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M. JEZ

POLISH INSTITUTE OF AVIATION

IN THE EUROPEAN

RESEARCH AREA

201085 years in the service of Polish Science

M. JEZ

INSTYTUT LOTNICTWA

W EUROPEJSKIEJ

PRZESTRZENI BADAWCZEJ

Transactionsof the INSTITUTE

of AVIATION

203

PraceINSTYTUTU

LOTNICTWA

The mission of the Institute ofAviation is to provide: the highest quality research services, on the worldwide

scientific research market.

THE INSTITUTE OF AVIATION – since 1926

• Is the member of many leading organizations and associations, including EREA association of European

Research Establishments in Aeronautics,

• Has signed and implements the European Charter for Researchers and the Code of Conduct for the Recruitment

of Researchers,

• Cooperates with the Polish, European and Worldwide companies and institutions, it holds many certificates

which prove high quality of research.

The main areas of research are:

• Aerodynamics,

• Materials,

• Engines,

• Composites technology,

• Technology,

• Structures design and tests.

RESEARCH FOR THE FUTURE

Institute of Aviation consists of four departments:

NEW TECHNOLOGY CENTER

The areas of research:

• Aerodynamics,

• Avionics,

• Strength testing,

• Space technology,

• Landing gears,

• Composites technologies,

• Aircraft design.

MATERIALS & STRUCTURES RESEARCH CENTER


• Structures,

• Non-destructive testing,

• Research of materials,

• Strength analysis,

• Strength dynamic research,

• Strength static and quasi-static fatigue testing.

NET INSTITUTE


Creating and developing national thematic networks,

Providing the education to meet the requirements of the aviation industry,

Monitoring and forecasting economic changes within the aviation industry,

Hosting conferences and seminars,

Shaping engineering staff in order to meet modern technology industries requirements.

ENGINEERING DESIGN CENTER – ONE OF GE AVIATION’S GLOBAL ENGINEERING SITES

EDC consists of three teams:

GE AVIATION – engines, rotary assemblies, turbines, materials engineering,

GE OIL & GAS – gas & steam turbines, compressors, turboexpanders, controls and auxiliary systems,

GE ENERGY – gas & steam turbines, filters and electrofilters, gasification systems, product service and field

support.

TRANSACTIONS OF THE INSTITUTE OF AVIATION

The quarterly TRANSACTIONS OF THE INSTITUTE OFAVIATION publishes new, original papers of Institute of

Aviation researchers and co-workers related to aeronautical science. Materials from scientific conferences and meetings

organized with essential participation of the Institute ofAviation, as well as doctor’s dissertation thesis’s of the Institute

scientists are also published. Special issues, marking extraordinary events, such as Institute of Aviation anniversaries,

present research and scientific achievement. Since 1951, 202 issues of Transactions of the Institute of Aviation have been

published. The quarterly is delivered to 52 domestic and 48 foreign institutions from 16 countries, like: Aviation Week

and Space Technology, CAGI, Fairchild Dornier, MAI, NASA, ONERA, VZLU,WIAM and other scientific and poly-

technic establishments, universities and research centers abroad.

ISSN 0509-6669

TRANSACTIONS

OF THE INSTITUTE OF AVIATION

Scientific Quarterly

1/2010 (203)

POLISH INSTITUTE OF AVIATION

IN THE EUROPEAN RESEARCH AREA

Marian JEŻ, et al.

EdITION IS SPONSOREd by MINISTRy OF SCIENCE

ANd HIgHER EdUCATION

Institute of Aviation Editorial Board:

Maciej Bossak, Zdobysław Goraj, Marian Jeż, Tadeusz Korsak (Board Secretary),

Antoni Niepokólczycki, Wojciech Potkański,

Kazimierz Szumański (Board Chairman), Piotr Wolański, Zbigniew Wołejsza

M. Jeż et al.

POLISH INSTITUTE OF AVIATION IN THE EUROPEAN RESEARCH AREA

Abstract

This booklet intends to highlight the issues of better involvement of European Union New

Member States, with Poland as an example, into EU reality of aerospace sector progress. Authors

try to justify the necessity of paradigm shift in the domain of European Research Area concept

realization. The contents are organized in four parts dedicated consecutively to: European Com-

munities, European aeronautics stakeholders, EREA Association conception and development and

finally the Polish Institute of Aviation activity in European Research Area.

M. Jeż i in.

INSTyTUT LOTNICTwA w EUROPEJSkIEJ PRzESTRzENI BAdAwCzEJ

Streszczenie

To opracowanie rozświetla zagadnienia lepszego włączenia nowych członków Unii Euro -

pejskiej, na przykładzie Polski, do bieżących procesów i postępu w europejskim sektorze lotniczym.

Autorzy starali się uzasadnić konieczność zmian metodycznych w realizacji koncepcji Europejskiej

Przestrzeni Badawczej (ERA). Celem jest ukazanie europejskim partnerom naszej orientacji i dążeń

oraz pomoc polskim inżynierom w przełamaniu zwątpień i podjęciu zdeterminowanej aktywności

dla odzyskania wkładu polskiego podatnika do funduszy Departamentu Badań i Innowacji Komisji

Europejskiej. Zawartość tej publikacji została zorganizowana w czterech częściach poświęconych

kolejno: wspólnotom europejskim, interesariuszom lotnictwa europejskiego, Stowarzyszeniu Lot-

niczych Instytutów Europejskich (EREA) oraz wyzwaniom Instytutu Lotnictwa wobec ERA.

Publisher: Institute of Aviation

Scientific Publications Group

Al. Krakowska 110/114, 02-256 Warsaw,

tel.: +48 22 846 00 11 ext. 442, faks: +48 22 846 44 32

Edition, revision and computer typesetting: Iwonna Olesińska

Printers: ALKOR ul. Krucza 4, 05-070 Sulejówek

ISSN 0509-6669

CONTENTS

Abbreviations and Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1. European Communities – background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.1. The Rome Treaty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.2. Union extension and its effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

1.3. EU bodies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

1.4. EU countries size and population . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

1.5. EU budget, trade and transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

1.6. Research and Education: key to the future . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

2. Aeronautics stakeholders: GARTEUR, ACARE, ASd, EASN, EASA,

ICAF, AIRTN and IFAR roles in the ERA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.1. GARTEUR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.2. ACARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

2.3. ASD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

2.4. EASN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

2.5. EASA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

2.6. ICAF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

2.7. ERA-NET AirTN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

2.8. IFAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

3. EREA Association conception and development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

3.1. Founding Fathers and Mission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

3.2. EREA Expansion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

3.3. Boards and General Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

3.4. Executive Secretariat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

3.5. Aeronautics Research Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

3.6. Latest EREA activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

4. Polish Institute of Aviation in the European Research AREA . . . . . . . . . . . . . . . . 45

4.1. IoA’s background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

4.2. IoA’s activity in the 5th and 6th Framework Programmes

of EC R&D Department . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

4.3. IoA’s activity in the 7th Framework Programme of EC R&I Department . . . . . . . . . 50

4.4. IoA’s activity in the CIP, Eureka and EC Structural Funds . . . . . . . . . . . . . . . . . . . . . . . . 52

4.5. IoA’s activity in the EREA Association . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

4.6. IoA’s challenges and chances in the regional and European aeronautics . . . . . . . . 55

Bibliography . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

4 TRANSACTIONS OF THE INSTITUTE OF AVIATION No. 203

ABBREVIATIONS AND ACRONYMS

AA Airport Approach

AAGR Average annual growth rate

ACP Countries of Africa, Caribbean, and Pacific Countries

AeroSME Portal of Small and Medium Enterprises in Aeronautics

A/C Aircraft

A/P Airport

ACARE Advisory Council for Aeronautics Research in Europe

ACAS Airborne Collision Avoidance System

AMA Aircraft in the Managed Airspace

AMP Atmospheric Hazard Prevention

ANSP Air Navigation Service Provider

APU Auxiliary Power Unit

ASD AeroSpace and Defence Industries Association of Europe

ATC Air Traffic Control

ATM Air Traffic Management

ATS Air Transport System

C&Q Certification and Qualification

CAA Civil Aviation Authority

CAD Cabin mock-up Demonstrator

CEAS Confederation of European Aerospace Societies

CFD Computational Fluid Dynamics

CFIT Controlled Flight Into Terrain

COE Centre of Excellence

Cif Cost including insurance and freight

CIP Competitiveness and Innovation Framework Programme

CORDIS Community Research and Development Information Service

CO2 Carbon dioxide

DARPA Defence Advanced Research Project Agency

DLR Deutschen Zentrum für Luft- und Raumfahrt

DG Directorate General

DSL Digital subscriber line

EASA European Aviation Safety Agency

EASN European Aeronautics Science Network

EC European Commission

EFA Environmentally Friendly Aircraft

EFR Environmentally Friendly Rotorcraft

EGPWS Enhanced Ground Proximity Warning System

ERA European Research Area

ERA-NET European Research Area Network

EREA European Research Establishments Association

ETW European Transonic Wind Tunnel

EC European Commission

EEA European Economic Area (European Community)

EFTA European Free Trade Association (CH, IS, LI, NO)

EMU Economic and Monetary Union

ENP European Neighbourhood Policy

POLISH INSTITUTE OF AVIATION IN THE EUROPEAN RESEARCH AREA 5

EPO European Patent Office

ERA European Research Area

ESA European Space Agency

ESRAB European Security Research Advisory Board

EU European Union

EUR Euro

FDI Foreign direct investment

fob Free on board

FP5 Frame Work Programme 5 (1998–2002)

FP6 Frame Work Programme 6 (2002–2006)

FP7 Seventh framework programme of the European Community for research and

technological development for the period 2007 to 2013

GARTEUR Group for Aeronautical Research and Technology in Europe

GDP Gross Domestic Product

GERD Gross domestic expenditure on research and development

GJ Gigajoule

GNP Gross National Product

HCE Highly Cost Efficient

HCO Highly Customer Oriented

HTE Highly Time Efficient

HICP Harmonised index of consumer prices

HRST Human resources in science and technology

ICAF International Committee of Aeronautical Fatigue

ICAO International Civil Aviation Organization

ICT Information and Communication Technologies

IFAR International Forum for Aviation Research

IFR Instrument Flight Rules

IP Integrated Program

ICPC International Cooperation Partner Countries

ICT Information and communication technologies

IEE Intelligent Energy for Europe

IfS Instrument for Stability

IMF International Monetary Fund

INTI Integration of Third-Country Nationals

IPA Instrument for Pre-Accession Assistance

IPCC Intergovernmental Panel on Climate Change

ISDN Integrated services digital network

IT Information Technology

JAA Joint Aviation Authorities

JPO Japan Patent Office

JMA Joint Managing Authorities

JRC Joint Research Centre

JTF Joint Task Force

JTI Joint Technology Initiatives

JVR Job vacancy rate

Kbit/s Kilobit per second

kgoe Kilograms of oil equivalent

LLP Lifelong Learning Programme

MAT Manager of Aircraft Trajectory

MRO Maintenace Repair and Overhaul


MUICP Monetary union index of consumer prices

MWh Megawatt hours

NACE Statistical classification of economic activities in the European Community

NASA National Aeronautics and Space Administration

NOx Nitrous Oxides

NCP National Contact Point

n.e.c. Not elsewhere classified

n.e.s. Not elsewhere specified

ODA Official development assistance

OECD Organisation of Economic Co-operation and Development

OLAF European Anti-Fraud Office

PDA Personal digital assistant

PhD Doctor of philosophy

p-km Passenger kilometre

PPP Public-Private partnership

PPPs Purchasing power parities

PPS Purchasing power standard

R&D Research and development

R&T Research and Technology

RE Research Establishment

RPK Revenue Passenger Kilometer

RTD Research and Technology Development

RTK Revenue Tonne Kilometer

RTD Research and Technological Development

S&T Science and Technology

SME Small Medium Enterprise

SRA Strategic Research Agenda

STREP Specific Targeted Research Project

SITC Standard international trade classification

SME Small and medium-sized enterprises

SMS Short message service

TCAS Traffic Alert and Collision Avoidance System

TIP Technology Integration Platform

TMA Terminal Management Area

TPR Trajectory Protection and Recovery

toe Tons of oil equivalent

TWh Terawatt hours

TEN-E Trans-European Energy Networks

UG Ultra Green

UHBR Ultra High Bypass Ratio

US Ultra Secure

URL Uniform resource locator

VAT Vision Airport Tower

VC Visual Cockpit

VTOL Vertical Take Off and Landing

WIPO World Intellectual Property Organisation


1. EUROPEAN COMMUNITIES – BACKGROUND

After devastating 2nd World War (about 50 mln of people dead, ruined economy), eminentEuropean politicians began planning to introduce institutions of lasting peace.

First important post-war initiative was the Organization for European Economic Cooperation(OEEC) – Marshall Plan in1948. The Council of Europe and the North Atlantic Treaty Organisa-tion (NATO) were established in 1949.

European Movement, inspired by the founding fathers of united Europe: Robert Schuman(French Minister of Foreign Affairs from 1948 to 1952) and Konrad Adenauer (first post-warGerman Chancellor) was gaining ground. Its aims were clearly formulated in the Schuman Dec-laration on the May 9th 1950.

The EU began life in the 1950s as the European Economic Community with six founding mem-bers – Belgium, Germany, France, Italy, Luxembourg and the Netherlands. They created a newway of coming together to manage their joint interests, based essentially on economic integra-tion.

In 1952 the Treaty of Paris setting up the European Coal and Steel Community were signedby representatives of six member states – the same as those listed above. The European Organi -sation for Nuclear Research (CERN) set up in Geneva in 1954.

1.1. The Rome Treaty

The most important step to overcome national hostilities in Europe was undoubtedly the Eu-ropean Economic Community Treaty, signed on 25 March 1957 in Rome.

Fig. 1.1. Signing of the European Economic Community Treaty

Creation and future development of the European Union was the most significant Europeanendeavour from the ancient Roman Empire.


1.2. Extension and its effects

The European Economic Community was joined by Denmark, Ireland and the United Kingdomin 1973, Greece in 1981, Spain and Portugal in 1986. Unification of Germany in 1990 brought inthe Länder from eastern Germany.

In 1992, a new treaty gave more responsibilities to the Community institutions and intro-duced new forms of cooperation between national governments, thus creating the EuropeanUnion as such. The EU was enlarged in 1995 to include Austria, Finland and Sweden.

The Czech Republic, Estonia, Cyprus, Latvia, Lithuania, Hungary, Malta, Poland, Slovenia andSlovakia joined in 2004, followed in 2007 by Bulgaria and Romania. Three candidates, Croatia,Turkey and the former Jugoslav Republic of Macedonia, have applied for membership.

Results so far are: • frontier-free travel and trade, • the Euro (the single European currency), • safer food and a greener environment, • better living standards in poorer regions, • joint action on crime and terror, • cheaper phone calls, • millions of opportunities to study abroad.

The Union welcomes membership applications from any democratic European country. Itmaintains close and friendly relations with all its neighbours, both around the eastern border(Ukraine, Belarus, Moldova, Georgia) and at southern shores of the Mediterranean.

Though richly diverse, EU countries are united in their commitment to peace, democracy, therule of law and respect for human rights. They seek to uphold these values in Europe and beyond,to build and share prosperity, and to exert their collective influence by acting together on theworld stage.

The European Union is a unique economic and political partnership between 27 democraticEuropean countries. Its aims are: peace, prosperity and freedom for its about half billion of

citi zens – in a fairer, safer world.

Fig. 1.2. Six founding members of the Euro-

pean Economic Community


Over half a century, it has brought political stability and economic prosperity to its citizens.It has created a frontier-free single market and a single currency, the Euro (€ or EUR). It has re-united a fractured continent. The European Union is a major economic and commercial powerand the world’s biggest donor of development aid to poorer countries.

Europe has always been home to different peoples and cultures. Every member state includespeople from other countries — usually with close historical ties to the host country. The EU seesethnic and cultural diversity as an asset, and promotes tolerance, respect and mutual under-standing.

1.3. EU bodies

EU countries set up specific bodies to run the EU and adopt its legislation. The main ones are:• the European Parliament (representing the people of Europe),• the Council of the European Union (representing national governments),• the European Commission (representing the common EU interest).

The European Parliament (europarl.europa.eu) is elected every five years by the people ofEurope to represent their interests. The main job of Parliament is to pass European laws on thebasis of proposals presented by the European Commission. Parliament shares this responsibilitywith the Council of the European Union.

Parliament and Council also share joint authority for approving the EU’s annual budget. Par-liament has the power to dismiss the European Commission. The main meetings of Parliamentare held in Strasbourg or in Brussels (Belgium).

The Council of the European Union (consilium.europa.eu) – formerly known as the Councilof Ministers – is the EU’s principal decision-taking body. It shares with Parliament the respon-sibility for passing EU laws. It is also in charge of the EU’s foreign, security and defence policies,and is responsible for key decisions on justice and freedom issues.

The Council consists of ministers from the national governments of all the EU countries. Meet-ings are attended by whichever ministers are responsible for the items to be discussed: foreignministers, ministers of the economy and finance, ministers for agriculture and so on, as appro-priate. Every six months, a different member state assumes the presidency of the EU, meaningthat it chairs the meetings and sets the overall political agenda.

Each country has a number of votes in the Council broadly reflecting the size of its population,but weighted in favour of smaller countries. Most decisions are taken by majority vote, althoughsensitive issues in areas like taxation, asylum and immigration, or foreign policy, require una-nimity. Several times a year the presidents and/or prime ministers of the member states meetas the European Council. These ‘summit’ meetings set overall EU policy.

The European Commission (ec.europa.eu) is the EU’s executive organ. It represents and up-holds the interests of Europe as a whole. It drafts proposals for new European laws, which itpresents to the European Parliament and the Council. It manages the day-to-day business of im-plementing EU policies and spending EU funds. The Commission also makes sure that everyoneabides by the European treaties and laws. It can act against rule-breakers, taking them to theCourt of Justice if necessary. The Commission consists of 27 men and women – one from eachEU country. They are assisted by about 24 000 civil servants, most of whom work in Brussels.

The president of the Commission is chosen by EU governments and endorsed by the EuropeanParliament. The other commissioners are nominated by their national governments in consul-tation with the incoming president, and must be approved by the European Parliament. Theydo not represent the governments of their home countries. Instead, each of them has responsi-bility for a particular EU policy area.

The president and members of the Commission are appointed for a period of five years, co-inciding with the period for which the European Parliament is elected.


1.4. EU countries size and population

The European Union is less than half the size of the United States, but its population is over50% larger. In fact, the EU population is the world’s third largest after China and India.

Fig. 1.3. EU countries surface area

Fig. 1.4. EU countries population

Tab. 1. Essential contemporary data; PPP stands for Purchasing Power Parity (according to the

Economist Intelligence Unit – the World in 2010)

CountrySurface area

(1000 km2)

Population

[mln]

GDP(PPP)

[mln USD/country]

GDP(PPP)

[mln USD/capita]

EU 4234.1 497.5 25900

FR – France 544.0 62.9 2159 34310

ES – Spain 506.0 45.9 1394 30360

SE – Sweden 410.3 9.3 337 36160

DE – Germany 357.0 58.8 2989 36100

PL – Poland 312.7 38.2 723 18980

FI – Finland 304.5 5.4 182 34070

IT – Italy 295.1 58.1 1721 29630

UK – United Kingdom 243.8 62.2 2160 34730

RO – Romania 230.0 21.4 252 11760

EL – Greece 130.7 11.0 334 30930

BG – Bulgaria 111.0 7.4 92 12370

HU – Hungary 93.0 9.9 182 18380

PT – Portugal 91.9 10.7 234 21930

AT – Austria 82.5 8.4 322 38260

CZ – Czechia 77.3 10.2 260 25480

IE – Ireland 68.4 4.2 174 41780

LT – Lithuania 62.7 3.3 53 15830

LV – Latvia 62.3 2.2 31 13810

SK – Slovakia 49.0 5.5 117 21280

EE – Estonia 43.4 1.3 23 17230

DK – Denmark 43.1 5.5 196 35350

NL – Netherlands 33.8 16.5 663 40080

BE – Belgium 30.3 10.6 386 36300

SI – Slovenia 20.1 2.0 57 28210

CY – Cyprus 9.3 0.8 n/a n/a

LU – Luxembourg 2.6 0.5 n/a n/a

MT – Malta 0.3 0.4 n/a n/a

EU Candidates

TR – Turkey 769 73.3 913 12450

HR – Croatia 56.6 4.5 78 17400

MK – Macedonia 25.7 2.0 n/a n/a

Global rivals

RU – Russia 17075 141.4 2310 16330

US – United States 9519 306.6 14839 48400

CN – China 9573 1336.7 9128 6830

IN – India 3166 1140.3 3728 3270

JP – Japan 378 127.3 4546 35780



The European Union aims to be a fair and caring society, committed to promoting economicprosperity and creating jobs by making companies more competitive and giving workers newskills.

Fig. 1.5. Contemporary political map of Europe

Birth rates in the EU are falling and Europeans are living longer. These trends have importantimplications for the future. As life expectancy in the EU is constantly increasing, it is worth tonote that in Poland, during the 3rd Republic (from June 1989 – first communism break-up) it hasincreased by five years in two decades.

Fig. 1.6. Life expectancy in EU-25

1.5. EU budget, trade and transport

EU budget uses only about 1% of Community Gross National Income each year; in 2009 itamounted to EUR 133.8 billion in commitment appropriations.

The EU is building our common future and assuming global responsibilities. The focus ofspending decisions is on meeting the challenges of the modern world to our society in the inter-ests of a better life for the citizens of the EU.

Fig. 1.7. Financial framework headings, in commitment appropriations

The money is primarily spent on: • reducing income and social disparities across the EU, • promoting the mobility by opening internal borders,• freedom, security and justice within the EU’s external borders, • reinforcing the EU’s cultural diversity.

Significant sums are also spent outside its border because the EU’s economic and politicalweight in the world confers global responsibilities.

In all EU countries, over 60% of GDP is generated by the service sector (this includes thingssuch as banking, tourism, transport and insurance). Industry and agriculture, although still im-portant, have declined in economic importance in recent years.

Poland, notwithstanding its comparatively low GDP/capita, is currently paying more to theEU budget than Sweden and probably this year its contribution shall surpass that of Nether-lands.

Although the Union’s GDP continues to rise, it has grown more slowly than that of the UnitedStates in recent years, but faster than that of Japan.

Although the EU makes up only 7% of the world’s population, its trade with the rest of theworld accounts for approximately a fifth of global exports and imports.

Trade between EU countries themselves represents two thirds of all EU trade, although levelsvary between the member states. The single market has made trade between them much easieras goods, services, capital and people can now move freely across national borders.

The EU is the main exporter in the world and the second biggest importer. The United Statesis the EU’s most important trading partner, followed by China. In 2005, the EU accounted for18.1% of world exports and 18.9% of global imports.


Fig. 1.8. Major external trade partners of EU-27 in 2007

Railways and inland waterways (i.e. rivers and canals), once so important for moving goodsand passengers around Europe, now carry only a small percentage of the total. Three quartersof the European Union’s freight now goes by road – as do more than three quarters of travellersin the EU.

Forecasts predict that road transport will remain by far the most important mode of travelfor passengers and that air travel will continue to boom.

Fig. 1.9. Breakdown of means of transport

Air transport in the European Union has grown fast. Passenger traffic has risen at an av-erage annual rate of more than 7% for the past 20 years. The EU has opened national marketsto competition, allowing airlines to operate routes outside their home countries and allowingnewcomers to compete with established airlines. The result has been more customer choice andlower fares. It is estimated that between 85% and 90% of EU air passengers travel on reducedor discounted tickets.



The boom in air travel has pushed some airports to saturation levels and has overloaded pres-ent air traffic control systems. Costly delays resulting flights leave and arrive late, also pollutionincreases as aircraft burn additional fuel during waiting time on the ground or when stacked inthe air waiting to land.

1.6. Research and Education: key to the future

In 2000, the EU Member States responded to the challenge of globalisation with the LisbonStrategy for a competitive knowledge-based economy and, as part of this strategy, the 3% ob-jective for R&D intensity and the initiative to create a European Research Area (ERA). The ob-jectives were clear: invest more in research and increase excellence and efficiency by joiningforces in a European Research Area, including opening up to the world and stimulating interna-tional cooperation and knowledge spill-over. The EC Communication of January 2000 ‘Towardsa European Research Area’ stressed the need for a free circulation of knowledge across Europeand beyond, a circulation of knowledge without barriers.

In 2007, the Green Paper on ERA and the public consultation reconfirmed theimportance of free circulation of knowledge across Europe, in the sense of col-laboration in the production of science and technology and open access to scien-tific products, effective knowledge transfer between public research and industryas well as with the public at large and, finally, exploiting knowledge produced outside Europe.

Research and development (R & D), especially in new technologies, holds the key to future eco-nomic growth and jobs. The EU’s aim is to invest more in research to bring its R & D spendingin line with that of the United States and Japan. In 2004, Japan spent the equivalent of 3.15% of itsgross domestic product (GDP) on R & D and the US 2.59%, compared with the EU average of 1.92%.

But the EU figure masks considerable difference between national performances. Figures for2005 show that Sweden and Finland already outspend Japan, while some other EU countriesspend less than 1%.

Fig. 1.10. Relative research spending in EU countries

Although there has been little evolution in R&D intensity at EU-27 level, there has been a con-siderable increase in R&D investment in real terms: between 2000 and 2006, R&D expenditurein EU-27 has grown in real terms by 14.8%. Comparable figures for the US and Japan are 10.1%and 21.9%.

R & D expenditure grew in real terms in all 27 Member States between 2000 and 2006, al-though at strongly varying rates, ranging from 3.4% in Belgium to 211% in Estonia.

Since the 1990s major new players have emerged in science and technology – notably in Asia.Almost 80% of researchers work outside the EU 75% of gross domestic expenditure on R & D(GERD) is executed in other world regions.

EU-27 is lagging behind the US, Japan and South Korea in terms of R&D intensity, mainly dueto a lower level of R & D funded (and performed) by the business sector. The intensity of businessfunding of R & D has increased almost exclusively in Member States where this intensity was al-ready low or very low. High-tech industry occupies a larger part of the economy in the US thanin the EU: the share of high-tech industry in total manufacturing value added is about 50% higherin the US.

Since 2000 the importance of services in the EU economy continues to increase while that ofmanufacturing industry continues to decline. Services accounted for 72% of total EU-27 valueadded in 2005. China has become the largest exporter of high-tech products in the world due tothe growth of its computers and office machinery exports, mostly to the detriment of US andJapanese exports. The EU world market share of high-tech exports started to decline more re-cently.

In 2006, there were 1.33 million researchers FTE (Full-Time Equivalent) in EU-27, 1.39 millionin the US and 1.22 million in China. Half of EU researchers are in Germany (282,063), France(204,484)and the United Kingdom (183,534). In 2006, the number of researchers (FTE) perthousand labour force was 5.6 in EU-27, compared to 10.7 in Japan and 9.3 in the US (Fig. 1.12).

Fig. 1.11. High-tech exports as % of total national exports, for 2000 (blue dot) and 2006

Within the ERA, the share of researchers in the labour force is highest in Finland (15.3 re-searchers FTE per thousand labour force), Iceland (12.5), Sweden (11.7) and Luxembourg (11.4).The number of researchers per thousand labour force is lower than 5 in 11 EUMember States (in Poland it is 3.5), as well as in Turkey and Croatia.


Fig. 1.12. Comparison of world R & D trends

The number of citations that a scientific publication receives is a measure of its relevance andutility for scientific progress. The US ranks first in terms of highly-cited publications, far aheadof Canada, Australia and EU-27.

At the time of EEC creation also the European Atomic Energy Community (Euratom) & Joint

Research Centre (JRC) were formed. The JRC today is constituted by 7 Institutes in 5 MemberStates:

IRMM – Geel, Belgium – Institute for Reference Materials and Measurements

EI – Petten, Netherlands – Energy Institute

ITU – Karlsruhe, Germany – Institute for Transuranium elements

IPSC – IHCP – IES – Ispra, Italy– Institute for the Protection and Security of the Citizen

– Institute for Health and Consumer Protection

– Institute for the Environment and Sustainability

IPTS – Seville, Spain – Institute for Prospective Technologies

The Mission of the JRC is to provide customer-driven scientific and technical support forthe conception, development, implementation and monitoring of EU policies.

The JRC functions as a centre of science and technology (S/T) reference for the EuropeanUnion independent of special interests, private or national.

Its under-lying principles are:• Independence from national, industrial and commercial interests,• Neutrality – objectivity of research at the service of Europe and its institutions,• Subsidiarity – take on only activities better dealt with on a European level than locally.

The EU’s ambition is to become the world’s most dynamic knowledge-based economy (the Lis-bon strategy). That means investing heavily in research (the source of new knowledge) and ineducation and training, which give people access to that new knowledge.

Particularly important is training the workforce in information technology skills, and provid-ing easier and faster access to the Internet for schools, businesses and people at home.

A thriving economy needs people to stay in work longer and to learn new skills throughouttheir working lives. ”Lifelong learning” is the watchword. In the EU, the number of adults takingpart in learning activities has been rising – reaching 9.6% of people aged between 25 and 64 in2006.


As it competes for economic success in the global marketplace, the European Union is upagainst ”traditional” rivals such as Japan and the United States and newer ones like China andIndia.

Fig. 1.13. Relative education spending in EU countries

For mobility reasons communicating by language is essential. A clear majority of Europeans(56%) say they can hold a conversation in one foreign language. Of these, some can speak twoor even three foreign languages. However, 44% of Europeans know no language other than theirmother tongue.

English is spoken by about one third of EU citizens as their first foreign language, putting itwell ahead of German and the others as the most widely used language of the European Union.German and French are each spoken as a first foreign language by about 10% of the EU popula-tion.

The emergence of English as a lingua franca in the European Union has accelerated overthe years.

The Commission recognises that the goal of mother tongue-plus-two is ambitious, but not be-yond reach. Language learning has to be seen as a lifelong activity. Teaching should start as earlyas possible, even at pre-school level, and should continue through school, higher education andadulthood.

The success in this field is the necessary requirement to transform Europe into some kindof CONFEDERATION !



2. AERONAUTICS STAKEHOLDERS: GARTEUR, ACARE, ASD, EASN,

EASA, IFAR, ICAF AND AIRTN ROLES IN THE ERA –

EUROPEAN RESEARCH AREA

As Philippe Busquin, former European Research Commissioner (1999–2004) and the ERA

concept inventor, has observed – the air transport imperatives changed from “ever higher, further

and faster” to “cheaper, quieter, safer and cleaner”. This paradigm shift necessitates an array

of entities to design and implement tools for the European leadership in aeronautics and air

transport.

Developed by the European Commission, the portal ERA provides information on European,

national and regional level research policy, actors and programmes in the EU and elsewhere.

2.1. GARTEUR

The Group for Aeronautical Research and Technology in Europe (GARTEUR – www.garteur.eu)

is an important organization for research collaboration in Europe in the field of aeronautics.

Historical data:

• GARTEUR was formed in 1973 by the governments of France, Germany and the United King-

dom. The Netherlands joined it in 1977;

• A memorandum of understanding (MoU) was signed between the four nations on 6th April

1981;

• Sweden joined GARTEUR on 28th November 1991 (Addendum No1), then Spain on 26th April

1996 (Addendum No2) and, finally, Italy on 10th May 2000 (Addendum No3).

Scientific and Technical Data:

Since its formation GARTEUR has managed more than 100 collaborative projects:

• 44 in the field of Aerodynamics (AD);

• 17 in the field of Flight Mechanics, Systems and Integration (FM);

• 16 in the field of Helicopters (HC);

• 32 in the field of Structures and Materials (SM).

GARTEUR has a formal procedure for participation by organisations from non-member countries.

It focuses on collaborative research topics mainly aimed at longer-term R & T that is essential to

assure sustained European Aeronautics Industry competitiveness. Subjects of interest within GAR-

TEUR Programme are not restricted by application, whether defence, dual use or civil.

According to its MoU, the mission of GARTEUR is to mobilise, for the mutual benefit of the GAR-

TEUR member countries, their scientific and technical skills, human resources and facilities in

the field of aeronautical research and technology for the following purposes:

• Strengthening collaboration between European countries with major research capabilities

and government funded programmes;

• Performing joint research work in fields suitable for collaboration and within research groups

specifically established for this purpose;

• Identifying technology gaps and facility needs and recommending effective ways for the mem-

ber countries to jointly overcome such shortcomings;

• Exchanging scientific and technical information among the member countries and avoid du-

plication of work.


Fig. 2.1. ERA concept and major objectives – 5 th freedom for the European Union

Statistics

In the period 2005-2008, the following statistics apply to GARTEUR operation:

• About 350 persons involved;

• Nearly 100 man-years spent;

• 65 organisations participated:


– 7 research establishments;

– 22 industries;

– 36 academic institutes.

• 45 projects executed (Action Groups and Exploratory Groups);

• 26 technical reports issued.

GARTEUR is organised at three main levels:

• The highest level is the Council composed of representatives of each member country who

constitute the national delegations. An Executive Committee (XC) assists the Council. This XC

is composed of one member from each national delegation, and a Secretary.

• The second highest level is formed by the Groups of Responsables (GoR) that act as scientific

management bodies. They also represent the think-tank of GARTEUR. Currently, four GoRs

manage GARTEUR research activities in the fields of Aerodynamics (AD), Flight Mechanics,

Systems and Integration (FM), Helicopters (HC), and Structures and Materials (SM).

• Action Groups (AGs) form the third level of GARTEUR. AGs are the technical expert bodies

that formulate the GARTEUR research programme and execute the research work.

The seven GARTEUR nations take their turn in fulfilling the functions of the Chairmanship of

the Council and its XC, and the Secretariat for periods of two consecutive years. The necessary

resources are made available by the governments of the member countries or by the participat-

ing organisations on the basis of balanced contributions.

Fig. 2.2. The Organisation Chart

Participation in Action Groups (AG)

Participation in GARTEUR R & T activities (AG) is open to all aeronautical R & T organizations

from GARTEUR nations that are already active in the subject of the AG concerned and subject to

GARTEUR principles, whether the organization is of industrial, academic or research establish-

ment nature. Information on GARTEUR research can be obtained from the members of the

Groups of Responsables.

Participation by organizations from non-GARTEUR countries in GARTEUR technical activities

is provided for under a special procedure in the GARTEUR operating principles subject to ap-

proval by the Council.


Fig. 2.3. European stakeholders of air transport system

Recent initiatives undertaken by the Council are:

• closer monitoring of national aeronautical R & T programmes within GARTEUR member states

in order to better coordinate GARTEUR R&T with national needs,

• to continue supporting the EU funded aeronautics ERA-Net (AirTN) which has been initiated

by GARTEUR to step up co-operation and co-ordination of aeronautics research at EU level,

• to explore possibilities for improved communication and sharing of information with other

coordinated aeronautics R&T environments, e.g. EU Frame Work Programme Aeronautics,

European Defence Agency, NATO RTO,

• to improve presence at international fora and aeronautical events.

2.2. ACARE

Launched at the Paris Airshow in June 2001, the ACARE (Advisory Council

for Aeronautics Research in Europe – http://www.acare4europe.org) comprises

about 40 members with a clearly defined and commonly agreed terms of ref-

erence, including representation from the Member States, the Commission and

stakeholders, including manufacturing industry, airlines, airports, service

providers, re gu lators, the research establishments and academia.

In its January 2001 report , the Group of Personalities considered Europe’s goal of becoming

a global leader in the field of aeronautics. Among its conclusions, the Group stressed the need

for an ACARE Council, whose aim would be to develop and maintain a Strategic Research Agenda

(SRA) for aeronautics in Europe.

Fig. 2.4. A Vision for 2020 by the Group of Personalities

ACARE Chairman is Bengt HALSE from SAAB A.B., Vice Chairmen are: Francois QUENTIN –

– THALES and Joachim SZODRUCH – DLR.

Members of ACARE (in 2010) are:

Austria – Birgit Blasch

Belgium – Peter Van Geloven

Denmark – Peter Worsøe

Germany – Wolf W. Günther

Finland – Pauli Stigell

France – René Gaudin

Greece – Theodoros Spathopoulos

Ireland – Jim Lawler

Italy – Maurizio Pandolfi

Luxembourg – Thomas Welter

Netherlands – Ad G.M. Driedonks

Portugal – José Carlos Pereira

Spain – Ramón Herrero

Sweden – Hans Christer Olson

United Kingdom – David Way

Strategic Research Agendas influence all European stakeholders in the planning of research

programmes, particularly national and EU programmes, in line with the Vision 2020 and the

goals it identifies. To this end ACARE’s activities are likely to include:

• Launch and approve the SRA and update it periodically;

• Make strategic and operational recommendations as well as commission studies for imple-

menting the SRA and achieving the 2020 Vision;

• Evaluate the overall results and benefits of the SRA for Member States, the Commission and

stakeholders groups;

• Recommend measures for optimising the use of existing research infrastructures and achieving

cost-effective investments;

• Recommend measures for improving educational policies to attract the scientists, engineers

and other skills that the sector needs;

• Develop and implement a communications strategy to promote awareness of the SRA (within

the stakeholders community as well as to larger public audiences) and to disseminate infor-

mation on stakeholders’ research programmes for facilitating consensus on priorities.

The second edition of the Strategic Research Agenda (SRA-2) addresses the weaknesses of the

first edition by:

• Taking a more comprehensive and holistic view of the air transport system, including the

perspective of operators.

• Identifying areas of uncertainty, variance and choice by considering a range of possible future

world scenarios.

• Integrating the further work done by all the stakeholders in building up their interpretations

of the SRA.

• Taking a longer view beyond 2020.

• Bringing the work on institutional and infrastructure issues closer to the needs of the tech-

nologies that they need to support and deliver.

• Improving the presentation of the necessary technologies.

ACARE already updated the SRA II (2004) forecasts and assumptions through the 2008 Ad-

dendum. The European Union has initiated apart from the transport, including aeronautical, pro-

grams in FP7 two very large industry lead initiatives since SRA II (Clean Sky, SESAR) to reach

the 2020 goals.

The air transport industry is large, important and complex. It makes a massive contribution

to the prosperity of Europe, both in terms of a globally competitive manufacturing sector pro-

viding goods and services, and also in terms of promoting the effective transfer of people and

goods within Europe and globally. The industry is forecast to grow in importance. Its contribution

to European GDP could extend to influence more than an eighth of the whole.

Employment related to the industry (taken to include manufacturing and the operational as-

pects of airlines, airports, air traffic control, policy and regulation) is already 3 million in Europe

and set to rise to 5-7 million by 2020.



Air transport is in itself a significant contributor to European wealth. The resultant benefit is

spread across all Member States, either as a result of its direct contribution or, even more im-

portantly, as a consequence of its lubrication effect on all modern economies enabling our life-

style and the way we do business. Its total contribution to the economy is estimated in excess of

10% of GDP.

Whilst contributions naturally vary between nations, cumulatively the sector generates € 220

billion of direct added value for the EU economy representing some 2.6% of Europe’s GDP.

Dependence on air transport amounts to some 18% of all international trade, and underlines

the dependence of the broader economy on air transport and travel.

This effect is most acutely evident in the tourism sector, which is dependent on air transport

for at least 6% of its 12% GDP contribution.

The European air transport sector, defined as airlines, airports, Air Traffic Management and

the manufacturing industry, comprises more than 130 airlines, operating across a network of

over 450 airports with some 60 air navigation service providers (ANSP).

Air transport is increasingly becoming more accessible to a greater number of people who

can afford to travel by air, both inside and outside Europe, for leisure and business purposes.

This is evidenced by the fact that last year the European air transport system moved more than

1 billion passengers and 14 million metric tonnes of freight through its airports whilst handling

more than 12 million movements over the same period.

The Vision 2020 and ACARE Goals for the Environment (based on the technological level of

2000) are:

• Reduction of fuel consumption and CO2 emissions by 50%;

• Reduction of NOx emissions by 80%;

• Reduction of perceived external noise by 50%.

Global Warming is a serious concern: business as usual scenario means an increase in global

temperature of 3.2–4°C till 2100.

Fast Facts

Value Added € 220 bn

EU GDP 2.6%

Jobs 3.1 m

Trade surplus € 2.2 bn

Airlines 130

Airports 450

Passengers 1 bn

Freight 14 metric tonnes

ANSP 60

Movements 12 mln

Dependance on air transport of international trade – 18%

Dependance on air transport of the Tourism sector – 6% of its 12% GDP contribution

Fig. 2.5. Air travel changes (Source – ICAO)

The High Level Target Concepts selected, all considered within the 2020 timeframe, are as fol-

lows:

• The highly customer oriented air transport system;

• The highly time efficient air transport system;

• The highly cost efficient air transport system;

• The ultra green air transport system;

• The ultra secure air transport system.

The HLTCs are not of equal ‘intensity’ or coverage. They each take an aspect of the ATS and

explore its extension to identify the technology needs.

Fig. 2.6. Schematic diagram showing how technology influence flows from

each of the HLTCs to each of the others

Looking beyond 2020

It is reasonable to assume that Air Traffic will continue to grow in the next decades well be-

yond the 3-fold factor predicted for the year 2020. We know from the past that unless we con-

tinue to work on new technologies and apply these in a new generation air transport system,

the future will be poorer and our place in it more limited.

The change making technologies for the air vehicle might lie in the following:

• Creating propulsive power from new forms of energy;

• Solar Power, Nuclear Energy, Hydrogen from the sea,

• Beamed Energy devices using laser or micro-wave and ground-powered energy forms.


Each of these has their own links with other aspects of the air transport world and their own

implications for ground equipment, production and the sustainability of the energy. The prize

in this area is a sustainable, affordable, practical form of energy to complement fossil fuels which

will likely still be used for several more decades.

New approaches may give new insights into ways of harnessing forces for lifting:

• Among these may be ways of morphing the aircraft structure into different shapes or aero-

dynamic forms under computer control.

• Thrust may be vectored to give directional or lift control.

• Plasma jets may replace the burnt fuel exhaust as the means of delivering thrust.

• There may well be an approach to ”total automation” where on-board computers manage the

whole flight, the lifting forces and speed of the air vehicle.

• The power of computers will be greatly enhanced and capable of centralised or dispersed op-

eration.

• The location of aircraft control will be possible equally by ground operators and on-board

crew.

• Pilot-free aircraft may be approved for certain roles.

Fig. 2.7. Schematic diagram showing the interplay of technologies and change areas

The issue of Personal Transport Systems – personal air vehicles – in the ATS is not exhaustively

dealt with here. ACARE does not judge them to be a major traffic controlling factor for Europe

within the 2020 timeframe.

It is acknowledged however that within the European supply chain there are a number of

companies in the old and also new Member States which create significant value for Europe from

this segment. ACARE expects them to continue to have an important role in providing the nec-

essary products to parts of the USA or other wealthy, spacious and economically advanced coun-

tries. Personal air vehicles do not, however, represent a major opportunity or threat to the

European ATS concepts outlined here. The potential issues of dealing with them in great num-

bers is not therefore addressed in any detail. The estimate of the future funding required to meet

the ambitious SRA goals represents a 65% increase on current expenditure over and above in-

flation. This amount accords with the investment aims laid out at the Barcelona European Coun-

cil and will need to be met by public and private sources in a ratio close to two thirds private

and one third public.



ACARE considers that an additional 50,000 researchers will be required over the period

in question. Whilst the alignment of the curricula and employers need is strong it is felt that it

would be benefit from greater emphasis on maintenance, repair and overhaul (MRO) as a con-

sequence of ageing airline fleets.

In summary therefore the sector will increasingly demand more multi-disciplined people that

are solution (result) oriented, well acquainted with IT-technologies, possess excellent commu-

nication skills and are experienced in multicultural team working.

Fig. 2.8. Table of indicative research intensity by technology area and HLTC

Whilst the sector’s needs are part of a larger debate the sector is taking steps to facilitate the

movement of employees across Europe by accrediting the quality of degree awarded.

Numerous initiatives, like those within PEGASUS and the European Credit Transfer System

(ECTS) have been adopted to compare education standards in different places.

ACARE meanwhile recommends a voluntary accreditation system for aeronautical education

recognising the diversity of the national education systems.

ACARE’s principal recommendation is to attract more people into Science & Technology and

consequently aeronautics, by offering challenging and rewarding career opportunities. Further-

more research should become a challenging item in TV by, for example, the creation of interesting

documentaries. Air shows should be used to advertise the benefits of an aeronautical education

whilst awards for excellence in education should be created and be given adequate press cover-

age. Fostering a receptive research environment is fundamental to this reversal as it will also

encourage “external” researchers to conduct their research in Europe.

2.3. ASD

The AeroSpace and Defence Industries Association of Europe – www.asd-

-europe.org, is representing the interests of industries in the aeronautics,

space, defence and security sectors. ASD pursues joint industry actions

which require to be dealt with on a European level or which concern issues of an agreed transna-

tional nature. ASD has 28 member associations in 20 countries across Europe and represents

over 2000 companies with a further 80 000 suppliers, many of which are SMEs. The industry

sectors employ around 676.000 people, with a turnover of over €137 billion.

The President and the Chairman of the Council of ASD for 2009-2010 is Mr Pierfrancesco

Guarguaglini, Chairman and CEO of Finmeccanica.

ASD History

In 1950 the predecessor of AECMA “Association Internationale des Constructeurs de Matériel

Aérospatial, AICMA” was founded in 1950. It was a Forum primarily for social and informal con-

tacts. In 1960’s AICMA membership was extended to all western European Aerospace Industries

in the wake of first generation international cooperative programmes.

In 1961 the organisation of the emerging space industry, EUROSPACE was founded in 1961

to foster the development of space activities in Europe and to promote a better understanding

of space concerns.

In 1976 the European Defence Industries Group, EDIG, was founded to gather the European

Defence industry’s positions to be further provided for the policy making bodies. The Brussels

Office of AECMA was opened in 1991. In 2004 AECMA, EDIG and EUROSPACE merged to form

AeroSpace and Defence Industries Association of Europe.

ASD’s overall mission is to enhance the competitive development of the Aeronautics, Space,

Defence and Security Industry in Europe in partnership with European Institutions and Member

associations.

The ASD Statutory Bodies are the General Assembly (joint meetings of the Council and Board),

the Council (comprising the Presidents/CEOs of major member companies) and the Board (com-

prising the Presidents of them). The Council decides on the general policy of the Association and

the Board is responsible for the administration of the Association. The Working Groups are either

permanent or ad-hoc and they work in such areas as environment, airworthiness, quality, tech-

nical, economic, ATM etc.

An important area of the Secretariat’s responsibilities is its work on European Commission

funded initiatives such as China/India/Asia and support for ACARE, SeNTRE (Security Network

for Technological Research in Europe) and SETRAS (Security Transition Strategy for Critical In-

frastructure Networks).

Specifically, the AeroPortal Project is the follow-up of AeroSME and SCRATCH with the support

of the European Union. The AeroPortal – www.aeroportal.eu is aimed at encouraging and sup-

porting the participation of Small and Medium-sized Enterprises (SMEs) in the EU’s 7th Frame-

work Programme of Research (FP7). It is a single point of reference for information on EU funded

projects and all activities relating to aeronautics research in FP7. Its Project Manager is Mr Jean-

Louis Bonafé ([email protected]) and its motto is: “Nothing is more powerful than an idea

whose time has come” (Victor Hugo).


Fig. 2.9. The map showing ASD members

Major European aerospace and defence companies that form the ASD Council are:

Airbus SAS

BAE SYSTEMS

Cobham Plc

Dassault Aviation

Diehl Avionik Systeme

EADS

EADS Astrium

EADS CASA

Fincantieri CNI SpA

Finmeccanica SpA

MBDA

GKN Plc

Rheinmetall AG

Saab AB

Thales

Rolls-Royce plc SAFRAN

Polish member of ASD is APAI – Association of Polish Aviation Industry

2.4. EASN

The European Aeronautics Science Network – EASN (http://www.easn.net)

is self sustainable association, supported by two Specific Support Actions.


Fig. 2.10. EASN Regional Structure

Its long-term goal is building up an open European platform in order to structure, support

and upgrade the research activities of the European Aeronautics Universities. EASN facilitates

them to respond to their key role within the European Aeronautical research Community in in-

cubating new knowledge and breakthrough technologies.

Any individual with interest in Aeronautics and Aeronautics related research may become

a mem ber of EASN. In addition, entities such as Research Establishments, SMEs, Industries and

Universities are welcome to join the EASN.

The Association is coordinated and run by a board of directors which is elected by the General

Assembly for a 3 year term. Its current President is Prof. Spiros PANTELAKIS ([email protected]

-atras.gr) and its Secretary General is Prof. Zdobyslaw GORAJ ([email protected]).

EASN endorses a number of EU-funded projects. Three of them apt to mention here are:

ALCAS Advanced Low-Cost Aircraft Structures would maintain and enhance the competitive

position of the European Aerospace Industry, in the face of significant challenges from

global competition. Its specific aim is to contribute to reducing the operating costs of

relevant European aerospace products by 15%, through the cost-effective, full appli-

cation of carbon fibre composites to aircraft primary structures.

CELPACT is an upstream research project concerned with development of breakthrough tech-

nologies and design tools for future airframe structures with high efficiency and safety.

CREATE is a project of the 7th Framework Programme. Its goals are to provide recommenda-

tions to the European Commission for a process that would stimulate and foster in-

novation in the aeronautics sector by eliciting, refining and incubating promising new

ideas. Such ideas would address a timeframe of 2040 and beyond, they would be of

a very low technology readiness level (TRL) and they might lack the necessary tech-

nological backing.


EASN Interest Groups are aimed at enhancing closer cooperation between university insti-

tutes in research areas of specific scientific interest with regard to the European research pro-

grammes.

The general objectives of Interest Groups are:

• Identify the capabilities existing across Europe.

• Facilitate communication between individuals and stimulate the transfer of know-how.

• Provide information on research opportunities.

• Promote awareness for scientific and technological aspects in aeronautics.

With respect to the European research programmes IGs might lead to Networks of Excellence

(NoEs) in order to achieve harmonization and integration of University driven research on the

topics of interest.

2.5. EASA

The European Aviation Safety Agency (http://www.easa.europa.eu) promotes the highest com-

mon standards of safety and environmental protection in civil aviation.

Fig. 2.11. EASA organization structure

As air traffic continues to grow a common initiative is needed at the European level to keep

air transport safe and sustainable. The Agency develops common safety and environmental rules

at the European level. It monitors the implementation of standards through inspections in the

Member States and provides the necessary technical expertise, training and research. The Agency

works hand in hand with the national authorities, which continue to carry out certification of

individual aircraft and licensing of pilots.


The Management Board, which brings together representatives of the Member States and the

Commission, is responsible for the definition of the Agency’s priorities, the establishment of the

budget and for monitoring the Agency’s operation.

To ensure that decisions on safety issues are free from all political interference, decisions

must be in the hands of a neutral and independent decision maker invested with the necessary

powers. This is why the safety decisions of the agency will be taken by its Executive Director, is

appointed by the Agency's Management Board.

The agency’s responsibilities include:

• expert advice to the EU for drafting new legislation;

• implementing and monitoring safety rules, including inspections in the Member States;

• type-certification of aircraft and components, as well as the approval of organisations involved

in the design, manufacture and maintenance of aeronautical products;

• authorization of third-country (non EU) operators;

• safety analysis and research.

2.6. ICAF

The ICAF (International Committee of Aeronautical Fatigue) was formed in 1951 in response

to the growing concerns regarding fatigue problems in aircraft structures. The stated aims of

ICAF are to encourage contacts between people actively engaged in aircraft structure fatigue

problems and to exchange information concerning aeronautical fatigue.

To this end a conference and a symposium are organised every two years for attendance by

representatives of industry, universities and institutes, regulatory agencies and operators

throughout the world.

The two-day conferences consist of reviews of aeronautical fatigue activities presented by

the national delegates of the 14 member nations of ICAF. They are followed by the three-day

symposium that involves specialist papers presented by authors with design, manufacturing,

airworthiness regulations, operations and research backgrounds.

Poland was admitted as the 14th member of ICAF in 2007. Hitherto, 13 countries were mem-

bers of the ICAF: USA, Canada, Great Britain, Germany, France, Israel, The Netherlands, Sweden,

Australia with New Zealand, Italy, Japan, Switzerland, and Finland (since 2005).

The responsibility for achieving the ICAF aims in Poland rests with the Polish ICAF National

Delegate, Antoni Niepokólczycki. To accomplish these aims, the conferences “Fatigue of Aircraft

Structures” are organized by the Institute of Aviation in Warsaw every year, in January. These

events are attended by representatives of industry, universities, institutes, and regulatory agen-

cies.These conference are focusedon the integration of industrial, academic and research centers

involved in aircraft structural fatigue issues and presentation of research currently being con-

ducted in Poland related to the aircraft structural fatigue. Covered topics are: full-scale fatigue

testing of aircraft and aircraft structural components, fatigue of materials and structures, ad-

vanced materials and innovative structural concepts, damage tolerant design of aircraft struc-

ture, life extension and management of ageing fleets, NDT (Non Destractif Tests), structural

health monitoring, fatigue crack growth, life prediction methods and airworthiness considera-

tions.

2.7. ERA-NET AirTN

The air transport industry makes a massive contribution to the pros-

perity of Europe, both in terms of a manufacturing sector providing

goods and services, and also in terms of promoting the effective transfer

of people and goods.


Achieving the objectives in Aeronautics in terms of growth, global competitiveness and in

terms of sustainable development is critically dependent upon major aeronautical research and

technological advances in the medium to long-term. The prosperous development of Aeronautics

in Europe also depends upon key enablers such as improving the coherence and co-ordination

of aeronautical research and innovation activities conducted at national and European levels.

GARTEUR and Air Transport Net (AirTN) are two examples of those key enablers.

The AirTN consortium (http://www.airtn.eu/) unites 26 partners from 17 European States

and EUROCONTROL and has been initiated by GARTEUR. It belongs to the ERA-NET scheme,

which objective is to step up the cooperation and coordination of research activities carried out

at a national or regional level in the Member States and Associated States through:

1. the networking of research activities conducted at national or regional level,

2. mutual opening of national and regional research programmes.

The ERA-Net Project Air Transport Net (AirTN ) covers Aeronautical Research and Air Traffic

Management issues and thus the whole Air Transport System. All partners have a common strate-

gic interest in these fields. They are public bodies, i.e. ministries and programma agencies, who

manage nationally funded aeronautical research programmes.

The ERA-NET scheme will contribute to making a reality of the European Research Area by

improving the coherence and coordination access Europe of such research programmes. It will

also enable national systems to take on tasks collectively that they would not have been able to

tackle independently.

AirTN Project Partners

Austria

• Federal Ministry for Transport, Innovation and Technology (BMVIT)

• Austrian Research Promotion Agency (FFG)

Belgium

• Belgian Federal Science Policy Office Aeronautics (BELSPO)

Czech Republic

• Ministry of Education Youth and Sports (MSMT)

• Aeronautical Research and Test Institute (VZLU)

France

• Ministry of Transport, Aeronautical Programmes, and Cooperation Department

(DPAC)

• Aeronautics and Space Reserch Centre (ONERA)

Germany

• Federal Ministry of Economics and Technology (BMWi)

• German Aerospace Center – Programme Management Office Aeronautics Research

and Technology (DLR/PT-LF)

Greece

• General Secretariat for Research and Technology (GSRT)

Hungary

• National Office for Research and Technology (NORT – partner since 01.01.2008)

Ireland

• Enterprise Ireland (EI)

Italy

• Ministry of University and Research (MUR)

• Italian Aerospace Research Center (CIRA)


Netherlands

• Ministry of Economic Affairs (EZ)

• Netherlands Agency for Aerospace Programmes (NIVR)

• National Aerospace Laboratory (NLR)

Poland

• Ministry of Science and Higher Education (MSHE - exit 01.01.2008)

• National Centre for Research and Development (NCBiR - partner since 01.01.2008)

• Institute of Aviation (IoA – up to 30.06.2009)

Portugal

• Foundation for Science and Technology (FCT)

Romania

• Romanian Space Agency (ROSA)

Slovakia

• Ministry of Transport and Communications of Slovak Republic (MDPaT)

• University of Zilina (ZU)

Spain

• Centre for the Development of Industrial Technology (CDTI)

Sweden

• Swedish Agency for Innovation Systems (VINNOVA)

Switzerland

• Innovation Promotion Agency (CTI)

United Kingdom

• Department for Business, Enterprise & Regulatory Reform (BERR)

Associated Partner

• European Organisation for the Safety of Air Navigation (EUROCONTROL)

Observer

• European Research Establishments in Aeronautics (EREA)


Rys. 2.13. AirTN member states

AirTN overall objectives are:

1. To step up the cooperation and coordination of research activities in aeronautics carried out

at a national level through the networking of research activities at EU level;

2. To provide an effective platform to support the ACARE initiative and the development and

implementation of the Strategic Research Agenda;

3. To support EU and EUROCONTROL activities for implementation of a Single European Sky for

a seamless Air Traffic Management all over Europe;

4. To initiate possible joint actions.

2.8. IFAR

After successful 2008 Berlin Summit dedicated to the topic Air Transport of the Future, the

International Forum for Aviation Research was established in June 2010. It was the initiative of

Prof. Dr.-Ing. Joachim SZODRUCH with aims to organize, enhance and foster international re-

search for aviation.


Fig. 2.12. Founding of IFAR, global aeronautics research alliance

Last IFAR meeting took place in the Schloss Lübbenau, Brandenburg and attracted many dis-

tinguished researchers from major global aviation countries like USA, Japan, China and Turkey.

The participants agreed to focus IFAR’s initiatives on the technologies to address climate change,

impact of weather and natural phenomena, noise and local emissions, efficient operations, se-

curity and safety. All above issues, being of global range, should be tackled by the broad spectre

of aeronautics establishments, just as it was proposed.

The follow up is planned during 27 Congress of ICAS, the International Council of the Aero-

nautical Sciences, taking place in Nice this September.

IFAR endeavour will undoubtedly accelerate resolving numerous issues. The Polish Institute

of Aviation would like to be involved into a wide context of aeronautical research, in particular:

• General Aviation development

• Materials research

• Selected space technology topics

Concerning highlighted issues of diminishing air transport impact on global climate we sug-

gested also taking into account two topics:

• Airport emissions and noise, which influence large regions around bigger airports,

• Air routes emissions to upper troposphere, which destroy ozone layer and form contrails.



3. EREA ASSOCIATION CONCEPTION AND DEVELOPMENT

3.1. Founding Fathers and Mission

In 1994, after five years of discussions and exchange of ideas the EREA Association(http://www.erea.org/) was formally constituted. Its first members were:– the ”Centro Italiano Recerche Aerospaziali S.C.p.A.”, Capua, Italy; – the ”Defence Evaluation and Research Agency”, Farnborough, England; – the ”Deutsches Zentrum für Luft- und Raumfahrt e.V.”, Cologne, Germany; – the ”Flygtekniska Försöksanstalten”, Stockholm, Sweden; – the ”Instituto Nacional de Técnica Aeroespacial”, Madrid, Spain; – the ”Stichting Nationaal Lucht- en Ruimtevaartlaboratorium”, Amsterdam, the Netherlands; – the ”Office National d’Etudes et de Recherches Aérospatiales”, Châtillon, France.

The founders of AEREA (the first acronym of EREA) were:• Carmine Golia CIRA• Martin Earwicker, DRA• Walter Kröll, DLR• Lars B. Persson, FFA• Enrique Trillas, INTA• Jan van Houwelingen, NLR• Marcel Benichou, ONERA

The ”Association of European Research Establishments in Aeronautics” from 1999 is establishedin Amsterdam according to the Dutch law. It relates mainly to the European Commission, as wellas to the ACARE Council and ESRAB – the European Security Research Advisory Board.

Fig. 3.1. EREA relations

Profesor Kröll as EREA chairman was member of the Group of Personalities defining the fa-mous Vision 2020 document and became first chairman of ACARE, which was proposed in Vision2020, to define the Strategic Research Agenda. EREA is contributing continuously to the work


of ACARE defining, reviewing and implementing the European Research Strategy not only withthree representatives on plenary level but also with representatives in all ACARE workinggroups.

EREA members have high quality expertise and facilities necessary to develop and test thenew concepts required to meet the targets of Vision 2020. EREA/REs will continue to contributeas major ACARE stakeholder together with industry and member states to the formulation and

implementation of the Strategic Research Agendas next to an increased technical cooperation.EREA sees the need to coordinate the overall development of aeronautics research in domains ofglobal relevance

EREA is fulfilling the role of a European aeronautical “Centre of Excellence” facing the chal-lenges of the European Research Area (ERA)

EREA is a non-profit association with the following objectives:

• to promote and represent the joint interests of its members;• to intensify the co-operation between its members, aimed at further integration of their ac-

tivities in the field of civil, military and space-related aeronautics;• to improve and intensify the cooperation of EREA and its members with third parties in the

field of aeronautics;• to facilitate the ultimate goal of the Members of an integrated management of joint activities,

thereby contributing to Europe’s role as a global player in aeronautics.

EREA is a major contributor to European aeronautical researchaddressing all elements of the “triangle of knowledge” in thisfield:

EREA has proven on bi- and multilateral basis the concept of

the European Research Area. EREA covers following activities relating to aeronautics in the

fields of Basic Research, Applied Research and Support to Development: • Aerodynamics• Materials & Structures• Propulsion• Flight mechanics• Acoustics• Avionics• Security• Ground testing• Flight testing, Simulation• Human factors• Environment measuring• Safety• Air & airport traffic management• Aircraft operations

Aeronautics facilities are essential for improving basic knowledge and for supporting thecompetitiveness of the European industry. They represent a tremendous asset that is estimatedto be worth more than €4 billions.

Maintaining, renewing / upgrading or replacing these facilities represents an enormous chal-lenge and a financial burden that operators using national funding schemes are increasingly less

able to support alone.

Fundamental and applied research in various scientific disciplines (Fluid mechanics, Mater-ials, Structures, Systems, etc.) as well as the development of sub-components and components


(engines, etc.) and of aeronautical end products (fixed-wing aircraft, rotorcraft, etc.) is associatedwith extensive design, computation, testing, optimisation and validation activities.

Key aeronautics facilities individually correspond to investments of the order of €10M. Theyare used by other players than the operator on the basis of their own funding. Facilities with anobviously unique character are also included in this category. There are about 100 such key fa-cilities spread all over Europe.

Fig. 3.2. A380 model in a large transonic wind tunnel for accurate lift & drag measurements

In such tests the aerodynamic drag is measured with an accuracy better that 10-4.

Fig. 3.3. EREA total revenue (1.132 M€ In 2009) by clients

3.2. EREA Expansion

Later on, to the EREA adhered three new full members:• Výzkumný a Zkušební Letecký Ústav, a.s. (eng. Aeronautical Research and Test Institute) from

Czech Republic – http://www.vzlu.cz/;• Instytut Lotnictwa (eng. Institute of Aviation – www.ilot.edu.pl) from Poland in April 2008;• Institutul National de Cercetari Aerospatiale „Elie Carafoli”, (eng. National Institute of Aero-

space Research – http://www.incas.ro/) from Romania in December 2009.


Also EREA embraces three new Associate Members:• Austrian Research Centers GmbH – ARC (http://www.arcs.ac.at);• VON KARMAN INSTITUTE FOR FLUID DYNAMICS – http://www.vki.ac.be/;• VTT Technical Research Centre of Finland – http://www.vtt.fi/?lang=en/,

and one new Affiliate Member – Instytut Techniczny Wojsk Lotniczych (eng.: Air Force Instituteof Technology) – http://www.itwl.pl/en/index.php.

Associate Members are invited to participate in EREA general public relation activities (WebSite, Newsletter, Posters, Stands...). They cannot be part of permanent EREA bodies like Boardand ES but representatives of Associate Members will be invited to attend EREA Board meetingsonce a year. Associate Members are obliged:a) to pay a fixed annual fee, determined by the General Assembly (2500 €/year in 2010);b) to comply with the statutes, internal regulations and resolutions of the Association, with re-

spect to the above mentioned objectivesc) to comply with the agreements of EREA with third parties – where the Associated member

is involvedd) to inform the other EREA members on all relevant non-classified ongoing activities that have

implications to any contemplated joint activitye) not to use information resulting from EREA associate membership against EREA in general

or EREA member interests.

Associate members after three years have to decide whether to become either full memberor leave the association. Associated members are expected to subscribe to at least the followingobjectives of the Association:– to promote and represent the joint interests of its Members;– to improve and intensify the co-operation of the Association and its Members with third par-

ties in the field of aeronautics.

To keep EREA groups in workable size the rule 1 member (associate or full) per country and 1vote per country for full members will be applied. In case of 2 organizations of the same countryone is affiliated to the other, under the condition that this is acceptable for the referent memberorganization.

Affiliates are expected to subscribe to at least the following objectives of the Association:– to promote and represent the joint interests of EREA;– to improve and intensify the co-operation of the Association and its Members with third par-

ties in the field of aeronautics.

Affiliates will– Appear as affiliate in the delegate list;– Attend at formal EREA organised events;– Get not restricted formal information (e.g. EREA Newsletter, position papers) and Board via

referent member organisation.

Affiliates cannot be part of permanent EREA bodies. Affiliates may also be invited to othermeetings of EREA bodies like ES when issues of mutual interest are to be discussed.

3.3. Boards and General Assemblies

The major organs of EREA are: General Assembly. Board, Executive Secretariat and WorkingGroups: ARG – Aeronautical Research Group, SRG – Security Research Group and the ad-hocgroup on ”Human Resources and Mobility”.

The General Assembly convenes whenever the chairman or two Members so require(s), atleast twice a year. Each Member is represented in the General Assembly by a representative ap-pointed by that Member.

The Association is governed by the Board, appointed by the General Assembly. The Board shallmeet at least 2 times a year or whenever the chairman or two Board members so require(s).The Board will take all the initiatives that will serve the common interests and goals of the As-sociation and may consult on a case-by-case basis high-level scientists as Scientific Advisors.

3.4. Executive Secretariat (now: Staff)

To create new opportunities for interdependence and leverage within EREA, it was recognisedthat a single co-ordination body would be required, acting as the ‘engine’ of EREA and the work-horse for all common/central tasks. Main tasks of the Executive Secretariat are:• Co-ordinate all EREA activities• Are the permanent PoCs within REs• Exchange information• Stimulate the preparation of new project proposals• Analyse the changing environment• Address political issues relating to the long term vision• Promote internal and external EREA visibility

The ES Head acts as the EREA Secretary and has the responsibility to submit decision pro-posals to the Board for approval. He is, by default, the first EREA point of contact for all matters.

Fig. 3.4. EREA internal organisation

3.5. Aeronautics Research Group

Aeronautical Research Group (ARG) assists the Board of EREA by proposing and implement-ing joint actions within the scope of the Association Agreement and the Statutes. The ARG actsas an interface towards the EC and assist in implementing joint actions related to research andtechnology initiatives of the European Commission. The tasks of ARG are focussed on Aeronautics

and Air Transport R&TD. ARG contributes in the field of aeronautics/air transport to:• the identification of future R&TD needs;• the contents of EU-Framework Programmes;• the co-ordination of EU-calls for proposals;• the review of ongoing projects the alignment of national / EU R&TD priorities.



Within this context, ARG:• Reports to the Board about its progress • Works in close co-operation with the other groups within the Association;• Informs the Members about relevant (policy) development within the European Union and

other European initiatives;• Acts as a point of contact and interface at working level towards the services of the CEC. Eu-

ropean industry , as well as regulatory and other groups;• Promotes the joint interest and market opportunities of the Association;• Disseminates relevant information among the Members;• Assists and co-ordinates initiatives of the Association towards the European Union;• Prepare and continuously is tracing the stealth listing for monitoring the AAT Calls prepara-

tion.

The ARG is composed of one representative from each Member, including Associate Members.The representatives are appointed by their respective Establishments. All representatives havethe same status within the ARG.

The Chairperson is appointed by the Board for a term of two years (which can be renewed). ARG representatives meet 6 or 7 times per year, including the meetings EREA-ARG and has

meetings with EC representatives during preparation and after AAT Calls.

Relations to other groupings

• EREA-ARG Chairman participates in ACARE Implementation Group activities;• EREA-ARG members participate (rotating) with an observer to the IMG4 meetings;• An IMG4 observer is participating to ARG meetings.

EREA-ARG is:• Recognised by European Commission representatives as a credible and knowledgable voice

from REs which are important stake-holders contributing to R & TD FrameWork Programmes;• Recognised by industry (in particular ASD-IMGs) as a partner in lobbying activities towards

the EC;• Recognised within ACARE;• Providing a harmonised technical input to EC during Work Programmes preparation;• Monitoring proposal submissions from REs;• Analysing RE results in order to provide statistics and improve success rate.

EREA-ARG during its 20 years of activity has ensured:• A good coordination among REs and co-operation with Industry (ASD-IMGs) to enable suc-

cessful participation in EC R & TD Programmes;• A harmonised technical input to EC during Work Programmes preparation;• Monitoring and analysis of Calls results.

The EREA Board decided in its 10th meeting on 1st April 2004 the creation of the Security Re-

search Group. The SRG acts as an interface towards the European Commission and assists in im-plementing joint actions for research and technology initiatives related to European securityprogrammes of the European Commission.

The ad-hoc group on ”Human Resources and Mobility” created in 2006 is meant to developinitiatives for Personnel exchange within the Association and Joint personnel development.

3.6. Latest EREA activities

For characterizing EREA activity let me focus on events which took place in the last two years.The idea was to organise a signature event of the European Charter for Researchers and

on the Code of Conduct for the Recruitment of rResearchers with the European Commission(Commissioner Potocnik). The idea for the EREA members is to adhere to principles of the Char-ter (not opposing national regulations). A draft “Signature Letter” to the Commissioner has beenprepared.

The European Charter for Researchers and Code of Conduct for the Recruitment of Researcherswere signed by EREA Board at Von Karman Institute premises in September 2008. All peopleinvolved in EREA, National and RE representatives in Brussels and commission representativeswere invited. The signature took place in presence of Commissioner Potocnik.

Fig. 3.5. Signatures under the Charter and on a Code for Researchers


Institute of Aviation became the first Poland’s signatory Institution of this Charter and Codefor Researchers.

Fig. 3.6. Signature event of European Charter and a Code for Researchers, 2008

Aeronautics and Air Transport is an important theme of FP7 and research is being performedthrough the traditional Collaborative Research instruments, the Clean Sky JTI and the SESAR JU.EREA, exploiting a wide range of competencies and testing facilities, plays an important role inFP7 as in previous FPs.

EREA REs are increasing their activity in the Area of Pioneering the ATS of the Future. In spiteof the very strong competition in FP7, EREA got rather good results and the involvement in theLevel-2 proposals retained for funding is confirming the importance of Research Establishmentsactivity in the integration and validation of new technologies in cooperation with European in-dustry.

For its visibility, from March 2005 EREA publishes its Newsletters twice a year. Its last edi-tion – Spring 2010 has been composed in the Polish Institute of Aviation.



4. POLISH INSTITUTE OF AVIATION IN THE EUROPEAN

RESEARCH AREA

During the last two decades Poland has passed significant changes. Thanks to „Solidarity”movement this country has liberated itself and undertook „shock therapy” abandoning one-partypolitical system and directed economy. Such determined approach has proved right – PolishGDP/capita (corrected by Purchasing Power Parity) increased in the last twenty years from 30%to 55% in comparison to that of Germany (according to ”The World in 2010” edited by the Econ-omist Intelligence Unit). Average life expectation has increased by five years. During those twodecades about 2 mln Poles emigrated (adding to previous Polish diasporas of about 15 mln).The education boom increased number of students four-fold – to almost 2 mln, but number ofacademic teachers increased only by 30% (Boni M.). Previously industrial cooperation being as-sured in the Comecon block, lateron was greatly reduced, which was especially disadvantageousto the prosperity and development of high-tech branches like aviation.

The Polish aerospace industry has undergone a structural change after the break-up ofthe communist regime. Before, in 50´s and 60´s this industry built a glider factory in China andGene ral Aviation planes factory in Indonesia. Polish aerospace industry comprised 19 factoriesand employed about 90 thousand of workforce. It built over 20 thousand of agriculture aircraftand about 8 thousand of light helicopters. During the Cold War, some 300–400 jet fighters werebuild annually in Poland.

The Polish aerospace industry lost its markets , supply-chains and the division of labourwithin the Eastern Bloc, after it was dissolved. A conversion to general aviation and looking fornew markets became necessary.

After the break-up of the Iron Wall US companies were the first to heavily invest in the PolishAerospace Industry (AI). Today they command 40 to 50% of the foreign direct investment in thesector. In the beginning industrial investors from Europe were hesitating to engage New MemberStates into aerospace programmes. In recent years players from the old EU Member States haveexpanded their activities. Among them are the big manufacturers of France, Spain and Italy. Ger-man firms have also their increased investment in Poland – MTU has erected a plant and set upa R&D-facility to benefit from the know-how available in the region.

As compared to all of the Polish manufacturing industries AI share does not exceed 0.5% ofits value-added output. This means that the AI is not of outstanding importance for the Polisheconomy. However it has been strongly growing, well above the EU27 average, at an annual ave -rage rate of 7.9% between 2001 and 2008 in constant prices.

4.1. IoA’s background

The Institute was officially brought to life on the 1st August 1926. Till 1939 the Institute,under its previous title of the Institute of Technical Research for Aviation, carried out the certi-fication testing for all military and civil aircraft produced and operated in Poland. After 2nd WorldWar the Institute of Aviation (www.ilot.edu.pl), operating firstly under the title of the GeneralInstitute of Aviation, was a research and design centre for flying objects such as airplanes, heli-copters, aero-engines, rockets, flying targets and aircraft equipment.

Institute of Aviation (eng. IoA, pol. ILot from Instytut Lotnictwa) is located just next to thebiggest Polish Frederic Chopin Airport in Warsaw, only 8 km from the Warsaw centre, on thearea of about 14 ha.

IoA’s mission is to provide research services of the highest quality to the companies world-wide. Its strategy is based on stimulating and active participation in diverse European and worldpriority projects. We invest in the development of scientific research workforce and research in-frastructure. We aim at enhancing human and organisational potential.


Institute of Aviation engages over seven hundreds employees – about ¾ (almost six hundreds)of them are university graduates (their share is much bigger than for any other EREA member),every 12th of them is PhD or more.

Fig. 4.3. Institute’s income breakdown (about 20 million EUR in 2008)

Fig. 4.1. The bird’s view of the

Institute of Aviation

Fig. 4.2. Structure of the Insti-

tute of Aviation


About 75% of research executed by IoA is made for foreign partners from USA, Canada,Spain, UK, Germany, Italy and France.

IoA receives funds as research grants organized in competition by the Ministry of Science andHigh Education. They are concerned with statutory research, scientific promotion of its employ-ees, apparatus purchases and supporting realization of industry commissions. They amount to15% of IoA (ILot) budget.

Aerodynamic Department as an example of IoA research facilities is equipped in five wind tun-nels with advanced measurement and calibration equipment, including the largest over thecountry low-speed (with test section 5 m) and tri-sonic wind tunnels. Almost all aircraft andhelicopters developed in the past in Poland have been tested in the IoA wind tunnels.

Fig. 4.4. The tri-sonic wind tunnel

(of blow-down type with partial

re-circulation of the flow) can ope -

rate in all three regimes, viz. sub-

sonic, transonic and supersonic

Fig. 4.5. Piston Engines Laboratory


IoA’s Propulsion Department has 5 specialized laboratories, between them:– Piston Engines Laboratory, equipped with 5 test bed to 400 kW, pollution signal analizers,

AVL Smart Sampler measuring equipment and test rig for turboshaft engines.– Turbojet Engines Laboratory, thrust up to 3500 daN.

Historically, coordinated funding for research at European level has been dominated by in-tergovernmental initiatives, in particular national funding of the large research infrastructureslike the COST and EUREKA programmes. With the Sixth, and even more so regarding the Seventhframework programmes, Community budget funding has is growning in size and will probablysurpass national funding.

4.2. IoA’s activity in the 5th and 6th Framework Programmes of EC R & D Department

Tab. 4.1. 5thFramework Programme projects IoA took part in following projects

No. Acronym Title Period

1. HELIXInnovative aerodynamic high lifts con-cepts

01/06/2001-30/04/2005(+ annex 2006)

2. HiReTTHigh Reynolds number tools and tech-niques for civil transport aircraft de-sign

01/08/2002–30/11/2005

3. NAS-TAURUSTechnology development for aeroelas-tic simulations on unstructured grids

01/07/2002–31/07/2004

4. UAVNETCivilian UAV Thematic Network: Tech-nologies, Application

01/05/2002–30/11/2005

5. ViewLS Clear Views on Clean Fuels 2003–2005

6. X2-Noise

Thematic Network on Aeroacoustics ofNew Aircraft & Engine Configurations– Impact of Aircraft Noise on FutureDesigns

01/11/2002–30/04/2006


Tab. 4.2. 6th Framework Programme projects IoA took part in

Major topics of listed above EPATS project, coordinated byMr K. PIWEK of the Institute of Aviation were:

• Improving passenger choice in air transportation with the exploitation of numerous under-used small and medium airports;

• Assessing and further developing the role of small aircraft in the air transport system;• Updating the strategic agenda for aeronautics and air transport research in Europe.

Current transport modes have limitations and suffer from congestion: roads and most largeairports in developed countries are already congested or could quickly reach their maximumcapacity. Furthermore, in Eastern Europe and Third World some areas are hardly accessible.

No. Acronym Title Period

1. ADLANDAdaptive Landing Gears for ImprovedImpact Absorption 01/12/2003–30/11/2006

2. AERONET IIIAircraft Emission and Reduction Tech-nologies

01/04/2004–31/03/2008

3. AirTN AIR TRANSPORT NET 01/01/2005–30/06/2009

4. CESAR Cost Effective Small Aircraft 01/09/2006–31/08/2009

5. DRESSDistributed and Redundant Electro Me-chanical Nose Gear Steering System

06/2006–06/2009

6. EPATS European Peronal Air Transportation 01/2007–06/2008

7. HISACHigh Speed Environmentally FriendlyAircraft

01/05)/2005–30/04/2008

8. SCRATCH IVSupport for Collaborative AeronauticalTechnical Research

01/05/2004–30/04/2006

9. SCRATCHSupport for Collaborative AeronauticalTechnical Research

06/2006–07/2007

10. SOFIASafe Automatic Flight Back and Land-ing of Aircraft

01/06/2006–30/08/2009

11. SUPERSKYSENCE Smart Maintenence of hHydraulic FluidUsing on Board Monitoring and Recon-ditioning System

01/06/2006–30/08/2009

12. UFASTUnsteady Effects of Shock Wave In-duced Separation

01/12/2005–30/11/2008

13. X3-NOISEAircraft External Noise Research Net-work and Co-ordination

till 2010.11.30


A new additional transport mode is needed, and from this perspective, a new concept, Per-sonal Aviation, has been proposed. It would enable long-distance trips ( over 300 km) in a shorttime at acceptable cost, thanks to the use of small aircraft (jet, turboprop, pistons engines) de-parting from small airports, in poor, remote regions as well.

These aircraft would be operating in all weather conditions. The concept of personal aviationimplies the development of a EPATS system – “European Personal Air Transportation System”.There is no doubt its implementing would significantly increase people’s mobility, particularlyin territories of smaller population density and not sufficiently developed ground transport net.

4.3. IoA’s activity in the 7th Framework Programme of EC Research and Innovation Dep.

Fig. 4.6. FP7 budget components

The average annual funding of research and innovation from the European Community budgethas increased more than threefold from 2007 onwards.

The other Community research programmes are: • Structural Funds support for RTDI • Competitiveness and Innovation Programme – CIP.

Fig. 4.7. EC funding for research and innovation (annual average funding)

Tab. 4.3. Comparison between capital expenditure on R&D in 2005 and the average annual

funding for research infrastructures (RIs) under the Structural Funds (million euro)

For the 7th FP IoA has offered cooperation in following proposals:

1st Call of AERONAUTICS 2007:

• AeroPortal – „Support for European Aeronautical SMEs”, 1.12.2007–30.05.2010 (Z. T.Pągowski)

2nd Call of AERONAUTICS 2008:

• AVANCER – Application & Validation of New Flow Control Technologies to Empennage andRear Fuselage (BA)

• Bioethanol production from lignocellulosics (Z. Pagowski + BE) • EDA 2008/S 159-214388 Study on military frequency spectrum allocations required for

the insertion into General Air Traffic (GAT) of Unmanned Aircraft Systems (UAS)” (Mio-duszewski A. + Tarłowski)

• EMORPH – Electroactive Morphing for Aeronautics Configuration (BA)• EPATS2 – European Personal Air Transportation System – Coordinating (K. Piwek + team)• MESSAGE – Methodology for Sustainability of Airport Growth in Eastern European Coun-

tries (M. Jeż)• SAFELAND – Smart Technologies for Safe Landing Scenarios in Rotorcraft (BZ)• SPACE GRASP – GREEN ADVANCED SPACE PROPULSION (Z. Wołejsza ,W. Florczuk – BS) • WAW-Env-Mon – Warsaw Airport Environmental Monitoring (M. Jeż + Z. Pągowski)

3rd call of AERONAUTICS 2010

• AeroTime – Aeronautical Technical Innovation network for small and Medium Entities• GAA – General Aviation Aerodays – ILot proposal• SASHA – Small aircraft Avionics Solutions for Hazard Alleviation• SAT-Rdmp – Small Air Transport – Roadmap• SESRA – Single Engine Spin Resistant Airplane

And also two industry- linked projects:

• ATLANTE with EADS Defence • Rastas Spears with UE-EADS Astrium

In realization currently there are:

• AEROFAST– Aerocapture for future space transportation (J. Żółtak)• AERONET III – Coordination Action of European Commision on Aircraft Emission and Re-

duction technologies – from April 2004 till August 2010 (M. Jeż)• AeroPortal – Support for European Aeronautical SMEs” National Contact Point (Z. T.

Pągowski) • CoopAir-LA – Guidelines for cooperation of Latin American countries in european aero-

nautics and air transport research (Z. T. Pągowski and K. Snopkiewicz)


• GRASP – Green advanced space propulsion (W. Florczuk)• PECS with ESA initiated – Research Composite Methane Tank – (W. Perkowski)

Fig. 4.8. Submitted and successful proposals of IoA in Framework Programmes

4.4. IoA’s activity in the CIP, Eureka and EC Structural Funds

The Competitiveness and Innovation Programme – CIP is valid for the period: 2007–2013, itsbudget is EUR 3621.3 million. The CIP works to increase the competitiveness of European en-terprises. The main target group of CIP is small and medium sized enterprises (SMEs), and it of-fers better access to finance, supports innovative activities, including eco-innovation, andprovides business support services.

Here below are listed/described major projects realized/being realized in IoAunder EUREKA scheme:

„FLITE” – „Flite Test Easy” – Improving Utilisation of in-Flight Test Data underNatural Excitation Conditions, EUREKA project nr E12419, start date: 1 January2002 – finish date: 30 April 2003.

„FLITE 2” – „Flight Test Easy Extension” – Modal Analysis of Aircraft Structuresduring in-Flight testing, EUREKA project nr 414/E-266/SPB/EUREKA/T-12/DWM 102/2004--2007.

„IMPERJA E!3496” Improving the Fatigue Performance of Riveted Joints in Airframes, till May2010.

The goal of this last project is to increase the fatigue life of riveted joints, which will lead toan increase of the aircraft service life, a smaller number of inspections and lower operation costsof an aircraft. The consortium intends to meet this goal by investigating and improving the riv-eting process as well as improving the prediction methods for fatigue life. Budget of the projectamounts to 2,358 MEURO. Riveting is the most commonly used method of joining sheet metalcomponents of the aircraft structure. Typically, the number of rivets ranges from several thou-sands to some millions in a single aircraft depending on the specific aircraft type and size. Theriveted joints are critical areas of the aircraft structure due to severe stress concentrations andeffects such as fretting and secondary bending. Therefore the fatigue crack initiation starts atthe rivet holes.



Fig. 4.9. The field of stresses in the lap joint, a) after riveting, b) after loading the joint by force

(Wronicz W., Kaniowski J.)

Over the period 2000–2006, Structural Funds support for RTDI amounted to € 10.7 billion.For the current 2007–2013 cycle the amount of Structural Funds allocated for RTDI in EU-27Member States is € 49.8 billion, i.e. more than € 7 billion per annum.

The structural funds will give a strong impetus to the development of infrastructures for re-search, development and innovation in the new Member States. Regional support has been re-structured and funding is now available through two Structural Funds (European RegionalDevelopment Fund (ERDF) and the European Social Fund (ESF)) and the Cohesion Fund.

Here below are listed major projects realized in IoA under POIG (Operating Programme forInnovations in Economy) financed from Structural Funds by intermediary of Polish Ministry forRegional Development.• New Materials Technologies Applied In Aerospace Industry (Nowoczesne technologie mater -

iałowe stosowane w przemyśle lotniczym);• Turbine Engine with Detonation Combustion Chamber (Silnik turbinowy z detonacyjną ko-

morą spalania);• ”TEBUK” – Damage Tolerant Aerospace Composite Structures (Opracowanie technologii

badań odporności na uszkodzenia lotniczych i kosmicznych kompozytowych struktur noś-nych);

• New Concept Helicopter Implementation (Technologia wdrożenia do praktyki gospodarczejnowego typu wiropłatowego statku powietrznego);

• ”PHOENIX” – Unmanned Stratospheric Airplane (Bezzałogowy samolot stratosferyczny);• Quick estimation of aero-elastic airplane properties during flutter flight tests (Opracowanie

metody szybkiej estymacji właściwości aerosprężystych samolotu w czasie prób flatterowychw locie).

4.5. IoA’s activity in the EREA Association

From October 2006 IoA was an associate member of EREA. At Board Meeting 18, held in War-saw on the 8th April 2008 there was formal acceptance of IoA full membership in EREA. TheBoard was dedicated to the presentation of draft EREA work plan by new Chairman, MonsieurDenis MAUGARS. Other hot topics were EREA future ATS vision and FP7 aeronautical infrastruc-ture proposals. Previous day our guests were invited by Polish Deputy Prime Minister Mr. Walde-mar PAWLAK (picture below).

On the 20th of November 2008 Institute of Aviation organized in Warsaw conference on:

„European Charter and Code for Researchers – application and promotion”. The Conferencewas organized for the managers of Polish Research Institutes.

Professor Maria Elżbieta ORŁOWSKA, the State Secretary at the Ministry of Science partici-pated and opened the Conference. There were presented two main reports entitled: • EREA mission and its main aims;• European Charter and Code main thesis.

Participants discussed the challenges and opportunities resulting from implementation ofCharter and Code. Conference participants underlined:• Adjustment of Recruitment processes to the EU Charter and Code recommendation;• Consideration that the postdoctoral employment should be transitional;• Significance of mobility forms as:

• E-work in international teams, international audits, scientific and professional support,advising and lectures;

• An adequate researcher’s definition;• Researcher’s responsibility in essential economic and social area;• EU equivalent and equality of researcher’s profession.

Fig. 4.10. EREA Board and Polish Economy Minister Mr. Waldemar PAWLAK at „le Jardin Foksal”


Fig. 4.11. Localization of Polish Aerospace Institutes in Warsaw

We live in a century of science and technology. The world is increasingly reliant on science. Yeta large portion of the general public is intimidated by science. Perhaps we need some celebratoryenvironment around science to influence European youth cultural perspective, just to show sci-ence as an exiting and accessible way to the future and personal careers.

The education system should encourage inspirational presentation of maths and physics

in secondary schools.

4.6. IoA’s challenges and chances in the regional and European aeronautics

As it can be seen in previous chapters and in periodically made comparisons and assessmentsPolish industry, like at other New Member States, encounters difficulties in engaging cooper-

ation with advanced west and north European industries. They are more accentuated in high-tech branches of which aerospace sector is a good example.

That’s why regional initiatives in aeronautics cooperation could constitute first step in match-ing designing and manufacturing capabilities. After such a concept was formulated at EREABoard 20, IoA has convened VZLU, INCAS and CIRA managers for debating over this issue.

During consortia composition, east-European aeronautics stakeholders and their abilities arenot known enough to be involved. When it happens, East-European entities are, in most cases,fulfilling small and peripheral tasks. There is a need to find out appropriate solutions to progressup the learning curve more effectively.


Fig. 4.12. EREA full members participation in the European Framework Programmes

Currently, Polish taxpayers contribute much more (almost twice as much) to European Frame-work Programmes than the value of funds Polish scientists can use in FP endeavour for devel-opment of knowledge-based European economy – which obviously is frustrating. As it is seen atabove diagram (according to EREA booklet: 15 years of European Cooperation in Aeronautics)Polish IoA participation in EC Framework Programmes is very small. Probably, better organisa-tion and determination would be helpful to create bigger stream of prosperous proposals.

In the mid-term perspective, mobility of researchers is critical for the long-term integrationof European high-tech branches. Precisely in that respect there is no progress. Last year, IoAtried to place two of its young engineers in two EREA Institutes, but without success so far. Nowwe have initial understanding with Spanish INTA for swapping two or three young engineers sothey could participate during several months in chosen running projects. Such approach shouldincrease the quantity of researchers keen and able to cooperate.

Undoubtedly, realisation of European Research Area concept in the entire width of EU is instake of Europe’s chances vis-â-vis global competitors.

ACkNOWLEDgmENTS

I should like to thank my Colleagues-in-Research:Jerzy KANIOWSKI, Antoni NIEPOKÓLCZYCKI, Zbigniew T. PĄGOWSKI, Krzysztof H. PIWEK

and Zbigniew WOŁEJSZA for their valuable contributions. Let me also express my gratitude forreviewing this publication to Witold WIŚNIOWSKI and Wojciech JĘDRUSZEK.



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