the action (in Months) 84 months Indicative
Start Date3
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-
LPA-03-02
Reduced Cockpit Workload
Short description (3 lines)
Development and integration in the aircraft of technology lines directed towards the reduction of the
flight crew workload while maintaining the flight safety level and the mission effectiveness. Improve
situation awareness and effective means of control of aircraft functions.
3 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all
the necessary elements are in place before.
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1. Background
Flight crew members in commercial aircraft cockpits have evolved along the aviation history from 4/5
crew members to 2 due to the introduction of new technologies that have helped the crew to
perform their duties by introduction of automation and improving both the control of the systems
and the presentation of information. In the same way, recent developed display and control
technologies could be applied in future cockpits with the final objective of reducing pilots’ workload.
This Call for Core Partner (CP) deals with selected technologies developed within the last years
aimed to simplify the way how flight crew interacts in the cockpit to improve pilots Situational
Awareness (SA) and reducing pilots Workload (WL).
2. Scope of work
The overall goals are:
‒ Integrate / mutualise cockpit controls & displays resources over all aircraft functions while
minimizing cockpit dimensions.
‒ Head-up vs Head-down & Head-up Vision scope vs. actual business case Industrialization
‒ Design a consistent set of guidance & control laws and HMI (display, control devices,…) enabling
to drastically reduce need-to-know and workload associated with the flying task.
‒ Provide an integrated function to support the management of aircraft systems (avionics, utilities)
from the normal systems configuration in all flight phases and the systems reconfiguration in
case of failure
‒ Increase crew mental spare capacity for further pilots’ tasks, therefore reducing workload and
improving safety.
‒ Monitoring of the pilot by means of physiological parameters, the mental and physical conditions
could be extracted using signal filtering and processing filter in order to obtain the stress level.
These data will be compared with a predicted data pattern to determinate the level of pilot
response and potential performance degradation. Tthen the system could react to reduce the
WL.
‒ Provide a robust and reliable system for communication between aircraft and the ground
assistance segment
‒ Reduce the workload of the pilot(s) onboard by transferring some responsibilities to the support
on ground.
‒ Enable integration of the capabilities above mentioned into the existing airlines OCC (Operational
Control Center) infrastructure.
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Figure 1. Pilot Workload Reduction – Technological Areas of Interest
A common strategy has been drawn to reach the above mentioned goals:
Design and implementation of some technologies into the cockpit environment
Validate how these technologies contribute to the specified goals (see Figure 2)
Demonstrations will be performed on a representative simulator where
expected
improvements on Human Factors aspects are validated up to some extent, considering the
limitations of the simulator/demonstrator. The demonstration of the technologies will
performed both individually and integrated with other technologies.
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Figure 2. Pilot Workload Reduction – Technological Solutions
TECHNOLOGY LINE TECHNOLOGY CHALLENGES TECHNOLOGY
DEMONSTRATORS
Enhancement
Light Weight
Eye Visor
Light weight device presenting relevant head up
information with wide Field Of View (F.O.V),
helmet wearing no required. Comfortable device
for long civil flights.
Information, integration and data process from
sensors and systems to provide more
comprehensive information, relevant to crew
tasks during critical phases of flight (e.g. for head
up piloting in critical flight phases, voice
commands feedback, systems, operational
procedure lines…)
New smart Head-up symbology development in
order to improve Flight crew Situation Awareness
and minimize cluttering.
Visor prototype
Video Computer
prototype
To be integrated and
validated into the Cockpit
Simulator –TRL4
Information Relevant to the
task
Reliable Ground-Air data comm.
SystemFailureCockpit
Proc. Automation
Voice toSystem
Light Weight
Eye Visor
SystemFailureCockpit
Proc. Automation
PilotMonitoring
System
AircraftMonitoring
chain forgroundsupport
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TECHNOLOGY LINE TECHNOLOGY CHALLENGES TECHNOLOGY
DEMONSTRATORS
Voice Command
(Voice to System)
New cockpit control means techniques by voice
commands using speech recognition technology.
Speech recognition rate in all phases of flight and
different cockpit noise condition.
Voice command structure definition for
improving crew usability. The crew need to feel
this means as a natural way of controlling the
cockpit systems.
Voice command recognition feedback using visual
means for the crew need to be developed either
for voice commands. (Integration with Light
Weight Eye Visor).
Speech recognition
computer prototype
Peripheral components
(e.g. microphone)
To be integrated and
validated into the Cockpit
Simulator –TRL4
If sufficient TRL is reached
and it is feasible to adapt
the system demonstrator for
flight test It will be tested in
flight (FTB2) to reach TRL6 System Failure Cockpit
Procedure Automation
Further automation of procedure up to some
level, especially in situations of failure condition,
considering the need to maintain crew in-the-
loop during some steps.
New smart approach for checklist procedure
definition.
Visual Feedback means after automatic
procedure for crew verification, through the light
weight eye visor.
Failures Automation
computer prototype
Automatic System
Reconfiguration
prototype.
To be integrated and
validated into the Cockpit
Simulator. TRL4
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TECHNOLOGY LINE TECHNOLOGY CHALLENGES TECHNOLOGY
DEMONSTRATORS
Pilot data acquisition,
prognosis and
diagnostic system
(Pilot Monitoring
System)
Definition of the relevant physiological parameter
to determinate an accurate level of stress and
fatigue of the pilot. (Blood Volume Pressure
(BPD), Galvanic Skin Response (GSR), Skin
Temperature (ST), Breath (RR), Heart Rate
Variability (HRV), Eye movement,..
New non-intrusive suit of parametric sensors.(
Galvanic sensor, movement sensors…)
New data acquisition and processing pilot
monitoring system associated HW
Development new patterns and algorithms for
pilots based on machine learning.
Explore new concept for prognostic and
diagnostic techniques applied to pilot monitoring
Pilot Monitoring System
prototype, including:
Sensors devices
Electronic processing
system
To be integrated & validated
into the Cockpit
Simulator.TRL4
If sufficient TRL is reached
and it is feasible to adapt
the system demonstrator for
flight test It will be tested in
flight (FTB2) to reach TRL6 Aircraft Monitoring
Chain for Optimized
Crew Workload
Ground support operator to provide the proper
assistance to the on-board pilot(s) in order to
ensure a safe operation and to maintain the
aircraft(s) integrated into the Air Traffic
Management (ATM) infrastructure.
Adequate HMI for the remote operator to this
operational environment where several aircraft
are monitored simultaneously.
Concepts of possible improvements on
communication and ground control station for
such purposes (from ciphering to HMI and
transmission)
Ground Station
prototype,
Including new HMI.
Ground-“Air”
Communication means
To be integrated and
validated into the Cockpit
simulatorTRL4
Table 1 Technologies and Demonstrators to be developed with the participation of the Core Partner
The activities required in this Call, which are led by Airbus Defence and Space SA (CASA), are linked to
the WBS of LPA IADP according to following Figure. They are identified with a green box:
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Figure 3. IADP-LPA-Platform3 – Reduced Pilot Workload Technologies
The CP will closely work with the STM and other Partners from the conceptual design of the
technologies, design requirements, design and manufacturing prototypes, integration on the
demonstrator and validation testing. The contribution of the CP will be focused on the development
and implementation of the technology demonstrators.
The technology demonstrators will be integrated and the testing will be performed mainly on the
CASA demonstration facilities including the Active Cockpit Simulator and eventually the C295
demonstrator FTB2 which will be modified for the Clean Sky2 Regional IADP.
The objective of the activities in this call is to mature the described technologies in order that the
respective Technology Readiness Level is increased to a maturity level of TRL4-5 for the Active
Cockpit and TRL6 for flight tests.
A high level of concurrent engineering will be required all along the project between the CP and the
STM to coordinate design phases, manufacturing, integration into the demonstrator, including
testing and validation.
The operational validation of these technologies will be performed in order to evaluate how they are
contributing to the Pilot Workload Reduction goals, with an especial dedication to the Human Factors
aspects. The corresponding activities will be led by the STM, and performed in collaboration with the
CP.
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Detailed Description of the Activities to be performed:
Conceptual Definition: An assessment of the State of the Art of the technologies will be performed by
the CP to down select the required equipment that will better satisfy the technological objectives. To
that end, innovative solutions from the CP are expected. A trade-off analysis of proposed candidate
solutions shall be performed to select the conceptual solution of each technology implementation.
Regarding the regulatory framework, two risks have been identified:
• Certification standards will not allow a feasible or affordable solution
• Legal regulation affecting pilot monitoring will not allow a feasible or affordable solution
Analysis of the regulatory framework to both identify the impacted current regulation and propose
how this regulation should be adapted for a future scenario where this technology will be used for
cockpit operations. This analysis will be performed with the contribution of the STM and CP.
Design work will be performed to adapt the equipment to the flight operation in accordance with the
technology design. The CP will lead the detailed design of the equipment for each technology and the
design, manufacturing and implementation of the technology system demonstrator components,
including software and hardware, as well as the verification and validation at the local level of each
of the system demonstrator components.
Integration into the Cockpit simulator: The system demonstrator will then be integrated into the
Cockpit simulator in the STM Laboratory. The Cockpit Simulator will be modified according to the
interfaces with the prototype and the defined validation scope. The integration activity, including its
validation will be led by the STM and performed with the contribution of the CP.
An analysis will be performed to determine the feasibility to adapt the system demonstrator for
Flight Test in the RA IADP FTB2, based on the C295 aircraft. As result of this analysis the system
demonstrator may require modification coming from additional requirements for the system and for
its interfaces with the aircraft demonstrator.
Finally, an operational evaluation will be performed in order to determine how each technology
contributes to the expected operational and Human Factors objectives. This activity will be led by the
STM with the participation of the CP, including technical support for the execution of the tests.
The operational evaluation will be performed in a first stage for each individual technological
solution. A second operational evaluation will be performed in a second stage, including more
complete scenarios with the integration of several technological solutions (i.e. Visor, Voice Command
and Procedure Automation technologies).
The plan of activities and the work-sharing distribution for the design, integration and validation
phases is equivalent for the first three described technologies. It needs to be considered that at the
end of the process the three technologies are planned to be integrated in the cockpit demonstrator
for a common final operational validation.
The following activities are considered for each of the technologies:
1. Concept Definition:
a. High-Level Requirements (STM)
b. Technology State-of-the-art review (CP)
c. Concept of Operation (STM with support from CP)
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d. Analysis of Applicable Regulatory framework (STM and CP)
e. Technology Definition – Selection of concept solution (STM)
2. Preliminary Design:
a. System Architecture Definition (STM)
b. Prototype Technical Specification (CP with support of STM)
c. Prototype Validation Scope definition (STM)
d. Cockpit Simulator requirements (STM with support of CP)
e. Assessment of airworthiness certificability (STM with support of CP)
3. Detailed Design- Detailed Prototype System Specification (CP)
4. Feasibility Analysis for Flight Test (CP and STM) (Only Applicable to Voice Command Technology
and Pilot data acquisition, prognosis and diagnosis system).
5. Prototype Manufacturing and Implementation:
a. Prototype components manufacturing (CP)
b. SW Development and Implementation (CP)
c. Component Integration (CP)
d. Validation at component level (CP with support of STM)
6. System Prototype integration in the Simulator:
a. Integration of System Prototype (STM with contribution of CP)
b. Technical Validation of System Prototype (STM with support of CP)
7. System-Prototype Operational Validation in the Simulator:
a. Test Preparation (Test Requirements and Procedures) (STM)
b. Performance of Tests (STM with CP support)
c. Tests Results documentation (STM)
8. Operational Validation in the Simulator of prototypes:
a. Integration and validation of all technologies integrated (STM with support of CP)
b. Test Preparation (Test Requirements and Procedures) (STM)
c. Performance of Tests (STM with CP support)
d. Tests Results documentation (STM)
(*) Activity responsible in parenthesis (STM: Strategic Topic Manager, CP: Core Partner).
Description of Detailed Objectives for each Technology Line:
A. Enhancement Light Weight Eye Visor
Technology Objectives
The main objective of this technology is to enhance crew operation by using visual projection
technologies. In particular, the objectives are:
• To reduce visual transition in/out the cockpit in critical phases of flight (T/O, LDG, Approach)
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• To increase, integrate and process data from sensors and systems providing to the crew the
needed information relevant to the tasks, especially at the critical flight phases.
• Help the crew by reducing the time and effort on accessing to the information, therefore,
reducing crew workload.
To achieve these objectives a “Light Weight Eye Visor” is proposed as a technological solution to be
applied and used within the Cockpit environment by the Flight Crew, as a help to perform their
duties during the flight.
Technological Solution Description
Flight crew operation needs to be analysed to determine what kind of information needs to be
displayed. The objective is to provide to the flight crew with more comprehensive information,
relevant to the crew tasks during the critical phases of flight, when crew workload increases. To that
end, the technology will include:
• The integration of information and data processing from sensors and systems.
• The light eye device will project the visual information in eye line of sight, not requiring
helmet wearing.
• A wide Field of View (F.O.V) is required.
• Information and symbology adequate to be used in the cockpit environment, required to be
visible in all external light conditions
• The provision of optimized intuitive information:
o Information easy to understand and interpret
o New smart Head-up symbology development in order to improve Flight crew SA and
minimize cluttering
o Information relevant to the task (e.g. for head up piloting in critical flight phases,
voice commands feedback, systems, operational procedure lines…) in a cockpit environment.
Figure 4. Light Weight Eye Visor– High Level Architecture
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B. Voice Command
Technology Objectives
The main objective of this technology is to enhance crew operation by using speech recognition
technology as alternative control means. In particular, the objectives are:
• To reduce crew manual interaction in the cockpit
• To reduce the number of dedicated mechanical controls by proposing new alternative
control cockpit devices with better ways other than direct manual activation
• To increase manual crew spare activity capacity
Technological Solution Description
The speech recognition technology has been considerably improved during the last ten years for
many uses and applications. The main objective of this line is to improve this technology, considering
the human factors aspects behind the cockpit operations. In particular, the following aspects need to
be considered:
• Speech recognition rate in all phases of flight and different cockpit noise condition
• Natural language voice command structure definition for improving crew usability. The crew
will feel this control means as a natural way of controlling the cockpit systems.
Finally, a voice command recognition feedback using visual means for the crew need to be developed
either for voice commands from the crew or from the ATC. The “Light Weight Eye Visor” is
considered for such purpose.
Figure 5. Voice to System– High Level Architecture
Specific Activities:
In this technology line the design phase will consider the following activities:
• Microphone design.
• Characterization of microphone and cockpit environment.
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• Design and implementation of audio signal processing and filters.
• Definition of the set of required voice commands to control the cockpit systems. It is
required to analyse carefully the set of commands, because there is a trade off when defining the
commands: commands must be easily remembered by the pilot, and it is required to avoid similar
commands that may lead to a mistake of the recognition engine.
• Natural language voice command recognition engine. The voice recognition engine will
provide feedback to the pilot (either visual or audio) and if defined request for an acknowledgement.
• Interface with the cockpit systems.
C. System Failure Cockpit Procedure Automation
Technology Objectives
The main objective of this technology is to enhance crew operation by establishing further
automation of operational procedures, especially in failure conditions. In particular, the objectives
are:
To define a new approach in the crew action philosophy either during normal operation or after
system failure occurrence in order to increase procedure automation during the checklist
running
To increase crew mental spare capacity, especially during emergency situations
Re-orientate crew task from system management to other tasks that would request more
demand
To maintain crew alert status
Technological Solution Description
The performance of operational procedures and check lists during the cockpit operations in flight are
considered time and effort consuming tasks, during which the flight crew need to be fully dedicated,
involving both Pilot Flying and Pilot Not Flying on the activity. The technological solution proposed
includes:
New developments with the objective of further procedure automation, especially in situations
of failure condition
New smart approach for checklist procedure definition
The use of visual Feedback means after automatic procedure for crew verification. The “light eye
visor” will be considered for this purpose.
The level of automation on procedures execution needs to be defined, considering the need to
maintain crew in-the-loop during some steps. The involvement level of the crew needs to be
managed.
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Figure 6. System Failure Cockpit Proc. Automation– High Level Architecture
The system will provide the following functionality:
• Procedure definition:
o Definition of the checklist procedure. Every procedure will be divided in several
steps, defining for every step the required inputs and conditions, if needed action
from the pilots, and the outputs of the step. Outputs of the step can be messages to
the pilots, signals to devices and signals to other procedures.
o Validation of the checklist procedure. When defining complex procedures it is highly
recommended to have a way to validate the procedure definition and to detect
errors in the definition of the procedure. This validation can be static or dynamic.
Input signals are simulated during validation.
o Definition of recommendations for pilots in case of problems is detected as result of
the checklist procedure.
• Procedure execution
o Scheduling of procedures for execution.
o Procedure execution, getting input signals from real equipment.
o Monitoring of procedure execution progress, and presenting results to the pilots.
o Request pilot confirmation when required by procedure definition.
o Present recommendations for pilots in case a procedure detects a fault condition.
o
D. Pilot Data Acquisition, Prognosis and Diagnosis System
Technology Objectives
During operations in a complex environment, critical phase of flight or degraded conditions, which
require especially large concentration, the pilot health monitoring is crucial since the effectiveness of
the pilot could be reduced because of fatigue and stress. Advanced technologies are required to
obtain the stress level and pilot health status by means of physiological and biomedical parameters
of the pilot. This monitoring data will be used to determinate the mental and physical conditions
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which could be extracted using signal filtering and data processing. This level would be compared
with a predicted pattern in order to determinate the level of pilot response and potential
performance degradation. The monitoring system will provide the information to aircraft control
systems to reduce the pilot workload.
This technology is proposed in alignment with the other technologies focused on pilot workload
reductions In particular, the objectives are:
• To identify the relevant physiologic parameter for stress and fatigue pilot measurement
• Definition of pattern for pilot behavioral during complex environment, critical phase of flight or
degraded conditions
• To develop and integrate pilot monitoring system
• To integrate pilot monitoring system in the management system to permit a workload reduction
(To be confirmed).
Technological Solution Description
This technological solution proposed includes:
• The definition of the relevant physiological parameter needed to determine an accurate level of
stress and fatigue of the pilot. (Blood Volume Pressure (BPD), Galvanic Skin Response (GSR), Skin
Temperature (ST), Breath (RR), Heart Rate Variability (HRV), Eye movement, language usage,…
• New non-intrusive suit of parametric sensors. (Galvanic sensor, movement sensors…)
• New data acquisition and processing pilot monitoring system associated HW
• Development new patterns and algorithms for pilots based on machine learning.
• To explore new concept for prognostic and diagnostic techniques applied to pilot monitoring.
Figure 7. Pilot Monitoring– Technological Solution outline
Key design drivers need to be analysed in order to determine the required System Performances, the
Biometric parameters to be considered, the expected safety levels and the expected Security levels.
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E. Aircraft Monitoring Chain for Optimized Crew Workload
Technology Objectives
Today, aircraft already send real time data to ground systems, typically consisting of data (basic
parameters) for engine and aircraft manufacturers, and position and status data for airlines
operation management systems.
With the great enhancement of air-to-ground communications expected in a few years it will be
possible to interchange large data streams among aircrafts and the ground segment. This will foster
the development of innovative solutions in support of aircraft operations and also allowing an
optimized workload assignment to the onboard crew.
This project intends to analyze the potential benefits of those technology evolutions and propose a
corresponding technical solution to provide support to the onboard crew operation under specific
situations (e.g. degraded systems, high workload, and emergency situations) via remote on-ground
support technologies.
This technology is proposed in alignment with the other technologies focused on pilot workload
reductions.
The technology proposals developed under this activity will be aligned and not overlapping in terms
of capabilities and regulatory constraints with parallel initiatives that are already in place for an
enhanced aeronautic infrastructure and operations, like SESAR (with a focus on Air Traffic
Management perspectives) and disruptive maintenance and ground operation concepts
The idea is also to take the maximum benefit of the role of the “Flight Dispatcher”, currently
available in some of the major airliners worldwide, which handles several sources of information
about different aspects (e.g. meteo, airports/airfields status and so on) and maximizes the usability
Technological Solution Description
This technological solution proposed is aimed:
• To allow a Ground support operator(s) to provide the proper assistance to the onboard pilot(s) in
order to ensure a safe operation in the most adequate conditions taking into account external
information not available to the onboard crew.
• To provide this operator(s) with an adequate HMI to this operational environment where several
aircrafts could be monitored simultaneously.
• To perform a detailed analysis of the workload and tasks required to this remote operator(s), in
basis of the prototype of the on-ground system to be developed.
• To analyze the needs and necessary means in terms of communication system(s) to ensure the
capabilities above mentioned.
• As a practical demonstration of the technical solution developed, the system shall generate a
flight plan on the ground segment, which will be uploaded for its acceptance by the onboard
pilot(s), by means of the ground-air communication system.
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Figure 8. Aircraft Monitoring Chain for Ground Support – Technological Solution outline
For this technology, three risks have been identified regarding the regulatory framework:
• Evolving Certification standards will not allow a feasible or affordable solution.
• Official Regulation and Standards for the role of the Ground Support figure could imply
modifications in the system design.
• Communication systems regulation and applicable standards are still in an early stage and
changes and evolutions are expected (especially in the frequency regulation perimeter).
Key design drivers need to be analysed in order to determine the required System Performances
(Latencies, Bandwidth) (CP), the expected safety levels (STM) and the expected Security levels (CP).
This analysis will be performed by the STM and CP. Special emphasis by the CP shall be made in the
scope of Security issues (Authentication, Accreditation and Audit).
Once the conceptual solution and corresponding technology proposals are defined and the key
design drivers analysed, the technological solution needs to be designed.
The STM will lead the detailed design of this technology and the design of the technology prototype
components (Ground Station and Communication System).
The STM will take the lead of specific software development, while the development, modification,
or development of hardware is a task which must be led by the CP.
The demonstrator software and hardware development will be performed by a close collaboration
between the STM and the CP, as well as the validation at the local level of each of the components.
The system demonstrator will be integrated into the Cockpit simulator in the STM Laboratory. The
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Cockpit Simulator will be modified according to the interfaces with the demonstrator and the defined
validation scope. The integration activity, including its validation will be led by the STM and
performed with the contribution of the CP.
Finally, an operational evaluation will be performed in order to validate this technology by
determining how this technology contributes to the expected operational and Human Factors
objectives. This activity will be led by the STM with the participation of the CP for the execution of
the tests.
As indicated above, one specific practical application of this technology solution will be the
generation of a new flight plan from the ground station, that can be uploaded into the aircraft at any
time, and once the onboard pilot(s) would check and validate it, then this new flight plan is set as the
active flight plan.
3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type Due Date
Analysis of the State of the Art Report T0 + 07
Analysis of Applicable Regulations Report T0 + 12
Prototype System Specification Report T0 + 16
Prototype System Validation Plan Report T0 + 20
Prototype System Design
- Technical Documentation supporting PDR
- Technical Documentation Supporting CDR
Report T0 + 24
System Prototype delivery
- Associated documentation
HW,
SW,
Reports
T0 + 32
Contribution to System Prototype Integration Report T0 + 39
Contribution to System Prototype Validation Report T0 + 44
Contribution to Final assessment Report T0 + 50
Cockpit Demonstrator Technology Assessment Report T0 + 60
Integration and testing of Technologies in Cockpit
Demonstrator
Report T0 + 72
Cockpit Simulator Test Results and Validation Report T0 + 84
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Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
01 Kick Off with CP RM T0
02 Concept Review RM T0 + 10
03 Preliminary Design Review (PDR) RM T0 + 18
04 Critical Design Review (CDR) RM T0 + 22
05 Delivery Acceptance D T0 + 34
06 Integration Review RM T0 + 38
07 Test Readiness Review (TRR) RM T0 + 43
08 Operational Validation Review RM T0 + 46
09 Final Technology Assessment Review RM T0 + 50
10 Cockpit Demonstrator Technology Assessment Decission
Gate
RM T0 + 60
11 Technologies in Cockpit Demonstrator TRR RM T0 + 72
12 Final Cockpit Simulator Assessment Review RM T0 + 84
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
Global requirements:
- Experience in development of aeronautical systems, both HW and SW
- Experience in system safety analysis within an aircraft
- Experience on the application of Airworthiness Regulation for Cockpit Systems. In particular,
capacity to support documentation and means of compliance to achieve prototype “Permit to Fly”
with Airworthiness Authorities (i.e. EASA, FAA and any others which may apply).
- Experience in certification processes, including:
o Experience in qualification processes according to DO-160D
o Experience in SW development according to DO178B level B or A.
o Experience in HW development according to DO-254
- Experience in aeronautical interfaces (ARINC429, ARINC629, MIL-STD-1553, AFDX)
- Experience in ARINC 653 / Integrated Modular Avionics
- Experience in human factors in cockpit systems.
- Experience in wireless technology within the aeronautical domain
- Experience in Test Rig environments, including Signal Stimulation and Acquisition System
(SEAS).
- Capacity to provide support to system functional tests of large aeronautical equipment:
o Tests definition and preparation:
o Analysis of test results
- EN 9100 certification
- CMMI Level 3
For the Enhancement Light Weight Eye Visor:
- Experience in development of systems compliant with ARINC 661
- Experience in symbology use and development in previous projects
For the System Failure Cockpit Procedure Automation:
- Experience in development of Procedure Automation Systems in the Aerospace domain
- Experience in development of Automated Test Systems within the Aerospace domain
For the Voice Recognition Command:
- Experience with voice recognition in noisy environments under high workload situations
- Experience with Aircraft Audio and Communication Systems
- Experience designing audio filters.
For the Pilot Operation Monitoring Environment:
- Access to medical institutions and experts (for example if the candidate has a business unit
devoted to healthcare technologies)
- Experience in sensor fusion on-board
- Experience in statistical data processing and correlation on-board.
For the Aircraft Monitoring Chain for Ground Support:
- Experience in Air-to-Ground Data Link
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- Experience in Data Link Security (authentication, data integrity, interoperability)
- Experience in Ground Segment of Aerospace Systems (Satellite Control Centers, RPAS Ground
Control Station).
- Experience in Trajectory Management
- Experience in software development for Aircraft Mission Planning Systems (ground and on-
board).
- Experience in previous ATM programmes (e.g. SESAR, EUROCONTROL)
- Experience in Cybersecurity (for the security of the Ground Support Station)
- Experience in Security Accreditation of Information Systems (for the security of the Ground
Support Station)
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5. Glossary
ALIAS Aircrew Labor In-Cockpit
Automation System
LPA Large Passenger Aircraft
ATC Air Traffic Control MCDU Multifunction Control Display Unit
ATM Air Traffic Management MRO Maintenance, Repair, and Operations
BDP Blood Volume Pressure ND Navigation Display
CDR Critical Design Review OCC Operational Control Center
CP Core Partner PDR Preliminary Design Review
CTD Capability and Technology
Domain
PFD Primary Flight Display
DARPA Defense Advance Research
Project Agency
R&T Research and Technology
EASA European Aviation of Safety
Agency
SA Situational Awareness
EICAS Engine Indication and Crew
Alerting System
SEAS Signal Stimulation and Acquisition System
F.O.V Field Of View SESAR
FAA Federal Aviation
Administration
SMART Specific Measurable Achievable Realistic and
Traceable
GSR Galvanic Skin Response ST Skin Temperature
HMD Helmet Mounted Display STM Strategic Topic Manager
HMI Human Machine Interface SW Software
HRV Heart Rate Variability TBC To Be Confirmed
HUD Head-Up Display
HW Hardware
IADP Innovative Aircraft
Demonstrator Platforms
LDG Landing Gear (System)
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IV. Cockpit utility management system: Integrated cabinet for business jet and large passenger
aircraft cockpits
Type of action (RIA or IA) IA
Programme Area LPA
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the
JTP)
WP3.2, 3.5
Leading Company AIRBUS and DASSAULT-AVIATION
Indicative Funding Topic Value (in M€) 6
Duration of the action (in Months) 96 Indicative
Start Date†
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-
LPA-03-03
Cockpit utility management system
Integrated cabinet for business jet and large passenger aircraft cockpits
Short description (3 lines)
The Utility Management System concept consists in providing with resources for the integration of
major I/O and Power distribution systems onto a single platform. The particularity of the Cockpit
Utility Management System is to closely interface on one side with the systems sensors and effectors
and the other side with the IMA computing shared resources to ensure the continuing and safe
operation of an aircraft through the local control of actuators. The benefit of a Cockpit Utility
Management System is to obtain the capability to control command cockpit systems up to the
highest safety critical level, with the prompt response time and thus mitigating the pilot workload,
and getting safer flight conditions.
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1. Background
The ultimate objective of platform 3 is to build a highly representative ground demonstrator to
validate a Disruptive Cockpit concept by 2023 to be ready for a possible launch of a future European
Large Aircraft (LA). An aircraft virtual platform will be created in both simulated and real
environment to demonstrate the new cockpit functions. To that end, it is necessary to adapt and
configure some avionics equipment’s and framework delivered by previous funded R&T programmes
such as CORAC AME, ASHLEY and by the ITD Systems to the needs of the final WP3.5 demonstration.
The activities of this strategic topic serve as a basis for proving technology developments of an
integrated utility management system to be used within the LA disruptive cockpit aircraft virtual
platform and also within a business jet (bizjet) platform.
The Utility Management System concept consists in providing with a cabinet integrating remote I/O
data concentrators, control commands and power control resources for the integration of various
major systems onto a single platform. The benefit of a Cockpit Utility Management System is to
obtain the capability to control command cockpit systems up to the highest safety critical level, with
the prompt response time and thus mitigating the pilot workload, and getting safer flight conditions.
The system differs from a classical IMA approach as it doesn’t provide with computing resources to
host applications or pure I/O management as cRDC yet deployed in A350 or RCE which doesn’t
provide Power management. The platform must allow with good level of redundancy the
managment of I/O combined with associated power control and control command loop in a same
Remote Cabinet with high level of spare and configurability .
The improvement with such platform is to integrate for each of its system peripherals the electrical
protection, the adapted I/O and power interfaces for control command and associated closed loop
Boolean logic, and this with the required level of safety and availability.
Other benefits expected with this new platform, on the targeted functional perimeter of aircraft
systems are the mitigation of the complexity and the reduction of the quantity of aircraft wiring, as
well as the improvement of the generic features of platform resources, with a good level of flexibility
and maintainability.
Some prototypes have been studied and demonstrated in different R&T project such as CORAC AME,
ASHLEY. However, interoperability between Cockpit Utility Platform and IMA platforms and
resources need to be demonstrated, assessed and optimised for business jet and LA:
Capability to manage and configure Cockpit aircraft systems control loop,
Capability to interface with utilities specificities (including interfaces with optical sensors), to
control associated electrical loads, and to comply with the safety independent or dissimilar
features of its aircraft system,
Capability to provide with the required data for the maintenance and the data recording systems,
Capability to support multi-partners process development, integration and qualification.
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The evolutions of Cockpit Utility Management platforms mainly consist in reusing building blocks, to
integrate in the appropriate way independent, dissimilar and safety local control logics, to read data
from the acquisition of shared data from system sensors, to control and protect electrical loads using
SSPC and to interface with centralized or distributed avionics platform (depending on the aircraft
type) hosting remote mission management applications.
The evolution consists as well in proposing a development process with the appropriate tool suite to
configure the platform with the required level of design assurance level, and with prepared
foundations to address the certification considerations.
Numbers of aircraft systems are candidates for this platform (hydraulic, fuel, venting, landing
gears...). For bizjet cockpit, and as examples, Windows Heat Control for the windshield de-icing
features as well as cockpit management panels (hardware logics) are typical candidates for the utility
management system.
These activities are hosted within the IADP LPA platform 3 WP3.2.3 and are divided into two phases:
short/medium term phase dedicated to bizjet and medium/long term phase dedicated to LA.
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2. Scope of work
The purpose of the present Strategic Topic description is to find a Core-Partner(s) (CP) to develop
highly integrated utility platforms for bizjet and LA. The associated work to be performed for this CP
is targeting high TRL (TRL 6 ) close to pre-serial standard. Indeed, the requested Core Partner activity
is to integrate high TRL components, which technologies have been developed in previous R&T
programmes, into optimized physical and virtual hybrid platforms.
The CP activities are divided into two main phases:
- A short/medium phase dedicated to bizjet application. The activity consists in gaining in
maturity regarding the Cockpit Utility Management System (TRL 6) and in demonstrating and
qualifying the mechanical and functional integration of various components onto a final
bizjet platform.
- A medium/long term phase dedicated to the LA. The ultimate objective is to deliver a Cockpit
Utility management system to be integrated onto the LA disruptive cockpit final
demonstration of Platform 3. Demonstration on a virtual hybrid platform is mandatory to
demonstrate overall command panel at minimum TRL 4/5.
Short/medium term activities for bizjet application
o Functional architecture definition and optimisation:
- Participation with Dassault on the capture of system specific requirements to be used for
demonstrator’s,
- Define the list of aircraft systems or cockpit interfaces,
- Describe the functional perimeter and interaction between each system,
- Validate and optimize the architecture according to installation sizing, components
dissimilarity, aircraft segregation and environmental constraints. The main target is to
achieve overall weight of electronic, aircraft wiring and product or development cost
reduction.
o Process and certification:
- Process selection and management: Integration of shareable components for systems
with segregation, data integrity, fault tolerances and safety architectures constraints
requires a dedicated process with a defined contracted allocation of roles such as
platform supplier, system integrator and application supplier if any. Trade off and
selection of the relevant optimal process shall be proposed and validated on use cases.
- Certification: Platform, components and process approach is significantly different to the
federated certification as the platform consists in a first step the integration of modules
of different nature and in a second step the integration of associated systems
applications on the platform. IMA certification philosophy shall be evaluated for such
platform and a final certification process for platform acceptance shall be proposed.
o Components:
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- Supervise the building or the adaptation of components and sub-assemblies fulfilling the
architecture definition. Each building block provides with its own characteristics and
constraints and is used for the architecture optimisation phase.
- Components adaptation will be required for specific safety, reliability, new specific
sensor or actuator or eventually simplification for cost reduction. Perform trade-off
studies for optimization.
- The interface components mainly consists in high performance and versatile analogue or
digital Inputs/outputs, standard avionics bus interfaces (ARINC-825, ARINC-429, ARINC-
664P7, …), Medium Power control and protection such as SSPCs, interfaces with highly
EMC isolated optical fibre interface, interfaces with specific optical sensors.
- The processing components are used to host the configuration of system utilities
applications.
- Services applications (monitoring, maintenance, data loading, supervision for the utility
system).
o Installation, Packaging and connectors:
- Consider the minimum weight impact from the packaging for modules and platform and
the associated cooling solution.
- The packaging shall include Innovative connector solution covering high range of
characteristics for any types of interfaces (High speed, signals and power) for easy
installation and to ease access and reduce time for maintenance.
o Tools:
- Deliver tool framework for modelling, configuration and functional simulation of the
platform.
- Modelling shall allow definition of hardware and/or software blocks in order to allocate
aircraft system applications models onto the platform.
- The tool framework shall allow the optimisation and the configuration of the platform
according to specific rules associated to the integrated components. Optimisation
objectives will consist in finding the best solution to limit part numbers, spare capacity
and provide possibilities for evolutions and upgrades with the minimum of design and
certification impacts.
o Integration, qualification and certification:
- Perform mechanical, thermal, electrical and functional integration of the different
components to the final platform.
- Demonstrate the capacity to integrate a maximum of systems with the lowest
dependencies between them.
- Perform Qualification of integrated platform and analyse differences or complementary
activities to be perform to individual modules or third party modules to be implemented
into the platform.
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- Develop Integration and qualification harnesses and associated test rigs.
- Ensure at each step of activity, the capability to certify the solution
Long term activities for LA application
o Participation with Airbus on the capture of system specific requirements to be used for
demonstrator’s platform.
o Define the list of aircraft systems or cockpit interfaces.
o Participation with Airbus of the High level definition of components and platform for LA.
o Adaptation of design or re-design of components, packaging, and associated tools according
to High level definition, functional and environmental constraints.
o Design and build virtual components and platform with associated tooling for the
implementation into a virtual large aircraft environment.
o Rig adaptation parts of the adapted platform to be tested enabling the integration, assembly,
qualification of the respective modules and platform.
o Services applications adaptation.
o Analysis of the behaviour between tested virtual and hybrid platform. Conclusion to be
performed on certification credit.
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3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type* Due Date
A1 Bizjet demonstrator Maturity review Report T0 + 10
A2 Bizjet demonstrator Specification documents Report T0 + 12
A3
Bizjet demonstrator Experimental process and trials
definition
Report
T0 + 12
A4
Bizjet demonstrator
Modules/Platform Hardware T0 + 12
Operating system & Service
Applications
Software
T0 + 12
Tool Framework Software T0 + 24
A5
Bizjet demonstrator
Integration and qualification test
environment
Report
T0 + 24
Qualification test results Report T0 + 36
Final Integration test results Report T0 + 48
A6 Bizjet demonstrator Results overview Report T0 + 48
B1 LA demonstrator Specification documents Report T1 + 12
B2
LA demonstrator
Modules/Platform adaptation Hardware T1 + 36
Operating system & Service
Applications adaptation
Software
T1 + 36
Tool Framework Software T1 + 36
B3
LA demonstrator
Virtual Modules/Platform Software T1 + 36
Virtual Operating system & Service
Applications
Software
T1 + 36
Tool Framework Adaptation for
virtual demonstrator
Software
T1 + 36
B4
LA demonstrator
Integration test environment Report T1 + 24
Pre-integration test results Report T1 + 44
Final Integration test results Report T1 + 48
T0: corresponds to project start date 01/2016
T1: corresponds to T0+24, start date 01/2018
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Milestones (when appropriate)
Ref. No. Title – Description Type* Due Date
BJ-1 Demonstrator definition review RM T0 + 18
BJ-2 Cockpit Utility Management System Maturity review RM T0 + 48
LA-1 Decision Gate on Cockpit Utility Management System
perimeter demonstration for the Disruptive Cockpit
RM T1 + 2
LA-2 Decicison Gate on Cockpit Utility Management System
Integration into the disruptive cockpit
RM T1 + 38
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
The required skills to produce real and virtual utility platform with highly reliable modelling and
simulation environments shall cover the full scope of the aircraft systems:
Aircraft electrical network
Aircraft systems architectures
Power management and needs
Aircraft on-ground operations
Model and simulation programming
Software development methodology and deployed supporting tools
Hardware development methodology and deployed supporting tools
System methodology and deployed supporting tools
IMA methodology and deployed supporting tools
Optical
Power Over Data/Powe Line Communication
Dual I/O management AFDX & µAFDX End System
SSPC development
Aerospace requirements and certifications
Command and Control algorithms
Testing procedures in aeronautics
Competences to deal with risks associated to the action:
Background in Research and Technology (R&T) for aeronautics especially on Electrical systems,
Integrated Modular Avionics and on Virtual/Hybrid environment.
Lessons learnt on achievements in the frame of former R&T National or European programs (FP7
or Clean Sky): delivery of instrumented part(s) or module(s) for System platform demonstration
Experience on design, manufacturing and testing of Utility platform solution
The topic applicants should provide a complete understanding of the aircraft and aircraft operations,
with the ability to break down its technical knowledge to the systems level. The experience with
various equipment manufacturers and airframers will be a plus, enabling a wide vision and a
transversal capability.
In addition, the applicant must be able to manage a transversal activity high level work package,
including the participation to the high level steering committees during the program life duration.
Moreover, the selected CP will have to deal with IP aspects in managing a collaborative work
between all actors.
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5. Glossary
Bizjet Business Jet
CP Core Partner
IMA Integrated Modular Avionics
IP Intellectual Property
LA Large Aircraft
R&T Research and Technology
TRL Technology Readiness Level
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1.2. Clean Sky 2 – Regional Aircraft IADP
I. Green and cost efficient Conceptual Aircraft Design including Innovative Turbo-Propeller
Power-plant
Type of action (RIA or IA) IA
Programme Area REG
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) WP1 & WP2.3.6
Leading Company Alenia Aermacchi
Indicative Funding Topic Value (in M€) 4
Duration of the action (in Months) 72 Indicative
Start Date4
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-
REG-01-03
Green and cost efficient Conceptual Aircraft Design including Innovative
Turbo-Propeller Power-plant
Short description (3 lines)
The topic in object aims at improving the efficiency of regional aircraft in the 90+ turboprop segment.
This will be applied to two different regional aircraft platforms: a conventional architecture and an
innovative one. The topic includes activities on innovative turbo-propeller power-plant.
4 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all
the necessary elements are in place before.
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1. Background
The topic in object aims at improving the efficiency of regional aircraft in the 90+ turboprop segment.
This will be applied to two different platforms: a conventional architecture and an innovative one.
The first one, a wing mounted turboprop configuration, represents the evolution with respect to the
final outcomes of the CS GRA T/P 90 seats configuration, while the second architecture is intended to
be the revolution due to its innovative platform design. The environmental and cost benefits coming
from the technological studies performed within CS2 will be evaluated at aircraft level for both
configurations.
On that basis, the Core partner is asked to participate to the design and to perform the safety
assessment of the innovative configuration as well as the aerodynamic design (devoted mainly to the
laminar concept) and the relative Wind Tunnel Tests specifications and models, whereas for both
configurations to carry out the sizing of the power-plant, including noise data and to develop a
module able to calculate the Life Cycle Costs. Furthermore, for the conventional configuration, the
studies shall include the propeller full size model manufacturing and testing and, the sizing and
integration studies of an innovative propeller anti-icing system. The main activities exploited in this
CP belong to two main work packages of Clean Sky 2 JTP:
WP 1 High Efficiency Regional Aircraft
WP 1 High Efficiency Regional Aircraft
WP 2.3.6 Advanced Low Noise propeller
A summary of activities where the Core Partner involvement is expected for the conventional and
innovative regional aircraft configurations is shown in the following table:
REQUESTED ACTIVITIES SUMMARY
Life
Cycle
Costs
module
Aerodynamic
Design
Power-
plant
Design
Advanced
Low noise
Propeller
studies
Low
noise
Propelle
r anti-
icing /
de-icing
system
Safety
Assessm
ent
WTT
Model
& Spec
Conventional
Architecture
YES NO YES YES YES NO YES
(propell
er and
nacelle
only)
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Innovative
Architecture
YES YES YES YES NO YES YES
WP1 High Efficiency Regional Aircraft
In Clean Sky, a dedicated ITD - Green Regional Aircraft (GRA) - provides essential building blocks
towards an air transport system that respects the environment, ensures safe and seamless mobility
and builds industrial leadership in Europe. In Clean Sky 2, the Regional Aircraft IADP (R-IADP) will
bring the integration of technologies to a further level of complexity and maturity than currently
pursued in Clean Sky. Taking into account the outcomes of GRA and considering the high-level
objectives derived from recent market analysis performed by the Leaders, the strategy is to integrate
and validate, at aircraft level, advanced technologies for regional aircraft so as to drastically de-risk
their integration.
The A/C configurations are studied in WP1. The high-level WBS of WP1 is the following:
WP 1.1 INNOVATIVE AIRCRAFT CONFIGURATIONS
WP 1.2 TOP LEVEL AIRCRAFT REQUIREMENTS
WP 1.3 TECHNOLOGIES REQUIREMENTS
In the WP1 two separate regional aircraft platforms will be considered: a conventional architecture
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and an innovative one.
Conventional Aircraft Architecture
About the first technological platform (the so called conventional architecture), the entry in service
will be in the mid-term (from 2022 – 2025 on).
This configuration will evaluate at aircraft level the environmental (and socio-economics) benefits
coming from the technological studies performed in the other WPs of the R-IADP or in the other ITDs.
I.e., if a technological study will be oriented to a general system design, all information about weight,
space allocation and power extraction should be available in order to understand the impact of this
device at A/C level. The same if the studies will be devoted to structures: information about weight
should be available. And so on.
The environmental and cost benefits will be calculated with respect to a reference technological
platform, which is the final configuration TP90 A/C coming from Clean Sky GRA ITD.
Innovative Aircraft Architecture
About the second technological platform (the so called innovative architecture), the entry in service
will be beyond 2035 (long-term).
Main goal of these configuration studies is to design a completely new platform.
1. Loop “Innovative and Conventional Initial Configurations”: based on preliminary Top Level
A/C Requirements and technological targets. The first analyzed innovative architecture will
be a rear fuselage engine installation. In accordance with the requirements, the adequate
type of power-plant (turboprop, open rotor, etc) will be proposed by the Core Partner and,
then, selected in agreement with Alenia.
2. Loop “Innovative and Conventional Intermediate Configurations”: based on the upcoming
outcomes from the other WPs of the R-IADP or from the other ITDs
3. Loop “Innovative and Conventional Final Configurations”: based on the final results coming
from other IADP’s/ITD’s.
The environmental and cost benefits benefits coming from the technological studies performed in
the other WPs of the R-IADP or in the other ITDs will be evaluated at aircraft level.
WP2.3.6 Advanced Low Noise Propeller
In the R-IADP the individual Technologies Developments for Regional A/C are arranged along with 8
“Waves” and several individual roadmaps which will be developed mainly in R-IADP in synergy with
other ITDs, in particular Airframe ITD and Systems ITD.
In particular, the aim of the work package 2.3, whose title is “Energy Optimized Regional Aircraft” is
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to address technologies related to innovative on-boards systems for regional aircraft through a
strong synergy between the R-IADP and the Systems ITD.
Within the frame of WP 2.3, this topic is related only to WP 2.3.6 “ADVANCED LOW NOISE
PROPELLER”.
In this WP the study and the development of an enhanced propeller for Regional Aircraft will be
exploited. Incorporating Innovative propeller blade design and performance for noise reduction and
an innovative anti-icing system will be performed. TRL target is 5, passing through an analytical and
experimental critical function and for characteristic proof-of-concept (TRL 3), a detailed specification
and component verification in laboratory environment (TRL 4) and a prototype low noise propeller,
incorporating innovative anti-icing system integration (TRL 5).
Core Partner roles
This Strategic Topic will address only activities relevant to WP's 1, and 2.3.6.The selected Core
Partner shall concur to the activities of the R-IADP project. In particular, the selected Core Partner
will:
‒ Perform part of the activities of the R-IADP WPs 1.1.1 assuming a full collaboration with Alenia
Aermacchi within this work-package
‒ Lead and perform the activities of the R-IADP WPs 1.1.2 assuming the leadership of the work-
package
‒ Lead and perform the activities of R-IADP WP
2.3.6
‒ participate to the WP Management Committees of R-IADP WP1 “High Efficiency Regional
Aircraft” and WP 2 “Technologies Development”
‒ contribute to the WP 0 “Management”, participating to R-IADP Steering Committee and
Consortium Management Committee and assuming full responsibility of the risk management
associated to their deliverables.
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2. Scope of work
In the following paragraphs a general complete description of each WP is reported. STM (Strategic
Topic Manager) has the high level responsibility of these activities.
A dedicated following paragraph collects the CP (Core Partner) dedicated activity, to be considered
under its own responsibility. In the following the description of the main topics area related to WP1
and WP 2.3.6
Aircraft preliminary architectures and sizing– WP1.1.1
The work package is devoted to size both configurations, the so called "innovative long term
architecture" and the so called "conventional mid-term architecture".
Based on preliminary sizing and configuration definition loops criteria, the activity will consist in the
integration of technological target coming from the other technology waves. The main scope will be
to evaluate the improvement, in terms of aircraft performance, green features and life cycle cost
assessment due to the single technology. The activities in this work package will be performed using
tools and methods developed and optimized in Clean Sky GRA, as well as new multidisciplinary
optimisation methodologies.
A preliminary design loop (loop 0) will be performed by Alenia Aermacchi to size both the rear
mounted TP (RM-TP) and the wing mounted TP (WM-TP), with the aim to establish the technologies
target and the power plant requirements.
Powerplant architectures – WP1.1.2
The work package is devoted to size both configurations, the so called "innovative architecture" with
EIS beyond year 2035 and the so called "conventional architecture".
The design loop of parametric studies in order to define architecture and performance of the
propulsion systems for high efficiency A/C for both platforms will be performed.
For each propulsion system, preliminary and parametric studies in order to select the best
compromise between performance, noise, emission, DOC and integration constraints will be
executed.
These studies will integrate the available benefits of new technologies studied within CS2.
The required outputs will be the performance data, weight, noise and emissions data, mass and
geometries.
Advanced Low Noise Propeller - WP2.3.6
Investigations of an advanced low noise Propeller for the conventional architecture of the regional
aircraft capable to significantly reduce the propeller generated external noise is the most critical area
for the environmental targets of regional aircraft.
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Both Near Field and Far Field Noise propagation will be investigated in order to:
reduce source noise entering the cabin through the Fuselage during all the Cruise conditions;
reduce propagated noise on ground during take-off/approach/landing procedures.
Furthermore, a study will be performed and technologies developed for Autonomous Ice Protection
System and its integration in the advanced propeller.
Work requested to Applicant (Core Partner responsibility) for WP 1.1
Aircraft preliminary architectures and sizing– WP1.1.1
The applicant will contribute to the design of the aircraft performing the following tasks:
a. Task 1 – Life Cycle Costs (both configuration)
The Applicant will provide an algorithm for the LCC estimation (top – down approach) from design
up to aircraft end of service; as an objective end of life (dismantling, disposal, etc) shall also be
included in the LCC estimation algorithm. The module implementing such algorithm shall be
integrated in the already existing simulation tool to expand the current capabilities which are limited
to the calculation of pollution and noise.
The module will be properly tested in the Alenia Aermacchi software environment. Alenia Aermacchi
will provide proper tool specification.
The final scope will be to add further functionalities to the existing simulation tool.
The current version of the tool evaluates aircraft mission features (flight mechanics, pollutant and
noise), starting from the aircraft database as aerodynamics, engine, weights and so on.
b. Task 2 – Aerodynamic Design (Innovative architecture)
Based on TLARs and technological targets, Alenia will perform the preliminary aircraft design for each
loop. These results will be the initial point for the Core partner, who will perform a more detailed
analysis of aerodynamics and performance.
Alenia will generate the aerodynamic requirements expressed in terms of:
Cruise efficiency
Stall performance (cruise take-off and landing)
Take off conditions
Final take off conditions
Climb Conditions
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Missed approach conditions
Approach and landing conditions
All conditions related to the TLARs.
Expected activities will be split in three parts, corresponding to the three design loops mentioned
below
1. Loop (Preliminary phase): the aerodynamic design will be based on simplified
methodologies. Such preliminary aero data will feed the initial configuration (Loop 1).
2. Loop (Validation phase): the aerodynamic design will be validated by means of CFD analyses;
WTT specifications and models related to partial items as well as complete aircraft will be
requested. In this phase the aero database in terms of aerodynamic polars, CL vs alpha
curves for aircraft with various flap – configurations and deployment settings will be
provided by Applicant.
3. Loop (Demonstration phase): Analysis of the WTT results and their inclusion in the final aero
database. Based on the demonstration results a final configuration will be designed by
Alenia.
c. Task 3 – Safety Assessment (Innovative architecture)
This activity package will take in charge all safety problems deriving from a rear engine installation.
The main task will be to establish if this architecture is compatible with the safety rules, in particular
the debris trajectories after an engine burst event will be studied in order to establish its impact on
aircraft safety and possible remedial actions/design requirements. The main output of this activity
will contribute to take a decision about the feasibility of the rear mounted engine configuration.
d. Task 4 – W.T.T. Specification and Models (Innovative architecture)
The Applicant, in concurrence with Alenia, will prepare a WTT specification oriented to test the
complete innovative configuration and the laminar wing. The tests will include high speed conditions
to explore the cruise and low speed conditions to explore stall performance. Models for high and
low speed tests will be manufactured by the CP. The wind tunnel tests will be performed in the
context of a separate call.
Power-plant architectures – WP1.1.2
This work package is devoted to size both configurations, the so called "innovative architecture" with
EIS beyond year 2035 and the so called "conventional architecture".
The applicant will contribute to the sizing of the aircraft performing all activities jointed to the
process and divided into the following tasks:
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e. Task 5 – Power-Plant Design
Alenia will generate the preliminary engine requirements (for each loop) expressed in terms of:
Required thrust,
Power off- takes
SFC target
Weight target
Propeller shp order of magnitude for the conventional architecture: about 7000 shp
Propeller shp order of magnitude for the innovative architecture: more than 8000 shp
In the following, a typical template is shown.
FL (ft) ISA M/Kcas Required Thrust [lb] Power off-takes
[KW]
The Core Partner will provide for each design loop and for both architectures (the conventional and
the innovative) all power plant information, in terms of:
Performance
(data carpet including thrust and fuel flow versus speed, altitude and ISA deviation).
Engine source noise and vibrations
(The noise data will be provided separately for turbo-machine and propeller; The noise data
will be requested in terms of polar arc SPL spectra, for Far Field Noise evaluations, and in
terms of SPL spectra on fuselage external skin).
(The vibration data will be provided for the whole Power Plant System, including mounting
system, at the engine attachment points).
Pollution
(Pollutant parameters in line with the requirements)
Weight and dimensions
(The Core Partner should provide a weight breakdown structure, with the following detail)
Weight [lb]
Nacelle
Engine Mounting
System
Engine Build Units
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Equipped Engine
Equipped Propeller
Engine & propeller fluids
It’s important to design the power plant considering turbomachine and propeller separately in order
to have the contributions to the whole engine features from each single component.
Maintenance
Furthermore, about the Innovative configuration, the Applicant will contribute to the TLAR revision
and to the configuration definition for each design loop.
Work requested to Applicant (Core Partner responsibility) for WP 2.3.6
Advanced Low Noise Propeller - WP2.3.6
A dedicated analysis for the advanced low noise propeller (for the conventional architecture) will be
performed, including the aerodynamic design, the validation phase of such a design by means of CFD
analyses, the writing of the WTT specifications, the manufacturing and the testing of the model.
Furthermore, an innovative autonomous propeller anti-icing system will be studied. Studies shall
cover system sizing versus ice protection certification requirements and integration studies. With
reference to ice protection system testing, it is not required any test on ice protection system
performance in icing conditions, on other ands, it shall be foreseen a dummy of ice protection system
to be integrated on propeller demonstrator in order to evaluate possible impact of the system on
propeller aero-acoustic behaviour. Representativeness of the dummy shall cover the aspect related
on aero-acoustic performance of the blade, no ice protection system functionality are required for
the test article (actual dummy integration activity for the conventional architecture only).
Propeller Noise is one of the most important external noise source of a Turboprop aircraft, both for
the transmission into the internal cabin and for the propagation on ground.
The activity shall be focused on the following tasks:
f. Task 6 – low noise propeller design and engine integration
In order to minimize the perceived noise levels inside the cabin and on ground in the airport
surroundings.
The following steps are envisaged:
Task 6.1 - Low noise propeller concepts identification:
The Applicant shall identify a certain number of low noise solutions involving configuration,
blade geometry and/or additional devices on the propeller system, at least six, potentially
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able to reduce the tonal and broadband noise generated by the propeller blades in all the
mission phases.
Task 6.2 - Numerical (structural and aero-acoustic) modelling and simulations:
All the identified concepts shall be studied in terms of structural and aero-acoustic behaviour
in order to evaluate their acoustic performance. Numerical models shall be created, both
using FEM and CFD methods, in order to simulate structural static and modal blades
behaviour and noise generation and propagation in both near and far field. The objective of
the aero-acoustic simulation is to assess the noise source on the fuselage surface (near field)
and the noise propagation on ground (far field). At the end of the task, a first down-selection
shall be performed, jointly by Alenia and Applicant, in order to evaluate all the concepts and
define the most promising for the test campaign, on the basis of the results coming from the
numerical simulations. The criteria for down-selection shall be indicated by Alenia and
agreed.
Task 6.3 - Scaled WT propeller design and manufacturing:
The Applicant shall design and manufacture a powered WT model (not smaller than scale 1:5) of the baseline propeller and at least three low noise concepts coming from the first down-selection, completed with a dummy model of nacelle and engine external shape.
Task 6.4 - Aerodynamic and Aero-acoustic WTT Campaign:
A complete WTT campaign shall be performed, in order to assess the aerodynamic and aero-
acoustic behaviour of all studied configurations. All activities related to the WTT will be
performed under the responsibility of the Core Partner. The WTT itself will be performed in
the context of a separate call.
Task 6.5 - Numerical models validation and optimal concept from an acoustic point of view
assessment:
The results of WTT campaign shall be analysed and all tested configurations compared in
order to validate numerical models. A second down-selection shall be performed jointly by
Alenia and Applicant, in order to assess the most promising concept in terms of noise
reduction in near and far field.
g. Task 7 - Low power propeller anti-icing / de-icing system
The Core Partner shall perform a trade-off analysis on both conventional and innovative
technologies for the integration of a low power propeller anti-icing / de-icing system for the
selected Regional A/C configuration.
Trade off analysis shall be conducted against several parameters, e.g., power rating, weight,
volume, electrical and mechanical efficiency, maintenance, costs.
It shall be shown by sizing and integration analysis that the propeller anti-icing system selected
solution is compliant to civil certification applicable requirements in terms of ice protection. As
preferred solution, the innovative ice protection system shall allow to make the anti-icing system
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independent from the onboard electrical network and, at the same time, to delete the wear
effects due to the presence, in conventional solutions, of creeping contacts needed to transfer
the energy from the onboard electrical generation to the heating elements located in the
propeller’s blades.
The Core Partner shall perform activities in order to validate solution versus ice protection
requirements.
With reference to ice protection system testing, it is not required any test on ice protection
system performance in icing conditions, on other ands, it shall be foreseen a dummy of ice
protection system to be integrated on propeller demonstrator in order to evaluate possible
impact of the system on propeller aero-acoustic behaviour . Representativeness of the dummy
shall cover the aspect related on aero-acoustic performance of the blade, no ice protection
system functionality are required for the test article (actual dummy integration activity for the
conventional architecture only).
All data related to ice protection system sizing analysis and system performance shall be
provided with the trade-off analysis between the different low-power propeller anti-icing / de-
icing technologies.
Intellectual Property
SECTION 3 of Clean Sky 2 JU "MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS” shall
be applied.
Any activity/deliverable that will be produced by the Core Partners, that will be developed starting
from requirements, analysis, or inputs from Alenia Aermacchi shall be considered as jointly
generated as per para. 26.2 of said MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS.
Joint ownership of results shall be applied to the above described results.
Confidentiality
Article 36 of Clean Sky 2 JU "MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS” shall
be applied.
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3. Special skills, capabilities
Following skills and capabilities are required to Applicant:
Acknowledged competence in the management of very articulated programme and
capability of technical conduction of complex project.
Proven experience in international R&T projects cooperating with industrial partners,
institutions, technology centres, universities.
Quality and risk management capabilities demonstrated through applications on
international R&T projects and/or industrial environment
Wide expertise in aircraft life cycle analysis and modeling. In particular, capability to perform
LCCE (Life Cycle Cost Estimation) of a regional aircraft using parametric cost estimation
methodologies specifically developed to be applied at conceptual and preliminary design
level, i.e. without detailed aircraft data. Capability to assess also LCC of innovative aircraft
configurations, on-board systems and material which could not be already integrated on
existing aircraft.
Acknowledged competence in numerical multidisciplinary optimization.
Acknowledged industrial experience in sizing and design of a complete propeller power-
plant engine. The Applicant will have the capability to design the turbo machine and also to
manage the whole process of power-plant definition, design and manufacturing.
Acknowledged industrial experience in sizing, design and manufacturing of propeller. The
Applicant will provide any information needed to size the engine. Particular care will be
dedicated to the generated noise. Also vibrations induced from propeller will be required.
Acknowledged experience in regional A/C class certification issues for Structures, Sub
systems, engine burst
Advanced Aerodynamic computational: Partners with acknowledged experience in tools for
3D aerodynamic (CFD) are regarded as a paramount requirement to correctly address the
physical phenomena involved.
Wind Tunnel Model Specifications: Partner with large experience in design and
manufacturing of wind tunnel models for aeronautical applications
Extensive CAE Modelling: Partner with large experience in CAE modelling and analysis,
CATIA.V5, Matlab, finite element complex modelling, non-linear multi-body modelling,
engineering process modelling and simulation data management.
The Applicant shall use an advanced software environment able to trace all technical requirements,
their relevant solutions, possible mismatches between requirements and solutions is seen as a key
factor of innovation applicable to the project organization and management, in order to minimise
risks and reduce costs. In all contexts, Applicant shall use extensively virtual mock-ups and virtual
testing techniques.
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4. Major deliverables and schedule (estimate)
The applicant is requested to provide deliverables for the proposed activities in accordance with the
relevant Preliminary Schedules contained in the JTP chapter 7. Applicant activity start time is
corresponding to T0 approximately on January 2016 . Core Partner contributions are requested to
start from T0. Therefore relevant CP involvement is requested from T0 approximately up to
December 2021 (T0+81). Following table contains a preliminary list of the all the major inputs (Ix)
from Alenia Aermacchi to be provided to the CP and the deliverables (Dx) for CP.
Inputs
Ref. No. Title – Description Type Due Date
I1 Power plant requirements for the innovative initial
platform -- Loop 1
Report T0 + M1
I2 Aerodynamic requirements for the innovative platform --
Loop 1 (preliminary phase)
Report T0 + M1
I3 Aircraft Simulation Model Tool (Life cycle cost Module)
Software specification
Report T0 + M2
I4 Preliminary sizing and performance evaluation of the
innovative initial configuration- Loop 1
Report T0 + M10
I5 Preliminary innovative rear mounted engine initial
configuration definition - Loop 1
Report/CAD
CAE models
T0 + M11
I6 Power plant requirements for the innovative
intermediate platform -- Loop 2
Report T0 + M19
I7 Aerodynamic requirements for the innovative platform --
Loop 2 (validation phase)
Report T0 + M19
I8 Sizing and performance evaluation of the innovative
intermediate configuration- Loop 2
Report T0 + M28
I9 Innovative intermediate configuration definition - Loop 2 Report/CAD
CAE models
T0 + M29
I10 Power plant requirements for the innovative final
platform -- Loop 3
Report T0 + M35
I11 Aerodynamic requirement for the innovative platform --
Loop 3 (demonstration phase)
Report T0 + M35
I12 Sizing and performance evaluation of the innovative final
configuration- Loop 3
Report T0 + M44
I13 Innovative final configuration definition - Loop 3 Report / CAD
CAE models
T0 + M45
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Deliverables
Ref. No. Title – Description Type Due Date
D1 Innovative initial configuration, engines dataset -- Loop 1 Report T0 + M4
D2 Conventional configuration, engines dataset -- Loop 1 Report T0 + M4
D3 Aerodynamic dataset for the Innovative initial
configuration-- Loop 1
Report T0 + M7
D4 Aircraft Simulation Model Tool (Life cycle cost Module) Report/tool T0 + M10
D5 Low Noise Propeller innovative concept identification Report T0 + M12
D6 Low-Power Propeller Anti-Icing / De-Icing Technologies
Trade-Off Analysis
Report T0 + M15
D7 Innovative intermediate configuration, engines dataset --
Loop 2
Report T0 + M23
D8
CFD model description of baseline propeller configuration and
noise source simulation on fuselage surface
Report T0 + M18
D9 Conventional intermediate configuration, engines dataset
-- Loop 2
Report T0 + M23
D10
Aero-Acoustic noise propagation simulation on ground Report T0 + M24
D11 Safety assessment (rear engine mounting installation) --
Decision gate
Report T0 + M25
D12 Aerodynamic dataset for the Innovative intermediate
configuration-- Loop 2
Report T0 + M25
D13 Compliance Matrix and Technical Specification T0 + M25
D14 Low noise solutions trade-off analysis based on aero-
acoustic simulation results
Report T0 + M30
D15 Innovative final configuration, engines dataset -- Loop 3 Report T0 + M38
D16 Conventional final configuration, engines dataset -- Loop
3
Report T0 + M38
D17 Innovative configuration Final Aerodynamic database --
Loop 3
Report /CAD
Models
T0 + M41
D18 WT Model CAD Description Report,
3D CATIA files
T0 + M42
D19 WT Model structural verification Report T0 + M44
D20 WT Test Matrix Report T0 + M44
D21 Specification of activities of high and low-speed WTT
oriented to test on laminar wing (Innovative
configuration)
Report T0 + M50
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Deliverables
Ref. No. Title – Description Type Due Date
D22 System Components Assembly and Integration Test article T0 + M52
D23 Dummy of the System Components Assembly and
Integration
Report T0 + M52
D24 Manufacturing of the models for the high and low speed
tests (Innovative configuration)
Test article T0 + M56
D25 WT Model Delivery Test Article T0 + M62
D26
WT Test Report (from CfT) Report T0 + M65
D27 WT Analysis Report and concepts assessment Report T0 + M74
The following table contains a preliminary list of the major milestones for CP.
Milestones
Ref. No. Description Due Date
SHORT TERM MILESTONES
M1 Design Review (technology concept formulated) T0 + M6
M2 Aircraft Simulation Model Tool (Life cycle cost Module) T0 + M10
M3 Design Review (experimental proof of concept) T0 + M15
MEDIUM TERM MILESTONES
M4 Innovative intermediate configuration, engines dataset -- Loop 2 T0 + M23
M5 First conceptual low noise propeller down-selection based on Aero-
Acoustic results
T0 + M30
M6 Conventional final configuration, engines dataset -- Loop 3 T0 + M38
LONG TERM MILESTONES
M7 WT model CDR T0 + M42
M8
Specification of activities of high and low-speed WTT oriented to test on
laminar wing
T0 + M50
M9
Manufacturing (and release) of the models for the high and low speed
tests (Innovative configuration)
T0 + M56
M10
Low Noise Propeller final assessment T0 + M74
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5. Glossary
CAD Computer Aided Design
CFD Computational Fluid Dynamics
CS2 Clean Sky 2
CP Core Partner
D&M Design & Manufacturing
DOC Direct Operating Costs
FCS Flight Control System
FTB#1 Flying Test Bed 1
GRA Green Regional Aircraft
JTP Joint Technical Proposal
H2020 Horizon 2020
HLD High Lift Devices
LC&A Load Control & Alleviation
NLF Natural Laminar Flow
R-IADP Regional Integrated Aircraft Demonstration Platform
STM Strategic Topic Manager
TLAR Top Level Aircraft Requirements
TP Turbo Prop
WP Work Package
WTT Wind Tunnel Test
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II. Wing Integration Regional Demonstrator FTB#2
Type of action (RIA or IA) IA
Programme Area REG
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) WP3.5
Leading Company Airbus DS S.A.U. (former EADS-CASA)
Indicative Funding Topic Value (in M€) 4,5
Duration of the action (in Months) 72 Indicative
Start Date5
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-
REG-02-02
Wing Integration Regional Demonstrator FTB#2
Short description (3 lines)
This Call for Core Partner proposes a set of activities lead by Airbus DS S.A.U. (former EADS-CASA) in
the framework of the FTB#2 Regional IADP. The Core Partner will be in charge of activities in the
fields of wing components design and manufacturing (inner external wing box, aileron and spoiler)
and wing final assembly for “on-ground” and “in-flight” demonstrators.
5 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all
the necessary elements are in place before
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1. Background
This Call for Core Partner deals with the state of the art in technologies developed within last years in several fields of aeronautics: structural design, systems integration in wings and innovative manufacturing processes. The framework of the activities described in this Call is the Regional Aircraft IADP (Innovative Aircraft Demonstrator Platform) lead by Airbus DS S.A.U. (former EADS-CASA). The frame of the Call for Core Partner is REGIONAL IADP Work Package 3.5: “Integrated Technology Demonstrator FTB#2”, specifically in three sub-work packages:
REG Sub WP 3.5.1: FTB#2 Wing
REG Sub WP 3.5.3: FTB#2 Systems Integration
REG Sub WP 3.5.4: FTB#2 Flight Demonstrator
The technological lines of this Call for Core Partner are aligned with the global STM (Strategic Topic Manager, EADS-CASA) strategy with respect to the Regional Aircraft FTB#2 demonstrator. The framework of the activities is closely linked to Airframe ITD and Regional Aircraft IADP and with lines to be performed by the STM and other Call Partners along the Programme. The STM will act as project leader and tasks integrator, defining design concepts and feasibility criteria to be finally mounted in the demonstrator. The Intellectual Property rules of the Call will be those of Horizon 2020 policy. The CP will play a strategic role for the achievement of the REG-IADP objectives as specified in the JTP. The involvement of the CP in the REG-IADP must fulfill the following top level objectives which define their overall mission in the REG-IADP.
To implement the resources, capabilities and technical means to secure the fulfilment of the plans
according to JTP objectives, deliverables and milestones as defined in this document.
To provide the specified deliverables and to perform the risk assessment for any technical,
economical or scheduling issues.
To accommodate technologies, processes, methods and tools in conjunction with those selected
and developed by EADS-CASA and to select the best approaches jointly.
To integrate into a single team with EADS-CASA within the REG-IADP, facilitating organizational
adaptation for the mutual coordination and unified actuation in decisions making, coordination of
activities and review of the progress achievements.
The budget of the Call refers exclusively to Core Partner activities. Subcontracting will follow the Horizon 2020 and Clean Sky 2 general policy.
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2. Scope of work
In the framework of Clean Sky 2 program EADS-CASA participates in the Regional Aircraft IADP
(Innovative Aircraft Demonstrator Platform) where several technologic streams will be investigated
up to high level of maturity. The objective of most of these technologies is to be tested “in-flight” in
the Regional Aircraft FTB#2 (Flight Test Bed 2) demonstrator.
The Regional Aircraft FTB#2 is a prototype aircraft based on the EADS – CASA C295 model. This
aircraft is Civil FAR 25 certified by FAA and EASA Airworthiness Regulations with large in-service
experience as regional aircraft which is a perfect platform to test in flight Clean Sky 2 mature
technologies.
Figure 1: Regional Aircraft FTB#2: EADS-CASA C295 aircraft general planform. Wing Structural components REG FTB#2
The main components of the wing are shown in Figure 1. Some of them will be entirely designed
within the context of Clean Sky 2, some will be partially modified due to structural or systems
interfaces and some remain from the basis aircraft.
The conceptual design of every component will be driven by the STM (Strategic Topic Manager,
EADS-CASA) while detailed design; manufacturing and assembly will be done by the CP (Core
Partner). A high level of concurrent engineering is required. The STMs will require Airworthiness
Authorities a Research Permit to Fly (PTF) -NOT Certification- for the Regional Aircraft FTB#2. The CP
will support this process, being mandatory for that the following activities:
Providing material data, processes and tools accepted
Harmonization of calculation processes/tools
Materials used for primary structural elements must have the qualification level
The Call for Core Partner covers technology lines all along the Clean Sky 2 Program and directly linked
to the Regional Aircraft FTB#2 Demonstrator. The activities proposed are linked to the STM activities
and other Partners within Airframe ITD and Regional Aircraft IADP in a global demonstration strategy.
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he activities within this Call are related to Specific A/C Design in the starting phases of the program,
technology lines for aircraft components manufacturing and finally integration of components into
the FTB#2 demonstrator. The interdependencies and interfaces between the CP/STM activities of this
Call –in red- and the rest of the program (STM or other Partners) –in blue- are shown in the following
sketch. . Due to the fact that the activities within this call are oriented to a flight demonstration, the
STM will play an integrator role in all the activities.
The Call for Core Partner is organized in two parts summarized in Tables 1 and 2. The description of
activities and responsibilities share between STM and CP is detailed in following chapters. Budget
involved in this Call cover specifically CP activities.
COMPONENT TECHNOLOGY CHALLENGES TECHNOLOGY DEMONSTRATORS
INNER
EXTERNAL WING SECTION
Modification of current design to
incorporate:
- Outboard flap - Spoiler - Flap and spoiler actuator systems - Innovative attachments - Mature technologies
Suggested budget: 30 %
1 specimen for “on –ground” static and functional tests. (RH wing section).
2 specimens (LH and RH wing sections) ready for flight
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COMPONENT TECHNOLOGY CHALLENGES TECHNOLOGY DEMONSTRATORS
AILERON Active loads alleviation (MLA and GLA) Integration of EMAs Modification of current design (manual control) to incorporate new actuation system (assisted control)
- Innovative attachments
- Mature technologies Suggested budget: 15 %
1 specimen for “on –ground” static and functional tests. (RH aileron).
2 specimens (LH and RH ailerons) ready for flight.
SPOILER Active loads alleviation (MLA and GLA) Integration of EMAs Aircraft performance in landing and take- off configurations New design to incorporate new actuation system
- Composite or metallic - Innovative technologies
Suggested budget: 15 %
1 specimen for “on –ground” static and functional tests. . (RH side spoiler.
2 specimens (LH and RH spoilers) ready for flight.
Table 1: External Wing structural components manufactured by the Core Partner
COMPONENT TECHNOLOGY CHALLENGES TECHNOLOGY DEMONSTRATORS
EXTERNAL WING INTEGRATION
Jig-less assembly concepts for the external wing components integration Assembly of highly integrated composite components OSD and OSA processes Innovative processes for aileron structural fittings, EMAs attachments and systems supports:
- Light metallic alloys with enhanced characteristics (strength, fatigue)
- Super-plastic forming, Additive Layer Manufacturing, ...
Hybrid metallic-composite joint technologies. Enhanced shimming processes. Inspection of shape control Production time reduction. Energetic and environmental costs reduction. Suggested budget: 40 %
1 specimen for “on –ground” static and functional tests. (RH wing section).
2 specimens (LH and RH wing sections) ready for flight
Table 2: External Wing Integration activities and main technology challenges for the Core Partner
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The Technology Demonstrators, regarding structural components and wing integration activities, are:
One wing component (R/H) to be qualified on ground through a major testing by the STM.
Two wing components (RH/LH) ready-for-flight to be integrated in the FTB#2 by the STM.
The CP will provide the achievements with respect to Horizon 2020 and ECO-Design objectives along
the program. The results of the works need to be evaluated in terms of environmental and
productivity objectives aligned with Clean Sky 2 strategy (CO2 and NOx emission reductions, fuel
consumption efficiency and noise footprint impact) versus the current existing ones technologies.
Specific reports focus on this aim will be performed by the STM and CP.
INNER EXTERNAL WING SECTION
Component General Description
The Inner section of the External Wing (reference dimensions: span 3860 mm and root chord 3000
mm) will be redesigned and manufactured to demonstrate innovative technologies. This component
should be based on the EADS – CASA C295 aircraft at foreseen mainly affected by the integration of
spoiler, flap tracks and their respective actuation systems. The structural box components (skin,
spars, ribs, fittings…) will be metallic and as far as possible compatible with current geometry, and it
should include the technological challenges proposed within the Clean Sky 2 program. Figure 3 shows
the present general arrangement of the External Wing box. The contour of the Inner External section,
which include the torsion box and the trailing edge area, is marked in blue.
Figure 2: External Wing of the Regional Aircraft FTB#2 –Inner External Wing marked in blue
Proposed innovative technologies with high TRL will be incorporated in the design phase in
accordance with the STM like:
Specific and optimum design of attachments for a new continuous deployment Outboard
flap
Optimum design to include a new Spoiler with Electro-Mechanics Actuators (EMA)
Light metallic alloys with enhanced characteristics (strength, fatigue)
Super-plastic forming (SPF) and/or Additive Layer Manufacturing (ALM): to those parts where
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these technologies may add some value for “in – flight” demonstrators (i.e. supports,
redundant or low responsibility fittings)
Inspection of shape control (spring-back)
Enhanced shimming processes
Design of hybrid complex joints (composite / metallic and composite / composite): between
Inner External Wing Section and the Outer External Wing Section
New sealing techniques with eco – friendly materials preserving tolerances and tightness in
fuel tanks
Innovations in design will be focus on:
Innovative joint of the Inner External Wing box (metallic) with the Outer External Wing box
(composite) by means of a riveted shear joint with metallic splices.
New design of the trailing edge area to host new Out-board Flap and the new Spoiler:
Redesign of outboard flap fittings and tracks.
Trailing edge panels and shape ribs to incorporate the spoiler.
Innovative fittings for the new actuation system of EMAs in flap and spoiler.
The conceptual design of the component will be provided by the STM, meanwhile detail design,
sizing, parts manufacturing, quality assurance and low level tests are responsibilities of the CP.
Design requirements will be fixed by the STM (external aero shape, installations, weight target,
stiffness, deployment kinematics, system integration ...)
Activities:
1. Preliminary design modification of inner external wing box section. (STM)
2. Material selection of modifications.(CP)
3. Manufacturing process of modifications. (CP)
4. Detail Design and Analysis of component.
a. Solid models and detail drawings, including systems provisions defined in the
document of High level Requirements. (CP)
b. Dimensioning and structural analysis of the structure considering loads provided by
the STM. (CP)
5. Tooling design and manufacture. (CP)
6. Manufacturing plan and full process. (CP)
7. Production of the full scale specimen for structural and functional tests (CP)
8. Non Destructive Inspection (NDI) and quality assurance. (CP)
9. Support to wing structural and functional test: preparation and analysis (CP in cooperation with
STM)
10. Production of specimens ready for flight to be assembled in the aircraft. (CP)
11. Non Destructive Inspection (NDI) and quality assurance. (CP)
12. Component documentation and support to PTF process. (CP)
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13. Evaluation of Horizon 2020 environmental and productivity objectives at component level.
(CP)
(*) Activity responsible in parenthesis (STM: Strategic Topic Manager, CP: Core Partner).
AILERON
Component General Description
The aileron of Regional Aircraft FTB#2 has reference dimensions 250 x 4500 mm with three
attachments to the wing rear spar and two actuators. Structural modifications of this component are
motivated by the new design of EMAs driven by an Active Loads Alleviation System (MLA and GLA) in
the aircraft. Activities to be performed in the aileron are modifications for adaptation of the control
surface to new actuation system requirements.
Modifications will be focus on:
‒ Aileron trailing edge re-design to block tabs (trim and geared tabs) or an alternative design
‒ Redesign of actuators attachments to withstand innovative actuation system requirements
‒ Counter-weights elimination keeping control surface within weight and centre of gravity
limits
Therefore the current aileron design is the baseline where structural modifications will take place. It is
foreseen to maintain the overall size and structural box architecture adapted to interface with a
duplicated actuation system (innovative & back-up), therefore, it is foreseen to be metallic. The
objective of works in this component is the adaption of the structural architecture to host highly
integrated systems for aircraft control and load alleviation system (MLA and GLA).
Figure 3: Aileron component
Design requirements will be fixed by the STM (external aero shape, installations, weight, stiffness,
loads, definition of actuation systems and interfaces, lightning protection, interchangeability ...)
Activities
1. Preliminary design modification of current aileron to include a new actuation system for loads
alleviation (MLA and GLA) (STM)
2. Material selection of modifications (CP)
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3. Manufacturing process of modifications.(CP)
4. Detail Design and Analysis of component in accordance with manufacturing process.(CP)
5. Solid models and detail drawings, including systems provisions defined in the document of High
level Requirements.(CP)
6. Dimensioning and structural analysis of the structure considering loads provided by the
STM. (CP)
7. Tooling design and manufacture.(CP)
8. Manufacturing plan and full process. (CP)
9. Production of the full scale specimen for structural and functional tests. (CP)
10. Non Destructive Inspection (NDI) and quality assurance.(CP)
11. Support to wing structural and functional test: preparation and analysis (CP in cooperation with
STM)
12. Production of specimens ready for flight to be assembled in the aircraft.(CP)
13. Non Destructive Inspection (NDI) and quality assurance. (CP)
14. Component documentation and support to PTF process. (CP)
15. Evaluation of Horizon 2020 environmental and productivity objectives at component level. (CP)
(*) Activity responsible in parenthesis (STM: Strategic Topic Manager, CP: Core Partner).
SPOILER
Component General Description
The FTB#2 Regional Aircraft will include a new spoiler as a key component for technology
demonstrations to improve performances in take-off and landing configurations. The spoiler will be
driven by two actuators attached to the wing box. The functionality of this new spoiler is to be part of
the active loads alleviation system (MLA and GLA) with innovative actuators (EMAs).
The baseline design will be provided by the STM in the early stages of the project, on top of which
several technology concepts will be studied and manufactured. The spoiler can be considered as
secondary structure with single actuation system interfaces and it is open to integrate technological
proposals as far they can be qualified for flight (i.e. fluidic-spoiler).
Design requirements will be fixed by the STM (external aero shape, installations, weight, stiffness,
loads, definition of actuation systems and interfaces, lightning protection, interchangeability,
kinematics ...)
Technology Challenges
The first activities of the STM are to perform a trade – off between different spoiler concepts where
innovations will be analyzed (i.e. innovative actuation systems in conventional aero-shape, fluidic-
spoiler concepts –feasibility-, air-feeding implementation, ...). Among these alternatives one spoiler
design will be selected for manufacturing and the CP will start the detail design, structural sizing,
material selection and manufacturing processes.
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Spoiler deployment kinematics is responsibility of the CP, while the actuation system will be fixed by
the STM and other Partners. Materials and quality of the processes must be assured to support the
final assembly in the demonstrator for a flight test campaign in the Regional Aircraft FTB#2.
Activities
1. Structural trade-off of different spoiler concepts in accordance with conceptual design provided
by the STM: deployment kinematics, deployment actuation and system interfaces. (CP in
accordance with STM).
2. Preliminary Design of component considering general requirements established by the STM:
aero-shape, functionality, systems provisions in structural design, etc. (CP)
3. Material selection. (CP)
4. Manufacturing process development. (CP)
5. Detail Design and Analysis of component in accordance with manufacturing process maturity.
6. Solid models and detail drawings, including systems provisions defined in the document of High
level Requirements. (CP)
7. Dimensioning and structural analysis of the structure considering loads provided by the STM.
(CP)
8. Tooling design and manufacture. (CP)
9. Manufacturing plan and full process. (CP)
10. Production of the full scale specimen for structural and functional tests. (CP)
11. Non Destructive Inspection (NDI) and quality assurance. (CP)
12. Simplified structural and functional tests to ensure spoiler deployment: contactless surface
metrology (CP)
13. Support to wing structural and functional test: preparation and analysis (CP in cooperation with
STM)
14. Production of specimens ready for flight to be assembled in the aircraft. (CP)
15. Non Destructive Inspection (NDI) and quality assurance. (CP)
16. Component documentation and support to PTF process. (CP)
17. Evaluation of Horizon 2020 environmental and productivity objectives at component level. (CP)
(*) Activity responsible in parenthesis (STM: Strategic Topic Manager, CP: Core Partner).
INTEGRATION OF EXTERNAL WING
External Wing Assembly General Description
All new components of the Regional Aircraft FTB#2 External Wing will be integrated incorporating
technology innovations aligned with Clean Sky 2 principal objectives and taking the baseline of the
C295 aircraft. The External Wing to be assembled has reference dimensions of 8000 mm span,
3000mm root chord and 1200 mm tip chord. The assembly will include structural components and
systems.
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Figure 4: Structural components –left- and systems –right- of the Regional Aircraft FTB#2 Wing
The outer wing is divided in the following main structural sections:
External Wing box: Inner - External Wing box and Outer - External Wing box
Trailing Edge Aileron section
Trailing Edge Flap section
Leading Edge section
Aileron
Out Board Flap
The process map of the Regional Aircraft FTB#2 External Wing is sketched in Figure 6 where main
structural components, subassemblies and assemblies are summarized.
Figure 5: Aircraft FTB#2 External Wing Assembly process
Technology Challenges
The External Wing of the Regional Aircraft FTB#2 has been selected as demonstrator of technologies
regarding: aircraft performance improvements (i.e. morphing winglets and continuous flap), Active
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loads alleviation systems (MLA and GLA), Highly integrated structure and systems for more efficient
actuation: (EMAs) and Innovative materials and manufacturing processes (Composites, ALM, OoA)
The Integration of the External Wing should deal also with specific technologies which reduce the
global lead time and reduce energetic and environmental assembly costs like:
Innovative jig-less techniques to reduce tooling costs: aircraft structures require jigs for
assembling; however the major trend in aircraft assembly is to employ technology in the
reduction, and potential elimination, of heavy accurate jigs.
Advanced assembly processes in hybrid complex joints (composite / metallic and composite /
composite): challenges resulting from joining highly integrated composite components of the
outer external wing meeting the required aerodynamic external geometry and surface
tolerances. Also, innovative materials (i.e. light metallic alloys with enhanced characteristics)
and manufacturing processes (i.e. ALM) are expected for the aileron and actuator fittings and
installations brackets.
One-Shot-Drilling and On-Shot-Assembly which simplify riveting and joining operations:
Riveting processes are also fundamental during aeronautical assembly. Technologies to
increase accuracy with faster procedures are also the cutting edge in industry.
New sealing techniques with eco – friendly materials preserving tolerances and tightness.
Sealing operations are also a mayor issue during assembly. Research of new sealing materials
that can be applied during the assembly processes accomplishing tightness and seat are very
welcomed.
Activities
- Subassemblies: Flap Ribs, Trailing Edge - Flap zone Integration, Subassembly of small parts
(ribs, skin, spares, fittings), Aileron Ribs and Trailing Edge - Aileron zone Integration
- Structural Integration (Main Feature): Integration of Central Box (Spares and Ribs),
Integration of Central Box (Skins) and Integration of Central Box with Trailing Edge
- Sealing, Fuel System and Lower Skin (Additional Feature): Sealing Fuel Tank, Mounting Fuel
System, Trailing Edge Covers Integration and Integration of inferior central skin
- Equipment of the Wing and Painting: Wing out of fixture (Jig), Mounting anchor nuts, Fuel
covers, Preparing connections to wing box, Cleaning and Sealing, Mounting electrical
harnesses of Fuel System, Leakage test, Electrical resistance test, Aileron's fitting assembly,
Make water proof the tank (Zero rib), Painting, Wing Equipment (Anti-ice / flying control
system), Trailing Edge electrical harnesses, Leading edge electrical harnesses and Wing Tip /
Winglet
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3. Major Deliverables/ Milestones and schedule (estimate)
The estimated schedule of the Call is based on the plan of the Clean Sky 2 Regional FTB#2
demonstrator. The schedule of the Core Partner (green bars) is presented superimposed to the
demonstrators schedule. T0 of activities is assumed to be early 2016.
The following list presents the main Deliverables covering all technological lines described in the Call.
It is focused on short term milestones. This list will be fully developed during the negotiation phase
with the applicant in a more detailed manner considering updates in schedule and technology
proposals of the demonstrators.
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Deliverables
Ref. No. Title - Description Type* Due Date
D.1 Structural trade-offs and Manufacturing Processes - Inner External Wing Box, Aileron and Spoiler - Analysis of architectural trade – off - Proposed materials and manufacturing processes
R T0 + 3
D.2 Technical documentation supporting PDR - Inner External Wing Section, Aileron and Spoiler - External Wing Integration - Structural Analysis - CATIA Models and drawings
R D: Drawings
T0 + 6
D.3 Technical documentation supporting CDR - Inner External Wing Section, Aileron and Spoiler - External Wing Integration - Structural Analysis - CATIA Models and drawings
R D: Drawings
T0 + 18
D.4 Delivery of Parts and subassemblies for Full Scale Test - Parts ready for final assembly in “on-ground”
demonstrator - Inner External Wing Section, Aileron and Spoiler - Quality inspection reports
D: Parts R
T0 + 21
D.5 Analysis of Results from Full Scale Tests of Wing Components and Integration
R T0 + 38
D.6 Delivery of External Wing Assembly for “on – ground” Wing demonstrator
- External Wing Integration - Quality inspection reports
D: Assembly R
T0 + 27
D.7 Delivery of Parts and subassemblies for FTB#2 - Parts ready for final assembly in “in-flight”
demonstrator - Inner External Wing Section, Aileron and Spoiler - Quality inspection reports
D: Parts R
T0 + 27
D.8 Delivery of External Wing Assembly for FTB#2 installation - External Wing Integration - Quality inspection reports
D: Assembly R
T0 + 36
D.9 Technical Documentation supporting Permit to Fly process with Airworthiness Authorities
- Means of compliance
R T0 + 38
D.10 Analysis of Results from Flight Test Campaign of Wing Components and Integration
R T0 + 60
D.11 Technology Assessment and ECO-Design Feedback R T0 + 72
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
Experience in aeronautics and involvement with airframe industry. (M)
Experience and knowledge of turboprop A/C type. (M)
Experience in design and manufacturing of structures in innovative metallic components (i.e.
o ALM and SPF). (A)
Capacity to assembly composite and metallic parts; and hybrid joints: Drilling and riveting of
composite parts in composite-composite o metallic-composite joints. (M)
Design and analysis tools of the aeronautical industry (i.e. CATIA v5 release 21, NASTRAN). (M)
Competence in management of complex projects of research and manufacturing technologies.
(A)
Experience in integration multidisciplinary teams in concurring engineering within reference
aeronautical companies. (M)
Proven experience in collaborating with reference aeronautical companies with industrial
developments in “in – flight” components experience. (M)
Participation in international R&T projects cooperating with industrial partners, institutions,
technology centres, universities and OEMs (Original Equipment Manufacturer). (M)
Capacity of providing large aeronautical components within industrial quality standards. (M)
Capacity to support documentation and means of compliance to achieve prototype Research
“Permit to Fly” with Airworthiness Authorities (i.e. EASA, FAA and any others which may apply).
(M)
Experience in technological research and development in the following fields (A):
o Highly integrated structures (i.e. production rate, cost, and weight savings).
o Assembly of large size structures: composite and metallic.
o Process automation.
o Jig-less assembly concepts for large components integration
o OSD and OSA processes
o Innovative processes for structural fittings, EMAs attachments and systems supports:
o Hybrid metallic-composite joint technologies.
o Enhanced shimming processes.
Capacity to repair “in-shop” components due to manufacturing deviations. (M)
Capacity to provide support to structural and functional tests of large aeronautical component
(M):
o Tests definition and preparation: stress and strain predictions, deformed shape
prediction and instrumentation definition
o Analysis of test results
Capacity to support to Aircraft Configuration Control. (M).
Capacity of performing Life Cycle Analysis (LCA) and Life Cycle Cost Analysis (LCCA) of materials
and structures. (M)
Capacity of evaluating results in accordance to Horizon 2020 environmental and productivity
goals following Clean Sky 2 Technology Evaluator rules and procedures. (M)
Capacity of evaluating design solutions and results along the project with respect Eco-Design
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rules and requirements. (M)
Product Organization Approvals (POA) . (M)
Quality System international standards (i.e. EN 9100:2009/ ISO 9001:2008/ ISO 14001:2004). (M)
Mechanical manufacturing processes, in both composite and metallic. (M)
Facilities and tooling for the external wing box integration. (M)
Processes and tools for drilling and riveting Composite in mechanical joints and Hybrid joints
(Composite + Metal) . (M)
Equipment and tooling for metallic parts manufacturing (i.e. classical processes, ALM and SPF).
Non Destructive Inspection (NDI) and large components inspection (A):
o Dimensional inspections
o Materiallography
Contactless dimensional inspection systems - Simulation and Analysis of Tolerances and
PKC/AKC/MKC (Product, Assembly and Manufacturing Key Characteristics). (A)
(M) – Mandatory; (A) - Appreciated
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5. Glossary
ALM Additive Layer Manufacturing
CAD Computed Aided Design
CP Core Partner
EADS-CASA European Aeronautics Defence and Space - Construcciones Aeronaúticas S.A.
EASA European Aviation of Safety Agency
EMA Electro Mechanical Actuator
FAA Federal Aviation Administration
FAR Federal Aviation Regulations
FEM Finite Element Method
FTB#2 Flight Test Bed 2
GLA Gust Loads Alleviation
GRA Green Regional Aircraft
IADP Innovative Aircraft Demonstrator Platforms
ITD Integrated Technology Demonstrator
JTP Joint Technical Program
LCA Life Cycle Analysis
LCCA Life Cycle Cost Analysis
LH Left Hand
MLA Manoeuvre Loads Alleviation
NDI Non Destructive Inspection
OEM Original Equipment Manufacturer
OSA One Shot Assembly
OSD One Shot Drilling
POA Production Organization Approval
PTF Permit to Fly
R&T Research and Technology
REG Regional
RH Right Hand
SPF Super Plastic Forming
STM Strategic Topic Manager
TBC To Be Confirmed
TBD To Be Defined
TRL Technology Readiness Level
WBS Work Breakdown Structure
WP Work Package
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1.3. Clean Sky 2 – Airframe ITD
I. Development of airframe technologies aiming at improving aircraft lifecycle environmental
footprint
Type of action (RIA or IA) IA
Programme Area AIR
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) A-3.4
Leading Company DASSAULT, AIRBUS, FhG
Indicative Funding Topic Value (in M€) 7
Duration of the action (in Months) 96 Indicative
Start Date6
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-
AIR-01-03
Development of airframe technologies aiming at improving aircraft life
cycle environmental footprint
Short description (3 lines)
This Strategic Topic (ST) corresponds to technology development activities aiming at improving
environmental footprint of aircraft life cycle. The technology areas will cover materials and surface
treatments, manufacturing processes, maintenance and repair, as well as end of life processes. The
technology development phase will be followed by a ground demonstration phase in which aircraft
parts will be produced and tested. The environmental benefit brought by the newly developed
technologies will be addressed through Life Cycle Assessment activities.
Short description and terms of reference:
This Strategic Topic (ST) corresponds to technology development activities aiming at improving
environmental footprint of aircraft life cycle (Manufacturing, Maintenance and Disposal).
The technology areas will cover materials and surface treatments, manufacturing processes,
maintenance and repair, as well as end of life processes (dismantling of aircraft’s airframes, and
recycling of resulting materials). The technology development phase will be followed by a ground
demonstration phase in which aircraft parts will be produced and tested.
6 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all
the necessary elements are in place before
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The technology development activities will be driven by the following features:
‒ Reduction of Buy-to-Fly ratios and weight of aircraft parts;
‒ Durability of aircraft parts when submitted to aircraft environment (on ground and in flight);
‒ Recycling of manufacturing wastes and end of life materials from aircraft parts.
The environmental benefit brought by the newly developed technologies will be addressed through
Life Cycle Assessment (LCA) activities in another Work Package. Core Partners will have to deliver
input data allowing LCA assessment.
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1. Background
Within Clean Sky 2, the Airframe ITD supports technology de-risking at major system level, to be
further integrated in the vehicle integrated demonstrators. Globally speaking, the Airframe ITD
targets to bring novel technologies up to TRL6 at airframe level i.e. mature to be integrated and
tested at the global aircraft level, typically throughout IADPs flight tests. From an environmental
point of view, the Airframe ITD will reduce aviation footprint through aircraft performance
improvements (drag, weight and versatility) and an eco-friendly life cycle including significant
recyclability increase as well as optimized material streams.
With respect to those objectives, the Airframe ITD encompasses a consistent set of major
demonstrators, with the following demonstration options under consideration:
‒ Ground demonstration at a representative scale of the airframe component;
‒ Flight demonstration of a modified platform, incorporating the new system for demonstration in
representative flight condition;
‒ Sub-scale flying demonstrator.
As delivering matured technologies as well as key airframe components to be further integrated at
global aircraft level in IADPs demonstrators, the Airframe ITD is one of the enablers of the different
IADPs. Nevertheless, it will encompass a wider range of airframe technologies, and mature these,
with two key outcomes:
‒ Complement the technology portfolio of the air vehicle concepts addressed in the IADPs, in
particular with next generation solutions at TRL 6 level;
‒ Insert key enabling technologies specific to other aircraft applications such as business jets, in a
systematic approach geared towards vehicle level optimization. Technological challenges linked
to these applications include for example innovative wing concepts, and unconventional
fuselage configurations including novel propulsion integration solutions. These technologies for
a longer term insertion will be brought up to a maximum of TRL 5.
Therefore, activities are structured around Technology Streams (TS) that will make the best use of
synergies across the wide product range targeted by Clean Sky 2 (small transport aircraft, business
aircraft, regional aircraft, large passenger aircraft, and rotorcraft) in a cross-cutting manner. The
technology streams will allow undertaking the significant number of technology developments within
a global consistent strategy orientated toward their insertion at integrated level into key large
airframe systems components. It does not deliver set of stand-alone technologies, but demonstration
of the technologies ready to be implemented into complex system and to actually contribute to the
system global performances.
The technology Stream linked to the present ST is entitled “High Speed Airframe”; this TS aims to
focus on the fuselage & wing step changes enabling better aircraft performances and quality of the
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delivered mobility service, with reduced fuel consumption and no compromise on overall aircraft
capabilities (such as low speed abilities & versatility).
Within High Speed Airframe, WP A-3.4 “Eco-Design for Airframe” is to explore ways matching the
future market pressures that are likely to include the combination of price pressure from new
competitor and high level of expectations from the eco-compliance. Such should apply to all airframe
components: the composite wing, the metallic or composite fuselage and the cockpit structure. The
global technical objective is to make available to the aerospace industry and its supply chain a set of
new technologies reducing the environmental footprint of the aircraft production from the global life
cycle point of view: develop new processes, methods & manufacturing & recycling technologies that
enable Green Manufacturing, Green Maintenance and Green disposal, End Of Life, at affordable
conditions by implementing an European logistic network for EoL aviation materials.
Beyond the REACH compliance (suppression of use of environmental harmful chemical for the
aircraft production), keeping in Europe, in the long term, the aircraft & systems production by
manufacturer & their supply chain needs further developments of not only environmental respectful
but also cost-efficient processes for the production, maintenance & disposal of the aircraft. Such
includes also the reduction of resource consumption (from raw material to water& energy). Within
Clean Sky, green manufacturing technologies were elaborated and demonstrated at component
level; also methodologies for LCA were implemented. It is now important to integrate these
technologies in the design and manufacturing of next generation elements, and to drive the
individual processes development toward a global positive environmental impact (e.g. a green
coating techniques whose benefit would be annihilated by disposal issues) throughout an integrated
LCA approach. The metallic & composite fuselage demonstrators will be the reference cases both for
the demonstration of the green D&M and for the LCA.
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2. Scope of work
The work to be carried out in this ST will have to cope with the WBS of WP A-3.4 Eco-Design for
Airframe:
‒ WP A-3.4.1 Technology Development in the frame of materials, processes, maintenance/repair,
end of life – Leader: DAv
‒ WP A-3.4.2 Life Cycle Assessment (development of the methodology started in CS-EDA,
including LCA and eco-design tools, as well as LCA database) – Leader: FhG
‒ WP A-3.4.3 Ground Demonstration to mature the technologies developed in WP 3.4.1,
using
Eco-Design and Design for Environment (DfE) guidelines – Leader: DAv
Within WP A-3.4.1, the different areas of progress are the following:
‒ WP A-3.4.1.1 Materials and Surface Treatments
‒ WP A-3.4.1.2 Manufacturing Processes
‒ WP A-3.4.1.3 Maintenance and Repair
‒ WP A-3.4.1.4 End Of Life
The Core Partner will have to cover those 4 areas in WP A-3.4.1. The work will have to be organised
as follows:
‒ A first phase of activities (2 years) in which candidate technologies will be studied and assessed;
at the end of this phase, the most innovative ones will be selected to be further developed;
‒ A second phase (3 years) called “technology development phase” in which the selected
technologies will be matured untill TRL 5 or above. The individual processes development will
have to be driven toward a global positive environmental impact.
The successful technologies i.e. for which TRL will have reached 5 (or above), and for which
performances and industrial applicability will have been confirmed, will then be demonstrated
through next generation elements.
The Core Partner will then have to define, design, manufacture and test those next generation
elements i.e. ground demonstrators (equipped airframe demonstrators e.g. fuselage panels, wing
panels, cabin interior items, and equipment demonstrators e.g. engine parts, air conditioning parts),
within WP A-3.4.3. One key obective is to implement a “Design for Environment” (DfE) state of mind
for designing demonstrators.
The activities to be proposed by the Core Partner will have to serve the following societal challenges:
‒ Resource Efficiency
‒ Eco-compliant production and decreased production pollutions
‒ Low energy / Low resources production (reduction of Buy-to-Fly ratio)
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‒ Roadmap to full recyclability
Potential technologies to be investigated can be (but not limited to):
‒ For Carbon Fibre Reinforced Polymers structures: wing stiffened panel by infusion process,
integral stiffened structures, low energy curing
‒ For thermoplastics: thermoplastic composites for aircraft structures & interior applications
‒ For special polymers applications : composites for high temperature applications, conductive
composites
‒ For metallic structures: light alloys stiffened panel, long life structures, light alloys and
surface treatments, corrosion protection and/or self-healing, Magnesium Technologies
‒ For biomaterials: green polyurethane foams for aircraft seating, bio-fibres and bio-resins for
secondary structures and interior furnishing
‒ For electronics materials: electronic connectors, lead-free solder and aircraft wiring
‒ For tribology : novel coating & corrosion protection
‒ For low energetic, waste saving novel processes : welding, forming, bounding, surfacing
A specific attention will have to be paid to chromate free protection concepts for metallic materials:
the successful development and implementation of effective candidates in aerospace industry
requires an integrated approach of materials and coating system development, based on more in-
service relevant characterization and prediction methods to grant more adequate consideration to
specific requirements occurring on aircraft.
Themes to be covered in the field of degradation behaviour and long term performance of corrosion
protection systems:
‒ Understanding and tailoring of new corrosion protection systems
‒ Development of reliable and more in-service relevant testing methods
‒ Life time prediction & long term stability of green surface protection systems
In order to achieve those goals, material suppliers will have to be associated to applicant’s answer.
Material suppliers will also bring expertise in the field of recycling of manufacturing wastes and end of
life materials from aircraft parts.
The quantification of benefit brought by the newly developed technologies will be assessed in WP A-
3.4.2 outside this ST. In order to allow WP A-3.4.2 to work, the Core Partner will have to deliver LCA
data aiming at being incorporated in the LCA database created in CS EDA, thus allowing to compare
environmental fooprint of baseline technologies and new technologies.
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3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type Due Date
D1 Technology state-of-the-art R T0+09
D2 Technology scoping intermediate review report R T0+12
D3 Technology scoping R T0+24
D4 Technology trade off study: tables of comparison R T0+22
D5 Technology roadmaps R T0+24
D6 Technology development: intermediate report R T0+36
D7 Technology development: summary report R T0+60
D8 Technology LCA data collection preliminary report R T0+42
D9 Technology LCA data collection intermediate report R T0+60
D10 Technology LCA data collection synthesis report R T0+72
D11 Life cycle demonstration definition: intermediate report R T0+51
D12 Life cycle demonstration definition: synthesis report R T0+60
D13 Life cycle demonstration preparation: intermediate report R T0+60
D14 Life cycle demonstration preparation: synthesis report R T0+72
D15 Life cycle demonstration: intermediate report R T0+72
D16 Life cycle demonstration: synthesis report R T0+84
D17 ST Synthesis report R T0+96
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Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
M1 Technology state-of-the-art: go ahead for practical R&D
work
RM T0+09
M2
Technology scoping: go ahead for trade off work for
potentially very promising, environmentally sound
technologies studied in scoping phase
RM T0+24
M3 Trade-off study: Go ahead for technology roadmaps RM T0+22
M4 Technology roadmaps: go ahead for technology
development
RM T0+24
M5 All demonstrators defined RM T0+60
M6 PDR and CDR for all demonstrator passed RM T0+72
M7 All demonstration activities (manufacturing, testing,
dismantling, recycling) completed
RM T0+84
M8 Preliminary LCA data released to TS A-3, WP A-3.4.2 RM T0+42
M9 LCA data released to TS A-3, WP A-3.4.2 RM T0+60
M10 Consolidated LCA data released to TS A-3, WP A-3.4.2 RM T0+72
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone
For LCA data, a data collection template will be provided by TS A-3, WP A-3.4.2
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Technology Scoping Technology Development
State of the Art
Trade-Off
Roadmaps
Life Cycle Demonstration
Life Cycle Demonstration
Preparation
2017 2018 2019 2020 2021 2022 20232016
Planning
Year 1 Year 2 Year 3 Year 4 Year 5 Year 6 Year 7 Year 8
Life Cycle
Demonstration
Definition
T0+60T0+48T0+36 T0+72 T0+84
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
‒ Technology developements skills in the areas sub-mentionned i.e. Materials and Surface
Treatments, Manufacturing Processes, Maintenance and Repair and End Of Life
‒ Material supplier skills: integrated approach of materials and coating system development,
recycling of manufacturing wastes and end of life materials from aircraft parts
‒ Manufacturing skills to allow manufacturing of scale 1 demonstrators of airframe parts e.g.
fuselage panels, wing panels
‒ Testing skills to allow mechanical characterisation of samples and demonstrators made of new
technologies
‒ Awareness of aeronautic sector requirements and certification needs
‒ Awareness of LCA goals and standards
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5. Glossary
CS EDA CleanSky Eco-Design for Airframe
D&M Design & Manufacturing
DfE Design for Environment
EDA Eco-Design for Airframe
EoL End of Life
LCA Life Cycle Assessment
REACH Registration, Evaluation, Authorisation and Restriction of Chemicals
ST Strategic Topic
TS Technology Stream
WBS Work Breakdown Structure
WP Work Package
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II. Optimized Composite Structures for Small Aircraft
Type of action (RIA or IA) IA
Programme Area AIR (SAT)
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) WP B-1.2
Leading Company PIAGGIO
Indicative Funding Topic Value (in M€) 6
Duration of the action (in Months) 72 Indicative
Start Date7
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-AIR-
02-05
Optimized Composite Structures for Small Aircraft
Short description (3 lines)
The target of this work package is to research and develop technologies for more
affordable composite aero structures with focus on cost effective existing materials and
improvement of production technologies for a later full composite wing production. Four main
areas will be investigated: Design, Materials and Manufacturing Processes, MRO (Maintenance,
Repair and Overhaul), and Verification and Validation.
7 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all
the necessary elements are in place before
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1. Background
Actually, qualified low cost manufacturing processes (i.e. wet laminate) are placed at the lower end of
the CS23 aircraft class range (i.e.: a/c with a MTOW of up to 19000 lb) with deficiencies in process
stability resulting in unfavourable material design values for the primary structures and high structural
weights. These manufacturing processes are featured by substantial labour effort and small automation
level. On the upper end, in the area of large aircraft (CS25), there is an intensive use of dedicated,
large machines and tooling, which leads to highly automated composite structures production with
high production volume. Based on the use of extremely expensive tooling (i.e.: autoclaves, etc.), the
final quality is able to reflect challenging design values giving the possibility to have lightweight aero
structures. On the other hand, to have a return on investment, it is mandatory to have large volume
production on these often dedicated machines. Both above described extreme ends in manufacturing
processes are clearly not suitable for future small aircraft design.
A further key point, that is strategic for small aircraft manufactures companies, is the availability of a
suitable European supply chain for CS23 class composite structures production. Nowadays the supply
chain is strongly focused on high volume production rate (driven by large aircraft / large industry
demands) and not even willing to bid for low volume composite parts and components. For this reason,
CS23 aircraft’s small OEMs are forced to focus particularly on manufacturing processes and materials
selection which can be established and handled in their facility.
CS23 Commuter Aircraft class with its proximity to CS25 airworthiness requirements, but far away
from big volume production, requires a complete different approach for lowering costs of composites
structures.
It is crucial for small aircraft OEM to reduce acquisition and ownership costs of composite structures,
yet there is little opportunity to do this with existing technologies. Innovative new concepts are
therefore necessary, to enhance current composite manufacturing processes. Cost and parts reduction
can be achieved through the implementation of novel, innovative, composite design technologies,
materials, and manufacturing processes. In other words, to reduce costs, four main areas will be
investigated:
Design
Materials and manufacturing processes
MRO (Maintenance, Repair and Overhaul)
Verification and Validation
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2. Scope of work
In the framework of Small Air Transport (SAT) within Airframe ITD, the present topic’s activities aim to
close the gap between cost effectiveness and available technologies with regards to primary full
composite structures for small aircraft manufacturers. The cost and effectiveness measures shall be
based on low volume aircraft production (i.e.: about 50 aircraft per year, which can be considered as
maximum rate for small aircraft OEM). The interest of SAT community is to establish the baseline for a
cost and weight effective primary wing structure for a future development of 19 seater turboprop utility
aircraft, exploiting the full weight capabilities of CS23 commuter aircraft certification class.
The topic’s activities will strongly focus to increase “strength to cost” and “strength to weight” ratios,
improved impact thread design approach, higher integration level to reduce the number of sub
components and to limit, as much as possible, the use of fasteners. The goal will be achieved
considering that the cost effectiveness for the complete life cycle of the future small aircraft depends
on design, production to maintainability and reparability of damages.
Reducing manufacturing costs, as part of the cost effectiveness, can be achieved developing
automated manufacturing process suited for composite parts of CS23 commuter aircraft. Series and
component dimensions for considered aircraft are much smaller than for the large airliners, therefore
appropriate processes and equipment have to be considered. Automated manufacturing technology,
that shall be investigated, should include AFP of both OOA prepregs and dry fibre tapes in combination
with liquid resin infusion (or its variants). Besides, “Pick & Place” robots can also be considered. A way
to enhance affordability is also through the use of low temperature paste adhesive for bonded and
reinforced joints. This will require improved analysis tools for designing and certifying the joints. Bond
line tolerances can be properly set to simplify assembly without significant impact on strength or
durability. Low temperature tooling materials will simplify the assembly process and will reduce tooling
costs. Modern OOA technologies show promising perspectives for the reduction of structural weights
combined with low production costs, compared to actual wet laminate technologies.
In addition to the use of modern composite materials, innovative manufacturing approaches and
methodologies, is the introduction of fibre optic sensing principles. The associated sensing features add
value supporting both manufacturing process reliability of composite materials and structure integrity
through an in-process monitoring (i.e: the integration of fibre optic sensoring for flight operational
purposes, such as, damage detection, load level and deflection measurements, either during flight
(segments) and offline for more dedicated damage analysis). Current technological developments and
build-up expertise’s depicts significant advantages in terms of sensor footprint as well as miniaturized
interrogation equipment based on solid state integrated photonics technology. In that operational
sense, SHM adds an increase in flight performances, maintenance efficiency improvements, and at the
end, can potentially lower costs of operation and ownership.
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Research activities will concentrate, to obtain as WP’s result, a full composite centre wing box ground
demonstrator. The wing box section will be representative of a complete wing for a 19 seater aircraft
with MTOW up to 19000 lb.
Furthermore this WP supports the transversal activities of WP B-0.2 to measure and validate
improvements of SAT CS2 results against the “reference aircraft” delivering the boundary data as weight,
production cost and aerodynamic quality.
2.1. Technological streams
The main areas of interest, on which actions will be taken to achieve the final goal, are:
Design
Materials and manufacturing processes
MRO (Maintenance, Repair and Overhaul)
Verification and Validation
In particular, for each area, the main technological streams under investigations will be:
AREA 1 DESIGN
Design Methods “Low cost manufacturing oriented”.
Standardized analysis tools that can handle complex three-dimensional geometry and
recover the interlaminar stresses.
Optimised design processes supporting more automation of manufacturing, and low cost
production.
Smart approach for large data analysis (pre and post processing) suitable for small
aircraft manufacturer design office.
Standardization of integrated procedures and models between NDI information
(diagnosis) and CAE tools for the analysis of residual strength (prognosis).
Life cycle cost model.
AREA 2 MATERIALS AND PROCESS
Improved monitoring and control of production process (i.e.: integrated sensing, manage
digital data, logistic process).
Automated manufacturing suitable for small series of CS23 aircraft component dimensions,
with automation potentially throughout the manufacturing chain.
Automated Fibre Placement (AFP).
Automation by means of “Pick & Place”.
Forming, Trimming, Assembly.
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NDI: the most promising and suitable approach has to be applied for application into small
a/c to support qualification and certification process and in line with CS23 requirements (i.e.:
less time for qualification, iterations, costs).
Liquid resin process.
Out of Autoclave process (including possible “no oven” processes).
Production technologies providing free-from-fastener architecture and high integration level.
Low cost material and manufacturing process qualification and validation.
Low cost tooling.
AREA 3 MRO
Smart coatings for damage/impact detection.
Advanced on airfield affordable repair methods.
Application of SHM systems for:
Getting information in specific critical areas for extensively use bonded joints for primary
structures and bonded repairs.
More efficient maintenance (CBM).
AREA 4 VERIFICATION AND VALIDATION
Building Block test approach to Level 4.
Extensive use of virtual testing in order to reduce certification costs:
Virtual allowables to reduce number of tests at the base of building block pyramid.
Hail impact threat, bird strike threat, damage tolerance issues.
2.2. Goals
By means of a composite wing box demonstrator for ground testing reaching TLR 6 with static and
fatigue test, the following goals shall be expected:
Reduction of composite design and certification costs (including testing) of about 30% for
the primary structure by means of:
SHM
Standardization
Virtual testing
Reduction of composite production costs of about 40% for the primary structure by means
of:
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OOA process
Reduction of labour effort and labour errors
Reduction of energy consumption during production
Reduction of required raw material reducing the waste
Reduction of about 75% of fasteners
Overall target price of wing box shall be about 240K€ (without systems)
Reduction of structural weight of about 20% respect to metallic reference wing box weight
by means of:
Improvement of process and production stability of low volume composite structure
Improved design values
Reduction of overall life cycle costs of the aircraft of about 20% by means of:
Reduced production costs
Reduced repair costs
2.3. WP Structure Break Down
The following work shall be performed:
1. Identification of suitable existing materials supported by research in the area of material
databases.
2. Evaluation of wing loads according to CS23 commuter requirements.
3. SHM assessments and specification process.
4. Material screening and testing to determine allowables.
5. Design of centre wing box.
6. Final selection of material, production technology and components integration.
7. Production of sub components for different technology streams.
8. Integration of sensing capabilities for SHM.
9. Assembly/production of pre-demonstrator wing box section with all three components for
different technology streams.
10. Manufacturing of wing box demonstrator.
11. Static and fatigue test of wing box demonstrator.
12. Evaluation of results.
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13. Repair stream.
The following chart shows the principles of the material and process/technology selection process to be
applied in this WP. This process will be applied to all components (ribs, spars, skins) of the wing box. It
should be highlighted that only available materials will be considered.
2.4. Alignment with high level technical requirements
This SAT WP is supporting all three strategic requirements of CS2 as stated in JTP:
1. Creating resource efficient transport that respects the environment
2. Ensuring safe and seamless mobility
3. Win global leadership for European aeronautics
2.5. Intellectual Property
SECTION 3 of Clean Sky 2 JU "Multi-Beneficiary Model Grant Agreement for Members” shall be applied.
Any activity/deliverable that will be produced by the Core-Partner(s), that will be developed starting from
requirements, analysis, or inputs from Piaggio Aero Industries shall be considered as jointly generated
as per paragraph 26.2 of said Multi-Beneficiary Model Grant Agreement for Members Joint ownership
of results shall be applied to the above described results.
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3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type* Due Date
1 Definition of mechanical test matrix (L0,L1,L2) and
technological trials
R/T
T0 + 6
2 Selection of materials and cost efficient production
technologies
R/T
T0 + 9
3 Material allowables and design values assessment R/T T0 + 18
4
Wing design concept and preliminary sizing
CAE & CAD
result
models/R
T0 + 24
5
Production and assembly process and tooling design and
simulation
CAE & CAD
result
models/R
T0 + 24
6 Definition of test matrix (L3,L4) and trials of
subcomponents
CAD models
/T/R
T0 + 33
7
Definition of test rig
CAE & CAD
result
models/R
T0 + 42
8
Center wing box sizing and optimization
CAE & CAD
result
models/R
T0 + 42
9 Production tooling and automation and assembly jigs
design
CAD
models/R
T0 + 42
10 Tooling manufacturing D/R T0 + 51
11 Demonstrator manufacturing D/R T0 + 57
12 Demonstrator assembly D/R T0 + 60
13 Demonstrator testing T/R T0 + 66
14 Design validation and test analysis T/R T0 + 69
15 Contribution to Project final assessment R T0 + 72
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Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
1 Material and Process Selection RM T0 + 18
2 PDR RM T0 + 24
3 CDR RM T0 + 42
4 Manufacturing demonstrator delivery RM T0 + 57
5 Final Testing Results RM T0 + 69
6 Final Review RM T0 + 72
*Type:
R: Report
RM: Review Meeting
D: Delivery of hardware/software
CAE: Computer-aided engineering
CAD: Computer-aided design
T: Test
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
Management on R&T Level
Competence in management of complex projects of research and manufacturing
technologies.
Proven experience in international R&T projects cooperating with industrial partners,
institutions, technology centres, universities.
Experience and skills learnt from projects focused on similar tasks.
Quality and risk management capabilities demonstrated through applications on
international R&T projects and/or industrial environment.
Proven experience in the use of design, analysis and configuration management tools of the
aeronautical industry (i.e. CATIA v5 , MSC NASTRAN, HyperSizer, VPM, etc...).
Experience with TRL reviews or equivalent technology readiness assessment techniques in
research and manufacturing projects for aeronautical industry.
Field of Expertise
Leadership : International proven experience leading aircraft development projects
combined with wide expertise in management of research first level work package.
Design : Proven competence in leading aircraft project drawings, structural analysis and
composite materials damage tolerance.
Optimization : Strong capabilities in numerical optimization.
Manufacturing : Proven small aircrafts manufacturing experience from substructures to real
scale A/C and integration of systems.
NDI : Proven non-destructive inspections experience.
SHM : Proven SHM assessment and integration experience.
Testing : Proven experience in experimental testing: in particular impact threat, residual
strength and fatigue testing from subcomponents to full scale test article.
Airworthiness/Certification : Experience in CS23 regulation.
Repairing : Proven experience in composites a/c repair.
QM Management : Setting up inspection schemes.
Materials : Proven experience in:
low pressure, low temperature prepreg processing.
liquid resin infusion, vacuum assisted or similar process.
manufacturing of high temperature resin toolings and aero structure components.
building up composite materials database for qualification.
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Manufacturing, Testing & Tooling including Facilities
Capacity to specify material and structural tests along the design and manufacturing phases
of aeronautical components, including: material screening, panel type tests and
instrumentation.
Capacity to perform structural and functional tests of large aeronautical components: from
test preparation to analysis of results.
Capacity to repair “in-shop” components due to manufacturing deviations.
Technologies for composite manufacturing with OOA processes.
Automated manufacturing process (i.e.: AFP, ATL, Dry Fibre pre-forming).
Tooling design and manufacturing for composite components.
Suitable ovens for curing representative wing box demonstrator.
NDI and large components inspection.
SHM data interpretation, analysis tools and procedures.
Track Record
Approved supplier for composite structures for aeronautical industry.
Approvals
Quality System international standards (i.e. EN 9100:2009 / ISO 9001:2008 / ISO
14001:2004).
Qualification as Material and Ground Testing Laboratory of reference aeronautical
companies (i.e.: ISO 17025 and NADCAP).
POA.
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5. Glossary
A/C Aircraft
AFP Automatic Fiber Placement
ATL Automated Tape Lay-up
CS23 EASA Certification Specifications for Normal, Utility, Aerobatic, and Commuter
Category Aeroplanes CS25 EASA Certification Specifications for Large Aeroplanes
EN European Norms
IA Innovation Action
ISO International Organization for Standardization
ITD Integrated Technology Demonstrator
MRO Maintenance, Repair and Overhaul
MTOW Maximum Take Off Weight
NADCAP National Aerospace and Defense Contractors Accreditation Program
NDI Non Destructive Inspection
OEM Original equipment manufacturer
OOA Out Of Autoclave
POA Product Organization Approvals SAT Small Air Transport
SHM Structure Health Monitoring
TRL Technology Readiness Levels
WP Work Package
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III. Airframe on-ground structural and functional tests of advanced structures
Type of action (RIA or IA) IA
Programme Area AIR
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) B-3.3 / B-3.6
Leading Company Airbus DS S.A.U. (former EADS-CASA)
Indicative Funding Topic Value (in M€) 4,5
Duration of the action (in Months) 72 Indicative
Start Date8
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-AIR-
02-06
Airframe on-ground structural and functional tests of advanced
structures
Short description (3 lines)
This Call for Core Partner is devoted to on-ground tests technologies within the Airframe ITD in the
Advanced Integrated Structures streamline. A set of structural and functional tests are proposed in
on-ground demonstrators, i.e. composite cockpit from Clean Sky GRA and the external wing assembly
from Clean Sky 2 Airframe ITD and Regional IADP.
8 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all
the necessary elements are in place before
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1. Background
This Call for Core Partner (CP) deals with the state of the art in technologies developed within last
years related to on-ground structural and functional tests of advanced structures. The Call is focused
in the technological aspects of tests, meanwhile demonstrators will be provided by the Strategic
Topic Manager (STM) -Airbus DS S.A.U., former CASA- and other Core Partners (CP). The structural
test technologies will be performed in composite cockpits developed during Clean Sky GRA
Program, while most of the functional tests will be validated on the Regional FTB#2 Demonstrator
wing developed in Clean Sky 2 Airframe ITD and Regional IADP. The Call is launched in Airframe
ITD but there are strong links with Regional IADP and Eco-Design TA.
The framework of the Call is the Airframe ITD – Technology Stream B-3: “Advanced Integrated
Structures”. The high level objectives of the streamline, described in the Joint Technical Proposal v4,
are progresses in structural design linked to airframe’s weight savings thanks to a global optimization
of the integration of systems & equipments in the airframe. The on-ground tests technologies of this
call are crucial to achieve these general objectives from the perspective of structural optimization
and systems functional verification.
Most of the structural tests will be performed within Work Package B-3.3: “Highly Integrated
Cockpit”, while the functional tests technologies will be verified in Work Package B-3.6: “New
Materials and Manufacturing Processes”. The Work Breakdown Structure (WBS) of the Clean Sky 2-
Airframe B Technology Streams is shown herein with work packages linked to the Call highlighted in
green.
Figure 1: AIRFRAME ITD WBS and Work Packages involved in the Call for Core Partner
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2. Scope of work
Aeronautical components are subjected to a wide range of environmental and operational
conditions. Design procedures and certification requirements are supported by structural and
systems functional tests. This Call for Core Partner asks for technological research in on-ground
airframe tests applicable to STM available demonstrators. The following table summarizes the
technology lines, challenges and final demonstrators that the applicant need to cover.
ON-GROUND TEST
TECHNOLOGY
TECHNOLOGY CHALLENGES TECHNOLOGY
FINAL
DEMONSTRATOR
CLEAN SKY 2 WBS
Interior Noise
Atenuation
** 11% aprox.
Design and manufacturing
Material characterization
Test plan
CS - GRA Cockpit AIRFRAME WP B-
3.3
Medium and High
Energy Impact
Protection
** 11% aprox.
Add-on protect for multiple
threads
Passenger and systems
protections
New materials and tests
CS - GRA Cockpit AIRFRAME WP B-
3.3
Structural Health
Monitoring (SHM)
** 11% aprox.
Diagnosis system design
Prognosis system design
Test, qualification and
validation
CS - GRA Cockpit AIRFRAME WP B-
3.3
Ligthing Strike
** 7% aprox.
Test plan, rigs and
instrumentation
Test development and
qualification
Repairs to recover
functionality
CS - GRA Cockpit AIRFRAME WP B-
3.3
Bird Strike
** 7% aprox.
Test plan, rigs and
instrumentation
Test development and
qualification
Repairs to recover
functionality
CS - GRA Cockpit AIRFRAME WP B-
3.3
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ON-GROUND TEST
TECHNOLOGY
TECHNOLOGY CHALLENGES TECHNOLOGY
FINAL
DEMONSTRATOR
CLEAN SKY 2 WBS
Electromagnetic
Compatibility
** 7% aprox.
Test plan, rigs and
instrumentation
Test development and
qualification
Repairs to recover
functionality
CS - GRA Cockpit AIRFRAME WP B-
3.3
Ergonomics
Prototyping
** 11% aprox.
Studies of Single Pilot
Operation
Virtual prototyping with
iDMU
HMI and Testing
CS - GRA Cockpit AIRFRAME WP B-
3.3
Tests of Efficient
use of Materials
and Energy
** 2% aprox.
Eco-efficient factories of the
future
Use of raw materials and
energy
Processes and tests to
components
CS - GRA Cockpit
REG FTB#2 Wing
AIRFRAME WP B-
3.6
ECO-DESIGN
Manufacturing
Trials of
Collaborative
Robots
** 1% aprox.
Manufacturing tests of
composites
System definition and
development
Processes and tests to
components
CS - GRA Cockpit AIRFRAME WP B-
3.6
ECO-DESIGN
Functional Tests for
Fuel Leakage
Detection
** 7% aprox.
New techniques for leak
detection
A/C fluid systems: fuel,
hidraulics, …
Functional tests of solutions
REG FTB#2 Wing AIRFRAME WP B-
3.6
ECO-DESIGN
Integration of
Testing System on
iDMU
** 5% aprox.
Integration of A/C on-ground
tests
Process integration
Functional tests management
REG FTB#2 Wing AIRFRAME WP B-
3.6
ECO-DESIGN
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ON-GROUND TEST
TECHNOLOGY
TECHNOLOGY CHALLENGES TECHNOLOGY
FINAL
DEMONSTRATOR
CLEAN SKY 2 WBS
Automated Testing
Tech into A/C
computers
** 10% aprox.
Solutions for communication
of A/C tests from on-ground
equipment
Functional tests to A/C
controls
REG FTB#2 Aileron
driven by EMA
AIRFRAME WP B-
3.6
HMI Tech for
Systems Integration
and Tests
** 4% aprox.
Human-Machine-Interface
for A/C funtional tests
System design and
application
REG FTB#2 Wing AIRFRAME WP B-
3.6
ECO-DESIGN
Connectivity Tech
for Functional Tests
** 4% aprox.
Systems connectivity tool for
functional tests: connected
factory
System design and
application
REG FTB#2 Wing AIRFRAME WP B-
3.6
ECO-DESIGN
** STM estimated budget-share
TECHNOLOGY FINAL DEMONSTRATORS
Every technological line may need develoment tests and progress demonstrators that the applicant
will propose, i.e. material characterization tests, sub-scale structural tests, repairs coupon tests,
validation of functional tests, simulation tools, etc. However, the STM proposes two main on-ground
test benches where final demonstration will be done. The schedule and technology maturity
evolution should be linked to the availability of these final demonstrators in accordance to Clean Sky
2 program.
In Clean Sky GRA-LWC, CASA was involved in the development of an advanced composite cockpit
building two on-ground technology demonstrators. These cockpit demonstrators are mono-shell
forward fuselage structures whose external surfaces correspond essentially to the C295 cockpit
which was the reference structure for weight comparisons. Most of the structural tests proposed
within the Call will be performed, at final stage, on these two available composite structures.
Cabin interior noise attenuation.
Medium and high energy impact protection plus preliminary dynamic material
characterization.
Structural health monitoring system (SHMS) support through sensors installation and
eventually test data recording.
Full-scale bird impact, lightning strike and electromagnetic compatibility ground testing
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together with structural repairs (metallic and composites) derived from correspondent or
complementary test damages.
Cockpit Ergonomics studies and tests towards Single Pilot Operation configurations.
Figure 2. Cockpit demonstrators manufactured in Clean Sky GRA
Functional systems verification tests will be demonstrated mainly on the Regional FTB#2 external
wing specimen. The components and assembly of the wing will be designed, manufactured and
tested during the Clean Sky 2, with activities shared by the STM and other CPs in AIRFRAME ITD and
REGIONAL IADP. The main components of the wing are shown in Figure 3. Some of them will be
entirely designed within the context of Clean Sky 2, some will be partially modified due to structural
or systems interfaces and some remain from the basis aircraft.
It is remarkable that the test specimen will be fundamental to asses the design and the final Permit
to Fly of the Regional FTB#2 in-flight demontrator. Hence, the on-ground structural static tests and
system functional tests will play a fundamental role in achievement Airbus DS S.A.U. strategic
objectives within the program. Most of the functional tests proposed within the Call will be
performed, at final stage, on this demonstrator:
Tests of Efficient use of Materials and Energy
Manufacturing Trials of Collaborative Robots
Functional Tests for Fuel Leakage Detection
Integration of Testing System on iDMU
Automated Testing Tech into A/C computers
HMI (Human-Machine-Interface) Technology for Systems Integration and Tests
Connectivity Technology for Functional Tests
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Figure 3. External wing of Regional FTB#2 demonstrator. Clean Sky 2 AIRFRAME and REGIONAL
TECHNOLOGICAL LINES DESCRIPTION AND ACTIVITIES
The description of activities and responsibilities sharing between the STM and the CP are detailed in
following paragraphs covering the on-ground tests technologies within the Call.
INTERIOR NOISE ATENUATION
The activities foreseen in this topic are related with the exploration and development of advanced
solutions for:
Cockpit floor panels (for both pilot and passenger cabins) and supporting sub-structure.
Thermo-acoustic add-on protections for cockpit interiors.
Low cost and high production rate fittings for protections installation.
Activities:
1. Compilation of applicable requirements and state-of-the-art solutions. (CP)
2. Trade-off analyses and selection of the preferred solutions including manufacturing trials as it
became required (including possible integration of functionalities with medium and high impact
protections by using multifunctional materials). (CP)
3. Conceptual design of advanced cabin floors, thermo-acoustic protections and installation fittings.
(CP)
4. Materials screening, selection and characterization of key properties. (CP)
5. Acoustic analyses and numerical simulations including full documentation. (CP)
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6. Manufacturing processes development compatible with the use of innovative materials. (CP)
7. Detail design of the advanced cabin floors, thermo-acoustic protections and installation fittings.
(CP)
8. Tooling design and manufacture. (CP)
9. Manufacturing plan and full process documentation. (CP)
10. Production of one (1) full scale set for on-ground acoustic testing. (CP)
11. Assembly of the manufactured set on one of the available cockpit demonstrators. (CP)
12. Inspections and quality assurance of manufactured parts and assemblies. (CP)
13. Acoustic testing and test results validation by tuning the analysis simulations. (CP)
MEDIUM AND HIGH ENERGY IMPACT PROTECTION
The activities included in this domain are related with the exploration and development of advanced
add-on solutions for the cockpit protection against medium and high energy impacts including the
attachment means due to events such as stones, hail or ice impact, tyre or rotor burst, propeller
blade fragment and other high speed debrises. Research of multifunctional materials for impact
protection in curved low-load-levels structural areas.
Activities:
1. Compilation of applicable requirements and state-of-the-art solutions. (CP)
2. Trade-off analyses and selection of the preferred solution (including possible integration of
functionalities with the thermo-acoustic insulations by using multifunctional materials). (CP)
3. Conceptual design of the advanced protections and attachment means. (CP)
4. Materials screening, selection and characterization of key properties (including dynamic
characterization). (CP)
5. Impact numerical simulations including full documentation. (CP)
6. Manufacturing process development compatible with the use of innovative materials. (CP)
7. Detail design of the advanced protections and attachment means. (CP)
8. Tooling design and manufacture. (CP)
9. Manufacturing plan and full process documentation. (CP)
10. Production of one (1) full scale set. (CP)
11. Assembly of the manufactured set on one of the available cockpit demonstrators. (CP)
12. Inspections and quality assurance of manufactured parts and assemblies. (CP)
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STRUCTURAL HEALTH MONITORING SYSTEM (SHMS)
The activities foreseen in this topic are intended to give continuity and complement the work done
by CASA in in the frame of Clean Sky GRA-LWC in following aspects:
Diagnosis system design development.
Prognosis system design development.
Test and qualification of systems validation.
Activities:
1. Compilation of applicable requirements and state-of-the-art solutions. (CP)
2. Support to trade-off analyses and selection of the preferred solution in accordance with STM
guidelines. (CP)
3. Installation of the necessary arrays of adequate sensors in the cockpit article to monitor event
and damages of those events to be decided. (CP)
LIGHTNING STRIKE, BIRD STRIKE AND ELECTROMAGNETIC COMPATIBILITY
The applicant will be in charge of technology developments of these three structural tests, covering:
Test plan, rigs and instrumentation
Test development and qualification
Repairs to recover functionality
Repairs will restore completely the cockpit structural strength and stiffness. In this sense, advanced
composite materials and manufacturing techiques (i.e. 3D textile, stitching, etc) able to improve bird
impact resistance capabilities of the cockpit shall be investigated and eventually applied in the
repairs. Following these tests, the structural capability of the repaired cockpit to sustain ultimate
loads will be demonstrated through a static pressure test. The activities related with the realization
of this test will be performed by the STM.
Activities:
1. Test Plan for all tests. (CP)
2. Test rigs design and manufacturing. (CP)
3. Test articles instrumentation. (CP)
4. Lightning strike test realization to show compliance with the applicable requirements. (CP)
5. Design and substantiation of eventual repairs to fully restore the cockpit structural and
functional capabilities (suitability and incidence on functionalities should be assessed). (CP)
6. Repair of damages. (CP)
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7. Bird strike test realization to show compliance with certification requirements. A orientative
number of five (5) shots is envisaged. (CP)
8. Design and substantiation of eventual repairs to fully restore the cockpit structural and
functional capabilities (suitability and incidence on functionalities should be assessed) including
the application of advanced composite materials and manufacturing techniques to improve
impact resistance capabilities. (CP)
9. Repair of damages. (CP)
10. Realization of electromagnetic tests for systems integration. (CP)
11. Test report of the complete test sequence. (CP)
ERGONOMICS PROTOTYPING
This activity is focused on the HMI interactions inside the cockpit. The scope of this work will be to
research, develop, integrate and test the interface between cockpit equipment and pilots/crew
operations. The general cockpit environment should be developed to facilitate and optimize its usage
by different kinds of operators and missions considering scenario of single-pilot-operation. The STM
will provide the arquitecture of the cockpit (iDMU) to asses the ergonomic studies.
Activities:
1. Data and field research concerning: operations, equipment and specification (CP and STM)
2. Concept Definition: layouts, equipment integration, materials, adaption of different users (CP)
3. Model and interaction evaluation (CP)
4. Development (CP)
5. Prototype and testing (CP and STM)
TESTS OF EFFICIENT USE OF MATERIALS AND ENERGY
The aim of this technological line is to have a more efficient use of material and energy resources in
the plant, having less energy consumption, while ensuring high productivity rates demanded. The
future aircraft factory needs to consider new variables in order to produce components and
assemblies with minimal resources consumption (i.e. raw material, pneumatic and hydraulic fluids),
with minimal energy consumption and with a recycling process plan. Results of the projects will be
shown in a particular case of one of the demonstrators provided by the STM.
Activities:
1. Technical and functional requirements definition:
o Sustainable Production for Assembly Processes in materials aspects. (CP)
o Sustainable Production for Assembly Processes in waste materials aspects. (CP)
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2. Model definition:
o Framework for the design & evaluation of energy efficient production processes. (CP)
o Model first estimation for development using first and a final version of technical and
functional requirements. (CP)
o Model estimation for development using final version of technical and functional
requirements. (CP)
MANUFACTURING TRIALS OF COLLABORATIVE ROBOTS FOR COMPOSITE COMPONENTS
The objective of this technological line is to develop a practical manufacturing system to replace
hand lay up by assisted / automated systems able to obtain CFRP stiffeners using already qualified
materials for mass production purpose in a cost effective way applied in the cockpit of an aircraft.
The demonstration of results will be applied to one of the demonstrator provided by the STM.
Activities:
1. Definition of Part (STM)
2. Selection of manufacturing technology (STM and CP)
3. Definition of Industrial Cell for trials (STM)
4. Implementation of Industrial Cell for trials (STM)
5. Part Manufacturing Trials and Testing. (STM and CP)
6. Industrial Feasibility and Industrial flexible cell definition (STM and CP)
FUNCTIONAL TESTS FOR FUEL LEAKAGE DETECTION
These project deals about development of new techniques for leak detection that could improve
manufacturing and maintenance activities associated to the fluid-mechanical systems already
present at aircraft configuration.
A set of different lines will be launched in order to cover the maximum of specific features for each
of these systems on A/C (pneumatic, hydraulic, fuel, etc). For each of these specific systems, a set of
activities have been defined to cover the scope of the project:
Activities:
1. Research into the state of the art. (CP)
2. Aircraft systems model. According to the system under investigation of the demonstrator, it will
be requested the modelling of the systems: CATIA models and grid models. (CP)
3. Fluid-dynamics simulations and validation with respect to laboratory and aircraft tests results
(CP)
4. Laboratory and aircraft testing. (CP)
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5. Numerical and functional test comparison. (CP)
6. Results and implementation in the aircraft demonstrator. Final documentation and steps to be
followed to allow implementation of new techniques on aircraft. (CP)
INTEGRATION OF TESTING SYSTEM ON iDMU (Aircraft Model)
The aim of this technological line is to develop a system for functional tests management in order to
integrate aircraft software for tests and on-ground test stations. The result of the project will be
apply to the Regional FTB#2 wing specimen for functional test management.
Activities:
1. Concurrence for CATS (Functional Testing Tool) development for generation of Delta2-Delta3
reports: adaptation of the standard functional test tool for report generation considering specific
requirements and constrains. (CP)
2. Model modifications to introduce data structures associated with GTRs/GTIs (Ground Test
Requirement and Instruction) information. (CP)
3. Interrelation analysis between the different tools involved within the process: CATS, aircraft
model and SAP software. (CP)
4. Tools development of a complete functional test suite. (CP)
5. Concurrence for Model development and establishment: application in specific functional tests
for the STM demonstrator. (CP)
AUTOMATIC TESTING TECHNOLOGIES INTO A/C COMPUTERS
The main objective of this project is the definition of standard solutions for developing test software
into A/C computers, in addition to the utilization of a standard communication protocol to
communicate and control de test software from external ground test equipment. In order to develop
and demonstrate the solution feasibility, the objective is to integrate this solution in the aileron
driven by EMA to be developed within the Clean Sky II project.
Activities:
1. Extended use of test-software for self-testing aircrafts (CP)
a. Set common rules for software test development concerning with the needs, cases of
use, programming languages and type of code, use of resources…
b. Definition of standard communication protocol with the SW
c. Research into aircraft systems where the development of SW test supposes an optimal
solution for the testing in FAL: advantages and solved problems
d. Requirement test definition to check the model
e. Study of communication protocol alternatives among joined systems and CATS
f. Development of CATS communication interface- implementation
g. Demonstrator development
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2. Cloud computing for management of test information (CP)
a. Research into the state of the art
3. Test data recording oriented for aided troubleshooting through data-mining (CP)
a. Prototype development
4. Future HMI for Testing (CP)
a. Research into the state of the art
b. Research into alternatives solutions
c. Design of the chosen solution
d. Prototype development
5. Technologies (artificial vision, robotics) for aided interaction with cockpit (CP)
a. Research into the state of the art
6. Dongle AIM (CP)
a. Research into alternatives solutions
b. Prototype development
c. Research into the state of the art
HUMAN MACHINE INTERFACE (HMI) TECHNOLOGIES FOR SYSTEMS INTEGRATION AND TESTS
This technology line objective is to develop a systems with HMI functionalities to help operators in
their tasks during system integration and functional tests performance. This solution will permit
remote support and aid using remote communication, augmented reality and part feature
recognition
Activities:
1. Solution definition (CP)
a. Infrastructure selection, development needs definition and design.
b. Hard ware selection, development needs definition and design.
c. Software selection, development needs definition and design.
d. Development plan and Integration Framework.
2. Demonstrators development, Integration and tests. (CP)
a. Infrastructure, hardware development.
b. Software selection development and integration
3. Validation and demonstrations in selected scenarios: Validation and test in selected scenarios
(CP)
CONNECTIVITY TECHNOLOGY FOR FUNCTIONAL TESTS
The technology developed will end in an integrated solution for the interconnection via wifi of
portable devices and tools with the capability of accurate indoor localization and navigation locating
these devices into the shopfloor, and full integration of acquired data into the production system.
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This tool will be apply into one of the technology demonstrators provided by the STM in the program
to show performance and inprovements with respect to actual state of the art.
Activities:
1. Solution definition (CP)
a. Infrastructure selection, development needs definition.
b. Hard ware selection, development needs definition.
c. Software selection, development needs definition
d. Development plan and Integration Framework.
2. Demonstrators development, Integration and tests. (CP)
a. Infrastructure development.
b. Hardware development
c. Software selection development and integration
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3. Major Deliverables/ Milestones and schedule (estimate)
The estimated schedule of the Call is based on the availability of demonstrators (Clean Sky – GRA
Cockpits and Clean Sky 2 FTB#2 Wing) where the final on-ground structural and functional tests will
be done. The Call for Core Partner plan (green bars) is presented superimposed to the
demonstrators schedule. T0 of activities is assumed in January 2016.
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The following list presents main Deliverables covering all technological lines described in the Call. It is
focused on short term milestones. This list will be fully developed during negotiation phase with the
applicant in a more detailed manner considering updates in schedule, technology proposals and
structural and systems demonstrators.
Deliverables
Ref. No. Title - Description Type * Due Date
D-1 Functional Tests for Fuel Leakage detection: Report of
systems development
R T0 + 9
D-2 Integration of Testing System on iDMU: Tool integrated
model applied to CS2
R T0 + 12
D-3 Automated Testing Tech into A/C computers: Test
Requirements Document
R T0 + 12
D-4 Automated Testing Tech into A/C computers: Prototype R+D T0 + 12
D-5 HMI Tech for Systems Integration and Tests: Running system
validation.
R+D T0 + 12
D-6 Connectivity Tech for Functional Tests: Running system
validation.
R+D T0 + 12
D-7 Lightning strike test realized on cockpit demonstrator R + D T0 + 15
D-8 Test of Efficient use of Materials and Energy: Models,
Methodology and Validation
R T0 + 24
D-9 Manufacturing Trials of Collaboratibe Robots: Technical
Report
R T0 + 24
D-10 Integration of Testing System on iDMU: Prototype R+D T0 + 24
D-11 SHMS: Final test instrumentation R + D T0 + 27
D-12 Bird strike test realized on cockpit demonstrator R + D T0 + 27
D-13 Impact Protection: Delivery of one full scale set
manufactured
D T0 + 33
D-14 Cockpit Repair R + D T0 + 36
D-15 Interior Noise Atenuation: Assembly of manufactured set on
cockpit demonstrator
D T0 + 39
D-16 EMI / EMC test realized on cockpit demonstrator R + D T0 + 42
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
- Proven experience in collaborating with reference aeronautical companies within last decades in
Research and Technology programs (M).
- Experience in integration multidisciplinary teams in concurring engineering within reference
aeronautical companies (M).
- Participation in international R&T projects cooperating with industrial partners, institutions,
technology centres, universities and OEMs (Original Equipment Manufacturer) (A).
- Capacity to specify, perform and manage, in collaboration with the STM, structural and
functional tests of an aeronautical component and systems (M):
o Test preparation
o Systems (hardware and software) and Structural equiments (jigs, actuation, excitation)
o Instrumentation (sensors, software, analysis)
o Development
o Analysis of Results
- Proven knowledge of (M)
o Aircraft ground test processes
o GTR and GTI processes
o GTI configuration control
o CATS knowledge at user and programming levels.
o i-DMU and CATIA at programing level and aircraft configuration control techniques.
- Capacity of performing Life Cycle Analysis (LCA) and Life Cycle Cost Analysis (LCCA) of materials
and structures (A).
- Capacity of evaluating results in accordance to Horizon 2020 environmental and productivity
goals following Clean Sky 2 Technology Evaluator rules and procedures (A).
- Capacity of evaluating design solutions and results along the project with respect Eco-Design
rules and requirements (M).
- Structural and Systems Design and Simulation capacities: structural analysis (i.e. NASTRAN), fluid
dynamics (CFD) ans design tools (CATIA v5) (M)
- Deep knowledge and experience in the following standards: DO-178C, Arinc 653, Arinc 665, Arinc
615-A, Arinc 615-3 and in the development of embedded software for aircraft computers, AFDX,
Ethernet, MICBAC, ARINC 429, CAN, MIL 1553, ARINC 667. (M)
- Development of embedded software for aircraft computers making use of the standards (M):
A/C systems ground tests
A/C systems design, development and integration
Test equipment utilization
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A/C systems troubleshooting
A/C systems validation and verification activities
A/C Systems integration benches definition and development
- Design for manufacturing expertise of composite components: i.e. curved stiffeners, cobonded
structures, full 3D design for manufacturing (A)
- Manufacturing Engineering skills (M)
Hand lay up, automated and infusion processes (Epoxy and similar matrix; thermosetting
materials; thermoplastic and in situ consolidation)
Composite Materials & Processes
Tooling design and manufacturing
- Automated processes (M)
Robotized cells
Assisted and robotized composite lay-up
Industrial Cells from raw materials to final part
- Quality System international standards (i.e. EN 9100:2009/ ISO 9001:2008/ ISO 14001:2004) (M).
- Qualification as Material and Ground Testing Laboratory of reference aeronautical companies
(M).
- Qualification as strategic supplier of structural test on aeronautical elements (A).
(M) – Mandatory; (A) - Appreciated
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5. Glossary
A/C Aircraft
AIM Aircraft integrated Monitoring
CATS Computer Aided Test System
CDR Critical Design Review
CFD Computational Fluid Dynamics
CFRP Carbon Fibre Reinforced Plastic
CP Core Partner
iDMU interconnected Digital Mock Up
EMA Electro Mechanical Actuator
EMC Electromagnetic Compatibility
EMI Electromagnetic Interference
FAL Final Assembly Line
FDR Feasibility Design Review
FEA Finite Element Analysis
GRA-LWC Green Regional Aircraft – Low Weight Configuration
GTI Ground Test Instruction
GTR Ground Test Requirement
HMI Human-Machine Interface
HW Hardware
IADP Innovative Aircraft Demonstrator Platforms
ITD Integrated Technology Demonstrator
JTP Joint Technical Programme
LCA Life Cycle Analysis
LCCA Life Cycle Cost Analysis
OEM Original Equipment Manufacturer
PDR Preliminary Design Review
R&T Research and Technology
REG FTB#2 Regional Flight Test Bed 2 Demonstrator
SAP Systems, Applications and Products (ERP SW)
SHM Structural Health Monitoring
STM Strategic Topic Manager
SW Software
TRR Test Readiness Review
WBS Work Breakdown Structure
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IV. More affordable small aircraft manufacturing
Type of action (RIA or IA) IA
Programme Area AIR (SAT)
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) WP B 3.4
Leading Company EVEKTOR
Indicative Funding Topic Value (in M€) 6
Duration of the action (in Months) 60 Indicative
Start Date9
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-
AIR-02-07
More affordable small aircraft manufacturing
Short description (3 lines)
The target of this call for Core partner is to research and develop combination of technologies for
more affordable manufacturing and assembling of metallic and hybrid structures of the small aircraft.
The technologies synergy shall be beneficial on manufacturing time and cost reduction and with
improving quality of the future small aircraft.
9 The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all
the necessary elements are in place before
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1. Background
ACARE Flightpath 2050 sets a goal of door-to-door journey within 4 hours for passenger mobility.
Major portion of the goal can be accomplished through support high-speed trains and highways.
However, significant portion of the solution can also be provided by aviation. The niche exists
especially in low density passenger segment and difficult to serve locations and this niche could be
fulfilled by Small Air Transport (SAT) aircraft
The reason why small aircraft transportation is not fully exploiting its potential is because strong
obstacles are present. One of them is price of the aircraft, what is the result of traditional
technologies used for manufacturing metallic structures.
Main objective of this call is to develop technologies for manufacturing lighter and cheaper airframes
while its reliability is maintained or increased. Expected technologies should offer high level of
flexibility allowing efficient modernisation of airframes production.
Technical challenge to solve is replacing the traditional methods of joining aerostructures. Recently
used solutions are riveting and bolting. Those methods are time-consuming, with significant expense
of work needed for proper parts preparation before assembling.
Expected technology should significantly reduce riveting, to obtain more affordable manufacturing
methods. But, dedicated jigs are expensive and non-flexible. The development of efficient jigs
technology or jig-less solutions is thus desired.
Reduction of cost and weight of aircraft can be obtained by introducing:
‒ Reduction of manufacturing and assembly time and cost, increasing the application of integral
structure concept, reduction of fasteners and use of automated assembly processes (i.e. the
friction stir welding, integrated machined parts, additive manufacturing parts, alternative joining
technologies as clips presented by block structure technology; free fasteners joining
technologies).
‒ New concept of complex aircraft structures using more affordable manufacturing processes
‒ New concepts of assembly jigs and tools (robotic assisted assembly concept in low volume
production is not subject of this call).
‒ New materials for aircraft structures
‒ Hybrid joining of metal, metal - composites and composites elements
‒ Cost-effective combination of metallic and composite structures
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Most of the technology solutions either exist or will be introduced shortly in other industry
segments, mainly automotive. However, different materials, specific requirements and high cost
and long development times are prohibitive in terms of introduction of such technologies in small
aircraft market segment.
Therefore, the major innovation expected from the applicant, is introduction of cutting edge
technologies while maintaining the cost targets and therefore reaching the expected market
and environmental goals, then consequently reaching societal impact.
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2. Scope of work
In the framework of Small Air Transport (SAT), expected activities of applicant are to develop,
integrate and demonstrate new technologies for production of small aircraft metallic structures.
The technical challenges deduced from the motivations introduced in the background sections
indicate the need of affordable technologies for metal manufacturing and hybrid joining of
aerostructures for small aircraft.
Expected demonstrators are full scale segments of existing 19 seater aircraft - cockpit segment
and engine nacelle, manufactured with the developed most promising affordable and green
technologies including typical system installations. Hybrid structures of metallic and non-
metallic components shall be demonstrated as well.
Demonstrators will be studied to prove feasibility, synergy and benefits of the selected
technologies in comparison to the traditionally produced assemblies.
Potential technologies to be investigated can be (but not limited
to):
Friction Stir Welding (FSW): this process for aerostructures appears to be especially suitable for
welding the fuselage aerostructures of high-strength aluminium alloys that can maintain
the excellent properties in the weld seams. This has an impact on potential weight savings
compared to the conventional riveting techniques for fuselage assembly.
Additive Manufacturing (AM): this process, known as 3D printing, reduces material costs,
decreases labour content, and increases availability of parts at point of use, which may have
a positive impact on the supply chain.
Block Structures (BS): this process basically gives the possibility to replace conventional
fasteners in aerostructures using latch clip elements instead of fasteners and adhesives.
Synergies between other technologies should be further investigated.
Demonstration and test activities
A reference benchmark, consisting of current aircraft structures has to be redesigned
and manufactured exploiting the selected technologies and approaches. If reasonable, non-
metallic elements/sub-assemblies/assemblies shall be used. Demonstrators will be tested
according to the aviation regulation requirements. Fatigue test of critical elements will be
executed, if necessary. Tests will validate technologies which may be used to reach the
goal of “more affordable manufacturing” for small aircraft.
The new technologies of manufacturing and joining of metal and non-metal components can
give additional positive results thanks to the synergy between them. For instance Additive
manufacturing (AM) technology allows creation of joint (BS) on the aluminium sheet, without
material-consuming machining.
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FSW
Friction stir welding is a solid state joining process that reduces errors and manufacturing costs by
eliminating fasteners. Parameters and tooling for continuous and spot friction stir welding processes
will be developed for thin to thin and thin to thick materials (for metals, plastics and for composites).
Design guidelines and quality control techniques will be validated with small and large scale.
Use of this technology allows to obtain high-quality parts (i.e.: homogeneous and high-strength
connections) whose production will not cause environmental degradation, and will be safe for
personnel as well as definitely reduce production costs in the category of CS23 aircraft.
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AM
Additive Manufacturing technology developed for demonstrators will allow building joint elements
on the metal and plastic surfaces. Those joint elements could be part of Block Structures used for
assembling fuselage. Additive Manufacturing will be used to produce elements of the structures of
the aircraft also – for instance complex elements of the control system.
This should allow decreasing production time, cost reduction and harmful effects of the processes of
manufacturing airframe on the environment. The results of the research will contribute to the
implementation of the methods allowing weight reduction of aircraft parts while maintaining or
improving their strength, which in the end will improve safety and reduce fuel consumption essential
for reduction of environmental pollution. In addition, modified design of aircraft parts for additive
technologies and productivity indexes of those parts will be improved.
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BS
The aim of the Block Structures is to replace conventional fasteners in aerostructures by using latch
clip elements instead of fasteners and adhesives. These elements will replace fasteners and
adhesives, minimizing the cost of producing aircraft aerostructures. Three approaches shall be
developed; metal to metal (including AL-Li alloys), metal to composites and composites to
composites to meet a complete spectrum of potential design requirements. Reductions in number of
part and simplified assembly techniques will facilitate the lowering of the cost keeping the
philosophy of "lean manufacturing". Block Structures may be produced in traditional technologies as
well as using FSW and AM.
Alignment with high level requirements
Alignment with H2020 challenges:
1. Creating resource efficient transport that respects the environment
2. Ensuring safe and seamless mobility
3. Building industrial leadership in Europe
Alignment with Small Air Transport (SAT) goals:
1. Multimodality and passengers choice
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2. More safe and more efficient small A/C operations
3. Lower environmental impact (noise, fuel, energy)
4. Revitalization of the European small A/C industry
Summary of the main specific activities
Based on the geometry of the real existing aircraft for 19 passengers, new segments of structure
(assemblies) shall be designed and produced. It is expected to employ affordable and available
technologies, including described above FSW, AM and BS. Demonstrated new structures are cockpit
segment and engine nacelle, reaching technology readiness level TLR 6.
For the most critical elements fatigue tests shall be planned.
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3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type Due Date
D 3.4.1 Selection of aircraft elements to be demonstrated R T0+6 months
D 3.4.2 Analysis of loads and condition of work of selected elements R T0+9 months
D 3.4.3 Selection of optimal technologies R
RM
T0+12 months
D 3.4.4 Development of the selected technologies R T0+20 months
D 3.4.5 Manufacturing of elements of developed structures D T0+24 months
D 3.4.6 Assembling of developed assemblies of the airframe D T0+33 months
D 3.4.7 Evaluation of the production results of selected technologies
and indication
R
RM
T0+36 months
D 3.4.8 Ground and flight tests of some selected elements of the
airplane installed on the traditional airplane
R T0+46 months
D 3.4.9 Analysis and final evaluation of the results RM T0+60 months
Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
1 Indication of aircraft parts and assemblies for the new
technologies implementation
R T0+6 months
2 Indication of technologies for manufacturing indicated parts
and assemblies
R T0+12 months
3 Technologies development and tests R T0+30 months
4 Parts and assemblies manufacturing and ground tests D T0+42 months
5 Flight test of some selected elements manufactured with the
new technologies
R T0+48 months
6 Technology validation R T0+60 months
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone
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Indicative time schedule of the basic activities
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
Management on Research & Technology Level
‒ Competence in management of complex projects of research and manufacturing technologies
‒ Experience and skills learnt from projects focused on similar tasks.
‒ Management experience and skills obtained in design, manufacture, ground & flight test, and
certification of EASA CS-23 or equivalent (FAR 23) category aircraft.
Field of Expertise
‒ Aircraft pre-design: Proven competence in aircraft pre-design, including loads, weighs and
performance estimation
‒ Design and stress analysis: Proven competence in performing large scale structural analysis, with
emphasis on damage and impact on developed structures
‒ Manufacture: Proven aircraft manufacturing experience, from individual elements, through
subassemblies, assemblies to real scale aircraft and systems integration
‒ Tests: Appropriate experience in experimental testing, including fatigue and flight tests
‒ Experience in design and manufacturing of structures in non-conventional and conventional
materials and innovative metallic components
‒ Capacity to assemble metallic parts with various techniques, for instance hybrid joints, spot and
line pressure welding, traditional technologies. Technologies, tools and skilled personal for all
necessary processes of design and manufacturing developed assemblies
‒ Experience from post-production support of full life-cycle of the CS-23 category aircraft
Design, Manufacturing, Testing & Tooling Facilities
‒ Design and analysis tools of the aeronautical industry (i.e. ANSYS, CATIA v5, NASTRAN or
equivalents)
‒ Capacity to support documentation of design, manufacturing, and tests process and means of
compliance to achieve minimum prototype “Permit to Fly” of airworthiness authority (i.e. EASA
and/or national CAA)
‒ Machines and facilities necessary for special tools manufacturing for the developed technologies
‒ Machines and facilities necessary for developing and testing new technologies
‒ Machines and facilities necessary for manufacturing tested elements and demonstrators
‒ Machines and facilities necessary for tests of the elements and demonstrators, including non-
destructive, flight, and fatigue tests
‒ Full access to the airplane for tests and modifications
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Track Record
‒ Design, testing and certification of at least one turboprop CS-23 category aircraft (Type
Certification Data Sheet availability)
‒ Approved supplier of structures and assemblies for aeronautical industry
Approvals
‒ Design Organization Approval (DOA) for CS-23 category aircraft
‒ Production Organization Approval (POA) for CS-23 category aircraft
‒ Quality System certified by international standards (for example: EN 9100:2009/ISO
9001:2008/ISO 14001:2004)
‒ Qualification as Material and Ground Testing Laboratory of reference aeronautical companies
(for example ISO 17025, Nadcap)
5. Glossary
CS23 CATEGORY
AIRCRAFT
Aircraft certified under EU CS-23 requirements or equivalent (i.e. USA FAR 23)
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V. Cabin systems and Ergonomics, comfort & human perception improvements
Type of action (RIA or IA) IA
Programme Area AIR
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) B-4.4 , A-5.2
Leading Company ALENIA, DASSAULT
Indicative Funding Topic Value (in M€) 8
Duration of the action (in Months) 72 Indicative
Start Date10
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-AIR-
02-08
Cabin systems and Ergonomics, comfort & human perception
improvements
Short description (3 lines)
This Strategic Topic is related to the development, integration and validation of innovative
technologies and concepts to improve the physical cabin environments in terms of comfort on board.
It is mainly focused on Human Factors, Noise & Vibration and Green Materials for Regional Aircraft
and Business Jet interior items.
10
The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all the necessary elements are in place before
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Short description and terms of reference
In the framework of the Airframe ITD the technological developments and demonstrations are structured
around 2 major Activity Lines:
Activity Line 1: Demonstration of airframe technologies focused towards “High Performance & Energy
Efficiency” (HPE);
Activity Line 2: Demonstration of airframe technologies focused toward “High Versatility and Cost
Efficiency” (HVE).
The Technology Stream B-4 “Advanced Fuselage” and A-5 “Novel Travel Experience” are respectively included
within the Activity Line 2 and 1.
In particular, the Work Package B-4.4 “Affordable Low Weight Human Centered Cabin” and A-5.2 “Office
Centred Cabin” are respectively incorporated within the Technology Stream B-4 and A-5.
This strategic topic is aligned with the strategic objectives of Airframe ITD in detail with the technology stream
[B-4.4] about a/c advanced fuselage of regional aircraft and TS [A-5.2] for novel travel experience in the
business jet aviation.
All proposed methodologies and technologies shall be validated by following the building block approach from
the coupon level up (single material characterization) to interiors sub-component level (real scale cabin
equipment) through element level (material layup and composition full characterization). The most promising
methodologies and technologies will be brought from component level maturity up to the demonstration of
overall performance at systems level to support the innovative flight vehicle configurations and, so validated,
they shall be applied to a real scale cabin interiors of a regional aircraft.
The expected outcome of the present Strategic Topic shall consist, in fact, in matured methodologies and
technologies to be integrated in the full scale fuselage demonstrator within the Work Package 3.2 of Regional
Aircraft IADP. In the specific case, the objective is to achieve an improved and optimized passenger cabin
environment by means of an innovative and integrated design approach mainly based on:
Multidisciplinary human centered Cabin interiors;
Identification of the comfort key factors in cabin areas and their optimum combination with surrounding
cabin systems;
Environmental friendly cabin materials to improve human interaction with cabin materials in terms of
comfort issues;
Noise and vibration, including active and passive treatments.
In addition, for business jets, the objective is to achieve an improved and optimized passenger cabin comfort
increasing passenger efficiency, both turning the travelling time into effective productive time and allowing him
to be ready for a good full day, by means of an innovative and integrated design approach focused on:
Equipment (seat, sofa, table, galley equipment, lavatory equipment, …) incorporating high technology and
high performance (including weight saving)
Monuments with high modularity and innovative ergonomics for the passenger increasing the comfort with
a better use of the volumes
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Ambient systems (sound, lighting, …)
The expected outcome of the present Strategic Topic shall consist, in fact, in matured technologies to be
integrated in full scale and functional demonstrator(s) of a business jet passenger area.
The Applicant(s) shall give evidence of high level and acknowledged experience on the topics requested in this
Topic Description.
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1. Background
Besides overall safety and a timely departure, passenger interests and their wellbeing on board an aircraft are
the most important elements once a passenger has selected an airline and flight.
The improvement of cabin interiors is on the path of all societal challenges of the future transport system:
- as a key enabler of product differentiation (being the first contact between the aircraft & the passenger)
and the enhancing of the cabin qualities directly helps to maintain the European aeronautics industry in the
leadership group;
- having an immediate & direct physical impact on the traveller (being the interface between the aircraft &
the passenger);
- having a great potential in terms of weight saving & eco-compliance
- for business jet, satisfying high expectations in term of individual efficiency (travel as productive time,
ready for a good full day, ...), and well-being (comfort, health, ...).
Within the “Clean Sky 2” programme, activities for regional aircraft and business jet have been planned so as to
satisfy the urgent need to introduce step changing innovations in the cabin, for all its aspects: volumes
improvements, internal furniture interacting with passenger, galleys & seats, equipment and technologies
(efficient absorbing materials, bio-materials, crash resistance, chemical clean atmosphere …).
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2. Scope of work
This Strategic Topic is mainly focused on the following branches:
Human factor issues regarding ergonomics, anthropometrics, as well as effects of vibration, noise and
motion on passenger, crew and PRM;
Noise and vibration, including active and passive treatments;
Environmental friendly cabin materials to improve human interaction with cabin materials in terms of
comfort and health issues;
Safety-related systems, including fire worthiness concepts and procedures;
Main cabin systems (cabin lighting, seats, galley, lining panels, stow bins, thermal insulation blanket
system) interfacing with passenger, flight attendant and PRM in their living and operative spaces.
The goal will be also to work on the materials/process couples in order to improve manufacturing techniques,
but also on lighter existing specific materials used in the cabin interior manufacturing, and improve their
interaction with the passenger.
The associated enabling technologies for Regional Aircraft will be developed in accordance with roadmaps
included in the R-IADP Technology Wave WV 7 “Cabin Technologies”.
In addition, for business jets, passenger’s well-being is the main concern in the conception of the interior. Field
customers have a very high level of expectations and they require and expect excellent quality and service. The
technical focus is here to rethink the global cabin arrangement and equipment in order to create both a good,
enjoyable operating environment, matching the aspirations of business travellers and smartly suited to each
time sequences (service) in a long range flight inside a small volume typical to Business Jets cabins.
The proposed work-breakdown is as follows:
Sub Topic 1: Definition of Human Centered Interiors for Regional Aircraft
Objective:
to set the standard for a human centered cabin physical environment defining the methodological basis for the
approach, models, tools and tests for derivation and validation of passenger/crew comfort and wellbeing in
order to correctly assess the cabin comfort onboard.
To achieve the objective, the Core Partner shall develop methodologies and technologies to formulate the
human centered cabin physical environment within models to finally come up with process and tools to
improve and optimize the human factors which will be realized, finally tested and validated for the cabin major
items (listed in the Sub-Topic 1.1).
This Strategic Topic addresses the different human requirements with respect to the cabin environment, which
must drive future cabin design to provide comfort and well-being to the cabin occupants. The cabin
environment affects the human being in several aspects: physically, physiologically as well as psychologically.
Thus the cabin design has to be ergonomically for both passengers and crew and at the same time it must
provide a sophisticated thermal, vibro-acoustical and visual environment. This does not only apply to the
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average passenger, but also on crew and eventually PRM.
The already analyzed key cabin drivers shall be separated into factors influencing physical components of
discomfort (e.g. pressure distribution on the seat), psychological components (e.g. high sound level exposure),
and safety on board (e.g. solutions for the thermal/acoustical insulation fire penetration).
This Strategic Sub-Topic shall lead to a design approach, which is deriving the cabin design from the perspective
of human needs and the Core Partner shall provide innovative solutions: these solutions shall be demonstrated
from which validated models for the assessment wrt. human perception will be derived.
Furthermore, the Core Partner shall be able to support and provide input to be used for a Digital & Virtual
Mock-Up Unit (not part of the topic), with the possibility to use dedicated software suite.
The Sub Topic 1 “Interiors for Human Centered Cabin” is composed of:
Sub Topic 1.1: technologies and methodologies for Interiors of Human Centred Cabin;
Sub Topic 1.2: test design and execution.
Sub Topic 1.1 Technologies and methodologies for Interiors of Human Centered Cabin
Objective:
The main objective of this Sub Topic 1.1 consists of development and definition at medium level of all
innovative cabin items (e.g. lining panels, illumination system, and passenger seats). The Core Partner shall
propose methodologies designed to maximize the human centered cabin approach. The Core Partner shall
pave the work to demonstrate how methodologies can reach TRL 5 within the project and can be scalable at
aircraft level.
From the general point of view, the human centered cabin approach can be considered as an User-Centered-
Design (UCD) which is defined by ISO 13407 as a multi-disciplinary activity, which incorporates human factors
and ergonomics knowledge and techniques with the objective of enhancing effectiveness and productivity,
improving human working conditions and counteracting the possible adverse effects of use on human health,
safety and performance.
The Core Partner shall perform research, analysis and solutions for following items:
1) Passenger Seats: innovative passenger seat solutions shall be developed here according to the
requirements. All key comfort drivers shall converge here on the seat design in order to be managed and
integrate. A design of the advanced passenger seat configuration shall be studied using discomfort
modeling for seat design optimization and sample testing for a budget airline scenario with constrained
seat pitch and backrest adjustability;
2) Galley: dedicated concept design solutions for enhanced galley ergonomics shall be developed by the
Applicant in order to: enable a better use of storage space at above the work surface, increase the handling
and operability of flight attendant during flight passenger service activities, improve aircraft efficiency by
saving considerable weight and space in the aircraft cabin, increasing installation methodologies and
solutions;
3) Lavatory: new concept shall be developed in order to maximize accessibility and usability of each different
lavatory installed in the cabin and to improve the installation / integration of the lavatory inside the cabin.
Core Partner shall develop innovative practice and methodologies in the lavatory for the usability and
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accessibility of people with reduced mobility (PRM) that they should be able to use their own mobility
aid/wheelchair for as much of the overall journey as is possible;
4) Cabin Lining: new technologies, with multi-disciplinary characteristics, for cabin lining shall be suggested
and investigated by the Applicant in order to reduce the weight impact on the a/c and to implement
possible solutions including thermal/acoustical containment and/or integration with insulation blankets by
means of a unique lay-up;
5) Stowage Bins: the Core Partner is asked to investigate new conceptual solutions for Stowage Bins in order
to maximize accessibility and stowage capacity versus encumbrance, taking into account a weight saver
approach. Furthermore, following a modular concept, the Core Partner shall minimize the effect of the
opposite needs “optimization against customization”;
6) Lightning System: to develop a technology which allows lighting control (both color and brightness) based
on the use of LED´s only. Sufficient illumination of the cabin has to be ensured by utilization of high
performance LED´s. The control of color and brightness will be done in a way to create a cabin environment
which supports passengers’ well-being in the cabin in relation to the relevant flight phase;
7) Thermal/Acoustical Insulation: the innovation beyond the state of the art shall be to investigate and to
develop innovative solutions for thermo-acoustical insulation architecture, blankets and relevant hardware
structural attachments, with the scope to reduce current overall weight and cost, assuring the compliance
to the burn-through requirement and required passenger evacuation time after post-crash fire event. The
new blankets system will be also tested to assure the compliance with the FAR25.856 (a) radiant panel test
requirements. In the light of these considerations, the development of a new “integrated” product and
panels with thermal acoustical insulation properties, in place of present lining, has to be also taken into
account;
8) Flight Attendant Work Areas: flight attendant work areas are today focused on the galley and the CAS
(cabin attendant seat). In general the Core Partner shall provide solutions for reliability, technical
optimization and effective realization which are currently the main issues for the concept development
whereas human factors requirements are partly addressed in terms of comfort and ergonomics;
9) People with disabilities (PRM): following the principles of universal design, while establishing cost-effective
approaches to ensure regulatory compliance and fulfilling the priority needs of the PRM, the Core Partner
shall explore solutions that simultaneously improve the usability, comfort and service level provided to the
general population, thus leading to win-win solutions.
The Applicant shall provide solutions which will respect the standard with reference to the safety and
certification requirements and shall take into account, in the development of all above items, the interface
requirements of regional cabin aircraft, defined, as ST input, by the Leader during activity development.
Due to high complexity of those problems and the relevant very large field of impact/application, dedicated
software/hardware resources shall be used in order to minimize the physical test for both qualification and
certification aspects. It is expected Applicant will provide activities will exceed state of the art when applied to
methodology verification and validation of complex sub-component such a full scale cabin major items to be
tested.
The numerical approach shall be supported by the Applicant with all the small and medium scale tests needed
and preparatory for the full one to be performed in the following Sub-Topic 1.2.
Table 1 briefly summarizes the foreseen Technology Challenges (the list cannot be exhaustive at this time):
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CABIN INTERIORS
MAJOR ITEM
TECHNOLOGY CHALLENGES
Quality
Perception
Living space
and
accessibility
Thermal
Comfort
Noise and
Vibration
Comfort
People
with
disabilities
(PRM)
Flight
Attendant
Passenger Seat X X X X X
Cabin Lining X X X X
Thermal/Acoustic
al Insulation X X
Flight Attendant
Seat X X X X
Galley X X X X X
Lighting X
Stowage Bin X X X X
Lavatory X X X X X
Table 1 – Technology Challenges
Sub Topic 1.2 Test Design and Execution
Objective:
The Core Partner shall design and manufacture the main elements for the set-up of the full-scale cabin major
item test-bed. Within the present Strategic Topic, technologies shall be verified and validated with the aim to
reach TRL 5 at sub-component level (full scale cabin interior items)
Taking into account the general requirements compiled in WPB-4.4.1 “Human Centered Design Approach”, and
the related reference architecture as well, the proposer has to identify, for the validation of the developed
technologies, methodologies and technical solutions:
1. Test typologies to be performed;
2. Design of the full scale test-bed;
3. Manufacturing of the facility and relevant major items to be tested;
4. Test execution and report.
The technology has to be verified and validated to detect compliances at level of major items and sub-
component and has to be scalable on a full scale regional fuselage.
The design of the full-scale test-bed, under Alenia Aermacchi responsibility, shall require support by the Core
Partner for all integration tests to be carried out on the platform only at system level (not cabin level).
All the interiors items and concepts developed and frozen inside the previous WPs shall be manufactured by
the Core Partner and tested in order to collect all the information relevant to the validation phase.
In particular, the Applicant, in its proposal, must successfully address the following points:
1) to design the test to be performed on each cabin major item configuration and architecture, taking into
account different user cases to guarantee that the platform corresponds to the targets identified in WPB-
4.4.1 (passengers, PRM, flight crew members). The Core Partner shall assure adaptability of the platform to
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all the different previous user cases.
Furthermore, in order to maintain an high modularity of the full scale test-bed, the adaptability to different
environmental scenarios shall be taken in consideration for assuring correlation and refinement of the
conceptual technologies and methodologies correlated to the passenger and crew environment on the
base of universal design approach requirements and comfort factors;
2) to support the full-scale test-bed campaign (in terms of test set-up, test procedure, etc.) according the
requirements set in WPs and in order to manage the testing phase in terms of and the evaluation criteria
on the interior items. The finally defined platform will be based on the regional reference architecture and
shall be flexible to consider the inputs from the previous work packages, related to the cabin items and
concepts (Galley, Lining, Seats etc.). The architecture will be selected in order to facilitate controlling the
various environmental conditions, such as ventilation, temperatures, vibro-acoustics, etc.;
3) to build and manufacture interiors a/c major items based on the developed “universal design”, which can
be adaptive to the passenger (including PRM) and/or crew member with the best quality of comfort. The
provided test-bed shall be instrumented in order to register the output needed for the evaluation of the
key cabin factors, separated into ones influencing physical components of discomfort (e.g. pressure
distribution on the seat), psychological components (e.g. high sound level exposure), and safety on board
(e.g. solutions for the thermal/acoustical insulation fire penetration);
4) to conduct testing of human centered cabin design on the full-scale major items in order to validate the
technologies and methodologies. Subjects shall be acquired according to a given profile and investigated in
different settings under different environmental conditions. Physical, psychological and/or physiological
measurements shall be proposed and taken by the Core Partner.
Currently following sets of tests are envisaged for the aspects related to the comfort (e.g. major key
factors), vibro-acoustics, light illumination and installation.
Sub Topic 2: Acoustics – Noise & Vibration for Regional Aircraft
Objective:
The aim of the present Sub Topic is to drive the technologies (materials and processes) suitable for a fuselage
regional aircraft developed in the framework of Clean Sky 2 – Airframe ITD to reach several enhancements for
the Noise & Vibration of the cabin interiors items. Furthermore, the verification of the numerical methods and
technologies developed and the validation by numerical - experimental results correlation shall be carried out
by the Core Partner up to sub-components level.
A central point is the consideration of optimization procedures in the acoustic design: it is widely used in the
a/c industry nowadays, both in the design of parts and on complete fuselage structures for weight and
compliance reduction. Commercial software is available for performing the structural optimization including
composites. However, for interior noise these procedures are not applied yet. For this reason, this Sub-Topic is
especially dedicated to:
Optimization and efficient use of passive and active means by consideration of perception related acoustics
including the early primary structure design;
Multidisciplinary and concurrent optimization of human-centered N&V treatments in global a/c models in
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order to derive an optimal treatment with respect to excitation, human factors, acoustic comfort
perception and well-being;
integration of the secondary sources into the primary and secondary structure and the fact that the design
of these structures then also has to be optimized and thus taken into account for the development process
in order to derive ANVC systems for optimal global overall performance.
The innovations, requested to be investigated by the Applicant, are:
determination of human perception and psychoacoustics with respect to a/c interior noise and vibration as
well as to the vibro-acoustic excitation;
design and evaluate passive and active N&V control treatments with respect to human perception and
psychoacoustics;
optimization of N&V treatments with human comfort factors as target values.
new treatments outperforming classic solutions in terms of cost, weight and maintenance;
new way to measure absorption efficiency in-situ;
design of a comfortable seat based on innovative solutions for cushions, seat sled, backrest damping
treatments and seat fittings limiting vibration transmission to the passenger;
local and global application in the a/c.
Based on the key cabin comfort drivers, the Core Partner shall investigate technologies for the following
applications:
passive DVAs, structural damping elements and an orthotropic trim panel increasing the sound insulation
without added mass fuselage-trim side wall, ceiling and floor system;
novel NVH design of a complete seat system;
various contributions focus on multifunctional design and optimization.
In consideration of the result carried out by the new methodologies and technologies investigated, innovative
and efficient N&V control treatments shall be finally identified by the Core Partner: a comparison between the
baseline standard and the new solution shall be carried out on laboratory small scale platform in this work task.
In addition to this and in order to prepare the integration phase, planned for the full scale tests, these concepts
need to be prepared for their integration at the sub-component level. This will include the detailed design,
manufacturing and also testing based on the requirements and specifications for the final test bed platform.
The Applicant will be in charge of producing small/medium test coupon and providing the relevant bed
arrangement and test campaign execution.
Sub Topic 3: Environmental Friendly Materials for Regional Aircraft
Objective:
The goal of this Sub Topic is to work on the materials/process couples in order to improve manufacturing
techniques, but also on lighter specific materials used in the cabin interior manufacturing, and improve their
interaction with the passenger reaching a high level of integration of "operating" functions (for example:
thermal, acoustical, aesthetics, ergonomic, mechanical, anti-bacterial, easy to clean), together with the
requirements concerning weight, easy manufacturing, FST and VOC properties.
In this Sub Topic, materials and parts shall be characterized by the Applicant and improved in order to fulfill
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new requirements in regards to human comfort and health, previously defined and provided by the Leader in
terms of key cabin drivers (see WP B-4.4.1 in Fig. 1).
Green materials such as bio-sourced materials made of renewable sources shall be specified, developed, and
integrated into parts
Technologies and methodologies developments shall lead in several improvements in the different phases of
building an aircraft cabin interior:
decorative layers integrated in the panels will be developed, with respect to aesthetic and robustness
specifications. New functions will be integrated to these layers, such as easy to clean, or anti-bacterial
surface (for microbiological load in aircraft cabins;
integrated thermoset processes, such as infusion process shall be developed for luggage bin manufacturing.
This process will permit to suppress most of the actual bonded inserts assembly process, thus reducing
mass and slightly lower production cycles.
innovative thermoplastic materials will permit to use “bonding free” processes. Decorative function will
also be integrated leading to mass gain, and thermoforming processes will permit to design innovative
shapes for better ergonomic;
acoustical function shall be integrated in the design phase, contrary to the actual “patch bonding”, and new
design methods will be tested for fibers orientation, such as the orthotropic panel, in order to accomplish
the acoustical function simply by the use of mechanical fibers;
concerning the auto-extinguibility prediction, the development of a specific modeling approach to predict
the fire behavior of a sandwich multilayer in an aircraft environment is needed and not available. The
combination of this modeling approach with a numeric acoustical model for absorption and Life-Cycle
Analysis thanks to an optimization process would be a breakthrough innovation with huge impact on costs
and time.
In this Sub-Topic, several technologies shall be developed, produced and tested up to the level C coupon tests,
in order to integrate them in the major items coming from Sub-Topic 1. These technologies shall be developed
up to a TRL4 for aeronautic applications.
In this context, the attendant target is to improve human interaction with cabin materials in terms of comfort
and health issues, but also to decrease the cabin carbon footprint (from manufacturing to in service utilization)
by using bio-sourced materials and/or easy manufacturing and lightweight solutions.
Sub Topic 4: Office Centred Cabin for Business Jets
The Sub Topic 4 “Office Centred Cabin for Business Jets” is composed of:
Sub Topic 4.1: technologies and solutions for Office Centred Cabin for Business Jets;
Sub Topic 4.2: design and execution.
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Sub Topic 4.1: technologies and solutions for Office Centred Cabin for Business Jets
Objective:
The main objective of this Sub Topic 4.1 consists of development and definition at medium level of all
innovative cabin items participating in the office centred cabin approach. The Core Partner shall pave the work
to demonstrate how methodologies can reach to TRL 5 within the project and can be scalable to aircraft level.
In close synergy with Sub Topic 1, based upon a preliminary items list under Dassault Aviation responsibility, the
Core Partner will be in charge of:
1. Suggesting innovative studies which will be compliant with the targeted comfort goal, the relatively limited
cabin space, and the perceive quality relevant to business jets world and defined by Dassault Aviation.
These studies might impact several subjects such as equipment (oven, fridge, In Flight Entertainment
Connected system, lighting system, shower…), Passenger Seats and Divans, Cabinets and associated
mechanisms, Systems (temperature…);
2. Developing and defining at medium level innovative cabin items in the selected area resulting from step 1.
For each item, the pre-requisite is to determine a list of functions and prioritize them compared to a standard
that will need to be defined. For example, the item “dining” should take into account the following functions:
logistics, meal preparation, service, area and environment where customer(s) will eat their meal (ergonomics,
surrounding, etc.).
This function’s list shall consider the space management (ergonomics, accessibility, work plan ...) but also the
associated equipment. To achieve such a goal, it is necessary to study the modularity and multifunction of the
equipment.
In addition to the customer satisfaction and needs, the design approach is driven by the following main
requirements: passenger safety, qualification and certification requirements, weight, cost, maintainability and
reliability and cabin architectural constraints.
The Core Partner shall provide solutions that will:
Demonstrate the benefit from a deep revision of the physical layout and the volume utilization by
rethinking the functional arrangement and equipment base.
Consider innovations in the diverse equipment composing the cabin interiors to offer an increased comfort,
a better use of the volumes, and a flexibility of configuration in flight for the needs from the periods
(sequences) of a flight.
Improve (weight, crashworthiness, eco-compliance, efficiency) the cabin equipment and optimize their
integration to perform a global set of services.
Sub Topic 4.2: design and execution
Objective:
The Core Partner shall design and manufacture the main elements that will consist of a dedicated partial
demonstrator or will be integrated in a full scale and functional demonstrator of a business jet area. Within the
present Strategic Topic, technologies shall be verified and validated with the aim to reach TRL 5 at sub-
component level (full scale cabin interior items)
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Taking into account the output of Sub Topic 4.1, the Core Partner will design and manufacture innovative
elements to be integrated either in a local/partial demonstrator (novel equipment, systems, cabin
configuration), either in a full scale functional mock-up of a business jet cabin area.
The Core Partner will be in charge of verifying and validating that the developed technologies/solutions are
compliant at all level to the applicable constraints and requirements of the business jets world.
The design, manufacturing, and testing of the full scale functional mock-up will be under Dassault Aviation
responsibility. Dassault Aviation shall require support from the Core Partner for the integration of its
components and the integration tests to be performed on the demonstrator.
In order to summarize the main ST points to be addressed by the Applicant, hereafter a brief list follows:
to provide innovative solutions and methodologies for interior items (passenger seats, lavatory, galley,
thermal-acoustical insulation, flight attendant seat, cabin lining, stowage bin and lighting) optimizing cabin
environment from the comfort and health point of views, taking contemporarily into account aspects
related to cost, weight, safety and maintainability/reliability;
determination of a cumulative index factor including interior comfort aspects for an overall cabin
ergonomic performance evaluation;
to propose and develop peculiar design solutions for the people with reduced mobility in the cabin;
development of innovative technologies with particular reference to the Environmental Friendly Materials
and Noise&Vibration aspects for the listed interior items (ref. Sub-topic1.1);
manufacturing either coupon and full scale interior cabin items for verification and validation of
technological processes and test purposes;
design and execution of small/medium/full scale test with relevant reporting
Intellectual Property
SECTION 3 of Clean Sky 2 JU "MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS” shall be
applied. Any activity/deliverable that will be produced by the Core Partners, that will be developed starting
from requirements, analysis, or inputs from Alenia Aermacchi and Dassault Aviation shall be considered as
jointly generated as per para. 26.2 of said MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS.
Joint ownership of results shall be applied to the above described results.
Confidentiality
Article 36 of Clean Sky 2 JU "MULTI-BENEFICIARY MODEL GRANT AGREEMENT FOR MEMBERS” shall be applied.
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3. Major Deliverables/Milestones and schedule (estimate)
The Core Partner is requested to provide deliverables for the proposed activities in accordance with the
relevant Preliminary Schedules contained in the JTP. The expected starting date of Core Partner activity start
time is around 1st of January 2016 (T0). Core Partner contributions are requested to start from T0 and last until
T0+72.
The Applicant will be periodically called to participate to review meetings for activity status.
Following table contains a preliminary list of the all the major inputs (Ix) from ST Leaders to be provided to the
Applicant:
Inputs from Regional Aircraft
Ref. No. Title – Description Type Due Date
I1 Identification and definition of the Key Cabin Drivers for
Passenger/Crew and wellbeing in the aircraft cabin
Report already available
at T0
I2 Identification of the cabin constraints limiting/influencing
the key cabin drivers necessary for achievement of
Human Centred Cabin Environment
Report already available
at T0
I3 Definition of the Noise & Vibration requirements and
Targets
Report already available
at T0
I4 Preliminary assessment on the environmental
achievements with new materials/technologies
Report already available
at T0
I5 Test cases Requirements for the small/medium scale
tests
Report T0 + M20
I6 Test cases Requirements for full equipment scale tests Report T0 + M54
I7
Requirements for equipment to be developed for the full
scale on-ground demonstrator of the WP 3.2 of the R-
IADP
Report T0 + M57
Table 3 – Main ST Leader Input List
The following Table includes the major deliverables to be provided by the Core Partner.
Deliverables
Ref. No. Title - Description Type Due Date
Sub Topic 1: Definition of Human Centered Interiors for Regional Aircraft
D1 Multifunctional regional Interior Cabin systems innovative
technologies (e.g. OLED, General Lighting) Technical Specification
R T0 + 8
D2 Multifunctional Major regional Cabin items - Technical Specifications R T0 + 16
D3 Test Report for regional Small/Medium Scale Test
Campaign/Process/Results
R T0 + 24
D4 Design Assessment Technical Note R T0 + 32
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Deliverables
Ref. No. Title - Description Type Due Date
D5 Validation Methodology Report R T0 + 40
D6 Manufacturability analysis and trials of regional interiors full scale
concepts
D T0 + 48
D7 Test Report for regional Full Scale Test Campaign/Process/Results R T0 + 60
D8 Regional Interior Items to support Full Scale test-bed D T0 + 60
D9 Verification Method Assessment Technical Note R T0 + 64
D10 Final validation report regarding Multidisciplinary human centered
regional Cabin interiors
R T0 + 72
Sub Topic 2: Acoustics – Noise & Vibration for Regional Aircraft
D11 Human perception based comfort indexes for low noise and vibration
assessment
R T0 + 12
D12 Innovative N&V treatments for cabin comfort optimization R T0 + 24
D13 Comfortable seat design minimizing cabin noise and vibration
passenger perception
R T0 + 42
D14 Assessment of solutions coming from innovative treatments and seats
at cabin level
R T0 + 60
Sub Topic 3: Environmental Friendly Materials for Regional Aircraft
D15 Final List of the Environmental Friendly Materials to be investigated R T0 + 48
D16 Test Report (mechanical, physical, chemicals FST) of EFM R T0 + 60
Sub Topic 4: Office Centred Cabin for Business Jets
D17 Innovative Technologies/Solutions Technical Specification R T0 + 6
D18 Preliminary Technical Specification R T0 + 24
D19 Detailed Design Assessment Technical Note R T0 + 36
D20 Items of Innovative Technologies/Solutions to be integrated in the
demonstrator(s)
D T0 + 48
D21 Final validation report R T0 + 60
Table 4 – Main Deliverables List
The following Table includes the major milestones to be achieved by the Core Partner.
Milestones
Ref. No. Description Type Due Date
Sub Topic 1: Interiors for Human Centred Cabin for Regional Aircraft
M1 Technical Definition of Innovative Technologies R T0 + 8
M2 Definition of Multifunctional Major regional Cabin items requirements R T0 + 16
M3 Validation Cases – regional Small/Medium Scale Test
Campaign/Process/Results R T0 + 24
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Milestones
Ref. No. Description Type Due Date
M4 Design Assessment Definition RM T0 + 32
M5 Validation Methodology Definition R T0 + 40
M6 Manufacturability trade-off and construction of major regional items
design advanced full scale concepts D T0 + 48
M7 Validation Cases – Full Scale Test Campaign/Process/Results R T0 + 60
M8 Availability of regional Interior Items to support Full Scale test-bed D T0 + 60
M9 Verification Method Definition R T0 + 64
M10 Final Assessment of the developed technologies, methodologies and
technical solutions RM T0 + 72
Sub Topic 2: Acoustics – Noise & Vibration for Regional Aircraft
M11 Innovative N&V treatments and seat design R T0 + 42
M12 N&V Human perception final assessment RM T0 + 60
Sub Topic 3: Environmental Friendly Materials for Regional Aircraft
M13 Final Definition of Innovative Materials R T0 + 48
M14 Completion of Test Campaign on the EFM application to the cabin
interior items R T0 + 60
Sub Topic 4: Office Centred Cabin for Business Jets
M15 Technical Definition of Innovative Technologies/Solutions to be
developed R T0 + 6
M16 Preliminary Design Review RM T0 + 24
M17 Critical Design Review RM T0 + 36
M18 Availability of innovative elements to be integrated in partial
demonstrator(s) or full scale/functional demonstrator D T0 + 48
M19 Final Assessment of the developed technologies/solutions following
evaluation on demonstrator(s) R T0 + 60
Table 5 – Main Milestones List
*Type:
R: Report
RM: Review Meeting
D: Delivery of hardware/software
As reference, Figure 1 & 2 respectively show the work breakdown structure and preliminary schedule of
Airframe ITD WP B-4.4. Figure 3 shows the interfaces scheme of Regional Aircraft ITD WP 3.2.
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Figure 1 – Airframe ITD WP B-4.4 WBS
Figure 2 – Airframe ITD HVE WP B-4.4 Preliminary Schedule
Figure 3 – Airframe ITD HPE WP A-5.2 Preliminary Schedule
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Figure 4 – Main interfaces HVC Airframe ITD with Regional Aircraft WP 3.2 scheme
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
Core Partner shall be able to support and bring major contribution to the main activities listed and described in
the paragraph 2.
Core Partner is requested to support (manufacturing of sample, prototypes etc.) and perform various small-
scale test activities (structural, integrated system, acoustics, FST, manufacturing process repeatability etc.) to
validate the proposed concept(s) and solution in a local context according to type of application, constraints
and partner specification requirements. Performance, operability and the acceptability of operational aspects
will be the primary concerns.
The Core Partner shall prove to have the following major skills and capabilities, with particular reference to the
aircraft interior components and environment:
Acknowledged competence in the management of very articulated programme and capability of technical
conduction of complex project;
Proven experience in international R&T projects cooperating with industrial partners, institutions,
technology centres, universities;
Quality and risk management capabilities demonstrated through applications on international R&T projects
and/or industrial environment;
Proven experience in the use of design, analysis and configuration management tools of the aeronautical
industry (i.e. CATIA v5 release 21, NASTRAN, VPM);
Experience with TRL Reviews or equivalent technology readiness assessment techniques in research and
manufacturing projects for aeronautical industry.
Moreover, the Core Partner shall have fields of expertise briefly summarized in the Table below:
Field of expertise
Leadership International proven experience leading in European project with wide
expertise in management of research first level work package.
Designer Proven competence in leading large-scale design of interiors components, with
emphasis on comfort aspects.
Optimizer Internationally leading specialists in numerical optimization based on the tools
available on the market.
Manufacturer Proven experience from manufacturing of cabin interiors major items in form.
Experimentalist Proven experience in experimental testing.
Certifier Proven experience in A/C certification and setting up inspection schemes.
Table 6 - Field of expertise
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5. Glossary
AIR: Airframe
AL: Activity Line
CAD: Computer-Aided Design
CAE: Computer-Aided Engineering
CAS: Cabin Attendant Seat
CSJU: Clean Sky Joint Undertaking
DVMU: Digital & Virtual Mock-Up
DVA: Dynamic Vibration Absorbers
FA: Flight Attendant
FAR: Federal Aviation Regulation
FST: Fire, Smoke, Toxicity
HPE: High Performance and Energy Efficiency
HVE: High Versatility and Cost Efficiency
IADP: Innovative Aircraft Demonstrator Platforms
IFE: In-Flight Entertainment
TD: Integrated Technology Demonstrators
JTP: Joint Technical Programme
LED: Light Emitting Diode
N&V: Noise & Vibration
NVH: Noise, Vibration & Harshness
OLED: Organic Light Emitting Diode
PRM: People with Reduced Mobility
R&T: Research & Technology
SIL: Speech Interference Level
SOA: State Of Art
SPD: System & Platform Demonstrators
ST: Strategic Topic
TL: Transmission Loss
TRL: Technology Readiness Level
TS: Technology Stream
UCD: Used Centered Design
VOC: Volatile Organic Compound
WBS: Work Breakdown Structure
WP: Work Package
WV: Wave
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1.4. Clean Sky 2 – Engines ITD
I. Intermediate Compressor Frame for Ultra High Propulsive Efficiency (UHPE)
Demonstrator for Short / Medium Range aircraft
Type of action (RIA or IA) IA
Programme Area ENG
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) WP2.2.6
Leading Company Safran/Snecma
Indicative Funding Topic Value (in M€) 3,5
Duration of the action (in Months) 96 Indicative
Start
Date‡‡‡
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-ENG-
01-04
Intermediate Compressor Frame for Ultra High Propulsive Efficiency
(UHPE) Demonstrator for Short / Medium Range aircraft
Short description (3 lines)
This topic includes design, manufacturing, instrumentation of the Intermediate Compressor Frame for
UHPE Ground Test Demonstrator (GTD) and test support for the UHPE GTD. Innovation is required to
develop a structural light weight Intermediate Compressor Frame (ICF).
‡‡‡
The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all the necessary elements are in place before
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1. Background
This strategic topic refers to the Joint Technical Proposal (JTP), addressing the
System and Platform Demonstrators (SPD):
Integrated Technology Demonstrator (ITD) Engine - WP2.
Ultra High Propulsive Efficiency (UHPE) propulsion system technologies
demonstrator for Short / Medium Range aircraft (SMR).
In this Clean Sky 2 ITD, SAFRAN/Snecma is the leader of a Ground Test
Demonstrator (GTD) of the UHPE
WP2 aims at reaching TRL 5-6 maturation by mid-2021 for a set of specific technologies dedicated to
the UHPE concept. The chosen architecture is an Ultra High Bypass Ratio turbofan (ducted
architecture) with a by-pass ratio preliminary anticipated within the range of 15-20. The purpose of
this WP is to:
Demonstrate and validate the overall performances (Specific Fuel Consumption, etc.) of the
UHBR concept by assessing mainly the parts brought by the low pressure components measured
in actual engine environment
Obtain certain characteristics of the new modules as well as their mechanical and dynamic
behaviour in the actual engine environment
Obtain acoustic data from engine ground tests to consolidate noise benefits at aircraft level
This topic includes design, manufacturing, instrumentation of the Intermediate Compressor Frame
for UHPE Ground Test Demonstrator (GTD) and test support for the UHPE GTD. Innovation is
required to develop a structural light weight Intermediate Compressor Frame (ICF).
In the frame of this Call for Core Partner, the Applicant will be responsible for the tasks linked to the
Intermediate Compressor Frame:
Intermediate Compressor Frame (ICF) for Ground Test UHPE Demo Engine (GTD)
o Pre-design and Design of the ICF module
o Manufacturing of the ICF module
o Assembly and Instrumentation of the ICF module
o Support the Ground Test of the UHPE Demo Engine for the ICF module
Intermediate Compressor Frame Module for Scale 1 Component Tests
o Testing for Scale 1 Component. Note that the Rig and required adaptations parts will be
of the Applicant‘s responsibility.
o Manufacture the Intermediate Compressor Frame module and rig for Scale 1 component
Tests
o Assembly and instrumentation of the Intermediate Compressor Frame module/parts and
rig Scale 1 Component Tests: These tests are mechanical structural tests aiming at
demonstrating the mechanical capacity of the Frame (static tests and dynamic fatigue
tests).
An UHPE demonstrator candidate
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The associated tasks are part of WP2.1, WP2.2 and WP2.6 as described in the Work Breakdown
Structure (WBS) hereafter:
2. Scope of work
The scope of work deals with the following strategic objectives:
On the Engine Side, propose, select and test the Intermediate Compressor Frame concept which
will be part of and fit with the optimized concept of UHPE. This optimization has to take into
account the interface aspect of this component, between the LP compressor and the HP
compressor and the (possible) function of engine suspension.
On the Module Side, mature robust, efficient and lightweight Intermediate Compressor Frame
technologies, up to TRL6 through Ground Testing of the UHPE Demonstrator in order to
demonstrate and validate the overall performances (specific fuel consumption, etc.) of the Ultra-
High Bypass-Ratio (UHBR) concept by assessing mainly the parts of the LP components tested in
actual engine environment.
As part of WP2.1 of the ITD Engine (candidate, concept, demo architecture, demo integration), this
will cover:
WP 2 : UHPE demonstratorfor SMR aircraft
WP 2.1: Candidates , Concept, Demo Architecture, Demo Integration
WP 2.5: Controls & Other Systems
WP 2.4: Low Pressure Turbine (LPT)
WP 2.3: Transmission System
WP 2.2: Propulsive System ( Fan, Booster, Cold Structures, Nacelle, Nozzles )
WP 2.6: Demo Built Up and Ground Tests
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o Studies of best candidates for High Propulsive Efficiency Propulsion Powerplant System concepts,
including nacelle aspects.
o Preliminary studies, scorecard of the different concepts studied & technologies used, and choice
(in accordance with Snecma, acting as the whole engine integrator) of demo concept adequate
to mature the UHPE concept, taking into account the use of an existing High Propulsive core
engine and nacelle aspects, leading to issuance of demo specifications.
Note that some concepts to study / implement on Intermediate Compressor Frame during this phase
could be proposed by SN for evaluation, and will have to be quoted in scorecard prior to final choice.
As part of WP 2.2 of the ITD Engine (Propulsive System) and in relationship with WP 2.1, this will
cover:
o Concept study compatible with the UHPE concept and specifications (iterated w/ SN & partner)
o Pre-designs study of the Intermediate Compressor Frame module
o Note that some pre-designs to study during this phase could be proposed by SN for evaluation.
o Design and drawings of the Intermediate Compressor Frame module compliant w/ ICF module
specifications (iterated between SN & partner)
o Material, processes feasibility and characterization tests if required
o Manufacturing of one ICF module including its equipment for component tests
o Assembly and instrumentation of the ICF module for component tests Component tests of the
ICF module at scale 1 : mechanical tests
o Manufacturing of one Intermediate Compressor Frame module for UHPE GTD Engine
As part of WP2.6 of the ITD Engine (Demo Built Up and Ground Tests), this will cover:
o Assembly and instrumentation of equipped ICF for UHPE GTD Engine
o Support during UHPE GTD Engine, that includes:
- Participation in reviews before test (Test Readiness review) for the ICF
- Monitoring of ICF parameters during the UHPE Ground Test
- Participation in the inspection of the ICF parts if needed
- Repair or replacement of the ICF parts and their instrumentation if needed
- Delivery of test report for the Intermediate Compressor Frame parts
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3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type Due Date
D1 ICF module for UHPE GTD: Concept study and feasibility report R and RM T0 + 5M
D2 ICF module for UHPE GTD: Demo specifications R and RM T0 + 8M
D3 ICF module for UHPE GTD: Preliminary Design Review and
report
R and RM T0 + 22M
D4 ICF module for UHPE GTD: Critical Design Review and Detailed
Design Report
R and RM T0 + 35M
D5 Results of partial tests, material tests for technology maturation
and assessment: Tests Report
R and RM T0 + 29M
D6 ICF module for UHPE GTD: rig tests plan and scale 1 rig Tests
Readiness Review
R and RM T0 + 41M
D7 ICF module: hardware delivery to rig test facility D T0 + 44M
D8 ICF module : component testing completed:
- completed with hardware
inspection review and report
RM T0 + 53M
D9 ICF module: rig test reports R T0 + 56M
D10 ICF module: hardware delivery to engine assembly stand D T0 + 44M
D11 Engine readiness review
Documentation for ICF module:
- Delivered Hardware status
- Instrumentation
- Engine Test Plan requirements
R and RM T0 + 56M
D12 Engine Ground Test report for ICF module R T0 + 68M
D13 Lessons learnt for ICF module R T0 + 68M
*Type:
R: Report
RM: Review Meeting
D: Delivery of hardware/software
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Overall UHPE SNECMA schedule
Quartile 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Studies of best candidates for High
Propulsive Efficiency PPS concepts, ▼
incl. nacelle aspects
Preliminaty studies and choice of demo
concept adequate to mature UHPE concept ▼
(use of existing HP core & incl. nacelle aspects)
▼
Preliminary design
▼
Detailed Design
Demo instrumentation, assembly & bench update
▼
Manufacturing
▼
Ground test
▼
Result analysis
TRL Progresses 3 4 5
2014
D1: demo selection
M2: PDR
M3: CDR
D2: Engine & bench
M1: Demo concept selection
2020
ready for ground test
M4: demo 1st run
D3: Report on ground test
2021 20222015 2016 2017 2018 2019
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
Expertise and skills
o Design of aeronautic commercial engine structural parts or modules: thermal mechanics,
vibrations
o 3D modelling
o Aerodynamics and 3D CFD (optional – strut aero design could be provided by SN)
o Manufacture of aeronautic commercial engine structural parts or modules
o Inspection means and expertise for quality assessment of produced parts
o Material characterization especially for fatigue characteristics (HCF, LCF)
o Instrumentation and mechanical component test capability
o Quality manual to ensure quality of design, materials, manufacturing, instrumentation, test,
conditioning and shipping of hardware
o Risk analysis, failure mode and effect analysis
o Demonstrated capability to deliver structural frames and rotating parts able to be integrated on
an actual scale 1 Flying Test Bed
Capabilities and track records
o Company qualified as an aeronautic supplier for product commercial engine parts
o Company certified for Quality regulations (ISO 9001, ISO 14001) and for Design of engine
subsystems or modules (CSE, Part 21, Part 145)
Competences to deal with risks associated to the action
At SPD level:
o Background in Research and Technology (R&T) for aeronautics especially on Turbofan
Demonstrators and Structural and Rotating parts
o Lessons learnt on delivery of instrumented part(s) or module(s) for scale 1 engine demonstrator
o Experience on design, manufacturing and testing of large structural engine parts Operating at
intermediate temperature conditions (outer diameter 1m., weight 200kg, max flowpath
temperature around 250°C )
At applicant level:
o Background in R&T for aeronautics
o Project Management capability for 10M€ project
o Quality Management capability for 10M€ project
o Exchange of technical information through network: 3D models of parts, Interface Control
Documents, Digital Mock-Up, 3D models available at CATIA format
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Expertise
o Available in the internal audit team
o Resources in house for design, manufacturing, material, instrumentation, tests
Intellectual property and confidentiality
o Snecma will own the specification, while the Core Partner will own the technical solutions that he
will implement into the corresponding subsystems.
o Snecma information related to this programme must remain within the Core Partner; in
particular, no devulgation of this strategic topic to Core Partner affiliate will be granted.
Ownership and use of the demonstrators
o The Core Partner will deliver demonstrator parts to Snecma. Each part integrated or added in the
demonstrator will remain the property of the party who has provided the part.
o Notwithstanding any other provision, during the project and for five (5) years from the end of the
project, each party agrees to grant to Snecma a free of charge right of use of the relevant
demonstrator and its parts.
o After the end of the period, each party may request the return of the parts of the demonstrator(s)
that it provided. If the concerned parts are returned, no warranty shall be given or assumed
(expressed or implied) of any kind in relation to such part whether in regard to the physical
condition, serviceability, or otherwise.
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5. Glossary
ACARE Advisory Council for Aeronautics Research in Europe
AIP Annual Implementation Plan
ATM Air Traffic Management
CDR Critical Design Review
CFP Call for Proposals
CS2 Clean Sky 2
CS2 JU Clean Sky 2 Joint Undertaking
EC European Commission
GTD Ground Test Demonstrator
IADP Innovative Aircraft Development platform
ITD Integrated Technology Demonstrator
SPD Strategic Platform Demonstrator
STD Strategic Topic Description
TA Transverse Activities
TE Technology Evaluator
TP Technology Products
TRL Technology Readiness Level
UHPE Ultra High Propulsive Efficiency
WP Work Package
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II. Turbine Vane Frame for Ultra High Propulsive Efficiency (UHPE) Demonstrator for Short
/ Medium Range aircraft
Type of action (RIA or IA) IA
Programme Area ENG
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) WP2.4.1
Leading Company Safran/Snecma
Indicative Funding Topic Value (in M€) 4
Duration of the action (in Months) 96 Indicative
Start
Date§§§
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-ENG-
01-05
Turbine Vane Frame for Ultra High Propulsive Efficiency (UHPE)
Demonstrator for Short / Medium Range aircraft
Short description (3 lines)
This topic includes design, manufacturing, instrumentation of the Low Pressure Turbine Vane Frame
(TVF) for UHPE Ground Test Demonstrator (GTD) and test support for the UHPE GTD. Innovation is
required to develop a structural light weight Turbine Vane Frame (TVF) component.
§§§
The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all the necessary elements are in place before
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1. Background
This strategic topic refers to the Joint Technical Proposal (JTP), addressing the System and Platform
Demonstrators (SPD):
Integrated Technology Demonstrator (ITD) Engine - WP2.
Ultra High Propulsive Efficiency (UHPE) propulsion system technologies
demonstrator for Short / Medium Range aircraft (SMR).
In this Clean Sky 2 ITD, SAFRAN/Snecma is the leader of a Ground Test
Demonstrator (GTD) of the UHPE
WP2 aims at reaching TRL 5-6 maturation by mid-2021 for a set of specific technologies dedicated to
the UHPE concept. The chosen architecture is an Ultra High Bypass Ratio turbofan (ducted
architecture) with a by-pass ratio preliminary anticipated within the range of 15-20. The purpose of
this WP is to:
Demonstrate and validate the overall performances (Specific Fuel Consumption, etc.) of the
UHBR (Ultra High Bypass. Ratio) concept by assessing mainly the parts of the low pressure
components tested in actual engine environment
Obtain certain characteristics of the new modules as well as their mechanical and dynamic
behaviour in the actual engine environment
Obtain acoustic data from engine ground test to consolidate noise benefits at aircraft level
This topic includes design, manufacturing, instrumentation of the Low Pressure Turbine Vane Frame
(TVF) for UHPE Ground Test Demonstrator (GTD) and test support for the UHPE GTD. Innovation is
required to develop a structural light weight Turbine Vane Frame (TVF) component.
In the frame of this Call for Core Partner, the Applicant will be responsible for the tasks linked to the
Turbine Vane Frame (TVF):
Turbine Vane Frame (TVF) for Ground Test UHPE Demo Engine (GTD):
‒ Design the TVF module/part
‒ Manufacture the TVF module/part
‒ Assembly and Instrumentation of the TVF module/part
‒ Support the Ground Test of the UHPE Demo Engine for the TVF module/part
Turbine Vane Frame (TVF) for Scale 1 Component Tests:
‒ Manufacture theTVF module/parts and rig
‒ Assembly and instrumentation of the TVF module/parts and rig
‒ Scale 1 Component Tests: These tests are mechanical structural tests or aerodynamic tests
(This is to be Defined)
An UHPE demonstrator
candidate
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The associated tasks are part of WP2.1, WP2.4 and WP2.6 as described in the Work Breakdown
Structure (WBS) hereafter:
UHPE GTD includes a Turbine Vane Frame (TVF) which is linking the High Pressure Turbine (HPT) with
the Low Pressure Turbine (LPT).
TVF aerodynamic function is to feed the LPT with airflow. It integrates vanes in order to orientate the
airflow.
TVF is a structural module. It may transmit engine torques and forces to the engine mounting system,
depending on the design of the whole Integrated Propulsion Powerplant System.
This TVF will support several functions; for instance the lubrication of the bearings, aft mounting
system interfaces, sealing interfaces with the rotor. These functions will require equipment such as
the oil and tubes on the case and through TVF vanes, bearing supports, oil injectors, equipment
supports.
The design of the TVF and its equipment shall integrate the flight test constraint, so that this design
can be re-used after the Ground Test for a future potential Flight Test Demo (FTD) of UHPE.
WP 2 : UHPE demonstratorfor SMR aircraft
WP 2.1: Candidates , Concept, Demo Architecture, Demo Integration
WP 2.5: Controls & Other Systems
WP 2.4: Low Pressure Turbine (LPT)
WP 2.3: Transmission System
WP 2.2: Propulsive System ( Fan, Booster, Cold Structures, Nacelle, Nozzles )
WP 2.6: Demo Built Up and Ground Tests
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2. Scope of work
The scope of work deals with the following strategic objectives:
On the Engine Side, propose, select and test the TVF concept which will be part of and fit with
the optimized concept of UHPE. This optimization has to take into account the interface aspect of
this component, between the HP turbine and the LP turbine and the (possible) function of
engine suspension.
On the Module Side, mature robust, efficient and lightweight TVF technologies, up to TRL6
through Ground Testing of TVF of the UHPE Demonstrator in order to demonstrate and validate
the overall performances (specific fuel consumption, etc.) of the Ultra-High Bypass-Ratio (UHBR)
concept by assessing mainly the parts of the LP components tested in actual engine environment.
As part of WP2.1 of the ITD Engine (candidate, concept, demo architecture, demo integration), this
will cover:
o Studies of best candidates for High Propulsive Efficiency Propulsion Powerplant System concepts,
including nacelle aspects.
o Preliminary studies and choice of demo concept adequate to mature UHPE concept, taking into
account the use of an existing High Propulsive core engine and nacelle aspects, leading to
issuance of demo specifications.
o Note that some concepts to study / implement on TVF during this phase could be proposed by
SN for evaluation, and will have to be quoted in scorecard prior to final choice.
As part of WP 2.4 of the ITD Engine (Low Pressure Turbine ) and in relationship with WP 2.1, this will
cover:
o Concept study of UHPE TVF module
o Preliminary Design of TVF module including its equipment
o Design of TVF module including its equipment
o Material and Processes feasibility and characterization tests
o Manufacturing of one TVF module including its equipment for component tests
o Assembly and instrumentation of the ICF module for component tests
o Component tests of the TVF module at scale 1 : aerodynamic or mechanical tests
o Manufacturing of one TVF module including its equipment for UHPE GTD Engine
As part of WP2.6 of the ITD Engine (Demo Built Up and Ground Tests), this will cover:
o Assembly and instrumentation of equipped TVF module for UHPE GTD Engine
o Support during UHPE GTD Engine, that includes:
- Participation in reviews before test (Test Readiness review) for TVF
- Monitoring of TVF parameters during the UHPE Ground Test
- Participation in the inspection of the TVF parts if needed
- Repair or replacement of TVF parts and their instrumentation if needed
- Delivery of test report for TVF parts
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3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type Due Date
D1 TVF module for UHPE GTD: Concept study and feasibility
report R and RM T0 + 5M
D2 TVF module for UHPE GTD: Demo specifications R and RM T0 + 8M
D3 TVF module for UHPE GTD: Preliminary Design Review and
report R and RM T0 + 22M
D4 TVF module for UHPE GTD: Critical Design Review and
Detailed Design Report R and RM T0 + 35M
D5 Results of partial tests, material tests for technology
maturation and assessment: Tests Report R and RM T0 + 29M
D6 TVF component tests plan and scale 1 component Tests
Readiness Review R and RM T0 + 41M
D7 TVF: hardware delivery to component test facility D T0 + 44M
D8
TVF: component testing completed:
- completed with hardware
inspection review and report
RM T0 + 53M
D9 TVF : component test reports R T0 + 53M
D10 Equipped TVF module: hardware delivery to engine assembly
stand D T0 + 44M
D11
Engine readiness review
Documentation for TVF module:
- Delivered Hardware status
- Instrumentation
- Engine Test Plan requirements
R and RM T0 + 56M
D12 Engine Ground Test report for TVF module R T0 + 68M
D13 Lessons learnt for TVF module R T0 + 68M
*Type:
R: Report
RM: Review Meeting
D: Delivery of hardware/software
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Overall UHPE SN Schedule
Quartile 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4
Studies of best candidates for High
Propulsive Efficiency PPS concepts, ▼
incl. nacelle aspects
Preliminaty studies and choice of demo
concept adequate to mature UHPE concept ▼
(use of existing HP core & incl. nacelle aspects)
▼
Preliminary design
▼
Detailed Design
Demo instrumentation, assembly & bench update
▼
Manufacturing
▼
Ground test
▼
Result analysis
TRL Progresses 3 4 5
ready for ground test
M4: demo 1st run
D3: Report on ground test
2021 20222015 2016 2017 2018 20192014
D1: demo selection
M2: PDR
M3: CDR
D2: Engine & bench
M1: Demo concept selection
2020
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
Expertise and skills
‒ Design of aeronautic commercial engine structural parts or modules: aerodynamics, thermal
mechanics, vibrations
‒ Design of aeronautic commercial engine high temperature parts or modules: material, thermal and
mechanical calculation methodologies
‒ 3D modelling and 3D CFD
‒ Manufacture of aeronautic commercial engine structural parts or modules
‒ Manufacture of aeronautic commercial engine high temperature parts or modules
‒ Manufacture of aeronautic commercial engine rotating parts
‒ Inspection means and expertise for quality assessment of produced part
‒ Material characterization especially for fatigue characteristics (HCF, LCF)
‒ Instrumentation and mechanical component test capability
‒ Quality manual to ensure quality of design, materials, manufacturing, instrumentation, test,
conditioning and shipping of hardware
‒ Risk analysis, failure mode and effect analysis
‒ Demonstrated capability to deliver structural frames and rotating parts able to be integrated on an
actual scale 1 Flying Test Bed
Capabilities and track records
‒ Company qualified as an aeronautic supplier for product commercial engine parts
‒ Company certified for Quality regulations (ISO 9001, ISO 14001) and for Design of engine subsystems
or modules (CSE, Part 21, Part 145)
Competences to deal with risks associated to the action
At SPD level:
‒ Background in Research and Technology (R&T) for aeronautics especially on Turbofan Demonstrators
and Structural and Rotating parts
‒ Lessons learnt on delivery of instrumented part(s) or module(s) for scale 1 engine demonstrator
‒ Experience on design, manufacturing and testing of large structural engine parts operating at high
temperature conditions (outer diameter 1m, weight 200kg, max flowpath temperature around
1100°C )
At applicant level:
‒ Background in R&T for aeronautics
‒ Project Management capability for 10M€ project
‒ Quality Management capability for 10M€ project
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‒ Exchange of technical information through network: 3D models of parts, Interface Control
Documents, Digital Mock-Up, 3D models available at CATIA format
Expertise
‒ Available in the internal audit team
‒ Resources in house for design, manufacturing, material, instrumentation, tests
Intellectual property and confidentiality
‒ Snecma will own the specification, while the Core Partner will own the technical solutions that he will
implement into the corresponding subsystems.
‒ Snecma information related to this programme must remain within the Core Partner; in particular, no
devulgation of this strategic topic to Core Partner affiliate will be granted.
Ownership and use of the demonstrators
‒ The Core Partner will deliver demonstrator parts to Snecma. Each part integrated or added in the
demonstrator will remain the property of the party who has provided the part.
‒ Notwithstanding any other provision, during the project and for five (5) years from the end of the
project, each party agrees to grant to Snecma a free of charge right of use of the relevant
demonstrator and its parts.
‒ After the end of the period, each party may request the return of the parts of the demonstrator(s)
that it provided. If the concerned parts are returned, no warranty shall be given or assumed
(expressed or implied) of any kind in relation to such part whether in regard to the physical condition,
serviceability, or otherwise.
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5. Glossary
ACARE Advisory Council for Aeronautics Research in Europe
AIP Annual Implementation Plan
ATM Air Traffic Management
CDR Critical Design Review
CFP Call for Proposals
CS2 Clean Sky 2
CS2 JU Clean Sky 2 Joint Undertaking
EC European Commission
GTD Ground Test Demonstrator
IADP Innovative Aircraft Development platform
ITD Integrated Technology Demonstrator
SPD Strategic Platform Demonstrator
STD Strategic Topic Description
TA Transverse Activities
TE Technology Evaluator
TP Technology Products
TRL Technology Readiness Level
UHPE Ultra High Propulsive Efficiency
WP Work Package
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III. Business Aviation / Short Regional TP demonstrator: Advanced Power & Accessory Gear Box
Type of action (RIA or IA) IA
Programme Area ENG
Joint Technical Programme (JTP) Ref. JTP Version 5
Work Packages (to which it refers in the JTP) WP3
Leading Company Safran/Turbomeca
Indicative Funding Topic Value (in M€) 3
Duration of the action (in Months) 72 Indicative
Start Date13
01/04/2016
Identification
Number Title
JTI-CS2-2015-
CPW02-ENG-01-06
Business Aviation / Short Regional TP demonstrator
Advanced Power & Accessory Gear Box
Short description (3 lines)
The core partner will be responsible for the detailed design, manufacturing & partial testing of the
Power & Accessory Gear Box (PAGB). He will deliver 2 PAGB demonstrators parts to be tested at
Turbomeca Engine Propeller ground test facility.
13
The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all the necessary elements are in place before
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1. Background
WP3 targets the acquisition of technologies for a high performance turboprop in the 1800-2000 thermal shp
class which will significantly upgrade the actual product efficiency. This demonstrator will deliver
technologies maturity up to TRL 5/6 in 2019 with capability to be part of the next generation of aircrafts.
The purpose is to provide an alternative to US products with an optimized solution based on a whole
Integrated Power Plant System; each Subsystem will be optimized taking into account the other subsystems
and the overall target.
The current reference has 83% of market share in the considered power class.
The purpose is to bring to the market a new generation of turboprop; each subsystem of the turboprop is
meant to become the new state-of-the-art to achieve a global improved solution.
The base line core of ARDIDEN3 engine will be improved specifically for turboprop application and then
integrated with innovative gear box, new air inlet and innovative propeller.
The figure below shows the project structure. The core partner is expected to lead the work package WP3.3.
He will also take active part in the work package WP3.1.4.
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2. Scope of work
This call for Core Partner is dedicated to the Power & Accessory Gear Box (PAGB) of the demonstrator. The core partner will be responsible for manufacturing & testing the Power & Accessory Gear Box. Those subsystems will be manufactured in quantities and scales suitable for the purpose of the ground testing to be performed at various test facilities. The core partner will be responsible for delivering the PAGB to be tested at TURBOMECA test facility. The activity will mainly consist in:
Designing & manufacturing PAGB in quantities suitable for the demonstration o 2 PAGB to be sent to TM o X PAGB dedicated to partial test rig at Core Partner facility o 1 spare PAGB
Delivering to TURBOMECA 2 PAGB to be tested at TURBOMECA test facility
Supporting TURBOMECA testing
Designing & Manufacturing a partial test rig for PAGB
Performing tests of the power line of the PAGB (fatigue, endurance, vibration test) simulating flight loads of the propeller
Designing & Manufacturing an advanced system to be fitted on existing TURBOMECA turboshaft engine test bed, allowing to run the engine without the propeller
Main technical parameters to be taken into account:
Maximum shaft horse power: 1100 SHP
Range for propeller rotationnal speed: 1700 RPM to 2000 RPM
Nominal rotationnal speed for the hydraulic brake at turboshaft engine test bed: 22000 RPM A specific call will be issued to cover the activities linked to the partial tests of the PAGB (estimated budget: 900 k€).
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3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type Due Date in months
WP3.3.4: First PAGB Acceptance test report and
manufacturing report R T0+12
WP3.3.3: First PAGB delivered at Turbomeca engine ground
test facility D T0+12
WP3.3.4: Test programme of PAGB partial testing
(Endurance + investigation tests) R T0+15
WP3.3.4: Advanced system for turboshaft engine ground test
bed delivered at Turbomeca D T0+18
WP3.3.3: PAGB modules & associated manufacturing &
acceptance test report R T0+21
WP3.3.3: Second PAGB delivered at Turbomeca engine
ground test facility D T0+21
WP3.3.4: Manufacturing report of PAGB partial test rig (including instrumentation
R T0+36
WP3.3.4: Detailed Report of PAGB partial testing including
Eventual incidents, problems
Test results detailed analysis
R T0+48
WP3.1.3: Contribution to IPPS performance assessment
(synthesis of PAGB behaviour)
R T0+60
WP3.1.3: Contribution to IPPS performance assessment
(synthesis of PAGB behaviour)
R T0+70
Milestones (when appropriate)
Ref. No. Title – Description Type Due Date in months
WP3.3.2: CDR for the PAGB RM T0+3
WP3.3.4: CDR for the PAGB test rig RM T0+6
WP3.3.4: CDR for the advanced system for engine ground
test bed RM T0+9
WP3.3.3: PAGB power line test rig operational RM T0+18
*Type: R: Report, RM: Review Meeting, D: Delivery of hardware/software
T0 : start of the activity
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
The technologies (Mechanical, Material, Manufacturing and Methods) required for supporting these module demonstration will be assessed within these activities.
Expertise in designing, manufacturing, assembling and testing the Power & Accessory Gear Box is required.
The core partner will demonstrate to have recognized skills in:
Aero-thermo-mechanics coupled phenomena
Rapid manufacturing
Light weight material component manufacturing
Module testing in relevant environment
Equipments:
Facilities for PAGB manufacturing and testing
Heavily instrumented test rigs for PAGB module
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5. Glossary
HW Hardware
IPPS Integrated Power Plant System
PAGB Power & Accessory Gear Box
6. Intellectual property and confidentiality
TURBOMECA will own the specification, while the core partner will own the technical solutions that he will
implement into the corresponding subsystems.
Any TURBOMECA information related to this programme must remain within the core partner; in particular,
no divulgation of this strategic topic to core partner affiliate will be granted.
7. Ownership and use of the demonstrators
The core partner will deliver demonstrator parts to TURBOMECA. Each part integrated or added in the
demonstrator will remain the property of the party who has provided the part.
Notwithstanding any other provision, during the project and for five (5) years from the end of the project,
each party agrees to grant to TURBOMECA a free of charge right of use of the relevant demonstrator and its
parts.
After the end of the period, each party may request the return of the parts of the demonstrator(s) that it
provided. If the concerned parts are returned, no warranty shall be given or assumed (expressed or implied)
of any kind in relation to such part whether in regard to the physical condition, serviceability, or otherwise.
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IV. Business Aviation / Short Regional TP demonstrator: Advanced propeller & controls design &
manufacturing and IPPS aero-acoustic performance assessment
Type of action (RIA or IA) IA
Programme Area ENG
Joint Technical Programme (JTP) Ref. JTP Version 5
Work Packages (to which it refers in the JTP) WP3
Leading Company Safran/Turbomeca
Indicative Funding Topic Value (in M€) 3,5
Duration of the action (in Months) 72 Indicative
Start Date14
01/04/2016
Identification
Number Title
JTI-CS2-2015-
CPW02-ENG-01-07
Business Aviation / Short Regional TP demonstrator
Advanced propeller & controls design & manufacturing and IPPS aero-acoustic
performance assessment
Short description (3 lines)
The core partner will be responsible for the detailed design & manufacturing of the propeller module
(propeller blades, hub & controls). Besides he will work on assessing the overall aeroacoustic
performance of the Integrated Power Plant System (IPPS), using both CFD & experimental tools.
14
The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all the necessary elements are in place before
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1. Background
WP3 targets the acquisition of technologies for a high performance turboprop in the 1800-2000 thermal shp
class which will significantly upgrade the actual product efficiency. This demonstrator will deliver
technologies maturity up to TRL 5/6 in 2019 with capability to be part of the next generation of aircrafts.
The purpose is to provide an alternative to US products with an optimized solution based on a whole
Integrated Power Plant System; each Subsystem will be optimized taking into account the other subsystems
and the overall target.
The current reference has 83% of market share in the considered power class.
The purpose is to bring to the market a new generation of turboprop; each subsystem of the turboprop is
meant to become the new state-of-the-art to achieve a global improved solution.
The base line core of ARDIDEN3 engine will be improved specifically for turboprop application and then
integrated with innovative gear box, new air inlet and innovative propeller.
The figure belows shows the project structure. The core partner is expected to lead the work packages WP3.4
and WP3.5. He will also take active part in the workpackage WP3.1, in particular in the evaluation of the
study and the ground testing.
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2. Scope of work
This call for Core Partner is dedicated to both the Propeller & Air Intake and Nacelle tasks. The core partner
will be responsible for:
Designing and delivering an advanced propeller with controls,
Assessing aerodynamic air intake performance as well as aero-acoustic performance of the IPPS.
In particular, the core partner will be responsible for delivering the propeller to be tested at TURBOMECA
engine ground test facility.
As far as the Propeller sub-system is concerned, the activity will mainly consist in:
Assessing the technical specification for the propeller
Designing the propeller and an advanced actuation system including the overspeed system and
addressing the case of synchronizing/synchrophasing
Providing Aerodynamic fields (air flow velocities, pressures and temperatures) downstream of the
propeller
Providing a complete propeller performance table for the overall aircraft and engine flight envelope
Providing to TURBOMECA all the stress loads, due to propeller, on shaft: 1P and nP Loads, Gyroscopic,
etc…
Delivering a complete propeller
Supporting TURBOMECA during engine testing
Performing technical reviews for the propeller module, with TM participation
Main technical parameters of the propeller module specification will be:
maximum shaft horse power: 1100 SHP
1700 RPM < propeller rotationnal speed < 2000 RPM
Weight below 80 kg
2.2m < propeller diameter < 3m
4 to 6 blades
Typical hub diameter ~20 inch
Activity factor: cruse oriented propeller
Single acting propeller system
Main positions: reverse position, flight idle, ground idle
To assess the performance of the IPPS, the core partner will be responsible for:
Performing Blade Element Method (BEM) analysis of propeller design using homemade code
Elaborating 3D mesh strategies for CFD simulations on propeller and on propeller + air intake
Performing 3D CFD simulations and aerodynamics and acoustics analysis on propeller and on
propeller + air intake for performance evaluation, including total pressure, angle and Mach number
distortions in the inlet compressor plan, at 4 flight conditions (typically Max cruise, Long range, Max
climb, Take off, to be defined during the project). Three levels of complexity will be considered int
these simulations
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o Actuator disc (propeller considered as a boundary condition)
o Moving Reference Frame (MRF) for both isolated propeller and propeller + air intake
o Full 3D unsteady simulations
Performing 3D analysis for detailed drag sources extraction of propeller & air intake (for example far
field analysis), including nacelle effect
Comparing CFD methods that will be applied, including:
o Validation protocol for each CFD method (based on available database)
Proposing design methodology combining CFD and low order method such as BEM
Proposing guidance for aerodynamic & acoustic design improvement (for instance, pressure losses
and distortion reduction)
Refining BEM tools analysis based on 3D CFD results and/or on available database
Performing measurements of pollutant emissions at the engine propeller ground test facility
Designing & manufacturing a mock-up of the air intake (including actuated IPS) and nacelle to be
tested in experimental windtunnel test facility
Performing windtunnel testing of the air intake + nacelle mock-up (no propeller), at various side slip
and incidence angles, IPS both opened and closed with altitude effects on IPPS.
A specific call will be issued to cover the windtunnel testing activities for the mock-up of the air intake &
nacelle (estimated budget: 1000 k€)
A specific call will be issued to cover windtunnel testing of the isolated propeller (estimated budget: 300 k€).
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3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title - Description Type Due Date in months
WP3.4.1: A (static + dynamic) model of the complete propeller
(such as “black box”) to be integrated in the engine controls
simulation software
D T0+3
WP3.4.2: Propeller details for performance evaluation using CFD
(To be updated during project) D T0+3
WP3.4.3: A complete new propeller including controls & OVS
protection system D T0+21
WP3.4.2: Manufacturing report of the new propeller R T0+24
WP3.4.3: Propeller & controls Failure Mode Effect & Critical
Analysis R T0+24
WP3.4.3: Propeller & controls Safety analysis including Fault tree
analysis R T0+27
WP3.5.1: BEM design tool D T0+3
WP3.5.2: Isolated Propeller: Detailed Report of 3D aerodynamic &
acoustic simulations including analysis R T0+12
WP3.5.2: IPPS (Propeller & air intake & nacelle): Detailed Report
of 3D aerodynamic & acoustic simulations including analysis R T0+24
WP3.5.2: Design of air intake + nacelle mock-up (no propeller,
with IPS)
D T0+12
WP3.5.2: Manufacturing of air intake + nacelle mock-up (no
propeller, with actuated IPS)
D T0+18
WP3.5.2: Manufacturing report of the air intake & nacelle mock-up R T0+24
WP3.5.2: Final assessment of Isolated Propeller: Analysis of 3D
aerodynamic & acoustic simulations & comparison with
experimental test results
R T0+24
WP3.5.2: Detailed Report with design guidance for IPPS
performance improvement (aerodynamic, noise) & improved
design methodology – comparison with experimental test results
R T0+36
WP3.1.4: Contribution to Core Engine test results analysis
(regarding pollutant emissions)
R T0+48
WP3.1.4: Contribution to Engine-Propeller test results analysis R T0+60
WP3.1.3: Contribution to IPPS performance assessment R T0+70
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Milestones (when appropriate)
Ref. No. Title – Description Type Due Date in months
WP3.4.2: PDR for the propeller including
Explanations for selecting/discarding technical solutions
Trade study report showing different blade geometries and
associated performance
RM T0+3
PDR for the air intake & nacelle mock-up
Inputs from WP3 leader to design the mock-up RM T0+6
WP3.4.2: CDR for the propeller including
Explanations for selecting/discarding technical solutions
Final blade outside geometry & CAD model (showing interfaces and principles of design)
RM T0+12
*Type: R: Report, RM: Review Meeting, D: Delivery of hardware/software - T0 : start of the activity
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
The technologies (Aerodynamic, Aeromechanical, Mechanical, Material, Manufacturing and Methods) required for supporting these modules demonstration will be assessed within these activities.
Among them, strong expertise in CFD simulations and analysis on aerodynamic & acoustic is required.
Expertise in designing, developing, building and testing a propeller & actuation system module (including OVS protection), under EASA certification constraints, is mandatory.
Expertise in performing URANS CFD simulations is required on the following topics:
Isolated propeller
Isolated air intake
Interactions between propeller, air intake & nacelle.
The core partner will demonstrate to have recognized skills in aeronautics in:
Mechanics & Materials
Acoustics
Vibrations
HPC CFD simulations
o Aero-thermo-acoustics coupled phenomena
o Aerodynamics and Acoustics
o Air flow numerical simulations of propellers and unsteady interactions between propeller & engine air intake
Testing (experimental investigations)
Experience of EASA certification process
Certification for propeller:
ISO 9001,
Part 145,
Part 21
Equipments:
Facilities for propeler demonstrator manufacturing
Experimental test facility
Numerical tools (Software + Hardware) & capacities for running HPC 3D CFD simulations
Numerical tools (Software + Hardware) for design (CAD model to be exchanged)
Description of the physical models and numerical methods that will be used
Call for Core Partners (CPW02) Topic Description
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5. Glossary
BEM Blade Element Method
CFD Computational Fluid Dynamic
HPC High Performance Computing
HW Hardware
IPS Inlet Particle Separator
IPPS Integrated Power Plant System:
OVS Overspeed
TP Turbopropeller
6. Intellectual property and confidentiality
TURBOMECA will own the specification, while the core partner will own the technical solutions that he will
implement into the corresponding subsystems.
Any TURBOMECA information related to this programme must remain within the core partner; in particular,
no divulgation of this strategic topic to core partner affiliate will be granted.
7. Ownership and use of the demonstrators
The core partner will deliver demonstrator parts to TURBOMECA. Each part integrated or added in the
demonstrator will remain the property of the party who has provided the part.
Notwithstanding any other provision, during the project and for five (5) years from the end of the project,
each party agrees to grant to TURBOMECA a free of charge right of use of the relevant demonstrator and its
parts.
After the end of the period, each party may request the return of the parts of the demonstrator(s) that it
provided. If the concerned parts are returned, no warranty shall be given or assumed (expressed or implied)
of any kind in relation to such part whether in regard to the physical condition, serviceability, or otherwise.
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1.5. Clean Sky 2 – Systems ITD
I. Adaptive Environmental Control System
Type of action (RIA or IA) IA
Programme Area SYS
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) WP6
Leading Company AIRBUS
Indicative Funding Topic Value (in M€) 5
Duration of the action (in Months) 96 Indicative
Start Date15
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-
SYS-02-02
Adaptive Environmental Control System
Short description (3 lines)
Adaptive ECS is enabled by an air quality control system that provides traditional ECS cabin air quality
despite the fact that, compared to traditional ECS, more cabin air is re-circulated and less air is
brought into the cabin from the outside.
15
The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all the necessary elements are in place before
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1. Background
Traditional ECS is the largest non-propulsion energy consumer on board of a passenger aircraft.
The concept of Adaptive ECS minimizes the amount of compressed air required to pressurize and
cool the cabin with a reduction of aircraft mission fuel burn up to 2% over traditional ECS.
Adaptive ECS is enabled by an air quality control system that provides traditional ECS cabin air
quality despite the fact that, compared to traditional ECS, more cabin air is re-circulated and less
air is brought into the cabin from the outside.
The air quality control system consists of three parts - air quality sensors, air treatment and the
Adaptive ECS system & control logic. The air quality control system can be applied to a traditional
or electrical ECS and therefore is a complimentary system.
The reference aircraft is a single aisle type aircraft (Large Aircraft Reference from Clean Sky 1)
These technical activities will be hosted in the ITD Systems in the work package 6 (Major Loads)
intended to work on Loads Architecture (WP6.0). (See ITD Systems WBS here under)
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2. Scope of work
The work program to be undertaken by the applicant shall take step-wise approach in order to
develop the Adaptive technology to allow dissemination of research results before the end of
program and minimize risks and development costs.
Adaptive ECS leveraging existing technologies to be adapted for aeronautic applications –
integration of existing technologies for air quality sensing and air treatment (TRL2) into
the Adaptive ECS system that targets 1% fuel saving while maintaining or improving cabin
air quality. The effort is independent on the ECS conditioning pack itself, the Adaptive ECS
components are ultimately to be integrated with an existing ECS conditioning pack for the
sake of technology demonstration in relevant environment to achieve TRL6 by 2019. The
core of the effort is to develop the completely new control concept of Adaptive ECS that
operates under contradicting requirements for air quality and energy efficiency.
Adaptive ECS leveraging advanced technologies – in first step and parallel to research of
Adaptive ECS leveraging existing technologies, new disruptive air quality sensing and air
treatment technologies are to be developed. Alternatively, air treatment and sensing
technologies from other industries are to be adapted for use in aerospace. These
technologies are expected to achieve performance above the baseline of existing
technologies. In second step, the integration of these technologies into Adaptive ECS
system is to be performed and tested in representative environment in order to reach
ultimately TRL6 by 2023.
The Adaptive ECS work program shall consist of four work areas. The applicant will lead each
one of the 4 sub work packages here under within the WP6.0 led by Airbus:
6.0.1 – Architecture definition and Development of Adaptive ECS system & control
logic that regulates air treatment and optimizes the mix of outside and treated
recirculated air, based upon airframer requirements. This work area will address both existing
technologies and advanced technologies.
6.0.2 - Development of reliable and high performance air quality sensors. This shall include
the integration/adaptation of existing CO2, hydrocarbons and particulate sensors, and the
development of advanced sensing technologies.
6.0.3 - Development of air treatment technologies. This shall be based on trade studies,
and include the integration/adaptation of existing and development of advanced air
treatment technologies for hydrocarbons and odour removal, CO2 removal and O2
generation.
6.0.4 - System and aircraft level demonstration: system demonstration will be done first
on existing applicant’s facilities and second aircraft level demonstration on integration test
bench AVANT (ZAL facility). This work area will address both existing technologies and
advanced technologies.
The WP 6.0.1 - Architecture definition and Development of Adaptive ECS system & control logic
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drives the requirements for WPs 6.0.2 and 6.0.3 and requires their outputs. The overall
demonstration of WPs 6.0.1-3 is to be performed in 6.0.4 - System and aircraft level
demonstration.
Demonstration activities
The demonstration of the Adaptive ECS technology shall be aligned with the step-wise
development approach gradually maturing both Adaptive ECS components and the Adaptive ECS
system.
Adaptive ECS leveraging existing technologies
‒ Adaptive ECS system simulation – system level simulation backed up by laboratory testing of
existing air treatment and air quality sensing components. Demonstrating both target fuel
saving and desired cabin air quality of Adaptive ECS.
‒ Adaptive ECS mock-up. Integration of existing air treatment and air quality sensing
components with existing ECS pack in applicant’s facilities. Demonstration of Adaptive ECS
performance across the range of relevant operational temperatures. Validation of Adaptive
ECS system simulation (1.a)
‒ Adaptive ECS Prototype. Demonstration of Adaptive ECS system operation with all
components operating in realistic environment (temperature, pressure, air flow) while
delivering target fuel saving and desired cabin air quality.
This demonstration shall be done in the applicant facility with a full scale prototype.
The demonstration of adaptive ECS for aircraft integration shall be carried out at Airbus test
bench AVANT in ZAL test facility with another full scale prototype. The demonstration shall
include in addition the assessment of Adaptive ECS cabin air quality by humans either in Airbus
or third party facility.
The components shall in scale allowing potential transition to flight demonstrator. The target
is to achieve TRL 6 demonstration.
Adaptive ECS leveraging advanced technologies
‒ Appropriate demonstration of advanced air quality sensing and air treatment technologies
along development path up to TRL 6 at the component level
‒ System-level demonstration aligned with Adaptive ECS leveraging existing technologies up to
TRL 6 reusing the available hardware in order to minimize costs and demonstrate
performance increase.
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3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No. Title –– Description Type* Due Date
D_6.0_1 Perform cabin air quality sampling campaign to
establish baseline cabin air quality
R Q2 2017
D_6.0_2 Develop the Adaptive ECS control system architecture
and algorithms
R Q2 2017
D_6.0_3 Model simulation of Adaptive ECS leveraging existing
technologies
R Q4 2018
D_6.0_ 4 Demonstration of 1% fuel saving of Adaptive ECS
system leveraging existing technologies and components
D/R Q4 2019
D_6.0_5 Model simulation of Adaptive ECS leveraging advanced
technologies
R Q1 2023
D_6.0_6 Demonstration of advanced air quality sensing
technologies
R Q4 2021
D_6.0_7 Demonstration of advanced air treatment technologies R Q4 2021
D_6.0_ 8 Demonstration of 2% fuel saving of Adaptive ECS
system leveraging advanced technologies and components
D/R Q4 2023
Milestones (when appropriate)
Ref. No. Title – Description Type* Due Date
M_6.0_1
Adaptive ECS system leveraging existing
technologies and components at TRL 4
R Q2 2017
M_6.0_2
Critical design review of Adaptive ECS leveraging
existing technologies
RM Q2 2018
M_6.0_3 Adaptive ECS system leveraging existing
technologies and components at TRL 6
R Q4 2019
M_6.0_4
Decision gate transition to Adaptive ECS system
development leveraging advanced technologies
RM Q4 2019
M_6.0_5
Adaptive ECS using advanced technologies and
components at TRL 4
R Q4 2021
M_6.0_6 Critical design review of Adaptive ECS leveraging
advanced technologies
RM Q4 2022
M_6.0_7 Adaptive ECS using advanced technologies and
components at TRL 6
R Q4 2023
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone
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Scheme of the program
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4. Special skills, Capabilities, Certification expected from the Applicant(s)
In order to achieve the milestones in 2019 and 2023 in the required maturity, the applicant
needs the experiences as follows:
Competences at the beginning of the project
State-of-the-art air quality sensor technology development and specialists (inorganic and organic
compounds)
Recognized contribution to international air quality standardization committees
Manufacturing capabilities and serial applications of air quality sensors (at TRL 9 if
aerospace application) in the domain of air conditioning, biohazard detection or similar.
State-of-the-art air treatment technology development capabilities for removal of organic and
inorganic contaminants
Manufacturing capabilities and serial applications for treatment of organic and inorganic air
contaminants (at TRL 9 if aerospace application) in the domain of air conditioning, environment
protection or similar
Air quality analytical capabilities for organic and inorganic compounds
Aviation reliability and airworthiness certification expertise
Air quality regulation/standardization expertise
Advanced controller development and prototyping capabilities
ECS hardware prototyping and integration
Sensing, air treatment and ECS modelling and simulation capability
Facilities
Air and Thermal systems prototyping and integration facilities
Test facilities able to test Adaptive ECS and its subsystems as hardware-in-the-loop in
representative environment (pressure and temperature chambers)
Measurement instrumentation and data acquisition laboratory
Cabin mock-up or similar setup that can be instrumented with air treatment and sensing
prototypes to validate performance of Adaptive ECS to remove odours and smells below
detectability by humans.
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5. Glossary
ECS Environmental Control System
AVANT Architecture Validation for Air systems of New Technologies ZAL Centre for Applied Aviation Research
WP Work Package
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II. Affordable future avionic solution for small aircraft, enablers for single pilot
Type of action (RIA or IA) IA
Programme Area SYS (SAT)
Joint Technical Programme (JTP) Ref. JTP version 5
Work Packages (to which it refers in the JTP) WP7.4
Leading Company EVEKTOR
Indicative Funding Topic Value (in M€) 6
Duration of the action (in Months) 84 Indicative
Start Date16
01/04/2016
Identification Number Title
JTI-CS2-2015-CPW02-SYS-
03-02
Affordable future avionic solution for small aircraft, enablers for single
pilot
operation Short description (3 lines)
Strategic topic corresponds to necessity to equip category of small aircraft with affordable avionics
system enabling cost-effective operation while still keeping the high level of flight safety and
dispatch reliability. The existing solutions for other aircraft categories are not directly usable or easily
modifiable due to the size, weight, and cost constraints of this class of aircraft.
16
The start date corresponds to a maximum of 8 months after the closure date of the call but can be moved forward if all the necessary elements are in place before
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1. Background
With the SESAR Deployment Manager now in place, Europe starts implementing the SESAR Concept of
Operation and the technology that is needed to support it.
Likewise any General Aviation aircraft will need to be equally equipped in order for them to be
operated in all future airspace classes. General Aviation not only includes Business Jet flights and
recreational flights, but also Training flights, Taxi flights, Medical flights, Emergency flights, Police
operations, and a lot more. Moreover, small aircraft will also be a very realistic contributor to the
ACARE Flightpath 2050 goal of a 4 hours door-to-door journey in Europe. The niche exists especially in
higher passenger segment and difficult to serve locations.
Knowing this, it becomes clear that Europe needs to work as well on making SESAR technology be
made affordable for this market segment as addressable business opportunities exists. Enabling 4D
trajectory management, SWIM based services and novel CNS technologies will allow more efficient,
predictable and fluent operation in future European ATM environment for this category of Aircraft.
The work content will be aligned to address development gaps in PJ13.
The reason why small aircraft transportation is not fully exploiting its potential lays in the fact that
several enabling elements are currently missing:
Cost-effective operation – current technology does not support single pilot operations of 9- 19
passenger type of aircraft. That brings a heavy cost element to a market segment where cost and
weight are so critical, hindering further exploitation of the offerings of this market segment. It
i s p o s s i b l e t o i m p l e me n t scaled-down t echnology, allowing minimal crew reduction to one
pilot only by decreasing pilot workload. This has to be supported by paying special attention to
human factors aspects of the target solution to ensure the cockpit will be more intuitive and user-
friendly.
Affordable avionics platforms – the cost of avionics is high, and the expected upgrades,
modifications, and integration of new features is not affordable with the current technology price
point for this market segment. At the same time, system architectures across platforms are not
supporting cost efficiency. The architecture has to be designed in a way that it supports
deployment in multiple types of small platforms, ranging from single-piloted to dual-piloted
and optionally, even for future single piloted 9-19 seaters. Moreover, system architecture must
be designed in order to support simpler and much cheaper certification and portability to
different aircraft platforms.
High dispatch reliability – is required to promote small aircraft operation to highly available and
thus appropriate for servicing customer. Avionics capable of all-weather operation is one of the key
enabler to meet this goal if made affordable for the small aircraft segment. Additionally, affordable
and timely acquisition of critical system parameters and information would ease diagnostics and
prognostics and thus schedule maintenance for more effective fleet management.
Flight safety – Single-pilot operation of 19-seater aircraft will require enduring the same level of
safety or preferably its increase. Functions supporting all-weather operation, such as high-
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precision navigation, accurate control will be required. Additional measures, such as support for
emergency mode of operation, alternative/return flight planning, and continuous system
monitoring shall open new horizons for future single-pilot operation.
Most of the addressed technologies either exist already, or will be introduced shortly, in other aerospace
market segments, mainly ATR. However, high cost and long development cycles are major disablers for the
introduction of such technologies in the small aircraft market segment. This fact constitutes a significant
technology gap between the market segments, preventing faster development of the European small
aircraft market segment. Therefore, developing innovative and affordable solutions for this market
segment will thus bring a positive impact to the European industrial competitiveness, and the societal goals
expressed in the ACARE SRIA.
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The Leaders in Small Aircraft Transport (SAT) transversal activity have identified the need to invite a
Core Partner to perform cockpit and avionics technology development, and a demonstrator
integration for small aircraft, CS/FAR-23 category. The technical challenges stemming from the before
mentioned motivations indicate that extensions of the state-of-the-art technologies and state-of-the-
practice avionics will be required in order to achieve the expected benefits. Core Partner will be
responsible for coordination of expected additional activities planned to be executed via specific
calls for proposals.
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2. Scope of work
The goal of the call, which is related to the activity of the Core Partner under selection, is
development of cockpit and avionics technologies which will allow effective and safe operation of
small aircraft, whilst respecting the identified aircraft manufacturer and end-user needs. The
solutions will target the following aircraft categories and modes:
Single-pilot operation for commercial Cargo and Passenger transport for up to 9 passengers
(applicable according to current regulations)
Dual-pilot operation for commercial Passenger transport for 10 or more passengers (applicable
according to current regulations)
Single-pilot operation for Cargo and Passenger transport for 10 or more passengers (not applicable
under current regulations; discussions with regulatory bodies required)
The selected Core Partner will be responsible for definition of cockpit architecture, cockpit and
avionics technology development and system integration into a demonstration platform. The results
shall be demonstrated both as
Technology demonstrators – for lower-TRL results (aiming at single-pilot operation) or avionics
technologies with limited pilot interaction. Flight demonstration may be required if beneficial and
reasonable for validation.
Cockpit demonstrator – for high-TRL technologies and predominantly technologies which are
subject to pilot interaction and which are ready for cockpit integration. Flight demonstrations shall
be organized where required for validation.
Additionally, selected solutions will be demonstrated on selected aircraft from the small aircraft
category. The Leaders see benefit for their respective platforms, in the GA area.
The work shall start from detailed analysis of the cockpit and systems architecture and certification
viability for the above mentioned modes of operation, starting from the most conservative mode.
SESAR 2020 concepts of operation shall be leveraged to the maximum possible extent for the SAT
domain.
The studies and later prototypical developments shall deliver missing technologies that meet the
particular demands of the small aircraft segment. The expectation is that the Core Partner will be
able to integrate the missing technologies with his existing technologies and/or product portfolio in
order to deliver a comprehensive cockpit solution. Core Partner will also identify the methodology
for certification of the solution and coordinate it with certification bodies (EASA).
The technology development is expected to focus on the following technologies, which can be
narrowed down based on the applicant gap analysis:
Affordable SESAR functions in cockpit – shall be investigated to converge to a set of such
cockpit functions representing the best trade-off between the required functionality and
total cockpit cost. The functions considered are initial-4D navigation and autonomous flight
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emergency management (threat detection and recovery, alternative flight-plan creation,
automated return to origin, and eventually autonomous landing). Solutions in this area are
expected to enable primarily single-pilot operations of commuters.
Low-cost navigation and communication systems – high-integrity yet affordable GNSS aiding to
navigation systems is perceived to enable all-weather aircraft operation. At the same time, cost
of high-integrity GNSS receivers is still prohibitively high for the small-aircraft segment. High-
integrity GNSS is one of the main enablers for all-weather operations. Furthermore, some
emerging communication technologies are expected to enable better cockpit connectivity and
in-time information. One technology perceived as a business game-changer is low-cost satellite
communication.
Low-cost computing platforms – extending cockpit functions will have an impact on the
amount of computation and its required performance. The increased performance demand is
expected from display functions, augmented vision, and more communication interfaces. The
existing computing platforms are prohibitively expensive and there is very limited potential in
reusing platforms from higher segment. Therefore, it is expected that emerging COTS
computing components would be leveraged and integrated to form low-cost, low-footprint,
compact platforms for small aircraft. Emphasis on fast and cheap certification and
recertification shall be considered.
High-integrity electronics – it is expected that there will be more high-integrity electronics
required for different airborne systems. Small controllers, data concentrators or local
diagnostic units are good examples. Therefore, it is expected the low-cost high-integrity
electronics incorporating fault-detection and alternative operation modes will be required to
fulfil the abovementioned operational objectives while keeping the cost of avionics
affordable.
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3. Major Deliverables/ Milestones and schedule (estimate)
The expectation is that development will proceed in a modified V-cycle. The modification suggests that
the technology elements are developed in two waves to allow smoother coordination. Eventually,
integration, validation, and demonstration is expected to be performed with the complete set of
elements or those at appropriate TRL.
Deliverables
Ref. No. Title – Description Type Due Date
D7.4.1
Cockpit System Requirements Definition (Function,
Operational, Cerification)
Study T0 + 6 months
D7.4.2 State-of-the-Art Analysis and Cockpit Architecture for SAT Study T0 + 12 months
D7.4.3
Technology Element & System Design and Gate Reviews
(Batch 1)
Report T0 + 22 months
D7.4.4
Technology Element Prototypes & Lab Validation (Batch 1) Report,
Demo
T0 + 34 months
D7.4.5 Cockpit Architecture for SAT Update Report T0 + 36 months
D7.4.6 Technology Element Design and Gate Reviews (Batch 2) Report T0 + 42 months
D7.4.7
Technology Element Prototypes & Lab Validation (Batch 2) Report,
Demo
T0 + 50 months
D7.4.8 System Integration & Validation (Performance, Functional) Report T0 + 60 months
D7.4.9
Cockpit Integration & Validation (Operational, Human
Factors) & Demonstration
Demo T0 + 70 months
D7.4.10 Final Modification & Upgrades Demo T0 + 77 months
D7.4.11 Final Assessment & Validation Reports Report T0 + 84 months
The expected TRL for D7.4.4 and D7.4.7 is TRL4. D7.4.8 is TRL5 and D7.4.9 is TRL6. The TRLs may vary
depending on initial stage and on complexity of development. Solutions leading to alternative
certification approach are expected to reach lower TRL (maximum TRL4).
Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
M7.4.1 Cockpit Architecture for SAT Study T0 + 12 months
M7.4.2 Technology Element Prototypes & Lab Validation (Batch 1) Report T0 + 10 months
M7.4.3 Cockpit architecture for SAT update Report T0 + 36 months
M7.4.4 Technology Element Prototypes & Lab Validation (Batch 2) Report T0 + 50 months
M7.4.5 Cockpit Integration and Demonstration Report T0 + 70 months
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Milestones (when appropriate)
Ref. No. Title – Description Type Due Date
M7.4.6 Final Assessment, Validation Reports, & Certification Plan Report T0 + 84 months
*Type: R: Report - RM: Review Meeting - D: Delivery of hardware/software - M: Milestone
4. Special skills, Capabilities, Certification expected from the Applicant(s)
Leadership capabilities allowing the partner to drive multiple technology domains in the area of
cockpit and avionics and being capable of full-scale systems integration and cockpit
demonstration.
Research and development capacity to deliver results in the abovementioned technology
domain.
Proven track record in avionics and cockpit development in the area of Type 23 aircraft.
Experience with SESAR technology in order to be able to effectively leverage from the
operational concepts developed in the SESAR framework.
Proven experience in research and technology developments in the areas mentioned in the
Scope of Work section.
Skills, capabilities and experience in providing flight test campaigns.
Capability to perform human-factors evaluation.
The applicant shoud posses appriopriate certified systems (e.g. EASA Part 21, 145, AQUAP, ISO)
5. 5. Glossary
CS23 CATEGORY
AIRCRAFT
Aircraft certified under EU CS-23 requirements or equivalent (i.e. USA FAR 23)