Clean Sky at a Glance: Insight into case studies Clean Sky at Le Bourget 19 June 2017, Paris
OUTLINE 1.General intro to Clean Sky 2.Major demonstrators achieved 3.Results of assessment by Technology Evaluator 4.Current Clean Sky 2 programme 5.Participation via calls for proposals
Overview of Clean Sky 1 and Clean Sky 2 Programmes Innovation Takes Off
Clean Sky (2008-2016) 1.6 billion (800 mil from FP7, industry in kind) Clean Sky 2 (2014-2024) - 4 billion (1755 mil from H2020, industry in kind)
CS1 organisation (2008-2016) Smart Fixed Wing Aircraft Airbus (F, D, UK, E) SAAB (SE) Green Regional Aircraft Alenia Aeronautica (I) EADS CASA (E) Green Rotorcraft AgustaWestland (I, UK) Eurocopter (F, D) Sustainable and Green Engines Rolls-Royce (UK, D) Safran (F) EUROCONTROL EASA Systems for Green Operation Thales (F) Liebherr (D) Ecodesign Dassault Aviation (F) Fraunhofer Gesellschaft (D) Technology Evaluator Thales DLR
CS1 financial contribution and allocation Maximum Overall EC Contribution: 800 M Members (max. 600 M i.e. 75%) Partners (min 200 M i.e.25%) ITD Leaders (max 400 M i.e. 50%) match EC contribution 50% (in-kind) Associates (max 200 M i.e. 25%) match EC contribution 50% (in-kind) Call for Proposals
Development strategy Technologies are selected, developed and monitored in terms of maturity or technology readiness level (TRL). They were identified as the most promising in terms of potential impact on the environmental performance of future aircraft. Concept aircraft are design studies dedicated to integrating technologies into a viable conceptual configuration. Clean Sky s results are measured and reported by comparing these concept aircraft to existing aircraft and aircraft incorporating evolutionary technology in the world fleet. Demonstration Programmes include physical demonstrators that integrate several technologies at a larger system or aircraft level, and validate their feasibility in operating conditions. This supports the evaluation of the actual potential of the technologies. The ultimate goal of Clean Sky is to achieve successful demonstrations in a relevant operating environment, i.e. up to TRL 6.
Major demonstrators achieved
Conceptual aircraft and demonstrators Technologies and configurations: Advanced Metallic Material Advanced Composite Materials Structure Health Monitoring Low Noise Landing Gear Low Noise & High Efficiency High Lift Devices Advanced Electrical Power Generation and Distribution System Electrical Environmental Control System EMA for Primary Flight Control System Actuation EMA for Landing Gear Actuation Mission Trajectory Management optimization Green Regional Turboprop 9
Conceptual aircraft and demonstrators GRA ATR first flight, Crown Panel 9 July 2015, TRL 5/6 Test campaign # 1 Innovative CFRP fuselage crown panel Contributions from ALENIA (design), ATR (installation and operation; test aircraft); Fraunhofer (panel instrumentation) Aim of Flight test campaign was to support the development of innovative CFRP panel with embedded layer to provide additional acoustic damping The expected benefits concern weight, internal noise, assembly costs and structural health monitoring 10
Conceptual aircraft and demonstrators Test Campaign # 2 : AEA (All Electric Aircraft) February 2016 E-ECS (Environmental Control System 35 kw vs. 70) EPGDS (electrical power generation and distribution system) E-EM Electric management EMA LG/FCS (Cabin installation of additional electrical loads) FTI EMAs E-Loads 270 HVDC network demo channel https://www.youtube.com/watch?v=5cuj 9kgoNGU Electric ECS Electrical Energy Management
Conceptual aircraft and demonstrators Short/medium-range (SMR) aircraft, [APL2] This concept aircraft includes both the smart laminar-flow wing and the incorporation of the contra-rotating open rotor (CROR) engine concept, developed within the Clean Sky programme. The Flight-testing of a A340 demonstrator aircraft with representative Laminar Wing is planned Sept 2017, although still part of the CS1 framework; the CROR engine demonstrator on ground is scheduled by Q4-16, while the flight testing is moved to CS2. Advanced systems and new flight trajectories already matured to appropriate level are included in the architecture. featuring SFWA Natural laminar flow (NLF) wing SNECMA conceptual Counter Rotating Open Rotor (CROR)engines SGO MTM Optimized trajectories, in the FMS
Conceptual aircraft and demonstrators The Ground Based Demonstrator (GBD) is a full scale partial wingbox demonstration of the structure and systems needed to produce a leading edge solution to meet the strict requirements to achieve Natural Laminar Flow (NLF) Wing. Contributors were GKN as Partner, and Airbus together with the Manufacturing Technology Centre at Coventry for the assembly and testing of the integrated product. Main features: The GBD is a 4.5m long by 1m wide section of flight-representative wing leading edge attached to a partial wing box assembly. The leading edge accommodates a Krueger flap in two sections. This split has allowed GKN Aerospace engineers to investigate two very different design philosophies. Major outcomes are: Ground Based Demonstrator (full scale Leading edge) fully functional Installation of electro-thermal anti-ice system, moveable Krueger flaps, bird strike and lightening protection) Numerous manufacturing & assembly lessons learnt (esp. wrt. accessibility)
Conceptual aircraft and demonstrators Wind tunnel test campaign in DNW to verify the aerodynamic characteristics of the modified A340
Conceptual aircraft and demonstrators BLADE assembly and FTD preparation
Conceptual aircraft and demonstrators Objective: to demonstrate in flight that the Natural Laminar Flow (NLF) wing produced at industrial scales will confer significant performance, with low maintenance and operational costs Main features: Advanced passive laminar wing aerodynamic design Two alternative integrated structural concepts for a laminar wing High quality, low tolerance manufacturing and repair techniques Anti-contamination surface coating Shielding Krueger high lift device Expected benefits: fuel burn saving on short and mid-range aircraft compared with an equivalent aircraft with a conventional wing
Main engine demonstrator Counter-Rotating Open Rotor - Joint certification group with engine and airframers and airworthiness authorities. - Definition of the applicable regulations (propeller vs. turbofan) - Assessment of critical aspects, like blade release containment; impact on fuselage design (shielding) - Noise assessment progressed. - Ground Tests in preparation.
CROR Aerodynamic & Acoustics Progress in numerical simulations High Fidelity Wind Tunnel Testing Scale 1/5 HS Scale 1/7 Out Of Flow Scale 1/7 Inflow traverse Analysis and design Installed propeller efficiency 88% at M=0.75 Aircraft Handling Quality Noise (EM&AI blades, high scale, installation effects) Capabilities have allowed to deliver High Quality Technical Inputs
Higher Noise Level CROR Acoustics: Important Noise Gains Feasible Cumulative margin vs. ICAO Annex 16 Chapter 3, EPNdB 0 Chapter 3 5 1980 s GE36 10 15 20 25 ACARE 2000 Ref A/C Current Developments CROR A/C [TRL4] Chapter 4, now Chapter 14, 2017 EPNdB (cumulative margin) Open Rotor Noise Levels expected compliant with future regulations beyond new Chapter 14, thanks to uncertainty reduction and design solutions
U-Tail Shielding on BizJets
Rotorcraft demonstrators GRC Demonstration of Helicopter Low Noise IFR and VFR Procedures H175 helicopter flying low-noise IFR approaches to the heliport of Toulouse-Blagnac airport. May 2015 TRL 6 The approach procedures were flown using accurate lateral and vertical guidance provided by EGNOS (European Geostationary Navigation Overlay Service), the European Satellite-Based Augmentation System (SBAS), and in the presence of airplane traffic simultaneously approaching and departing to/from airport runways. These helicopter-specific procedures allow achieving the Simultaneous Non Interfering (SNI) aircraft and rotorcraft IFR operations at a medium-size commercial airport. The low-noise procedures demonstrated noise footprint reductions of up to 50 per cent. Detailed design and integration of the procedures in Toulouse airspace was achieved by GARDEN, a partner project with expertise in Air Traffic Management (ATM). For the VFR tests, an AW139 was used as part of another Partner's projects MANOUVERS
Noise at Airports Comparison of Single aircraft operation (take-off, landing) impact on ground noise signature, of a conventional configuration vs. new technology Comparison of global traffic impact on airport noise level (day-evening-night) with conventional fleet and with a fleet featuring Clean Sky technologies / operations.
Noise at airports Community Noise: depends on number of events and frequency besides the noise level of a single event
Example noise result for Low Sweep Business Jet Real airports: Nice and Bordeaux Population exposed to noise 55 db, from a LSBJ operating at Nice Côte d Azur LFMN (3 take-off, 3 landing procedures) Noise Impacted people reduction Average Take-off: 73% All operations: 46% Population exposed to noise 55 db, from a LSBJ operating at Bordeaux Merignac LFBD (9 take-off, 4 landing procedures) Noise Impacted people reduction Average Take-off: 56% All operations: 48%
Clean Sky Technology Evaluator Airport level Based on six European airports o Noise reduction L den contours Surface area: 35-70% Population inside: 10-90% Average 5 db(a) L den (*) Clean Sky contribution to SRA1 target: 70% o Fuel-burn and emissions reduction Fuel burn and CO 2 : 30-40% NO X : 40-45% (*) calculated on each point of a grid covering the affected area. Comment: the improvements are estimated with a clean sky A/C fleet; the actual implementation depends on industry and market, besides applicable regulations (general and local) Reference; Clean Sky
TE overall mission results Clean Sky concept aircraft CO2 NOx Noise area Short-medium range - Open rotor engine -41% -42% -68% Long Range - 3 shaft Advanced Turbofan -19% -39% -67% Low Sweep Biz-Jet (innovative empennage) -33% -34% -50% High Sweep Biz-jet -19% -26% Noise -3% Clean TP 90 Sky Regional concept - Turbo-prop rotorcraft -26% CO2-46% NOX -21% area GTF Single 130 Regional Engine Light - Geared Rotorcraft Turbo-fan -27% -38% -86% (passenger) -22% -62% -60% Twin Engine Light Rotorcraft (EMS) -13% -43% -50% Twin Engine Medium Rotorcraft (fire) -11% -42% -50% Twin Engine Heavy Rotorcraft (oil & gas) -22% -34% n/a High Compression Engine (passenger) -59% -63% n/a
Clean Sky 2
Addressing the H2020 (societal) Challenges Smart Green and Integrated Transport Resource efficient transport that respects the environment Ensuring safe and seamless mobility Building industrial leadership in Europe Enhancing and leveraging innovation capability across Europe, with a strong emphasis on SME participation Leveraging private sector initiatives, and (important!) building on MS national and regional efforts
H2020 CS2 (2014-2024) Aviation R&I in H2020 Alternative fuels Security FCH 2 Fuel cells ERC Basic research Long term research Clean Sky 2 Greening and competitiveness SESAR ATM RSFF Access to financing Research infrastructures SME support Materials ICT
Eco-Design Fraunhofer Gesellschaft Small Air Transport Evektor Piaggio Technology Evaluator (TE) German Aerospace Center (DLR) Clean Sky 2 Programme Set-up EU Funding Decision 1.755bn 1.716bn net (after running costs) Vehicle IADPs Fast Rotorcraft Leonardo Airbus Helicopters Large Passenger Aircraft Airbus Regional Aircraft Leonardo Airframe ITD Dassault Airbus D&S Saab Large Systems ITDs Engines ITD Safran Rolls-Royce MTU Systems ITD Thales Liebherr
CS2 Participation Up to 40% of EU funding available for CS2 Leaders At least 60% of EU funding open to competition: Up to 30% for Core Partners (becoming Members once selected) At least 30% for CfP (i.e. Partners as in CS) plus CfTs Meaning >1bn of EU funding in play, via open Calls Industry, SMEs, Academia, and Research Organizations eligible both for participation as Core Partners or Partners. Participation may also take place via suitable Clusters / Consortia. 800-1000 Participants expected across all tiers of the industrial supply chain and R&I Chain, with large investment leverage effect
Clean Sky 2 Call for Proposals Becoming a Partner
The future As part of H2020, new aspects are included in CS2: An increased attention to involvement of SMEs and Academia (Clean Sky Academy initiative; best PhD theses awards, with second edition at CS1 Closing event in March). The synergies with Structural Funds at regional level: several agreements signed between Clean Sky and Regions. An increased attention to Dissemination of the results More intense collaborations with SESAR and EASA Possible extension of the Call for Proposals beyond the focussed topics, to cover more upstream research and improve participation of academic partners. The mid-term evaluation of H2020 and Clean Sky, which will assess the situation and the perspectives in the near future.
Final remarks 1. The Clean Sky original scope aimed at improving the environmental impact of aviation through insertion of technologies in future aeronautical products. 2. In H2020, CS2 complements this environmental target with mobility and competitiveness. 3. The JU is addressing new aspects, like the involvement of Academia, the link with Structural Funds, an increased collaboration with SESAR and EASA and the potential new type of Calls. 4. This paves the way to the evolution of Clean Sky in the next future.