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D2.5 – Report on Technology Inventory

WP / Task N°: D2.5

Lead Contractor (deliverable responsible): NLR

Due date of deliverable 31/03/2011

Actual submission date: 24/10/2011

Report Period: 6 month □ 12 month □ 18 month □

Period covered: from: Month 4 to: Month 8

Grant Agreement number: 265867

Project acronym: RETROFIT

Project title: Reduced Emissions of Transport aircraft Operations by Fleetwise Implementation of new Technology

Funding Scheme: Support Action

Start date of the project: 01/11/2010 Duration: 12 months

Project coordinator name, title and organisation: M. Knegt, Fokker Services

Tel: +31 252 627211

Fax:

E-mail: [email protected]

Project website address:

NLR QS: NLR-CR-2011-407

ID:RETROFIT_D2.5_Report-on-WP2_NLR_v1.0_20111024.doc Date: 24/10/2011

Version: 1.0 Security: PUBLIC

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List of authors

Full Name Company Information

Erik Baalbergen NLR

Johan Kos NLR

Ad de Graaff AD Cuenta

Evert Jesse ADSE

Emile Kroon Fokker Services

Auke Nouwens Fokker Services

Dave Chilton Fokker Services

Harry Tsahalis PARAGON

Document Information

Document Name:

Document ID: D2.5

Version: V1.0

Version Date: 24/10/2011

Author: E.H. Baalbergen

Security: Public

Approvals

Name Company Date Visa

Coordinator Knegt FS

WP leader Baalbergen NLR



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Document history

Version Date Modification Authors

0.1 25/07/11 Initial draft version, submitted to partners for supplements and comments. Appendix A is managed separately.

E.H. Baalbergen, J. Kos, A. de Graaff, E. Jesse, E. Kroon, H. Tsahalis

0.2 22/09/11 Submitted for partner comments E.H. Baalbergen, J. Kos

0.21 04/10/11 Minor (non-textual) updates since 0.2. Submitted for inclusion of D2.3 feedback

E.H. Baalbergen

0.22 19/10/11 Included short list on recommended RTD in chapter 7. Submitted for partner comments

E.H. Baalbergen, J. Kos, A. de Graaff, E. Jesse, A. Nouwens, D. Chilton, H. Tsahalis

0.31 21/10/11 Included information from D2.3. Submitted for partner comments

H. Tsahalis

0.4 24/10/11 Submitted to RETROFIT project leader for finalisation

E.H. Baalbergen, J. Kos

1.0 24/10/11 Final Version A. Nouwens



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TABLE OF CONTENTS

EXECUTIVE SUMMARY .............................................................................................................. 10

1 INTRODUCTION ...................................................................................................................... 11

1.1 CONTEXT OF THE RETROFIT PROJECT .................................................................................... 11

1.2 BACKGROUND OF THE TECHNOLOGY INVENTORY .................................................................. 11

1.3 PURPOSE OF THIS DOCUMENT ................................................................................................... 12

1.4 ABOUT THIS DOCUMENT ........................................................................................................... 12

1.5 INTENDED READERSHIP ............................................................................................................. 12

2 TECHNOLOGY INVENTORY ................................................................................................ 13

2.1 STEPS TAKEN TO ESTABLISH THE TECHNOLOGY INVENTORY ................................................. 13

2.2 DESCRIPTION OF THE TECHNOLOGY INVENTORY .................................................................... 14

3 REFERENCE GROUP COMMENTS ..................................................................................... 17

4 RTD ACTIVITIES ..................................................................................................................... 18

5 EXPERIENCE WITH PREVIOUS RETROFIT PROGRAMS ............................................ 20

6 CONCLUSION AND FUTURE WORK .................................................................................. 22

7 RECOMMENDATIONS TO THE EUROPEAN COMMISSION........................................ 23

8 REFERENCES ........................................................................................................................... 25

APPENDIX A: TECHNOLOGY LIST .......................................................................................... 26

APPENDIX B: RTD TOPICS FOR THE RETROFIT TECHNOLOGIES .............................. 96



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List of figures and tables

Table 1 RTD topics for the retrofit technologies. ................................................................ 96

Glossary

Note: names of projects have been omitted.

Acronym Signification

AARTP Austrian Aeronautics Research and Technology Programme

AAT Aeronautics and Air Transport

ACCA Advanced Composite Cargo Aircraft

ACDA Advanced Continuous Descent Approach

ACO All Conditions Operations

ADIRU Air Data Inertial Reference Unit

ADS-B Automatic Dependent Surveillance-Broadcast

AFC Air Flow Control

AFCS Automatic Flight Control System

AFMS Aircraft Flight Manual Supplement

AFRL Air Force Research Laboratory

AOC Aircraft Operations Center

AOG Aircraft-on-Ground

APU Auxiliary Power Unit

ARINC Aeronautical Radio, Incorporated

ASTM American Society for Testing and Materials

ATA Air Transport Association of America

ATC Air Traffic Control

ATG Air-To-Ground

ATM Air Traffic Management

ATSU Air Traffic Service Unit

AVNC Aircraft Vibration and Noise Control

BTF Biomass to Fuel

BTV Brake To Vacate

C Chemical symbol for the element carbon

CDA Continuous Descent Approach

CDMA Code Division Multiple Access (broadband technology)



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CFDIU Centralized Fault Display Interface Unit

CG Center of Gravity

CIP Capital Investment Plan

CMC Ceramic Matrix Composites

CNS Communication Navigation Surveillance

CO Carbon monoxide (also called: Carbonic Oxide)

CPDLC Controller Pilot Data Link Communication

CRT Cathode Ray Tube

CTL Coal to Liquids (synthetic jet fuel)

DAC Double Annular Combustor

DCDU Datalink Control & Display Unit

DLR Deutsches Zentrums für Luft- und Raumfahrt (German Aerospace Center)

DoW Description of Work

EADS European Aeronautic Defence and Space company

EASA European Aviation Safety Agency

EC European Commission

EFB Electronic Flight Bag

EFIS Electronic Flight Instrument System

EGNOS European Geostationary Navigation Overlay Service

EGPWS Enhanced Ground Proximity Warning System

EICAS Engine Indicating and Crew Alerting System

EMA Electro-Mechanical Actuator

EMC Electromagnetic Compatibility

ESA European Space Agency

ETS Emissions Trading Scheme

EVS Enhanced Visual System

FAA US Federal Aviation Administration

FDIMU Flight Data Interface Management Unit

FDM Flight Data Management

FDR Flight Data Recorder

FMS Flight Management System

FOD Foreign Object Damage

FP (EU) Framework Programme

FS Fokker Services

GBAS Ground based augmentation system



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GE General Electric

GM (EASA) Guidance Material

GNSS Global Navigation Satellite System

GPS Global Positioning System

GSM Global System for Mobile communications

GTF Gas to Fuel

GTL Gas to Liquid

HBR High Bypass Ratio

HMI Human Machine Interaction

HP High Pressure

HPC High Performance Coating

HPT High Pressure Turbine

HUD Head Up Display

HUMS Health and Usage Monitoring System

IATA International Air Transport Association

ICT Information and Communication Technology

IFDM In-Flight Data Monitoring

IFE In-Flight Entertainment

IFEC In-Flight Entertainment and Connectivity

IMA Integrated Modular Avionics

IoT Internet of Things

IP EU Integrated Project

IQTI IATA Training and Qualification Initiative

IRU Inertial Reference Unit

ISS Integrated Surveillance System

IT Information Technology

KLM Koninklijke Luchtvaart Maatschappij, Royal Dutch Airlines

LCC Life Cycle Costs

LCD Liquid Crystal Display

LED Light-Emitting Diode

LIDAR LIght Detection And Ranging

LPT Low Pressure Turbine

MC Multi-Carrier (broadband technology)

MD McDonnell Douglas

Mg Chemical symbol for the element Magnesium

MMI Man Machine Interface



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MMR Multi Mode Receiver

MOI Magneto-Optic Imaging

MRO Maintenance, Repair and Overhaul

MS Microsoft

NASA National Aeronautics and Space Administration

NDI Non-Destructive Inspection

NEO New Engine Option (Airbus A320)

NG Next Generation (Boeing 737)

NLR Nationaal Lucht- en Ruimtevaartlaboratorium, National Aerospace Laboratory

NOx Generic term for the mono-nitrogen oxides NO and NO2 (nitric oxide and nitrogen dioxide)

OEM Original Equipment Manufacturer

PED Personal Electronic Device

PIP Boeing 777 Performance Improvement Package

PMA Parts Manufacturer Approval

PPP Public-private partnership

PW Pratt & Whitney

RETROFIT Reduced Emissions of Transport aircraft Operations by Fleetwise Implementation of new Technology

RFID Radio frequency identification

RNP Required navigation performance

ROI Return On Investment

RR Rolls Royce

RSB Roundtable of Sustainable Biofuels

RTD Research and Technology Development

SAC Single Annular Combustor

SARS Severe acute respiratory syndrome

SBAS Satellite based augmentation system

SESAR Single European Sky ATM Research

SESARJU SESAR Joint Undertaking

SESAR IP SESAR Implementation Packages

SFIT Smart Fabrics and Interactive Textiles

SHM Structural Health Monitoring

SOP Standard Operating Procedure

SPADD Smart PAssive Damping Device



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STC Supplemental Type Certificate: a document issued by the FAA approving a product (aircraft, engine, or propeller) modification.

SWAFEA Sustainable Way for Alternative Fuels and Energy in Aviation

SWIM System Wide Information Management

TAPS Twin Annular Premixing Swirler

TCAS Traffic Alert and Collision Avoidance System

TCP Tri-Cresyl-Phosphate (a fuel additive)

TRL Technology Readiness Level

TSO Technical Standard Order, a minimum performance standard issued by the FAA for specified materials, parts, processes, and appliances used on civil aircraft

UDF Unducted Fan

US United States

VHF Very High Frequency

WAIC Wireless Avionics Intra Communications

WP Work Package



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Executive Summary

The RETROFIT project analyses the possibilities and attractiveness of retrofitting new technical solutions, which are developed and available for new aircraft types, into the large existing fleet of commercial aircraft. A new generation of aircraft is only at the horizon. Existing aircraft still have a long life to serve, whereas the operational environment is changing. Airlines are confronted with emission trading limits, new noise rules, increasing fuel prices, new safety and security demands, a new Air Traffic Management (ATM) environment where older aircraft generally do not comply with the new ATM standards without modifications, and passenger expectations to enjoy the highest levels of comfort possible.

Firstly, this report presents the long list of technologies for retrofitting, which is the core result of the technology inventory within the RETROFIT project. The long list of technologies for retrofitting has been obtained through a dedicated process involving the expertise of both the research community and the stakeholders of retrofits. 175 technologies are listed including the available major information for decision-making such as main cost sources, potential benefits, technology readiness level, and further Research and Technology Development (RTD) needs.

Secondly this report provides main summary conclusions of a study on previous retrofit programmes.

In the future work in the RETROFIT project, the long list of technologies will be used together with the stakeholder requirements and the certification findings to select a number of candidate technologies that will be subjected to a cost-benefit analysis. Also business opportunities will be identified. In this whole process the experience collected through the study on existing retrofit programmes will be guiding to a realistic set of technologies for retrofit with a high business opportunity.

In addition this report presents the recommendations with respect to further research on technologies to increase their potential for retrofitting. Recommendations are given to the European Commission for the current Framework Programme 7 as well as for the Horizon 2020 – the Framework Programme for Research and Innovation. The recommendations include a short list of RTD topics specifically targeted to obtain the potential benefits of retrofitting for Europe.



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1 Introduction

1.1 Context of the Retrofit Project

The RETROFIT project analyses the possibilities and attractiveness of retrofitting new technical solutions, which are developed and available for new aircraft types, into the large existing fleet of commercial aircraft. A new generation of aircraft is only at the horizon. Existing aircraft still have a long life to serve, whereas the operational environment is changing. Airlines are confronted with emission trading limits, new noise rules, increasing fuel prices, new safety and security demands, a new ATM environment where older aircraft generally do not comply with the new ATM standards without modifications, and passenger expectations to enjoy the highest levels of comfort possible.

The project first addressed the stakeholder requirements and investigated current and future technology options to retrofit into existing aircraft. Next, it addresses the need to perform additional research to make retrofits attractive as well as the question if specific research activities should be integrated in the EC framework programs. It also makes a cost benefit analysis based on existing airline fleets and potential applications of new technical solutions. Finally, it assesses retrofitting which new technologies to which airplanes, and makes an assessment of funding mechanisms for promising business cases. The results of the project will be widely disseminated. Promising cases can lead to a substantial economic activity in many European countries. Details on the project and the applied definition of “retrofit” are given in [D11].

1.2 Background of the Technology Inventory

The European aeronautical industries and their supply chains, the research centres, and the universities are continuously developing, integrating and validating new technologies and processes in order to ensure industrial competitiveness in answering the needs of its customers and of the European society. The aeronautical Research and Technology Development (RTD) mainly focuses on developments of technologies and processes that will finally be applied in the development of new aircraft and engines or derivatives of existing aircraft and engines.

Aeronautical research and technology development is stimulated already for many years by the European Commission through Framework Programmes. The Transport Programme in the 6th and 7th Framework funds a large number of RTD projects addressing the need for more environmentally friendly, passenger friendly, and cost effective air transport, involving both small and targeted (i.e., level 1) projects and integrated (i.e., level 2) projects. In addition, the public-private joint technology initiatives Clean Sky and SESAR have started. In addition to the European funded projects, national programmes in the member states are also stimulating the RTD of aeronautical technologies and processes.

The development of new technologies and processes in RTD programmes however is generally not focusing on retrofits. The benefits of the new technologies and processes are aimed at newly developed aircraft, whereas the fleet-wise application of the new technologies and processes through retrofits would allow obtaining societal and economic



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benefits earlier and on a much larger scale, since a large portion of the future transport fleet will still consist of aircraft in service today.

The project, and in particular work package 2, addresses the opportunities for retrofitting that existing and new technologies offer. As a first step an inventory, or “initial long list”, of potential technologies for application in retrofit programmes was set up [D21]. The inventory includes RTD results obtained in the 6th and 7th EU Framework Programmes and in several national programmes, as well as inputs from experts in the relevant technology areas. The list was further developed based on interviews [D12] and a workshop with stakeholders [D13D24].

1.3 Purpose of this document

This document contains the results of the technology inventory as carried out in the technology inventory work package in the project. As such, it summarises the results of:

• General technology inventory: the technology inventory long list, the first version of which – called the Initial long List - was reported in [D2.1], as well as an inventory of RTD activities required for application of new technologies in existing aircraft [D2.2]

• Reference Group consultation: comments from Reference Group on the Initial Long List, as made and discussed during the Stakeholder Workshop held in March 2011 at Fokker Services in Nieuw-Vennep [D2.4].

• Investigation into experiences with previous (and current) retrofit programs [D2.3]

1.4 About this document

Chapter 2 describes the technology inventory and the steps taken towards realisation of the list of technologies, which is included in Appendix A. Chapter 3 presents the summary and conclusions of the Reference Group comments on an initial version of the technology list. Chapter 4 presents the summary and conclusions of the inventory of RTD activities required for application of the identified technologies in existing aircraft and gives a short list of RTD topics specifically targeted to obtain the potential benefits of retrofitting for Europe. Chapter 5 presents the summary and conclusions of the investigation of previous retrofit programs. Chapter 6 presents a summary and discusses future work. Chapter 7 lists recommendations to the European Commission for the current Framework Programme 7 as well as for the Horizon 2020 – the Framework Programme for Research and Innovation.

1.5 Intended readership

This report is targeted towards the European Commission, and serves to give recommendations on how to proceed on the topic of retrofits.



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2 Technology Inventory

The technology inventory is a list of candidate present and future technologies for retrofitting to existing aircraft. The inventory is included in this document in Appendix A, in the form of a list of technologies, each described in a separate table. This chapter presents a description of how the technology inventory was established and a description of the information contained in the technology inventory.

2.1 Steps taken to establish the technology inventory

The steps taken to arrive at the technology inventory as contained in this document in Appendix A are described below.

1. Set-up of an Initial Long List, which is a large MS Excel sheet that is included in [D2.1]. During the set-up of this list, the aspects to be specified for each candidate technology (i.e., the “columns” in the MS Excel sheet) were determined. These aspects are described in the remainder of this chapter. Next, the information about existing and new technologies that are considered for retrofitting presently or in the (near) future) was collected from various sources (see [D2.1], chapter 2), including EC late-5, 6, and 7 framework programmes ([EC-FP6v1], [EC-FP6v2], [EC-FP7v1]), national programmes (as far as available), and the stakeholder interviews held in January and February 2011 ([D12], section 5.3).

The technologies were categorised according to topic into the following technology categories:

• Re-engining: engine replacement and modifications to reduce emissions and noise, and to improve fuel and cost efficiency

• Alternative fuels: to reduce emissions (e.g., reduce net CO2 emissions and reduce SO2 emissions due to reduction or elimination of sulphur contents of current aviation fuel), costs and dependence on fossil fuels

• Aerodynamics: reduction of drag and noise

• Cabin: improvements of passenger comfort and crew workspace / environment during flight (cabin, cockpit), e.g., thermal, noise, ride comfort, global / local solutions, design

• Structures: New / Replacement of components and/or parts (benefits per performance, weight, maintenance, costs), Structural Health Monitoring technologies and solutions (sensing networks, software, optimisation) - not integrated to main avionics

• Avionics: New systems to improve flight efficiency in current and future ATM environments

• Equipment: to improve flight efficiency, to manage energy, to reduce weight

• Security technology: to improve on-board security

• Safety technology: to improve safety of aircraft and passengers



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• Other, including out of the box approaches, technology for passenger and baggage efficiency, and technologies for reduction of life cycle costs.

Finally, this “very long list” was further analysed and evaluated with the project partners, and reduced to the Initial Long List as contained in this document. The analysis was guided by such questions as: which technologies lack, which technologies shall be removed at this stage, which technologies need to be refined in order to decide, which technologies shall be listed in combination, what can we specify on benefits, TRL, RTD needs, and costs aspects based on the (mainly global) information that we have at hand.

2. The list was updated according to the Reference Group comments (cf. chapter 3).

3. Finally, the list was updated with extra information obtained from the project partners during the investigation into the RTD required for retrofits (see chapter 4).

2.2 Description of the technology inventory

The technology inventory was originally set up as an MS Excel sheet. The information in this sheet is included in this document in Appendix A. Each “row” of the sheet describes a candidate technology for retrofit, and is included in Appendix in a separate table. The attributes used for describing a technology are:

• Category: specification of the technology category. This field is only used for introductory tables. The tables belonging to a particular technology category are grouped together and are preceded with an introductory table with a grey-coloured first row specifying the technology category name (plus the indication “introduction”) and one or more of the attributes explained below used for describing general information about the technologies in the technology category.

• Technology: short summarising description of the technology (plus – between parentheses – an indication of the category to which it belongs) that is candidate for retrofitting. An indication “Part of” indicates that the technology is part of the specified technology, which is also contained in the inventory, usually closely before the present item.

• Additional information: summary of specific issues, example (research) projects, and remarks (if any).

• IATA Retrofit: indication of related technologies as listed in the IATA analysis ([IATA-TRR]; see also [D2.1], Appendix A). The field is empty if there is no related technology listed in [IATA-TRR].

• References: summary of references to information about the technology and/or mentioned examples and projects. The items between square brackets ([..]) refer to referenced items as listed in this document in the References section. The field is empty if there are no specific references.

• Potentially attractive: indication of whether or not the technology is marked as potentially attractive for retrofits at the Reference Group meeting held on 2 march 2011 at Fokker Services in Nieuw-Vennep (ref. [D13D24]). The indication is one of ‘no’,



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‘maybe’, and ‘yes’. (Note: in general, technologies listed or related to the ones mentioned in categories B and C in section 2.2 of [D13D24] are marked as ‘yes’ and those in category A and not in categories B and C are marked as ‘maybe’.)

• Benefits: indication of whether (1) or not (0) the specified technology has the following benefits:

o Improving basic efficiency of flight;

o Reduction of operational losses;

o Reduction of airport noise;

o Reduction of pollutant emissions;

o Improvement of well-being of passengers;

o ATM compatibility.

Potential negative effects that a technology may have, such as increase of weight, are mentioned as part of the attributes Additional Information, Required RTD, and Main cost sources.

• TRL: Indication of the Technology Readiness Level as applied by the NASA; cf. [D2.1], Appendix B. An indication “low” means TRL 3 or lower.

• Required RTD: indication of Research and Technology Development required before the specified technology can be applied as retrofit.

Notes:

o For some technologies in the categories Cabin, Structures, Security, Safety, and Other, further classification has been carried out: required RTD for technologies marked with “(B)” are those that imply equal applicability/importance to either new aircraft or ageing aircraft (e.g., purpose, needs, issues, etc), hence they either are or are expected to be addressed through research needs in general. Those marked with “(R)” are those that imply more targeted or more important for application to aircraft retrofits. In both categories, the ones marked with an extra ‘!’ are in first take what could be considered as either more urgent to the existing or emerging needs of older aircraft or technologies that are solid enabling topics for retrofit research and development (ranging from airline data preservation and max utilization, aircraft assessment tools, cost-saving measures, etc.). This may be a way to start narrowing down the potential list of the top topics for retrofit needs, while at the same time retaining the other in a 2nd, 3rd, etc., priority ranking.

o For some technologies in the category Avionics, an “FS-score” is specified. Fokker Services used "selection criteria": Fuel/Emission Reduction (0.3), Roadmap Compliance (0.2), Weight Reduction (0.2), Maintenance Reduction (0.1), Safety (0.2). The score comprises a total score, followed by the scores for each selection criterion.



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o For some technologies in the categories Avionics and Equipment, extra information is included on whether or not a change is significant with respect to the "Classification based on EASA Part 21 GM". For changes marked as “Non significant”, the certification base of the aircraft may be used. Changes marked as “Significant” need to follow the newest rules from the latest issue of EASA Part 21 GM. Complying with the newest rules is more difficult, since this poses higher demands and requires larger certification efforts. Also, information is included on “Requirements”, indicating if the rules contain requirements for certification concerning the technology. If this is not the case, then rules still must be defined.

• Main cost sources: indication of cost aspects that are involved in applying the specified technology as retrofit. The field is empty if there is no indication.



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3 Reference Group comments

The Initial technology list [D2.1] was presented to the participants of the Technology working session of the Reference Group meeting held at Fokker Services in Nieuw-Vennep d.d. 2-March-2011 [D13D24]. The working session’s participants were allocated to 3 different teams, with each team lead by a project partner and comprising a variety of stakeholders:

1. Pininfarina Extra (Lovo), Sagem (Martin), BAE Systems (Dalling), OGMA (Lobata Faria), NLR (Kos), FS (Kroon)

2. KLM (Roozendaal and Kip), Airbus (Grant), Rockwell Collins (Bleeker(notes)), ADSE (Jesse), PARAGON (Tsahalis), L-UP (Questier)

3. EADS/Cassidian (Schweiger), Austrian Airlines (Schludnig), BAE Systems (Apps), ADCUENTA (De Graaff), NLR (Baalbergen)

The discussion was based on the initial long list of technical possibilities for retrofits as prepared under lead from NLR, sent to the workshop participants on 24-Feb-2011, and included in [D2.1].

The questions posed to the workshop participants were:

1. Which technologies are missing from the list?

2. Indicate in the Initial Long List the technologies that are potentially attractive in the timeframe from now up to 2020.

3. Present the top 5 of most attractive technology items.

The top 5 of most attractive technology items was:

• Wing tip devices

• Weight reduction technologies in the cabin

• In-flight entertainment (IFE) & communications

• Avionics to improve flight efficiency & for ATM compatibility

• Compatibility with alternative fuels

The results from the working session were presented and discussed plenary. The answers to the questions as well as any comments made during the discussions and plenary session are reported in [D13D24] and included in the final version of the Technology List included in Appendix A.



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4 RTD activities

General recommendations with respect to Research and Technology Development (RTD) for retrofits are detailed in [D2.2], and include system or component integration into older, existing aircraft, validation and demonstration, reduction of Aircraft-on-Ground (AOG), long-term impact on technology and maintenance, and certification of retrofits (e.g. allowing simulations for small retrofits). It is also recommended to include retrofit aspects in current and new RTD, e.g. covering integration / interfacing aspects of the new technologies in existing aircraft. Stakeholders, in particular operators and system manufacturers see little need for RTD, but manufacturers and MROs see some benefits and needs for specific research in particular areas ([D2.2]).

Needs for Research and Technology Development to support application of specific and promising technologies from the Technology List as retrofits for existing aircraft have been identified in most technology areas [D2.2]. Special RTD topics identified per technology area are summarised in the conclusions chapter of [D2.2]. The term in which the RTD results are expected to be used, and hence RTD funding is required, can be derived from the term in which the technologies involved are expected to be available, as indicated by IATA [IATA-TRR], in particular table 3-3 for the technologies available now or in the short term for existing aircraft, and table 3-4 for the technologies available for incorporation on existing production aircraft.

To prepare the recommendations for the European Commission in the present final report on the technology inventory, additional analysis was carried out by the consortium:

• The summary of special RTD topics was updated with latest insight. The updated summary is included in Appendix B.

• Appendix B was analysed in a consortium meeting to develop a short list of RTD needs. The topics in Appendix B were analysed in the context of the objectives of the RETROFIT project, thereby considering such issues as:

o Does the topic involve RTD or, for example, is it engineering only?

o Are the RTD contents clear?

o Is the RTD specific for retrofit and is the RTD not also covered by RTD for new aircraft?

o Is the topic relevant for the market (cf. benefits)?

o Is the technology technically feasible, also considering the costs (e.g., of certification)?

The analysis resulted in the recommendation for the European Commission to stimulate the research on the following retrofit topics:

o Cost-efficient implementation of SESAR requirements on existing aircraft, e.g., through a validated and certifiable uniform SESAR box to be interfaced with existing avionics suites.



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o Feasibility and implementation of advanced, stand-alone (i.e., not tied into main avionics) Health and Usage Monitoring Systems (HUMS) for structures and systems on existing aircraft, supported by RTD on air-ground communication and wireless data communication in existing aircraft.

o Wireless data communication in existing aircraft for integrated configurable network solutions for, e.g., advanced In-Flight Entertainment and Connectivity (IFEC), cabin climate and safety sensing and actuation systems.

o Air-ground communication in existing aircraft, e.g., for advanced HUMS, black boxes, connectivity with maintenance base and IRU fault detection.

o Engine systems and components retrofit development, rig testing, demonstration, and flight qualification such as combustion chamber retrofit for NOx reduction.

o Development of a retrofit kit for nacelle and composite fan casing, for weight reduction, aerodynamics benefits (laminar flow) and potentially also reduction of noise.

o The long term performance of alternative, non-drop-in fuels (incl. synthetic fuel and biofuel) in existing engines without (major) modifications on existing aircraft, such as the effect on the gas path, the effect on the engine maintenance on the long term, and the effect on the engine washing.

o Integration and validation of new parts for the exchange of secondary structures by composite parts, for weight reduction and other structural benefits.

o Feasibility of a glass cockpit replacing analogue instruments in existing aircraft.

o Alternatives to main engine based taxiing for existing aircraft, such as taxiing on internal power using electric motors in the main undercarriage, to allow main engines on idle setting or switched off during taxiing.



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5 Experience with previous retrofit programs

The purpose of the investigation into the experiences with previous retrofit programmes was to obtain to the extent possible insight to the factors and conditions that impact the decisions for conducting retrofit activities, in particular for fleet-wide retrofit initiatives. Due to certain circumstances encountered during the course of the work and referred to in deliverable [D2.3], the identification and investigation into previous retrofit programmes was solely based on free literature found on the internet. This is due to one of the previously aforementioned circumstances, as meaningful results of retrofit programmes (e.g., implementation costs, logistics, operational benefits), whether successful or not, are not made publicly available. The majority of such programmes are (not including retrofits mandated by authorities) either conducted in-house by an airline or OEM, or are a result of private ventures between airline(s) and the retrofit solution provider, and in either case the use and/or exchange of confidential information is involved. In addition, the RETROFIT project did not have sufficient financial resources to purchase and consult expensive reports from studies conducted for specific retrofits market segments.

The results of the investigation into previous retrofit programmes are included in deliverable [D2.3], and consist of a categorized listing of past and present retrofit programmes and solutions. The investigation was not intended to cover all possible retrofits as the scope would be too broad given limitations on information that is publicly available, however information covering as much as possible retrofit programmes addressing different segments of aircraft is included. Despite the limitations encountered, results found during the study do lead to an overall positive conclusion.

Retrofits are generally thought to be one-off endeavors that are driven by necessity rather than by market competition conditions or strategies for continuous product performance and offering improvement, and that retrofits are mainly geared towards aircraft of specific type and age. However, cases included in D2.3, such as for retrofits addressing, e.g., aircraft engines, airframes modifications, and aircraft safety, indicate that retrofits are carried out more frequently than thought and are not necessarily targeted to ageing and/or out-of-production aircraft only, as initiatives exist for more contemporary in-use and still produced aircraft models. One conclusion is that incentives and actions for retrofits nowadays are not one-off and are also influenced by conditions of aircraft availabilities, and that retrofits are becoming an activity of norm for which the respective needs, business cases and market potential is constantly growing and diversifying.

The investigation resulted in a list of potential areas for retrofits, and some selected areas of promising retrofit endeavors, applicable to old and newer aircraft but inherently more urgent for older airframes, are included. The selected findings below do not include retrofit areas that are already well known to be conducted on a continuous basis (e.g., in-flight entertainment and avionics).

• Engines – A conclusion is that engines retrofits are a viable and sustainable area regarding retrofit programmes. The retrofits include replacement of older on-wing engines with newer models, new engines introduction through development of newer variants of contemporary aircraft models, and upgrade through retrofit of current on-wing engines to enhanced configurations (engine performance improvements



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packages). These endeavors are conducted to address issues ranging from compliancy to changing regulations (noise, emissions) to more commercial reasons such as for cost-savings from improved performance (reductions in fuel burn, maintenance, and spares). Re-engining activities and performance improvement packages offerings are active and applicable, ranging from new clean-sheet designs to almost depleted (life-time) aircraft introduced before the 1980’s (e.g., Boeing B707).

• Airframes and structural components - Retrofits concerning modifications for flight efficiency and drag reduction are known to be amongst those types of projects that are most complex and costly, and are not expected to be attractive nor conducted on a normal basis. However, the investigation revealed that such retrofit programmes do exist for contemporary aircraft and for much older airframes. Such retrofits primarily address solutions for addition and/or replacement aircraft wing elements. In addition, retrofits concerning airframe and structural components health (SHM) and usage monitoring (HUMS), and the associated ICT and communications capabilities and infrastructure are becoming more and more common, and are particularly more suitable and necessitated for existing ageing airframes and out-of-production aircraft.

• Real-time large-volume data communications for aircraft operational monitoring and safety - Retrofits in this area are becoming important for operation and safety measures that require air-to-ground communications, such as for application ranging from airframe and flight systems health and usage monitoring, real-time tracking of aircraft in-flight, and more precise and expedited location of aircraft in case of loss. Numerous solutions are in development for clean-sheet design aircraft, but following recent aircraft incidents and losses (over remote regions, oceans), OEMs and suppliers have initiated developments and the fielding of, including for older aircraft, of satellite-based real-time large-volume data communications solutions.

• Cabins – Aircraft cabin modifications and conversions are one of the best known and developed areas of aircraft retrofit programmes. Until the rise of installation of in-flight entertainment (IFE) either as line-fit or retrofit to aircraft, main conversion and retrofit programmes were and still are targeted to replacement of such items as aircraft seats and interiors finishings addressing needs to increase durability, functionality, comfort and also achieve weight reductions. Since these are the most common types of cabin retrofit, the level of detail included is limited. Several opportunities for cabin retrofits have evolved from such programmes, some examples including:

- Replacement of conventional aircraft lighting (with LED lighting) and introduction of In-seat power provisions.

- New seating, e.g. development of common modular seats for a group of airlines.

- Localized / personalized passenger management systems, and advanced cabin management systems, with similar and/or increased functionality of the newer introduced localized passenger management systems.



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6 Conclusion and future work

The RETROFIT project analyses the possibilities and attractiveness of retrofitting new technical solutions, which are developed and available for new aircraft types, into the large existing fleet of commercial aircraft. A new generation of aircraft is only at the horizon. Existing aircraft still have a long life to serve, whereas the operational environment is changing. Airlines are confronted with emission trading limits, new noise rules, increasing fuel prices, new safety and security demands, a new ATM environment where older aircraft generally do comply with the new ATM standards without modifications, and passenger expectations to enjoy the highest levels of comfort possible.

This report is the final report of the technology inventory work package carried out in the RETROFIT project. This report summarises the results obtained.

The core result of the technology inventory is the long list of technologies for retrofitting. The long list of technologies for retrofitting was initially based on a study of the research results obtained in European Framework Programmes and national programmes as well as on inputs from experienced researchers from various domains. Next the comments of stakeholders of retrofits (like airlines, aircraft manufacturers) have been handled. In the final version, 175 technologies are listed including the available major information for decision-making such as main cost sources, potential benefits, technology readiness level, and further RTD needs.

Secondly this report presents the main summary conclusions of a study on previous (and current) retrofit programmes.

Thirdly, this report presents the recommendations with respect to further research on technologies to increase their potential for retrofitting. Recommendations are given to the European Commission for the current Framework Programme 7 as well as for the Horizon 2020 – the Framework Programme for Research and Innovation, including a short list of RTD topics specifically targeted to obtain the potential benefits of retrofitting for Europe.

In the future work in the RETROFIT project the long list of technologies will be used together with the stakeholder requirements and the certification findings to select a number of candidate technologies that will be subjected to a cost-benefit analysis. In this whole process the experience collected through the study on existing retrofit programmes will be guiding to a realistic set of technologies for retrofit with a high business opportunity. A first recommended step is to reduce the technology list to the most promising ones, based on selection criteria contained in the technology inventory, such as Potential attractiveness, Benefits, and TRL. Finally in the RETROFIT project the factors will be considered that will influence the market take up of retrofit projects and possible ways will be addressed in which the European Commission, the European Investments Bank, and CIP finance and capital programmes could stimulate the application of retrofits.



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7 Recommendations to the European Commission

Pre-amble

• This section presents recommendations to the European Commission with respect to RTD for retrofit to be used for the Work Programmes of the Framework Programme FP7 as well as for the Horizon 2020 – the Framework Programme for Research and Innovation

Considering

• Aircraft have a long life to serve. Consequentially the global commercial air transport fleet consists for a large part of aircraft flying with technologies of the past. To obtain the maximum societal benefits from new technologies for aircraft, retrofitting needs to be encouraged in order to obtain the benefits also on existing aircraft. European industry should take a competitive role in the retrofit market.

• In current European RTD projects on new technologies for aircraft the potential application for retrofits gets hardly any attention however. The global society is therefore missing benefits from new aircraft technologies, whereas the potential retrofit market is hardly explored by European companies.

The following is recommended

• Specific action by the European Commission is therefore recommended to ensure that sufficient attention is paid to retrofit application in developing new technologies for aircraft. Leading requirements for retrofit application are integratability within existing aircraft, limited aircraft-on-ground for carrying out the retrofit programme, substantial operational benefits that justify the investment in retrofits, and certifiability. In view of this change of requirements compared to research programmes driven only by application on new aircraft, it is recommended to deploy incentives (e.g., additional funding and legislation aimed at operators) to promote the research on retrofit applicability.

• It is recommended to require any RTD proposal for the development of technology for new aircraft to address the topic of the potential for retrofit. In promising cases for retrofit the RTD proposal should in addition dedicate a work package to this topic.

• It is recommended to take specific action to decrease the certification cost of retrofits. The high certification cost due to the currently needed repetition of costly tests is preventing the economic viability of many new technologies. On the other hand, the recent progress in virtual (i.e., software model based) testing reveals a potential to reduce the certification cost of retrofit. It is therefore recommended to stimulate the research on virtual testing and to encourage virtual certification.

• It is recommended to stimulate the research on the specific retrofit topics listed below.



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Recommended specific RTD topics for retrofit

• Cost-efficient implementation of SESAR requirements on existing aircraft, e.g., through a validated and certifiable uniform SESAR box to be interfaced with existing avionics suites.

• Feasibility and implementation of advanced, stand-alone (i.e., not tied into main avionics) Health and Usage Monitoring Systems (HUMS) for structures and systems on existing aircraft, supported by RTD on air-ground communication and wireless data communication in existing aircraft.

• Wireless data communication in existing aircraft for integrated configurable network solutions for, e.g., advanced In-Flight Entertainment and Connectivity (IFEC), cabin climate and safety sensing and actuation systems.

• Air-ground communication in existing aircraft, e.g., for advanced HUMS, black boxes, connectivity with maintenance base and IRU fault detection.

• Engine systems and components retrofit development, rig testing, demonstration, and flight qualification such as combustion chamber retrofit for NOx reduction.

• Development of a retrofit kit for nacelle and composite fan casing, for weight reduction, aerodynamics benefits (laminar flow) and potentially also reduction of noise.

• The long term performance of alternative, non-drop-in fuels (incl. synthetic fuel and biofuel) in existing engines without (major) modifications on existing aircraft, such as the effect on the gas path, the effect on the engine maintenance on the long term, and the effect on the engine washing.

• Integration and validation of new parts for the exchange of secondary structures by composite parts, for weight reduction and other structural benefits.

• Feasibility of a glass cockpit replacing analogue instruments in existing aircraft.

• Alternatives to main engine based taxiing for existing aircraft, such as taxiing on internal power using electric motors in the main undercarriage, to allow main engines on idle setting or switched off during taxiing.



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8 References

[AARTP2010] Austrian Federal Ministry for Transport, Innovation and Technology, “Take Off. The

Austrian Aeronautics Research and Technology Programme. Latest Results in 2010”,

November 2010.

[ADC-1] Ad de Graaff, “RETROFIT Initial contribution AD Cuenta WP 1”, personal note,

November 2010

[ADSE-1] E. Jesse, “Fleet upgrade possibilities. An investigation into the possibilities of

upgrading the existing transport aircraft fleet to reduce the climate effects of air

transport”, ADSE Report 07-RA-053, June 2007

[CleanSky] www.cleansky.eu (last visited July 2011)

[D11] “Retrofit orientation”, Retrofit project deliverable D1.1, version 5, d.d. 10-Jan-2011

[D12] “Stakeholder Interviews”, Retrofit project deliverable D1.2.

[D13D24] “Reference group meeting”, Retrofit project deliverable D1.3 & D2.4.

[D21] “Report on initial long list”, Retrofit project deliverable D2.1.

[D22] “Report on required RTD activities for retrofit”, Retrofit project deliverable D2.2.

[D23] “Initial report on previous retrofit programs”, Retrofit project deliverable D2.3.

[DoW] Retrofit DoW.

[EC-FP6v1] European Commission, “Aeronautics Research. 2003-2006 Projects. Project

Synopses – Volume 1. Research Projects from the First and Second calls”, 2006.

[EC-FP6v2] European Commission, “Aeronautics Research. 2003-2006 Projects. Project

Synopses – Volume 2”, 2008.

[EC-FP7v1] European Commission, “Aeronautics and Air Transport Research. 7th Framework

Programme 2007-2013. Project Synopses – Volume 1. Calls 2007 & 2008”, 2010.

[IATA-TRR] The IATA Technology Roadmap Report, 3rd

edition, issued June 2009.

[NLR-BS] Internal NLR brainstorm session on retrofits minutes of meeting d.d. 24-Jan-2011.



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Appendix A: Technology List

This list constitutes the Technology Inventory as described in Chapter 2 of this document. The entries in the tables are described in detail in section 2.2.

Category Re-engining - Introduction Additional information Engine replacement and modifications to reduce emissions and noise, and to

improve fuel and cost efficiency. The technologies range from improving existing engine to installing new engine from another manufacturer. Also check http://www.techtransfer.berkeley.edu/aviation02downloads/WillardDodds.pdf. Remarks: * Re-engining should be Engine modifications [D13D24] * It is not clear how or when the re-engining case may fit into the scope of this project (given complexity, time scale, candidate airframes and benefit). Engine upgrades/modifications could be imagined via standard upgrade programs, incl. silencer improvements. [D13D24]

References [ADSE-1] p.8 Potentially attractive (Reference Group)

yes; this holds for any technology that * reduces emissions and noise, * that increases durability of parts and efficiency * better use of high tech parts in engines * small changes to engine * everything available by OEM or as PMA parts

Benefits Improving basic efficiency of flight: 1 (improve payload-range performance) Reduction of operational losses: reduction maintenance costs Reduction of airport noise: 0 Reduction of pollutant emissions: 1 Improvement of well-being of passengers: 0 ATM compatibility: 0

Technology Replace whole engines by new ones (Re-engining) Additional information Issues [ADC-1]: Engine availability; installation issues; flight envelope

definition Examples: (1) Exchanging current 60000 lbs engines such as the CF6-80 with new generation engines; future possibility (2) Upgrading current high volume production aircraft (A320, 737 NG, Boeing 777) with new engines; future possibility (3) Re-engining Boeing 747-400: Replace CF6-80 by GEnx; future possibility (4) Re-engining BAC-111 for US customers due to newly announced FAA noise rules; historical program. Note: Re-engining is primarily an option for very successful aircraft that have been in-production for a long time. Only few (special) cases are known in which in-service aircraft have been re-engined due to the high non-recurring cost.

IATA Retrofit Engine retrofits References [IATA-TRR]; [DoW] B1.1.ii

(1) [ADSE-1] p.1; (2) [ADSE-1] p.1; (3) [ADSE-1] p.14; (4) [D12] (interview 2.2) Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 0 Reduction of airport noise: (3) maybe



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Reduction of pollutant emissions: 1 (IATA: 1 to 2% fuel burn reduction) Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 8 Required RTD Issue "Engine availability": research done; derivatives of CFM 56, Leap X, and

PW/GE models. No specific research needed on re-engining [ADC-1] Issue "Installation issues": research done: engine/ airframe integration; research needed: effects of HBR engines on configurations [ADC-1] Issue: effect HBR engines on configurations is mainly engineering rather than research, but requires lot of effort, with OEM input probably essential.

Main cost sources IATA: est. retrofit costs: 1 to 10 mUS$ For example (3): see [ADSE-1] p.15 Note: Flight testing for new performance manual required. Aerodynamic integration very difficult to do without OEM.

Technology (Part of Replace whole engines by new ones): Replace piston engines by

turboprop engines (Re-engining) Additional information Existing technology

Remark: disadvantage in fuel, emissions and engine price. Benefits performance, passenger comfort, maintenance. Minor overall effects, probably not the objective of the EU

IATA Retrofit Engine retrofits References [DoW] B1.1.i Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 1 Reduction of airport noise: 0 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 1 ATM compatibility: 0

TRL 9 Required RTD N/A Main cost sources

Technology (Part of Replace whole engines by new ones): Replace turbojet engine by

turbofan engine (Re-engining) Additional information Existing technology IATA Retrofit Engine retrofits References [DoW] B1.1.i Potentially attractive (Reference Group)

no


TRL 9 Required RTD N/A Main cost sources



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Technology (Part of Replace whole engines by new ones): Two-stroke turbo diesel a/c engine (small a/c) (Re-engining)

Additional information 2TTD (Austrian research project) IATA Retrofit Engine retrofits References [AARTP2010] p.38 Potentially attractive (Reference Group)

no


TRL low Required RTD not for pax aircraft Main cost sources

Technology (Part of Replace whole engines by new ones): Open rotor technologies

(Re-engining) Additional information E.g., EC FP7 DREAM

Issue: No engines available in the near future, most likely no interchange feasible with turbofan engines due to configuration issues. Noise reduction very unlikely. General Electric flight tested their Unducted Fan (UDF) on a McDonnell Douglas MD-80 and a Boeing 727-100 during the 1980s

IATA Retrofit Engine retrofits References [EC-FP7v1] p.52 Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 0 Reduction of airport noise: 1? Reduction of pollutant emissions: 1 Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 3 to 6 Required RTD Rig testing of components might be required for some configurations. All

systems must be developed, demonstrated and flight qualified. Main cost sources

Technology Alternative propeller (Re-engining) Additional information E.g., different material, manufacturer IATA Retrofit Engine retrofits References [D13D24] Potentially attractive (Reference Group)

maybe


TRL 6 to 9 Required RTD Rig testing might be required. All configurations with new propellers must be

developed, demonstrated and flight qualified.



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Main cost sources

Technology Low-NOx combustor (Re-engining) Additional information DAC (double annular combustor) / SAC (single annular combustor)

(e.g., http://www.cfm56.com/press/news/cfm56-5b+dac+engine+certified+on+airbus+industrie+a321/3)

IATA Retrofit Engine retrofits References [NLR-BS] Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 1? Reduction of operational losses: not by definition Reduction of airport noise: 0 Reduction of pollutant emissions: 1 Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 6 to 9 (TRL 6 for NEWAC; TRL 9 for GE DAC/TAPS combustors for CFM56-5B/7B, GE90 and GEnx)

Required RTD Prototype testing & demonstration, system development and flight qualification Main cost sources Increased system complexity means increased maintenance costs. A good

example are the low-NOx combustors that were available for CFM56-5B/7B and GE90. Dual Annular Combustors resulted in high costs at Swissair.

Technology (Part of Low-NOx combustor): Combustor replacements: TAPS (Twin

Annular Premixing Swirler) combustors (Re-engining) Additional information See also http://www.techtransfer.berkeley.edu/aviation05downloads/Dodds.pdf

Note: TAPS combustors have been developed by General Electric. Pratt & Whitney and Rolls-Royce have lean burn combustor designs with TRL 6.

IATA Retrofit Engine retrofits References [ADSE-1] p.12 Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 1 ("Nearly 50% NOx reduction") Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 8 Required RTD System development and flight qualification Main cost sources

Technology Engine cowling made from composites (with micro perforations) (Re-

engining) Additional information A cowling may be used: for drag reduction, for engine cooling by directing

airflow as an air intake for jet engines, for decorative purposes (which is beyond the scope of the retrofit project). Issue: Possible mass flow through pores for cooling or to supply engine primary air seems highly unrealistic.

IATA Retrofit Engine retrofits References [NLR-BS]



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Potentially attractive (Reference Group)

yes


TRL 2 thru 6 Required RTD depending on optimisation Main cost sources rather high

Technology Composite fan casing (Re-engining) Additional information Replace fan by composite fan with optimised geometry to reduce noise and

increase engine efficiency. (This is retrofitting an existing engine with a composite fan.) A composite fan may be lighter than other re-engining technologies mentioned below. Modifications to the engine mounting and wing structure may be required due to changes in engine weight and CG (center of gravity).


yes


TRL 7 to 8 Required RTD Kit must be developed by/with the engine manufacturer. Actual retrofit may be

done by other companies. Could be interesting source for RTD Main cost sources

Technology Composite fan blades (Re-engining) Additional information Benefits: weight reduction, leading to lower fuel burn, aerodynamic

optimisation may lead to lower noise. Modifications to the engine mounting and wing structure may be required due to changes in engine weight and CG. Rotor dynamics may change significantly. The changes might affect the structural design of the rotor and the control system (transient performance). Design analysis is required. Addressed in e.g. EU projects VITAL, DREAM, Silencer


yes

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 0 Reduction of airport noise: 1? Reduction of pollutant emissions: 1 Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 7 to 9 (RR P&W GE)



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Required RTD structural integrity after impact, rotor dynamics and transient performance Main cost sources

Technology High-pressure system performance & durability upgrades

(Re-engining) Additional information IATA Retrofit Engine retrofits References [NLR-BS] Potentially attractive (Reference Group)

yes


TRL 4 to 9 Required RTD See constituting technologies below. Main cost sources Cost sources are: purchase; downtime aircraft; more complex maintenance;

certification & qualification Control system redesign may be major cost source and certification may be difficult. (Retrofitting engine control system is difficult due to the centralised architecture and the required certification) Considering retrofits is an optimisation of performance increase, cost reduction and many other issues.

Technology (Part of High-pressure system performance & durability upgrades): High-

pressure system performance & durability upgrade: replace OEM (Original Equipment Manufacturer) with PMA (Parts Manufacturer Approval) parts: (a) corrosion resistant coating HPC (Re-engining)

Additional information IATA Retrofit Engine retrofits References [NLR-BS] Potentially attractive (Reference Group)

yes


TRL 4 to 9 Required RTD unknown Main cost sources


pressure system performance & durability upgrade: replace OEM with PMA parts: (b) thermal barrier coating HPT (Re-engining)

Additional information Research in e.g. EC FP6 TOPPCOAT - more reliable, less expensive Thermal Barrier Coatings; reduction of engine costs, maintenance costs and fuel consumption

IATA Retrofit Engine retrofits References [NLR-BS]

[EC-FP6v1] p.128



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yes


TRL 4 to 9 (TOPPCOAT: low)

Required RTD unknown Main cost sources


pressure system performance & durability upgrade: replace OEM with PMA parts: (c) advanced cooling HPT (Re-engining)

Additional information Significant changes in cooling schemes of hot section components may have a large (negative or positive) effect on the engine cycle and performance.


yes


TRL 6 to 9 Required RTD Component development, demonstration and flight qualification Main cost sources


pressure system performance & durability upgrade: replace OEM with PMA parts: (d) advanced materials for turbines; CMC (Ceramic matrix composites) in LPT (Re-engining)

Additional information CMC in LPT - GE tests CMC in F136 (GE) on small scale, for non-flight critical parts; if successful then GE will check the application for commercial aircraft


yes


TRL 4 to 6 Required RTD Rig testing, component development, demonstration and flight qualification Main cost sources


pressure system performance & durability upgrades: advanced (3D) aerodynamics HP-system (Re-engining)



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yes


TRL 6 to 9 Required RTD Rig testing, component development, demonstration and flight qualification Main cost sources


pressure system performance & durability upgrades: advanced air-air seals (Re-engining)


yes


TRL 4 to 9 (4 to 6 for advanced seals; 6 to 9 for labyrinth and brush seals) Required RTD Labyrinth and brush seal design require component development,

demonstration and flight qualification. Advanced seals may require R&D and laboratory testing before the component development phase.

Main cost sources


pressure system performance & durability upgrades: active control (clearance, surge, flow) (Re-engining)

Additional information Active clearance control systems for turbines have gained substantial operating hours in service. Active surge and flow control are under investigation in EC FP6 NEWAC


yes


TRL 6 to 9 (6 for active surge control; 6 for active flow control;7 to 9 for active clearance control)

Required RTD Rig testing, component development, demonstration and flight qualification Main cost sources



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Technology Advanced actuating technologies within gas turbines (Re-engining) Additional information EC FP6 ADVACT IATA Retrofit Engine retrofits References [EC-FP6v1] p.145 Potentially attractive (Reference Group)

maybe


TRL low Required RTD unknown Main cost sources

Technology Turbine designs (Re-engining) Additional information EC FP6 AITEB II: research covering aerodynamic and aerothermal aspects of

future turbine designs aimed at short-term benefits in terms of lighter and more efficient turbine modules


no



Technology Use of new alloys to increase the temperature capability of turbine blade

materials (Re-engining) Additional information EC FP6 ULTMAT; another project aimed at new materials is EC FP6

AEROMAG (p.159) IATA Retrofit Engine retrofits References [EC-FP6v1] p.156 Potentially attractive (Reference Group)

yes





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Technology (Part of Use of new alloys to increase the temperature capability of turbine blade materials ): Special aluminum alloys for use in engines (Re-engining)

Additional information ALUSTAN (Austrian research project) IATA Retrofit Engine retrofits References [AARTP2010] p.28 Potentially attractive (Reference Group)

maybe



Technology Aggressive transition ducts for future engines (Re-engining) Additional information EC FP6 AIDA

Note: aggressively curved transition ducts are a major source of pressure losses and flow instabilities in the core engine. Do not use them if you do not need them.


no



Technology Engine lubrication system technologies (Re-engining) Additional information EC FP7 ELUBSYS; oriented towards future engine generations IATA Retrofit Engine retrofits References [EC-FP7v1] p.56 Potentially attractive (Reference Group)

no





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Technology Flutter-Free turbomachinery blades (Re-engining) Additional information Note: Gas turbine blades are designed flutter free by definition. (Remove as

technology from the list?) Research in EC FP7 FUTURE


no


TRL low, up to 3, 4? Required RTD unknown Main cost sources

Technology Engine technologies for noise and emissions reduction

(general) (Re-engining) Additional information Listed in [IATA-TRR].

Research in e.g.: * EC SILENCE(R) ([EC-FP7v1] p.78): see EC FP7 OPENAIR; addresses retrofitting to improve current fleet noise levels. Realistic exploitation of promising design concepts to reduce noise. * EC FP6 VITAL ([EC-FP6v1] p.200): research (tech): develop and validate engine technologies that provide noise reduction and reduction in CO2 emissions * EC FP6 NEWAC ([EC-FP6v2] p.141): Aero engine core concepts targeting noise and emission reduction

IATA Retrofit Engine retrofits References [IATA-TRR] table 6 Potentially attractive (Reference Group)

yes


TRL SILENCE(R): 6-7 VITAL: up to TRL 3-4? NEWAC: "fully validated novel technologies"

Required RTD unknown Main cost sources

Technology (Part of Engine technologies for noise and emissions

reduction(general)): Fan broadband noise reduction technologies (Re-engining)

Additional information EC FP7 FLOCON IATA Retrofit Engine retrofits References [EC-FP7v1] p.63 Potentially attractive (Reference Group)

maybe

Benefits Improving basic efficiency of flight: 0



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Reduction of operational losses: 0 Reduction of airport noise: 1 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 4 Required RTD unknown Main cost sources

Technology Hush kits (Re-engining) Additional information Resulted in 0.5% increase in fuel use on short trips. Additional weight and

increased maintenance burden. Not attractive for retrofits. Hush kits: typical jet noise suppression; useful when bypass ratio < 2. Small fleet, old aircraft, no volume

IATA Retrofit Engine retrofits References [D11] s.4.1.2 Potentially attractive (Reference Group)

no



Technology Replacement of gear box (Re-engining) Additional information More electric power needed may lead to adaptation of the gear box (including

generators). [..] Engines may have to deliver additional power, which could lead to replacement of generators (retrofit). Experience with replacement of gearbox concerns a derivative from a business jet for military purposes. No commercial aircraft experience. Modifications to bleed or power off takes generally have a major effect on the engine cycle. Exchanging the gearbox and generators might be economically unfeasible, except for special cases as mentioned before.

IATA Retrofit Engine retrofits References [D12] (Interview 3.1) Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 1? (more electric power needed for IFE) ATM compatibility: 0


Technology PMA parts, PW4000 (Pratt & Whitney high-bypass turbofan aircraft

engines) (Re-engining)



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Additional information Huge cost difference, no design change, same fit and function, need quick qualification/certification

IATA Retrofit Engine retrofits References Potentially attractive (Reference Group)

yes


TRL unknown Required RTD unknown Main cost sources

Category Alternative fuels - Introduction Additional information Reduce pollutant emissions (e.g., reduce C, NOx contents of current aviation

fuel), costs, dependence on fossil fuels. Scope should be on retrofitting hardware, in this case to retrofit engine and fuel system parts to allow alternative fuels. Hence only 'Adapt engines to possible bio-fuel variants' is relevant here. IATA mentions as retrofit technologies: Biomass to Fuel (BTF) or biojet, Hydrogenated oil/fat, Gas to Fuel (GTF) or Gas to Liquid (GTL), Transesterification fuels. The CO2 benefits of alternative fuels are considering the entire fuel life cycle. Negative CO2 reduction values can occur if during the lifecycle of the fuel net CO2 emissions are higher than for current kerosene. In some cases (soy or palm oil) they can reach approx. 7 times the amount from kerosene. Topic addressed in e.g.: * EC FP7 ALFA-BIRD - research into alternative fuels and biofuels; in the short term: blend of kerosene and biofuel * EC FP7 DREAM - open rotor technologies, novel concepts, alternative fuels Remark: unknown if a blend kerosene/biofuels 50/50 requires any changes to the a/c [workshop]

IATA Retrofit Alternative fuels References [IATA-TRR]; [ADSE-1] p.2, 22; ALFA-BIRD: [EC FP7v1] p.227; DREAM: [EC-

FP7v1] p.52 Potentially attractive (Reference Group)

yes (drop-in solutions)

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 0 Reduction of airport noise: 1 (DREAM) Reduction of pollutant emissions: 1 (ALFA-BIRD, DREAM); IATA: 60 to 90% fuel burn reduction for BTIF or biojet, and negative for GTF or GTL (10%) and Hydrogenated oil/fat and Transesterification fuels. Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL ALFA-BIRD: low; DREAM: low, up to 3; IATA technologies: 6 to 8 Required RTD RTD, long term “demo” project: research performance of alternative fuels,

effect on the gas path, effect on the engine on the long term [D13D24] Main cost sources IATA: est. retrofit costs: less than 0.01 mUS$, and 0.1 to 1 mUS$ for

Transesterification fuels



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Technology Use of synthetic fuel (GTL, CTL) or bio-fuel as "drop in" jet fuel in existing engines, without modifications. (Alternative fuels)

Additional information Benefits are: increase of engine performance, flying longer distances due to energy "content", reduce CO, NOx emissions. IATA "table 5": Furans (TRL 4), Biodiesel (TRL 7), Butanol (blend) (TRL 4).

IATA Retrofit Alternative fuels References [ADC-1], [NLR-BS], [ADSE-1] p.2, 10, 21 Potentially attractive (Reference Group)

yes (biofuels)


TRL 4 to 9 Required RTD Research done: investigations into consequences and adaptations, no long

term track record yet. Research needed: validation of suitability and monitoring [ADC-1]. Certification and testing with respect to short-term and long-term effects Scaling up, cost-effective production Optimisation of fuel control system, monitoring for maintenance

Main cost sources If certified (ASTM std. group), can be used as "drop in" fuel without modifications.

Technology Adapt engines to possible bio-fuel variants (Alternative fuels) Additional information IATA Retrofit Engine retrofits

Alternative fuels References [DoW] B1.1.ii Potentially attractive (Reference Group)

yes (compatibility with alternative fuels)



Category Aerodynamics - Introduction Additional information Main objectives: reduction of drag and noise, increase of lift

Example research projects addressing (general) aspects are: * EC FP6 REMFI ([EC-FP6v1] p. 55): investigate flows around rear fuselage and empennage to optimise the design; oriented towards design of future aircraft; low TRL * EC FP6 TELFONA ([EC-FP6v1] p. 60: wing drag reduction; low TRL

References EC-FP6v1] p. 55; EC-FP6v1] p. 60

Technology Winglets (Airbus own name: 'sharklets') (Aerodynamics) Additional information The main objective is reduce drag. Also achieve weight reduction through



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replacing outer wing and application of winglet / raked wing tip; weight reduction due to winglet is not appropriate here: the winglet will increase the load on the outer wing and this usually requires reinforcements. Replacing the outer wing with one of composite may reduce the aircraft empty weight, this is covered in another technology (structures; row 'Carbon fibre composites for aircraft primary structures'). Examples are: (1) Winglets to existing KLM B-737-800 (existing retrofit) ([DoW] B1.1.i). (2) Upgrading current high volume production aircraft (A320, 737 NG, Boeing 777) with winglets ([ADSE-1] p.1) Development of winglets is engineering, no research. Only a/c type specific solutions; no generic solutions. Development for an existing a/c type is difficult and only rarely successful. Winglets cause changes to wing loads and hence require strengthening of the wings. For most a/c types, the wing load is already at its maximum which leaves no room [...]

IATA Retrofit Wingtip fence Raked wingtip Blended winglet

References [ADC-1]; [ADSE-1] p.2, 19; [WP1.1 doc]; [NLR-BS]; [D11] s.4.2; [D12] (Interview 5.1). In Aviation Week of April 11, 2011, Airbus states that they intend to make the winglet that they now developing for the A320NEO (sharklet) available for retrofit on standard A320’s, probably via a third party.


yes (on high fleet sizes)

Benefits Improving basic efficiency of flight: 1 (drag reduction) Reduction of operational losses: 0 Reduction of airport noise: 1 Reduction of pollutant emissions: fuel-burn gain 0-5% (IATA: 1-3% for wingtip fence and 3-6% for raked wingtip and blended winglet. Boeing: 4% fuel saving on 737 and 5% on 757 and 767) Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 7-8; 9 for wingtip fence, raked wingtip, blended winglet (2 thru 6 for weight reduction)

Required RTD Research done: adaptation of wings and strengthening (B737 series retrofit). Research needed: Add on winglets that require no modification of the total wing structure; this requires knowledge on aerodynamics, load cases and structural properties. Weight reduction: depending on optimisation. RTD into a/c type independent winglets?

Main cost sources IATA: est. retrofit costs: 1 to 10 mUS$. Airlines have no direct advantage other than commercial. Winglet F100: €230K & fuel save 2%: no. Winglet B737: €500/600K & fuel save 4%: sometimes yes, sometimes no. Weight reduction: rather high. Strengthening of the wing is expensive (>= 1M$)

Technology Riblets in paint surface (Aerodynamics) Additional information Suitable for retrofits, since a/c are painted rather frequently. IATA Retrofit Riblets References [IATA-TRR]; [ADSE-1] p.2, 10, 22 Potentially attractive (Reference Group)

yes




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Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 1-2% fuel burn reduction Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 5 to 7 (concept known, not yet used on operational a/c) Required RTD RTD topics are:

• wear (riblets are wearing parts): selection of applicable materials • fouling / sedimentary deposits): riblets may give rise to increased fouling and may loose their drag reducing capacity during that process.

Main cost sources IATA est. retrofit costs: 1-10 mUS$

Technology Drag reducing coatings, paints (Aerodynamics) Additional information Suitable for retrofits, since a/c are painted rather frequently. The topic is of

interest for e.g.: • F100: the APU’s outlet causes part of one side of the plane’s tail to be stained, covered with a layer of soot. • F50: the engines’ outlets get sooted Example: nanopaint experiment by Easyjet (Feb. 2011): help reduce the build up of minute levels of debris on the fuselage and other areas, reducing drag levels; expect 1-2% fuel consumption reduction Remarks: some airlines do not believe in drag reduction coatings, paints [D13D24]

IATA Retrofit Drag reduction coatings References [IATA-TRR]; [D12] (Interview 5.1) Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: <1% fuel burn reduction Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 9 Required RTD No RTD needs foreseen; is an already available technology. Main cost sources IATA est. retrofit costs: < 0.01 mUS$

Technology (Part of Drag reducing coatings, paints): Aircraft graphic films

(Aerodynamics) Additional information IATA Retrofit Aircraft graphic films References [IATA-TRR] Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: ~1% fuel burn reduction Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 9 Required RTD No RTD needs foreseen; is an already available technology. Main cost sources Est. retrofit costs: 0.01 to 0.1 mUS$



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Technology High lift devices (active / passive) (Aerodynamics) Additional information Objective: Increase lift (max. lift coefficient), better span-width / lift

E.g., replace slats, flaps (improved geometry), spoilers, flap track fairings, outer wing. Also use composites for weight reduction. research in (e.g.): * EC FP6 Eurolift II ([EC-FP6v1] p. 39): Numerical and experimental methods for high-lift flows and configurations * EC FP6 TIMPAN ([EC-FP6v2] p. 151): addresses airframe noise from landing gear and high-lift devices (mainly due to air flow) * EC FP6 SADE ([EC-FP7v1] p.40): morphing high lift devices for next generation wings * EC FP7 DESIREH also covers high lift devices Remark: Adaptive wing tip devices can more easily be retrofitted than current passive solutions; the load effect is less. Validation of such technology is a topic [D13D24]

IATA Retrofit Variable camber with existing control surfaces References [ADC-1]; [NLR-BS] Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 0 Reduction of airport noise: 1 Reduction of pollutant emissions: 1 (IATA: 1-2% fuel burn reduction) Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL IATA (variable camber): 8; 1 to 9 since it is actually a group of technologies with different TRL; Eurolift II. TIMPAN, SADE: low; 2 thru 6 for use of composites for weight reduction

Required RTD High lift devices: Research done: ?? Research needed: Possible research Use of composites: Research done: Replace metal by composites and thermoplastics. Research needed: Initial research done Use of composites: depending on optimisation. Aerodynamics experts foresee no specific RTD needs for retrofits.

Main cost sources IATA: est. retrofit costs: 1-10 mUS$. Design of high lift devices is highly interactive with the wing general aero design. Span increase will usually reduce aileron power. Requires strong OEM involvement. Use of composites: rather high. Required certification is limited: "the components may fell off".

Technology Flow-control devices, Controllers, Architecture-network and

optimisation, wind tunnel testing (Aerodynamics) Additional information EC FP6 AVERT: Development and industrialization of AFC technologies for

application to a realistic configuration to improve in cruise lift-to-drag ratio. Retrofits may be simple for e.g. vortex generators (fixed or retractable). However, permanently deployed vortex generators increase the drag, so the gain is questionable. Also, if there would be a significant gain, OEMs would already have applied vortex generators. Other flow-control devices – not considered applicable for retrofits – are plasma actuators (TRL 3) and switchable (acoustic or vibrating, electrical driven) blowers (TRL 5).

IATA Retrofit References [EC-FP6v2] p. 50 Potentially attractive (Reference Group)

maybe




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TRL 1 to 9 since it is actually a group of technologies with different TRLs Required RTD Further RTD needed on devices (types), control (hardware network, further

testing-software), whole system architecture (pdp). Aerodynamics experts foresee no specific RTD needs for retrofits.

Main cost sources Architecture, integration, maintenance.

Technology Active or passive suction laminar flow (Aerodynamics) Additional information IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

maybe

Benefits Improving basic efficiency of flight: 1 (less drag) Reduction of operational losses: 1? Reduction of airport noise: 0 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL <= 5 Required RTD Further research needed and on-going at Airbus and Boeing. Perhaps on 787?

1. It is reported that it is envisaged to incorporate hybrid laminar flow solution to the 787-9 (horizontal stabilizer). 2. Main RTD required for retrofit are Product development process, manufacturing techniques (e.g., additive manufacturing?), testing, inspection, maintenance. However, since the TRL is considered low, the topic is not yet considered suitable for retrofits, and hence no RTD needs for retrofits are foreseen.

Main cost sources Architecture, integration, inspection, maintenance. No reduction in maintenance costs conceivable, probably an increase.

Technology Serrated trailing edges (Aerodynamics) Additional information Serrated trailing edges for the purpose of jet noise reduction are standard on

the B787 nacelle. It is also available for / applied to the B747-8 series. Lufthansa seems interested in the technology and is doing research (on its own initiative) in collaboration with DLR. Two possible technologies may be applicable: static serration, which simply reduces noise but increases fuel use, and some sort of “controllable serration”, which is switched on during take off and landing to reduce the airport noise and switched off during cruise, to avoid the extra fuel use. Issue: only noise reduction with a small efficiency penalty?

IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 1 (less drag)? Reduction of operational losses: 0 Reduction of airport noise: 1 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 0 ATM compatibility: 0



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TRL unknown Required RTD Application of “controllable serration” to noisy older aircrafts. Main cost sources

Technology Wake vortex energy recovery (Aerodynamics) Additional information This technology is mainly used in figures, to depict thoughts. The TRL too low.

It is not meant applicable as retrofit. IATA Retrofit References [ADC-1] Potentially attractive (Reference Group)

no


TRL low Required RTD Research done: In house Airbus research. Research needed: perhaps

research into the cost benefit and technical issues. Aerodynamics experts foresee no specific RTD needs for retrofits.

Main cost sources

Technology Retractable (collapsible) landing lights (Aerodynamics) Additional information Example: F100, gives drag reduction on short flights.

Issue: No technology issue. Only a few aircraft have retractable landing lights (F100, DC9/MD80 series) many others have them attached to the landing gear or within the wing leading edge. Those installations will not cause drag when the lights are on. For the F100NG we did a quick study on the drag and we found a fuel burn penalty of a few kg, so on the F100NG the landing lights may well be moved to the wing/fuselage fairing or another position. This is no technology issue therefore, but a simple trade-off. The challenge is to get rid of retractable landing lights; the system is heavy and maintenance intensive; a possible solution is to integrate landing lights in the leading edge. The technology is very aircraft type specific and is certainly not considered as big business.


no


TRL high Required RTD No RTD needs for retrofits foreseen. Main cost sources

Technology Aerodynamic windshield wiper blades (Aerodynamics) Additional information IATA Retrofit References [NLR-BS]



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no

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 1 (drag reduction?) Improvement of well-being of passengers: 0 ATM compatibility: 0


Technology Integrated antennas (Aerodynamics) Additional information Integrated antennas may be applicable in composite, non-metal skins only, not

in metal(-based) skins. Since older aircraft types seem to have mainly metal-based skins, retrofitting this technology to older aircraft types is questionable.


yes


TRL 4 Required RTD No RTD needs for retrofits foreseen. Main cost sources

Technology More aerodynamic landing gear (Aerodynamics) Additional information Prime purpose of applying this technology is to increase the drag while

reducing jet noise; this may be a (non retrofit specific) RTD topic. Application of this technology may be considered in landing gear redesign in combination with application of composite components. EC FP6 TIMPAN - addresses airframe noise from landing gear and high-lift devices (mainly due to air flow) Also covered by the project SilenceR


yes


TRL approx. 5; much research going on Required RTD No RTD needs for retrofits foreseen. Main cost sources

Technology Replace cowling by cowling shaped to enable natural laminar flow.

(Aerodynamics)



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Additional information Enabling natural laminar flow to cowlings / nacelles is difficult. On the one hand, all parts of an engine must be accessible, while the “skin” needs to be seamless. A seam of few tenths of millimeters between adjacent panels may already disturb the natural laminar flow.

IATA Retrofit References Potentially attractive (Reference Group)

no


TRL 5 to 6 Required RTD No RTD needs for retrofits foreseen. Main cost sources

Technology Boeing 777 Performance Improvement Package (PIP) (Aerodynamics) Additional information Improved ram air system (exit louvers that provide exhaust modulation to the

environmental control system ram air system), aileron droop (software-based modification reducing drag by creating higher aerodynamic loading on the outboard part of the wing and making the span-wise loading more elliptical), and resized (737-type) vortex generators Remark: a/c manufacturers know details of aerodynamic improvements packages, airlines do not; manufacturers keep these to themselves as they want to sell new aircraft. for airlines, these improvements are more attractive as the fuel price is increasing [D13D24]

IATA Retrofit References http://www.boeing.com/commercial/aeromagazine/articles/qtr_03_09/article_0

2_1.html; [D12] (Interview 6.1) Potentially attractive (Reference Group)

yes


TRL 9 Required RTD No RTD needs foreseen; is an already available technology. Main cost sources

Category Cabin - Introduction Additional information Main objective: improvements of crew and passenger workspace /

environment during flight (cabin, cockpit), e.g., thermal, noise, ride comfort, global / local solutions, design. General research in e.g.: *EC FP5 HEACE: Multi-dimensional Models and Assessment of Cockpit and Cabin Environment for Fatigue, Comfort, Performance; TRL high: Methodology, Model Validation, Flight Tests. *EC FP5 FACE: Environmental Comfort parameters affecting noise, vibration, air-quality technology, effects on/from multimedia utilization; TRL 3-5, probably



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6 for ALENIA/AIRBUS demonstrators * EC FP6 ICE ([EC-FP6v1] p. 83): impact of flying on health and well-being of passengers; TRL low; project yield is mainly knowledge Note: turning an a/c from pax into freighter (as e.g. indicated by ALENIA during the interview [interview 2.2]: ATR) is not a retrofit

References [DoW] B1.1.ii

Technology Cabin interior (e.g., with new materials), layout, toilets, overhead

compartments/luggage bins modernisation (Cabin) Additional information Example: existing: cabin interior modernisation of F100 by Austrian airlines

([DoW] B1.1.i) IATA Retrofit References [DoW] B1.1.i; [ADC-1]; [D12] (Interview 7.2) Potentially attractive (Reference Group)

yes (weight reduction)


TRL unknown Required RTD Research done: Modernization. Research needed: Feasibility studies

(B) Sustainability issues (fleet-wise implementation, higher frequency of replacement). (R!) Recycling/ Overhaul of replaced components.

Main cost sources Acquisition, installation, logistics (for recycling, reuse case), certification.

Technology Layout study, modular design (Cabin) Additional information IATA Retrofit References [D13D24] Potentially attractive (Reference Group)

yes


TRL Unknown - very broad subject with long list of potential techniques and tools (ICT)

Required RTD (R!) Research done: Methods for layout design and optimisation (stand-alone or in conjunction with commercial design suites) through to seating, environmental, power distribution, safety, etc. Research needed: In contrast to new a/c development (models available) for older aircraft more formalized approach per deployment and possible integration of aforementioned techniques. Particular issue the ability for use with or by airlines with data/knowledge they possess or gather (measurements) and less dependent on original design models. Also connected to 'Other technologies' category.

Main cost sources Personnel, software, manufacturing (in-the case of mock-up), testing.

Technology Alternative and light-weight seats and upholstery, seat designs (Cabin) Additional information E.g., light-weight seats and upholstery to reduce weight in cabin (e.g. as

looked for by Easyjet).



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Research in e.g.: EC FP6 SEAT ([EC-FP6v2] p. 75): technologies to increase passenger comfort, incl. 'smart seat', noise reduction, passenger health monitoring, etc.

IATA Retrofit References [ADC-1], [D13D24] Potentially attractive (Reference Group)


Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 1 (light-weight chairs) Improvement of well-being of passengers: SEAT: 1 ATM compatibility: 0

TRL SEAT: low Required RTD Research done in several RTD projects.

(B!) Research needed: novel seat designs (more space restrictions inherent to older aircraft), seat frame materials, seat upholstery materials, textiles, integrated functionalities (actuation, power, etc), diagnostics, maintenance.

Main cost sources Acquisition, installation, recycling or disposal.

Technology Ergonomic seat design (Cabin) Additional information IATA Retrofit References [D13D24] Potentially attractive (Reference Group)

maybe


TRL unknown Required RTD Research done: techniques & tools for design issues, human factors, safety-

crashworthiness. (B) Research needed: More integral approach to combination of aforementioned fields, lowering of engineering model development cost

Main cost sources Personnel, software, manufacturing (in-the case of mock-up), testing, certification.

Technology Turned seats (crash worthiness) (Cabin) Additional information IATA Retrofit References [D13D24] Potentially attractive (Reference Group)

yes


TRL unknown Required RTD (R) Research needed: In-seat safety solutions (more critical to older aircraft

due to structure age and space restrictions).



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Main cost sources Acquisition, installation, certification.

Technology Light-weight carpet in the cabin (Cabin) Additional information To reduce weight (e.g., Easyjet) IATA Retrofit References Potentially attractive (Reference Group)



TRL unknown Required RTD (B) Research needed: Textiles & manufacturing. Main cost sources Acquisition, installation

Technology Multi-parameter Human Response Model (Fatigue, Comfort, a/c

environment assessment or control) (Cabin) Additional information EC FP5 HEACE: Better understanding of health and comfort impact of the

working environment (including fatigue) inside aircraft on the crew, translated to schemes, measures, multi-parameter models for environment simulation, assessment, design. Depending on the use of the methodology necessitated and developed by the research (derivative of at least 4 pre-cursor EC projects): a) for existing aircraft the use framework is valid in so far as explained for designation ‘R!’ in section 2.2, but also b) in its mirror-use application use (current or new aircraft design) it is one of many techniques inferred and included in the category ”Layout study, modular design (Cabin)”.

IATA Retrofit References www.heace.org Potentially attractive (Reference Group)

yes


TRL 6 (aircraft cabin mock-up + commercial long-haul flights) Required RTD Research done: Methodology and model development, testing, validation.

(R!) Research needed: Research to standardize (through implementation) 'global' components of methodology (i.e., anthropological output state indexes), Implementation per aircraft assessment for retrofit (based on airline data, not necessarily any models) and retrofit concepts validation.

Main cost sources Integration to currently employed methods (software & procedures), personnel, measurements, analysis.

Technology Technologies to reduce external noise, cabin noise and vibrations

(Cabin) Additional information EC FP6 FRIENDCOPTER - integration of technologies to reduce external

noise, cabin noise and vibrations in helicopters IATA Retrofit



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References [EC-FP6v1] p.206 Potentially attractive (Reference Group)

yes


TRL low to TRL 3,4 ? Required RTD Research done: Systems & Network solutions.

(R!) Research needed: More rapid integration issues (either embedded to structures, installation to internal fuselage structure, or internal to cabin), Maintenance.

Main cost sources Design (final aircraft requirements, restrictions, costs, etc) software, hardware, installation, certification (depending on solution).

Technology (Part of Technologies to reduce external noise, cabin noise and

vibrations): AVNC (Aircraft Vibration and Noise Control) technology: Magneto-strictive based Sensors / Actuators, Control, Network Optimisation (Cabin)

Additional information EC FP6 MESEMA: Design/development of systems integrating vibration transducers; vibration/noise reduction in turbofan aircraft and helicopters, SHM (Structural Health Monitoring), Mechanical (vibration) to electrical energy conversion, Replacement of helicopter rotor blade pitch angle actuation systems.

IATA Retrofit References www.mesema.info; [EC-FP6v1] p.88 Potentially attractive (Reference Group)

yes


TRL 5 Required RTD Research done: AVNC system set-up, control, optimisation.

(B!) Research needed: Same as previous. Particularly important in the case of turboprops retrofit.

Main cost sources Design (final aircraft requirements, restrictions, costs, etc) software, hardware, installation, certification (depending on solution).

Technology Use of composite interior [panels] with natural fibres and micro

perforations (Cabin) Additional information Objectives are: improved passenger comfort, reduce aircraft weight, increase

structural life. Research in, e.g., EC FP6 ATPI ([EC-FP6v1] p. 81): ARTEC SPADD(R) surface technology as thermo-vibro-acoustic protection inside aircraft

IATA Retrofit References [EC-FP6v1] p. 81; [NLR-BS] Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 0



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Reduction of airport noise: 0 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 1 ATM compatibility: 0

TRL 2 ("technology exists for non-aerospace") Required RTD Cf. EU FP 7 (AAT call4) HUCCE proposal Main cost sources Acquisition, installation, maintenance.

Technology Pax In-Flight Entertainment (iPad, on-board Internet, flat bed) & pax

electronics in general (players, displays) (Cabin) Additional information "Make possible to do in the a/c what you can do on the ground":

a. Use of personal devices or content; b. Extension of Audio and Video on demand; c. Integrated in seat power system for PEDs (personal electronic devices); d. Increase in connectivity; e. More TV; f. WI-Fi; g. Development around applications e.g. passenger interactivity, destination info; h. Trend is towards lighter IFE since weight is an issue. Also addressed in: EC FP6 E-Cab ([EC-FP6v2] p. 71): innovative wireless concept for, among other things, in-flight entertainment. Some weight savings could be expected (after a large weight increase due to increased functionality). As per Matsushita and per Thales road map plan (video on demand, internet on board, etc..) centralised systems plus remote MMI at each seat plus multiplexed bus and complete logistic organisation for spares at each destination & ready on the tarmac (needs also in flight connectivity with maintenance base, and lRU fault detection permanently communicated to ground).

IATA Retrofit Wireless optical connections for in flight entertainment References [NLR-BS]; [D12] (interviews 1.1, 2.3]; [IATA-TRR]; [ADC-1] Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: IATA: <1% fuel burn reduction for wireless optical connections for IFE Improvement of well-being of passengers: 1 ATM compatibility: 0

TRL 7 (E-Cab: low; IATA: 5 for wireless optical connections for IFE) Required RTD Research done: solutions, installation.

(B!) Research needed: implementation issues, interference issues. Main cost sources IATA: est. retrofit costs: 0.1 to 1 mUS$ for wireless optical connections for IFE

Technology Wireless communications for Pax: (mobile, GSM) phone calls in aircraft

(Cabin) Additional information Project ANASTASIA.

Some airlines want this, but block on liability ("What if something happens?") Passengers may be negative about on-board GSM as it disturbs passenger comfort [Interview 5.1]

IATA Retrofit References [NLR-BS]; [D12] (interview 5.1) Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 0



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Improvement of well-being of passengers: 1 ATM compatibility: 0

TRL 7

Required RTD Research done: Solutions, Installation. (B) Research needed: Implementation issues, Interference issues, Diagnostics, Maintenance.

Main cost sources

Technology Wireless communication in the cabin for the crew (Cabin) Additional information Addressed in EC FP6 E-Cab ([EC-FP6v2] p. 71): innovative wireless concept

for, among other things, cabin services. Issue: benefits in weight and cost savings?


no


TRL (E-Cab: low) Required RTD unknown Main cost sources ?

Technology Cooling technology (integrated in seats, cabin structure) for in-flight

entertainment system (Cabin) Additional information Addressed in EC FP6 COSEE.

If this only cools the IFE system then the benefits will include 'Improving basic efficiency of flight' only.


yes

Benefits Improving basic efficiency of flight: 1? Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 1? Improvement of well-being of passengers: 1 ATM compatibility: 0

TRL up to 3, 4? Required RTD This is more in line with the more-electric-aircraft. It is not certain if this can be

implemented for older aircraft unless they are in-built solutions. Main cost sources ?

Technology On-board waste mgt system (Cabin) Additional information Austrian research project NO-WASTE IATA Retrofit References [AARTP2010] p.43 Potentially attractive (Reference Group)

no




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TRL up to 7 in 2011 Required RTD unknown Main cost sources ?

Technology New headset as high-tech active noise reduction unit (Cabin) Additional information IATA Retrofit References http://www.aircraftspruce.com/catalog/avpages/retrofit_kit.php Potentially attractive (Reference Group)

no


TRL unknown Required RTD (B) No research needed for retrofit Main cost sources Acquisition, Maintenance.

Technology LED lighting for passenger cabin (Cabin) Additional information Issues: Is there a benefit in end of life costs of the lighting armatures? Is

energy saving the main expected benefit ? IATA Retrofit High power LEDs for cabin lighting References [IATA-TRR]; [D11] s.4.2.2; http://www.thomasnet.com/products/lighting-

aircraft-led-96114400-1.html Potentially attractive (Reference Group)

yes


TRL 9 Required RTD (B!) Research needed: In-case of embedded to structures (delivered as whole

product), i.e., Customized mass-manufacturing. Main cost sources IATA: est. retrofit costs: 0.01 to 0.1 mUS$

Technology Individual passenger cabin climate control (Cabin) Additional information EC FP7 iSPACE IATA Retrofit References [EC-FP7v1] p. 123 Potentially attractive (Reference Group)

yes




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TRL up to 5? Required RTD (R!) Research needed: same as in previous categories for seats and AVNC.

Additional topics include IFE, In-line power, Weight minimization, Maintenance. Main cost sources Acquisition, maintenance.

Technology Zonal dryer (Cabin) Additional information IATA Retrofit Zonal dryer References [IATA-TRR] Potentially attractive (Reference Group)

yes


TRL 9 Required RTD unknown Main cost sources Est. retrofit costs: 0.01 to 0.1 mUS$

Technology Cabin air filtration (Cabin) Additional information To improve air quality (viruses e.g., SARS; toxins / aerotoxic syndromes, e.g.

TCP oil additive; cf. recent case with Lufthansa) IATA Retrofit References [D13D24] Potentially attractive (Reference Group)

yes


TRL unknown Required RTD Research done: Sensors, filters, manufacture technology.

(R!) Research needed: Sensors, middleware, micro-electronics (packaging, integration, cost).

Main cost sources

Category Structures - Introduction Additional information Main objectives: New / Replacement of components and/or parts (benefits per

performance, weight, maintenance, costs), Structural Health Monitoring technologies and solutions (sensing networks, software, optimisation) - not integrated to main avionics. Remark: replacing secondary structures with composite ones creates maintenance and logistic problems [D13D24]

Technology Exchange of secondary structures by composite parts for weight

reduction: new interior, carbon floor panels, composite fairings. (Structures)



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Additional information Replacement of metal structures with lighter composite structures. For leading edges Glare could be an option, however weight savings with Glare will be very limited and material cost of Glare is high.

IATA Retrofit Composite secondary structures References [DoW] B1.1.ii; [ADSE-1] p.9; [ADC-1]; [IATA-TRR] Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 1 (weight reduction) Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: IATA: ~1 % fuel burn reduction Improvement of well-being of passengers: 1 (new interior) ATM compatibility: 0

TRL 8 to 9 Required RTD Research done: Characteristics of composite structures, testing.

(B) Research needed: Integration and validation of new parts. Experts think that RTD needs are limited. Some RTD might be necessary for composite floor panels (if not already in the aircraft) or composite fairings, depending on floor panel requirements and fairing position. However retrofit costs probably are significant because of dedicated part engineering and required tooling etc.

Main cost sources High costs, while fuel savings << 1%. IATA: est. retrofit costs: 0.1 to 1m US$

Technology Use of scandium-alloyed aluminum materials for highly efficient

aeronautics components (Structures) Additional information Targeted for A3xx - A320NG. Research ongoing, for example EADS (Additive

Laser Manufacturing, EU-project COALESCE2) and Austrian research project ScaLA. Mainly interesting because of insensitivity to corrosion and because it can be welded resulting in lower manufacturing cost

IATA Retrofit References [AARTP2010] p.29 Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 1 (Insensitive for corrosion. Less maintenance required. Easier to repair because weld-able without strength reduction) Reduction of airport noise: 0 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 3 Required RTD High RTD costs. TRL level currently too low for retrofit. Mainly interesting for

new aircraft because of better corrosion resistance compared to current alloys. Weldability enables new construction concepts. Do not see benefits for reduction of airport noise and pollutant emissions

Main cost sources

Technology High strength glass microspheres (Structures) Additional information Already used as reinforcement in thermoplastics for interior parts. However not

for structural parts. Material stiffness/strength probably too low for significant weight savings on structural parts

IATA Retrofit High strength glass microspheres

References [IATA-TRR] Potentially attractive (Reference Group)

no



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TRL 4 to 9 (depending on type of microspheres and application) Required RTD Required RTD for interior parts limited. For structural parts probably high.

Application is most probably limited to interior parts. In case weight saving is the objective, significant RTD needs required to determine (1) durability; (2) weight advantage for stiffness driven applications

Main cost sources Est. retrofit costs: 1 to 10 mUS$

Technology Carbon fibre composites for aircraft primary structures (Structures) Additional information EC FP6 ALCAST - Advanced Low-Cost Aircraft Structures - generic project

aimed at reduction of the operating costs through cost-effective, full application of carbon fibre composites to aircraft primary structures. AFRL replaced the aluminum fuselage of a Dornier 328 with a composite fuselage, see ACCA project.


no


TRL 6 to 9 Required RTD Generic RTD needs are limited. However, replacement of metal structures by

carbon fibre composites requires an extensive design and stress effort because of the anisotropic nature of composite materials. However weight savings and savings on maintenance can be significant.

Main cost sources composite primary structures = long certification time, much interference with existing systems, high costs, OEM involvement essential. Unlikely for retrofit

Technology (Part of Carbon fibre composites for aircraft primary structures): Tail

cone replacement (Structures) Additional information Replacement of metal structure only is mature technology, however benefits

are limited to weight savings up to 20 kg. "Smart replacement" is under development: EC FP7 ADVITAC is about lightweight multilayer/multifunction and smart tail cone without fasteners in a fully integrated structure; incl. APU integration

IATA Retrofit References [EC-FP7v1] p.144 Potentially attractive (Reference Group)

no




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TRL 4 to 9 Required RTD Limited RTD needs for replacement of metal structure by composite one. Tail

cone (does not include APU) is an easy exchangeable part, often consisting of composite materials. Limited gain because weight savings will be limited. “Smart tailcone” will deliver more benefits, however lower TRL level and higher RTD cost. However, to reduce airport noise and pollutant emissions by replacement of APU at the same time requires significant RTD.

Main cost sources Estimated retrofit costs: 0.1 to 1m US$

Technology HUMS retrofit, including Structural Health Monitoring.

(Structures) Additional information (Related) research in:

* EC FP6 TATEM ([EC-FP6v1] p.263): Technologies to transfer unscheduled maintenance to scheduled maintenance. This IP also addresses avionics, equipment, safety. * EC FP6 ADHER ([EC-FP6v2] p.181): technology for fleet-scale health monitoring for helicopters; TRL is low.

IATA Retrofit References [ADC-1] Potentially attractive (Reference Group)

yes


TRL unknown Required RTD Research done: Techniques and Tools for fault detection, diagnostics,

prognostics. (B) Research needed: Research into feasibility and implementation of HUMS on existing aircraft (e.g., as stand-alone where applicable, not tied into main avionics), communications (data) and standards. (SHM solutions - integration, avionics?, stand-alone, ground monitoring).

Main cost sources Hardware, Software, Procedures, Training, Standardization, Certification.

Technology (Part of HUMS retrofit, including Structural Health Monitoring.): Network

diagnostics (Structures) Additional information E.g., Austrian airlines reinstalled EICAS (Engine Indicating and Crew Alerting

System) on Fokker Fleet, for onboard diagnostic purposes. Most existing aircraft already have on-board diagnostic systems; retrofitting usually requires many infrastructural adaptations (source systems, maintenance and flight crew interfaces, ground based functions for example AOC maintenance link applications); such requirements complicate the case for an individual aircraft type; not much potential seen for retrofit.

IATA Retrofit References [D12] (Interviews 6.1, 8.2) Potentially attractive (Reference Group)

yes




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TRL 9 Required RTD Limited RTD required Main cost sources

Technology (Part of HUMS retrofit, including Structural Health Monitoring.): In-flight

(or On-ground), real-time structural health monitoring I (Structures) Additional information Research in e.g.

* EC FP6 ADVICE ([EC-FP6v2] p.165): Autonomous damage detection and vibration control systems; TRL is low * EC FP6 AERONEWS ([EC-FP6v1] p.248): micro-damage inspection system based on non-linear elastic wave spectroscopy; * EC FP6 ARTIMA ([EC-FP6v1] p.254); EC FP6 SMIST ([EC-FP6v1] p.261); EC FP7 TRIADE ([EC-FP7v1] p.207) (HUMS smart tag device that records external parameters, e.g. temp., pressure, moisture and vibrations). * Austrian research project ASHMOSD ([AARTP2010] p.53) structural health monitoring, on-line damage monitoring; TRL up to 3, 4?


yes

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 1 Reduction of airport noise: 0 Reduction of pollutant emissions: 1? Improvement of well-being of passengers: 1 ATM compatibility: 0

TRL some up to 5? Required RTD Research done: Techniques, Sensors, software (signal processing, control,

network design and optimisation). (B!) Research needed: For older structures process and tools required for more rapid aircraft state assessment (pre installation), Progress in software techniques for more rapid data evaluation (including portable), Integration techniques (either embedded to structures, installation to internal fuselage structure, or internal to cabin), Maintenance, Standards.


Technology (Part of HUMS retrofit, including Structural Health Monitoring.): In flight

connectivity with maintenance base and lRU fault detection permanently communicated to ground (Structures)

Additional information IATA Retrofit References [D12] (Interview 1.1) Potentially attractive (Reference Group)

yes


TRL 4 to 5? Required RTD Probably significant

Only items close to this are a new system to be introduced by Bombardier on the C-series (satellite-based), and a new research project (internal) by Boeing to use Wireless Avionics Intra Communications (WAIC – short range radio



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technology) for sensing networks exclusively for measurement and monitoring of structural health monitoring and cabin parameters and state monitoring. This would require at the least integration with new satellite-based real-time data communications. This would also require a definite link with SESAR.

Main cost sources


(or On-ground), real-time structural health monitoring II (Magneto-strictive based technology) (Structures)

Additional information EC FP6 MESEMA: Design/development of systems integrating vibration transducers (magneto-strictive technology based); vibration/noise reduction in turbofan aircraft and helicopters, SHM, Mechanical (vibration) to electrical energy conversion, Replacement of helicopter rotor blade pitch angle actuation systems.

IATA Retrofit References www.mesema.info Potentially attractive (Reference Group)

yes


TRL 6 Required RTD Research done: Systems & Network solutions.

(B!) Research needed: For older structures process and tools required for more rapid aircraft state assessment (pre installation), Progress in software techniques for more rapid data evaluation (including portable), Integration techniques (either embedded to structures, installation to internal fuselage structure, or internal to cabin), Maintenance, Standards.



(or On-ground), real-time structural health monitoring III (Structures) Additional information Research in e.g., EC FP7 AISHA II, FANTOM IATA Retrofit References [EC-FP7v1] p.198, 201 Potentially attractive (Reference Group)

yes


TRL low Required RTD Research done: Techniques, Sensors, software (signal processing, control,

network design and optimisation). (B!) Research needed: For older structures process and tools required for more rapid aircraft state assessment (pre installation), Progress in software techniques for more rapid data evaluation (including portable), Integration techniques (either embedded to structures, installation to internal fuselage structure, or internal to cabin), Maintenance, Standards




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Technology Application of available good non-destructive inspection (NDI) methods

(Structures) Additional information There is no need for new NDI technology. It is more the intent to apply

available good NDI technology, such as EC (eddy current) sliding probe, EC (eddy current) array, and MOI (Magneto-Optic Imaging) for detection of fatigue cracks in lap-joint constructions. However, frequent inspection of lap joints is costly, and not attractive for airlines and passengers.


no



Category Avionics - Introduction Additional information New systems (e.g., more modern FMS) to improve flight efficiency in current

and future ATC environments References [DoW] B1.1.ii; [ADSE-1] p.9, 21

Technology New FMS and related systems (Avionics) Additional information Also Automatic Flight Control System (AFCS) IATA Retrofit References [ADSE-1] p.2; [D12] (Interview 8.2) Potentially attractive (Reference Group)

yes



Technology (Part of New FMS and related systems ): New FMS for compatibility with

SESAR ATM (ADS-B in + out) (Avionics) Additional information Communications (SESAR compatibility):

* SatCom for ATM (+x/receivers) (dual link pt2); project: ESA (IRIS); TRL: 4 * Gatelink (at the airport); TRL ? * Digital VHF links (dual link pt2); project: Eurocontrol; TRL < 5 * Surveillance: ADS-B in + out (SESAR compatibility); ADS-B may become mandatory in the long? term * Flight planning: new FMS for 4D trajectory Remark: SESAR compatible, most changes are mandatory (ADS-B) [D13D24]



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IATA Retrofit References [DoW] B1.1.i; [ADC-1]; [NLR-BS]; [D12] (Interview 8.1) Potentially attractive (Reference Group)

yes


TRL low, SatCom: 4), (ADS-B: 6 to 7), (FMS for 4D trajectory: ?) Required RTD Research done: New FMS and datalink: EU project MA-AFAS. Research

needed: Avionic suit specific upgrades. Classification based on EASA Part 21 GM: Non significant. Requirements: Available.

Main cost sources FMS for 4D trajectory: costs are high

Technology (Part of New FMS and related systems ): Upgrades for future ATM

environment (e.g., compliance with EASA regulations; Eurocontrol datalink) (Avionics)

Additional information E.g., FMS2, MMR (Multi-Mode Receiver), ATSU (Air Traffic Service Unit), DCDU (Datalink Control & Display Unit), ADIRU (Air Data Inertial Reference Unit), FDIMU (Flight Data Interface Management Unit), CFDIU (Centralized Fault Display Interface Unit), ISS, EIS2 (Electronic Instrument System)

IATA Retrofit References [D12] (Interviews 2.3, 4.1, 5.1); On MMR:

(http://www.baesystems.com/ProductsServices/bea_prod_eis_mmr.html); ATSU: (http://en.wikipedia.org/wiki/Controller_Pilot_Data_Link_Communications); ADIRU: (http://www.thalesgroup.com/Portfolio/Aerospace/aerospace_product_ADIRU/?pid=1132); FDIMU: (http://www.teledyne-controls.com/productsolution/fdimu/FDIMU_features.asp); EIS2: Website is airbus related (http://www.thalesgroup.com/Pages/Solution.aspx?id=2449&pid=1568)


yes


TRL unknown Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:

Available. MMR Technology as stand alone system seems implementable; ADIRU, Easy to install

Main cost sources

Technology Software retrofit for CNS (applications) for compliance with new

regulation (TCAS, wind shear, auto-land, glass cockpit, etc..) (Avionics) Additional information Issue: Is this a retrofit technology? IATA Retrofit References [D12] (Interviews 1.4, 1.1)



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yes


TRL high Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:

Available. Main cost sources

Technology TCAS 7.1 (Avionics) Additional information Improved TCAS (Traffic Alert and Collision Avoidance System) system of

TCAS 7.0. The modification consists of TCAS software upgrade. Status: Awaiting vendor Service Bulletins.


no


TRL 7 to 8 Required RTD FS-score: 2.2 (1/4/1/1/4). Fokker has done research with regards to TCAS 7.1

and avionics roadmap. Implementation should not be a problem. Main cost sources

Technology FDM monitoring & improvement (Avionics) Additional information Safety, maintenance, fuel, training (IQTI), SOP adherence).

Also in EC FP7 project SVETLANA. Issue: FDM improvement?


yes


TRL 3 Required RTD RTD on datamining needed.

Classification based on EASA Part 21 GM: Non significant. Requirements: Available.

Main cost sources

Technology (Part of FDM monitoring & improvement): Fuel efficient operation based

on FDM analysis (Avionics)



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Additional information During a flight a lot of flight data is recorded. It is possible to derive information such as fuel efficiency during the different operations or stages or stages of the flight (e.g. during continuous descent approach (CDA)). Issue: Is this a retrofit technology?


yes


TRL 6 Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology (Part of FDM monitoring & improvement): More cross checking of signals

(Avionics) Additional information (see also FDR): detect sensor failures, detect wrong inputs in FMS (e.g.

weight) Issue: Is this a retrofit technology?


yes




Technology (Part of FDM monitoring & improvement): Intelligent systems for the

collection of information about the status of systems (damage diagnosis) (Avionics)

Additional information Issue: Is this a retrofit technology? IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

yes


TRL unknown Required RTD Classification based on EASA Part 21 GM: Non significant, if no new functions



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are added (change in integration). Requirements: Available. Main cost sources

Technology Glass cockpit to replace analogue instruments (Avionics) Additional information Replacement of analogue instruments by EFIS (Electronic Flight Instrument

System ). LCD / flat panel color displays, replacing CRT displays (and panels). Research in e.g. EC FP7 ODICIS ([EC-FP7v1] p.130) single display cockpit (TRL low).

IATA Retrofit References [ADC-1]; [D12] (Interview 1.4) Potentially attractive (Reference Group)

yes


TRL high Required RTD Research done: Technology available

Research needed: Feasibility study and implementation issues. Incorporating old system information and signals into new glass cockpit system requires a lot of research FS-score: 1.8 (1/2/3/3/1). Classification based on EASA Part 21 GM: Non significant. Requirements: Available.

Main cost sources Retrofit is very efficient for airline, not too difficult

Technology Navigation support & flight guidance (Avionics) Additional information Research in:

* EC FP6 OPTIMAL ([EC-FP6v1] p.277): a.o. new ATC tools and airborne functions to improve approach and landing * ([EC-FP6v1] p.281, 284): Tools supporting pilots to deal with airport issues (A-SMGCS) * EC FP6 projects (LANDING, PEGASE, [EC-FP6v2] p.172, 174) on navigation support systems for landing * EC FP6 iFly ([EC-FP6v2] p.250): automated ATM for en-route traffic (self-separation) Research into Safer flight guidance and control system in: EC FP7 ADDSAFE [EC-FP6v1] p.101


yes


TRL low; ADDSAFE: up to 3, 4? Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:




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Technology (Part of Navigation support & flight guidance): Communication /

Navigation (Avionics) Additional information Research in:

* EC FP6 NEWSKY ([EC-FP6v2] p. 231): integration of communication technologies into global heterogeneous airborne network; * EC FP6 STAR ([EC-FP6v2] p. 264): Secure ATM CDMA software defined radio * EC FP6 ATENAA ([EC-FP6v1] p.47) and follow-up EC FP6 MINERVAA ([EC-FP6v2] p.66) on broadband communication systems for unified avionic-networked environment; objective: alleviate airspace-capacity saturation. * EC FP6 B-VHF ([EC-FP6v1] p.293): combination of MC and CDMA for VHF aeronautical communications (TRL 5?)


yes


TRL up to 3, 4, 5? (ATENAA, MINERVAA: low) Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology (Part of Navigation support & flight guidance): Navigation: Global

Navigation Satellite System (GNSS) incorporated (Avionics) Additional information This solution does not require a new FMS update for the use of RNP flight

(including ADSB-out requirements. Solution directly integrated in existing FMS. GNSS incorporated in FMS as update

IATA Retrofit References [ADC-1]; [D11] s.4.2 Potentially attractive (Reference Group)

yes


TRL GNSS Solution FOKKER: TRL 8 Required RTD Expected certified solution within 3 months.

[ADC-1]: Research done: Shown by Fokker. Research needed: Avionics upgrade. Technology implementable as long as aircraft has FMS which uses ARINC coding. FS-score: 2.2 (3/4/2/1/-). [FS 110429] Classification based on EASA Part 21 GM: Unknown Requirements: Unknown.

Main cost sources

Technology (Part of Navigation support & flight guidance): Navigation: use of Galileo



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(Avionics) Additional information Galileo not launched, EU alternative for GPS. EC FP6 ANASTASIA ([EC-

FP6v1] p.72) satellite-based technologies into aircraft operations, both navigation and communication: increase efficiency of airspace and airport capacity; increase safety Issue: Reduction of airport noise via curved approach path and ACDA?

IATA Retrofit References [NLR-BS]

[EC-FP6v1] p.72 Potentially attractive (Reference Group)

no


TRL 6; ANASTASIA: low) Required RTD Classification based on EASA Part 21 GM: Unknown. Requirements:

Unknown. Main cost sources

Technology (Part of Navigation support & flight guidance): Navigation: EGNOS

(European Geostationary Navigation Overlay Service) (safety: able to land under cat. III circumstances) (Avionics)

Additional information In test phase. (Note: EGNOS is Europe; WAAS is US)


yes


TRL 6 to 7 Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology (Part of Navigation support & flight guidance): Navigation: All Conditions

Operations (ACO) system: new cockpit system architecture to facilitate situational awareness in all circumstances (incl. low visibility) (Avionics)

Additional information EC FP7 ALICIA; http://www.avtech.aero/images/file/ALICIA-MGT-AWUK-WP0-0019_EC%20Project%20Synopsis_v2.pdf


yes

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 1 Reduction of airport noise: 1



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Reduction of pollutant emissions: 1 Improvement of well-being of passengers: 1 ATM compatibility: 1

TRL low Required RTD Classification based on EASA Part 21 GM: Unknown. Requirements:


Technology (Part of Navigation support & flight guidance): "Energy awareness":

efficient mission planning to reduce flight distances (Avionics) Additional information Too vague? Issue: Is this a retrofit technology?


yes (improvement on operations)



Available. Main cost sources Re-certification (AFMS) required after modifications

Technology (Part of Navigation support & flight guidance): Autodescent in case of

decompression (Avionics) Additional information IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no


TRL 2 Required RTD Classification based on EASA Part 21 GM: Unknown Requirements: Unknown. Main cost sources

Technology (Part of Navigation support & flight guidance): Enhanced Ground

Proximity Warning System (EGPWS) (Avionics) Additional information Auto reactions (Cf. Tripolis, Beirut, Turkish)






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TRL 2 Required RTD Classification based on EASA Part 21 GM: Unknown. Requirements: Possibly

unacceptable Main cost sources

Technology (Part of Navigation support & flight guidance): Updated autopilot &

EGPWS (Avionics) Additional information Also addressed in EU FP7 SAFEE project IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

yes



Available, deviation from TSO may not be acceptable Main cost sources

Technology (Part of Navigation support & flight guidance): Wrong (take-off) runway

detection (GPS checking, EFB moving map) (Avionics) Additional information IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no



Available Main cost sources

Technology (Part of Navigation support & flight guidance): Runway run off : take-off

performance monitoring (Avionics) Additional information IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no




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Technology (Part of Navigation support & flight guidance): Landing run off: pre-

descent landing performance calculations (Avionics) Additional information IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)




Technology (Part of Navigation support & flight guidance): Integrated surveillance

(weather, traffic, terrain) (Avionics) Additional information Internet in flight for crew use: safety improvement, reporting, anticipate on

weather, fuel efficiency. Project EU FP6 FLYSAFE ([EC-FP6v1] p.232) considers inclusion of weather in flight planning; Next Generation Integrated Surveillance System (NG ISS)

IATA Retrofit References [NLR-BS];

http://cordis.europa.eu/fetch?CALLER=FP6_PROJ&ACTION=D&DOC=55&CAT=PROJ&QUERY=012f498d6aca:cc24:3d0b422c&RCN=75794


yes (fuel saving)


TRL 4; (FLYSAFE: up to 5 for some techs) (Internet in flight for crew use: 7 to 8)

Required RTD Classification based on EASA Part 21 GM: Non significant, if no new functions are added (change in integration). Requirements: Available

Main cost sources

Technology New sensors (Avionics) Additional information Research in e.g.:



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* EC FP6 HASTAC ([EC-FP6v1] p.76) and EC FP7 HISVESTA ([EC-FP7v1] p.111) on high stability altimeter system for air data computers; aimed at increased altitude accuracy and reliability; increased safety * EC FP6 NESLIE ([EC-FP6v2] p.200): New standby LIDAR (LIght Detection And Ranging) instrument (TRL up to 5) * EC FP7 DANIELA ([EC-FP7v1] p.104): laser based anemometry instrument; based on NESLIE (TRL up to 3, 4?) * EC FP7 DELICAT & GREEN-WAKE ([EC-FP7v1] p.106, 108): air turbulence & wake vortex detection (TRL low) (http://www.scarlettproject.eu/files/ALICIA/EC/ALICIA-presentation%20event%20-%20EC-presentation%20-%2020100622%20-%20v4.pdf) * EC FP6 FIDELIO ([EC-FP6v1] p.229): wake vortex detection based on fibre laser technology in a LIDAR system; TRL 3, 4? (http://www.ist-world.org/ProjectDetails.aspx?ProjectId=4cfdb8e065e643ecb4ad0039355f5bf6)

IATA Retrofit References




TRL low to 5? Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology Wireless sensors for (damage) monitoring (Avionics) Additional information Research in e.g., EC FP6 WISE ([EC-FP6v1] p.79): Integrated wireless

sensing; wireless technologies for interconnecting sensors and aircraft monitoring systems; targeted for future programmes and products


no

Benefits Improving basic efficiency of flight: 1? Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 0 ATM compatibility: 0



Technology Volcanic ash detection (Avionics) Additional information Cf. Icelandic eruption in 2010. Issue: is this a retrofit technology? IATA Retrofit



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References [D12] (Interviews 2.1, 5.1) Potentially attractive (Reference Group)

no




Technology Fail-safe air data systems (Avionics) Additional information EC FP6 ADELINE: aimed at innovative, more fail-safe air data systems;

oriented towards new transport aircraft; safety; reduction of overall cost of air data systems (http://ec.europa.eu/research/transport/projects/article_3641_en.html)


no

Benefits Improving basic efficiency of flight: 1? Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL low Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology Avionics platform that contributes to reduction of costs for development,

maintenance, and replacement of avionics applications (Avionics) Additional information EC FP6 DIANA, addresses support for future retrofits of avionics IATA Retrofit References [EC-FP6v2] p.62 Potentially attractive (Reference Group)

yes (modular replacements and improvements)




Technology 2nd generation Integrated Modular Avionics (IMA) concept (IMA2g)

(Avionics)



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Additional information EC FP7 SCARLETT IATA Retrofit References [EC-FP7v1] p.117 Potentially attractive (Reference Group)

no


TRL up to 3, 4? Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology Reduction of number of antennas (Avionics) Additional information IATA Retrofit References [D13D24] Potentially attractive (Reference Group)

yes



Technology Seamless Aeronautical Networking through integration of Data links,

Radios and Antennas (Avionics) Additional information EC FP7 SANDRA IATA Retrofit References [EC-FP7v1] p.162 Potentially attractive (Reference Group)

maybe




Technology Lightweight, fully integrated advanced equipment for aircraft avionics

electronic housing (Avionics) Additional information EC FP6 MULFUN (http://www.ist-

world.org/ProjectDetails.aspx?ProjectId=18de02a58c0441589fc7cd9f61a0202



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c&SourceDatabaseId=7cff9226e582440894200b751bab883f) IATA Retrofit References [EC-FP6v1] p.172 Potentially attractive (Reference Group)

yes (modular replacements and improvements)


TRL up to TRL 3, 4? Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology Electronic Flight Bag (EFB) for cockpit efficiency (Avionics) Additional information EFB in cockpit: moving map at airport (e.g. detect wrong runway), paperless

cockpit, more refined calculations, in combination with Internet in flight

IATA Retrofit References [NLR-BS]; http://www.ameinfo.com/50571.html (on EFB replacement) Potentially attractive (Reference Group)

yes

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 1? Reduction of airport noise: 0 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 8 to 9 Required RTD FS-score: 1.5 (1/2/3/2/-). FS certified the use of iPads in cockpit, perhaps

useful. Classification based on EASA Part 21 GM: Unknown. Requirements: Unknown.

Main cost sources

Technology IATA Training and Qualification Initiative (ITQI) (Avionics) Additional information IFDM, checklist, problem indication finding.

Issue: is this a retrofit technology? IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no






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Technology Simplification of electrical architectures of the a/c; reduce length and

mass of cables (Avionics) Additional information EC FP7 TAUPE addresses cost and maintenance reduction & retrofit issues

Note: retrofitting this technology is doubtful because wiring has already been designed optimally and completely integrated in the a/c.


no


TRL up to 5? Required RTD Classification based on EASA Part 21 GM: Unknown. Requirements:


Category Equipment - Introduction Additional information Technology to improve flight efficiency, to manage energy, to reduce weight

Technology Replace / improve landing gear (& components) (Equipment) Additional information Replacing landing gear materials by composites. E.g. weight reduction through

application of composites: replace landing gear by composite one to reduce noise and maintenance costs

IATA Retrofit Landing gear drive References [IATA-TRR]; [ADC-1]; [NLR-BS]; WP1.1 doc s.2.2 Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 0 Reduction of airport noise: 1 Reduction of pollutant emissions: IATA: <1% fuel burn reduction Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 2 thru 6; (IATA: 7) Required RTD [ADC] Research done: Replace metal by composites. Research needed: Initial

research done. RTD depends on optimisation. Classification based on EASA Part 21 GM: Significant. Requirements: Available.

Main cost sources Rather high. IATA: est. retrofit costs: 0.1 to 1 mUS$

Technology (Part of Replace / improve landing gear (& components)): Adaptive

Landing Gears for Improved Impact Absorption (Equipment) Additional information EC-FP6 ADLAND IATA Retrofit References [EC-FP6v1] p.85 Potentially attractive (Reference Group)

no



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TRL up to TRL-5? Required RTD Classification based on EASA Part 21 GM: Unknown. Requirements:


Technology (Part of Replace / improve landing gear (& components)): Nose wheel

steering system (Equipment) Additional information EC FP6 DRESS - safe and reliable nose wheel steering system IATA Retrofit References [EC-FP6v2] p.195 Potentially attractive (Reference Group)

no


TRL up to 3,4? Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology Replace actuating systems (Equipment) Additional information IATA Retrofit References [D12] (Interview 1.1) Potentially attractive (Reference Group)

no


TRL unknown Required RTD Classification based on EASA Part 21 GM: Unknown. Requirements:


Technology Brakes (Equipment) Additional information IATA Retrofit References [D13D24] Potentially attractive (Reference Group)

maybe




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Technology (Part of Brakes): Piezoelectric Brake Actuators (Equipment) Additional information EC FP6 PIBRAC; aims at improved compactness and power; reduced weight

and peak energy power IATA Retrofit References [EC-FP6v1] p.91 Potentially attractive (Reference Group)

no




Technology Introduce elements of all electric aircraft to replace pneumatic and

hydraulic systems as well as de-icing equipment (Equipment) Additional information IATA Retrofit References [ADC-1] Potentially attractive (Reference Group)

no


TRL unknown Required RTD Research needed: Feasibility study.


Main cost sources

Technology Introduce elements of all electric aircraft; introduction of EMAs

(Equipment) Additional information Broad work on EMAs (Electro-Mechanical Actuators) and systems (e.g.,

primary, secondary), incl. design, HUMS. Research in e.g. EU FP 7 (AAT call4) ACTUATION 2015 proposal (GAS)


no



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TRL unknown Required RTD EU FP 7 (AAT call4) ACTUATION 2015 proposal (GAS).


Main cost sources

Technology (Part of Introduce elements of all electric aircraft; introduction of EMAs):

Anti-icing/de-icing systems (Equipment) Additional information Research in Austrian project Anti-Ice into anti-icing/d-icing systems to improve

aircraft performance and safety IATA Retrofit References [AARTP2010] p.30 Potentially attractive (Reference Group)

yes


TRL up to 3, 4? Required RTD Existing systems, unclear how much work needs to be done to install per type

of A/C seems unlikely to be a lot of work. Classification based on EASA Part 21 GM: Unknown. Requirements: Unknown.

Main cost sources


On Wing Ice detection and monitoring system (Equipment) Additional information Research in e.g. EC FP7 ON_WINGS.

Issue: Benefit in pollutant emissions in reduced use of de-icing fluids? IATA Retrofit References [EC-FP7v1] p.114 Potentially attractive (Reference Group)

yes


TRL up to 3, 4? Required RTD Existing systems, unclear how much work needs to be done to install per type

of A/C seems unlikely to be a lot of work. Classification based on EASA Part 21 GM: Non significant. Requirements: Available.

Main cost sources



/97

Technology (Part of Introduce elements of all electric aircraft; introduction of EMAs): More electric, Advanced Centralized and De-centralized Fault Detection techniques and tools (Equipment)

Additional information E.g. Power-by-wire. More electric aircraft. EC FP6 MOET (Power-by-wire) IATA Retrofit References [EC-FP6v2] p.78; www.eurtd.com/moet/ Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 2% fuel saving (issue is unrealistic, only achievable with all electric and taking integration benefits) Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL at least TRL 4 Required RTD RTD needed for more extensive networks (sub-network done), e.g.,

CRESCENDO FP7 (current), Prognostics, Standardization, Avionics. Classification based on EASA Part 21 GM: Unknown. Requirements: Unknown.

Main cost sources


Electro-mechanical actuators in harsh thermal environment conditions (Equipment)

Additional information EC FP7 CREAM - aimed at all-electric aircraft IATA Retrofit References Potentially attractive (Reference Group)

no





Replace traditional by electrical flap drive system that is integrated into the flap support structure (Equipment)

Additional information EC FP6 NEFS IATA Retrofit References [EC-FP6v2] p.82 Potentially attractive (Reference Group)

no




/97



Technology Taxi by internal power (powering nose wheel with an electric motor)

(Equipment) Additional information May save a lot of fuel, particularly on short trips. IATA Retrofit References [ADSE-1] p.9 Potentially attractive (Reference Group)

yes




Technology Replace black boxes (Equipment) Additional information IATA Retrofit References [ADC-1] Potentially attractive (Reference Group)

no


TRL unknown Required RTD Research done: On line telemetry. Research needed: Adjust equipment.

Classification based on EASA Part 21 GM: Non significant, if no new functions are added (change in integration). Requirements: Available.

Main cost sources

Technology (Part of Replace black boxes): Solid state data recorder (Equipment) Additional information Already Available as Fokker Modification. IATA Retrofit References WP1.1 doc s.2.2 Potentially attractive (Reference Group)

no


TRL 9



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Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements: Available.

Main cost sources

Technology Replace cable harnesses: use Al instead of Cu. (Equipment) Additional information Issue: Cu vs. Al is no technology issue. Isolation material could be replaced as

well. IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no




Technology fibre optics in aircraft data networks (Equipment) Additional information EC FP7 DAPHNE - application of fibre optics in aircraft data networks;

objectives: weight reduction & improved security (EMC immunity...); to be used all over the a/c, to start with cabin. Issue: Also weight saving to be expected?


maybe


TRL up to 3,4? Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology Data over power cables (Equipment) Additional information Difficult to retrofit on large scale. IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: 1? (weight reduction through elimination of data cables?) Improvement of well-being of passengers: 0



/97

ATM compatibility: 0 TRL unknown Required RTD A specialist said they were not working on that yet Main cost sources costs are high

Technology Measures to manage medical emergencies ('Telemed') (Equipment) Additional information Medical emergencies: on-board medical analysis; advanced medical sets,

internet contact. This may reduce needless diversions and stop-overs due to false alarms.


yes


TRL 6 to 7/8 Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements: Not

applicable Main cost sources

Technology Alternative energy systems, fuel cells, secondary APU (Equipment) Additional information IATA Retrofit More efficient gas turbine APU References [NLR-BS]; [IATA-TRR] Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: IATA: 1-3% fuel burn reduction Improvement of well-being of passengers: 0 ATM compatibility: 0


Unknown. Main cost sources IATA: est. retrofit costs: 1-10 mUS$

Technology (Part of Alternative energy systems, fuel cells, secondary APU): Replace

APU (Equipment) Additional information E.g., Honeywell was selected by Vietnam Airlines for a retrofit program to

replace various Hamilton Sundstrand APUs IATA Retrofit References [D11] s.4.2.3 Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 1 Reduction of operational losses: 1 Reduction of airport noise: 0 Reduction of pollutant emissions: 1 Improvement of well-being of passengers: 0



/97

ATM compatibility: 0 TRL unknown Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology (Part of Alternative energy systems, fuel cells, secondary APU): On-

board electrical power generated by separate autonomous unit based on H2 generation from kerosene (Equipment)

Additional information EC FP7 GreenAir IATA Retrofit References [EC-FP7v1] p.43 Potentially attractive (Reference Group)

no




Technology (Part of Alternative energy systems, fuel cells, secondary APU): Solar

Cell application for secondary power systems (e.g. combined with nose-wheel motor) (Equipment)

Additional information IATA Retrofit References Potentially attractive (Reference Group)

maybe


TRL unknown Required RTD unknown Main cost sources Complexity, Possible in combination with Lithium-ion batteries, No benefits in

dark.

Technology Fuel cell application in power supply (Equipment) Additional information EC FP6 CELINA IATA Retrofit References [EC-FP6v1] p.186 Potentially attractive (Reference Group)

no




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Unknown. Main cost sources Certification?

Technology (Part of Fuel cell application in power supply): Fuel cells as main power

supply (small aircraft) (Equipment) Additional information EC FP6 ENFICA-FC IATA Retrofit References http://www.enfica-fc.polito.it/ Potentially attractive (Reference Group)

no


TRL High (system was integrated and flight tested). True TRL? Required RTD n/a.

Classification based on EASA Part 21 GM: Unknown. Requirements: Unknown.

Main cost sources n/a

Technology (Part of Fuel cell application in power supply): Lithium batteries for

secondary power (Equipment) Additional information IATA Retrofit Lithium batteries for secondary power References [IATA-TRR] Potentially attractive (Reference Group)

maybe

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 0 Reduction of airport noise: 0 Reduction of pollutant emissions: IATA: <1% fuel burn reduction Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL 5 Required RTD The technology itself is implementable, lithium batteries mainly have

certification issues Main cost sources IATA: est. retrofit costs: < 0.01 mUS$

Technology Low-profile and low-cost ReflectArray antenna for airborne SatCom

applications (Equipment) Additional information EC FP6 RETINA IATA Retrofit References [EC-FP6v1] p.94 Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: 0 Reduction of airport noise: 0



/97

Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 1 ATM compatibility: 1

TRL Up to TRL 3,4? Required RTD Classification based on EASA Part 21 GM: Non significant. Requirements:


Technology New Mg-casting alloys for low-weight airplane equipment (Equipment) Additional information EC FP6 IDEA IATA Retrofit References [EC-FP6v1] p.116 Potentially attractive (Reference Group)

no




Technology On-board monitoring and reconditioning system for smart maintenance

of aviation hydraulic fluid (Equipment) Additional information EC FP6 SUPERSKYSENSE IATA Retrofit References [EC-FP6v2] p.188 Potentially attractive (Reference Group)

no


TRL up to 3,4? Required RTD Classification based on EASA Part 21 GM: Unknown. Requirements:


Technology New bearings technology for extreme environmental constraints

(Equipment) Additional information EC FP6 BEARINGS IATA Retrofit References [EC-FP6v2] p.115 Potentially attractive (Reference Group)

no




/97




Technology Replace out of production equipment with new systems with increased

functionalities (Equipment) Additional information IATA Retrofit References [ADC-1] Potentially attractive (Reference Group)

no


TRL unknown Required RTD Research done: Work already done. Research needed: For each replacement

investigate feasibility. Main cost sources

Category Security - Introduction Additional information Technology to improve on-board security. Remark: depends on EU regulations

(not now)

Technology Cameras, safe cockpit door, and other security systems to prevent on-

board threats (Security) Additional information For cabin security. Research in EC FP6 SAFEE - security systems to prevent

on-board threats: ensure a secure flight from departure to arrival, irrespective of the threats

IATA Retrofit References [ADC-1]; [EC-FP6v1] p.267 Potentially attractive (Reference Group)

no


TRL up to 5? Required RTD Research done: Cameras, Acoustic, other and safe door.

(B) Research needed: More integrated solutions (reduction of separate systems) perhaps on one network, Progress in intelligence of middleware per combination of other sensory types for holistic situational picture, HMI (against false alarms, cooperation procedures), Diagnostics, Maintenance, Network security, Privacy issues.

Main cost sources Hardware, Software, Design (end solution), Procedures, Privacy, Standards, Legislation (use, retention of data).



/97

Technology (Part of Cameras, safe cockpit door, and other security systems to

prevent on-board threats): Video cameras with auto video analysis (Security)

Additional information Also addressed in EU FP7 SAFEE project IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no


TRL 4 Required RTD On-board processing RTD.

(B) Research needed: same as previous Main cost sources Hardware, Software, Design (end solution), Procedures, Privacy, Standards,

Legislation (use, retention of data).


prevent on-board threats): Sound sensors (Security) Additional information Also addressed in EU FP7 SAFEE project IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no


TRL unknown Required RTD Research done: On-board Middleware, Hardware.

(B) Research needed: Same as previous. Main cost sources Hardware, Software, Design (end solution), Procedures, Privacy, Standards,

Legislation (use, retention of data)


prevent on-board threats): Chemical sensors (Security) Additional information Also addressed in EU FP7 SAFEE project IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no


TRL unknown



/97

Required RTD (B!) Research needed: Same as previous, low-cost sensors. Main cost sources Hardware, Software, Design (end solution), Procedures, Privacy, Standards,

Legislation (use, retention of data).


prevent on-board threats): Data protection: IT security (Security) Additional information Also addressed in EU FP7 SAFEE project IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

yes




prevent on-board threats): Measures for safety and reliability in wireless and data communication (Security)

Additional information Measures in A380 IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no




prevent on-board threats): Smart cards, smart boarding cards: ticket, baggage, mobile phone as tool (Security)

Additional information Also addressed in EU FP7 SAFEE project IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no


TRL 5



/97

Required RTD Pax hacking. (B) Research needed: None for retrofit.

Main cost sources


prevent on-board threats): Pax tracking at airport: smart pass (?), mobile phone (?) (Security)

Additional information No retrofit on a/c IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no


TRL 3 Required RTD Research needed: None for retrofit. Main cost sources

Technology Blast worthy textile-based luggage containers (Security) Additional information EC FP7 FLY-BAG IATA Retrofit References [EC-FP7v1] p.211 Potentially attractive (Reference Group)

no


TRL 5, higher? Required RTD (B) Research needed: Mass producible materials manufacturing methods

(end-shape wise) and cost. Main cost sources Acquisition of complete components (panels, bins, containers, etc),

Installation.

Technology Anti-missile attack systems (Security) Additional information Research in e.g.: EC FP6 CASAM - onboard protection systems against

shoulder launched missiles (MANPADS) -- majority of project results is confidential. There may be a need to install anti man pads systems, mainly in business jets. Is customer driven; e.g., applied in Israelian a/c, business jets [D13D24]

IATA Retrofit References [ADC-1]; [EC-FP6v2] p.207 Potentially attractive (Reference Group)

no




/97


TRL CASAM: up to 3,4 ? Required RTD Research done: Systems are developed or under development

(B) Research needed: Integration with aircraft avionics for input to manoeuvring (relative to missile trajectory) relative to aircraft flight tolerance.

Main cost sources

Category Safety - Introduction Additional information Technology to improve safety of a/c and pax

Technology Replace halon and other toxic materials (Safety) Additional information REACH IATA Retrofit References [ADC-1] Potentially attractive (Reference Group)

yes


TRL unknown Required RTD Research done: Upgrades investigated

Research needed: Feasibility studies, see cabin Main cost sources

Technology iPhone with app & heart-rate monitor for (crew) fatigue monitoring

(Safety) Additional information Fatigue (crew) monitoring IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no


TRL 8 Required RTD (B) Research needed: As with the following, all human-centered monitoring,

prediction and control applications although developed and validated move beyond conventional practices and require further research via wide-spread use for continuous update of critical mission processing aspects, procedures and protocols, Data privacy. Standards.

Main cost sources Integration to currently employed methods (software & procedures), Personnel, measurements, analysis.

Technology Multi-parameter Pilots / Crew Response Model for Fatigue, Performance

assessment, monitoring (Safety) Additional information EC FP5 HEACE: Previous entry under "Cabin"



/97


no


TRL 6 (aircraft cabin mock-up + commercial long-haul flights) Required RTD Research done: Cockpit/cabin assessment (pilots, cabin crew).

(B!) Research needed: Standards for operation, non-intrusive or wearable sensing. Topic related also to Other Technologies Category.


Technology Video for (crew) fatigue monitoring (Safety) Additional information COMPANION: Cooperative Observing MMI (man-machine-interface) for

Personal Assistance and Narration as Induced by Operator Needs (also used for "Beuk" bus drivers).


no


TRL unknown Required RTD Research done: Fundamental techniques developed and applied already from

automotive sector. Research needed: Same as previous ("Multi-parameter Pilots / Crew Response Model for Fatigue, Performance assessment, monitoring").


Technology Lightning protection (Safety) Additional information Research in e.g.,:

* EC FP6 ILDAS ([EC-FP6v2] p.191): In-flight lightning strike damage assessment system; TRL is low * EC FP6 LIGHTNING ([EC-FP6v1] p.240): Lightning protection in combination with lightweight composite materials in light aircraft; TRL is up to 3, 4?


no




/97

TRL up to 3, 4? Required RTD unknown Main cost sources

Technology Aircraft fuel tank inertion (reducing explosions) (Safety) Additional information E.g., Nitrogen generation. Said to be suitable for retrofitting

Remarks: is going to happen anyway due to regulations [D13D24]

IATA Retrofit References (US patent no. 6343465, 5-Feb-2002, by N.P. Martinov Potentially attractive (Reference Group)

yes



Technology Seatbelt airbag system (Safety) Additional information IATA Retrofit References http://www.amsafe.com/ Potentially attractive (Reference Group)

no


TRL unknown Required RTD Research done: In progress.

(B) Research needed: No for retrofit. Main cost sources

Technology Fluoropolymers (Safety) Additional information Said to improve safety and performance of aircraft IATA Retrofit Fluoropolymers References [IATA-TRR] Potentially attractive (Reference Group)

no


TRL 6 Required RTD unknown Main cost sources Est. retrofit costs: 1 to 10 mUS$



/97

Technology On-board bird strike avoidance system to increase safety (Safety) Additional information Either noise and/or light IATA Retrofit References Ad Cuenta Potentially attractive (Reference Group)

no

Benefits Improving basic efficiency of flight: 0 Reduction of operational losses: Reduction airport cost Reduction of airport noise: 0 Reduction of pollutant emissions: 0 Improvement of well-being of passengers: 0 ATM compatibility: 0

TRL unknown Required RTD system needs development and engineering to retrofit Main cost sources EU RTD project feasible

Technology Safety culture: registration events, checklists, on-board training (Safety) Additional information No retrofit IATA Retrofit References [NLR-BS] Potentially attractive (Reference Group)

no



Technology Aircraft system updates to comply with the Safety Management System

(Safety) Additional information This is an organisational issue IATA Retrofit References [D13D24] Potentially attractive (Reference Group)

maybe



Technology Runway de-icing technology that is less corrosive to the landing gear

and aircraft (Safety) Additional information IATA Retrofit



/97

References [D13D24] Potentially attractive (Reference Group)

maybe


TRL unknown Required RTD Research needed: None for retrofit, this would be an external solution applied

while on ground. Main cost sources

Category Other Additional information Out of the box approaches, technology for passenger efficiency, life cycle

costs

Technology Exchange of third world old aircraft by modern aircraft in storage (Other) Additional information Requires retrofitting to bring the aircraft to the required operational standard.

All benefits are huge due to the nature of the proposal. Modern aircraft, brought up to the latest required standards in European MRO centres, pilot and mechanic training and further support as a trade-off for the Emission Trading Scheme.

IATA Retrofit References [ADSE-1] p.2 Potentially attractive (Reference Group)

no


TRL unknown Required RTD (B!) Research needed: Broad range research scheme requiring knowledge

and technologies from broad range of EC themes (AAT, ICT, PPP FoF, IoT, etc), Recycling, Financing schemes.

Main cost sources EU RTD project feasible

Technology Technologies assisting in more efficient pax on and off loading (Other) Additional information On and off leading passengers still happens often in a very inefficient manner,

perhaps on-board technologies could be developed to speed up this process IATA Retrofit References Potentially attractive (Reference Group)

no




/97


Technology Technologies to reduce life cycle costs (Other) Additional information Life cycle costs:

- Developments for recyclable materials - Decrease life cycle costs (production and end of life) - Disposal Cost

IATA Retrofit References [D13D24] Potentially attractive (Reference Group)

yes (Retrofit case Enabler Topic)


TRL unknown Required RTD (B!) Research needed: Same related aspects as aforementioned in previous

categories. Main research issues here extend further than maintenance and management, requiring technology from others dealing with incorporation of LCC at product and process design, manufacture, logistics stages.

Main cost sources

Technology Technology to prevent obsolescence of engineering knowledge (Other) Additional information (mainly software, being able to consult “old” software and data; the software

side of retrofits is also an issue to address). May lead to backward engineering and better documentation.

IATA Retrofit References [D13D24] Potentially attractive (Reference Group)

yes (Retrofit case Enabler Topic)


TRL unknown Required RTD (B!) Research needed: Development, Adaptation, Integration of existing and

in-development techniques and applications (particularly for cabin, security, safety, energy efficiency and maintenance aspects) but tailored to support state-of-play of airlines (availability of data, not models). This requires strong engagement and involvement with airlines and encompasses a large number of retrofit areas.

Main cost sources

Technology Baggage handling & RFIDs (Other) Additional information IATA Retrofit References [D13D24] Potentially attractive maybe



/97

(Reference Group)


TRL unknown Required RTD Research done: Some solutions exist, e.g., Boeing RFID package for

maintenance. (B!) Research needed: More integrated solutions drawing from different disciplines, not necessarily connected to an on-board system.

Main cost sources



/97

Appendix B: RTD topics for the retrofit technologies

The RTD topics are listed in Table 1. Details are included in [D22].

Table 1 RTD topics for the retrofit technologies.

Re-engining

• Integration of HBR turbofan engines on existing transport aircraft configurations.

• Engine system and component development, rig testing, demonstration, and flight qualification.

• Development of a retrofit kit for Composite fan casing.

• Composite fan blades: structural integrity after impact, rotor dynamics, and transient performance.

Alternative fuels

• Research on the long term performance of alternative fuels (incl. synthetic fuel and biofuel) in

existing engines without (major) modifications, effect on the gas path, effect on the engine

maintenance on the long term.

• Certification and testing with respect to short-term and long-term effects.

Aerodynamics

• Add-on winglets that require no modification of the entire wing structure; weight reduction; and

aircraft-type independent winglets.

• Riblets in paint surface: wear and fouling.

• Active or passive suction laminar flow: product development process, manufacturing techniques,

testing, inspection, maintenance.

• Serrated fan cowl trailing edges: application of “controllable serration”.

Cabin

• Technologies and infrastructure for aircraft cabin components removal, dismantling, refurbishment

or recycling and waste management.

• Techniques and technologies for sustainable cost-efficient mass customisable design,

manufacturing and assembly of aircraft seats incorporating additional features. Equally applicable

to aircraft interior structures with integrated features.

• Solutions for seat-integrated passenger safety measures.

• Improved or new technologies for cabin-wide and/or seat-centric power generation, distribution and

control.

• Cabin climate and safety sensing and actuation systems and network solutions and integrated

configurable network solutions (solutions for integrated networks design and control). This includes

data communication issues.

• Improved or new technologies for seat-centric IFEC addressing improvement of systems design

and integration and performance objectives, i.e., system complexity, weight reduction, power,

communication (in-cabin), system redundancy, and in-built health usage monitoring, fault detection

and diagnostics solutions.

• Dedicated aircraft structures and cabin state monitoring systems, data collection and transmission

techniques and technology (to ground-crews). Research into wireless connectivity and

communications solutions interference and safety impact with and on aircraft critical systems,

including susceptibility of critical systems to malicious attacks.



/97

Structures

• Exchange of secondary structures by composite parts: integration and validation of new parts.

(This probably involves engineering.)

• High strength glass microspheres: determination of durability and weight advantage for stiffness

driven applications.

• Carbon fibre composites for aircraft primary structures: design and stress effort for replacement of

metal structures by carbon fibre composites. (This probably involves engineering.)

• Feasibility and implementation of HUMS on existing aircraft (e.g., as stand-alone where applicable,

not tied into main avionics), communications (data) and standards. (Note: this also involves

Equipment technology.)

• In-flight (or On-ground), real-time structural health monitoring technologies: process and tools

required for more rapid aircraft state assessment, software techniques for more rapid data

evaluation, integration techniques, maintenance, and standards.

• In-flight connectivity with maintenance base and IRU fault detection permanently communicated to

ground.

Avionics

• Implementation issues containing the technical aspects as well as the corresponding certification

issues.

• Feasibility studies on glass cockpit replacing analogue instruments.

Equipment

• Alternatives to main engine taxiing, such as taxiing on internal power using electric motors in the

main undercarriage, to allow main engines on idle setting or switched off. (Note: heavy limitations

for existing aircraft.)

• Certification of significant changes for which rules may have to be defined or the latest, newest

rules have to be followed.

Safety & Security

• Aircraft safety and security specific sensing and surveillance monitoring systems.

• Application and cooperation procedures and protocols between intelligent safety/security networks

and aircraft personnel (collaboration or override).

• Technologies for continuous transmission of flight critical information via satellite or to ground

stations for aircraft location or recovery over remote or oceanic areas.

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