Green Regional Aircraft (GRA)

Overview

GRA 1: Low Weight Configuration (LWC) domain

The LWC domain focuses around the development of several technologies aimed at reducing the weight of aeronautic structures that meet the ‘green’ requirements of future regional aircraft. Most promising technologies have been selected through dedicated gates (Technologies Down Selections) at different levels of structural complexity from specimens up to full scale demonstrators (Figure 1).

 

Figure 1 – GRA ITD - LWC domain: project logic

 

The main technology streams investigated at the beginning of the Project were:

• Sensors for the detection of accidental damage, environmental effects and the consequent structural degradation during service.
• Multi-functional layers to improve and integrate in the composite structures the required additional functions (lightning or hail protection, etc.).
• Nanomaterials to reduce the weight of conventional composites by improving the mechanical characteristics obtained from the nanoparticles dispersed in the resin.
• Laser welding for integrated advanced metal alloy structures with a view to reducing weight through the removal of connecting devices.

Only technologies which passed the Second Down Selection were applied on full scale demonstrators: ground testing and, in particular, flight testing have been aimed at demonstrating the applicability of the technologies and solutions selected in this domain to future regional aircraft programmes.

 

Major Demonstrators

LWC domain Demonstrators

The final step of the technologies maturation road map is relevant to the technologies demonstration in a realistic experimental environment, representative of the operational conditions expected in flight (TRL 5/6).
 

The Full Scale Demonstrators identified in the LWC domain include (Figure 2):

• Fuselage Crown Stiffened Panel Demonstrator to be tested in flight
• Fuselage Barrel Demonstrator to be tested on ground
• Cockpit Demonstrator to be tested on ground
• Inner Wing Box Demonstrator be tested on ground

 Figure 2 – LWC full scale demonstrators

 

• Fuselage Crown Panel In-flight Demonstrator

Participants

• Leonardo Aircraft Division (Italy)
• ATR (France/Italy)
• FHG (Germany)
• CIRA PLUS: CIRA (Coordinator – Italy)
• HAI (Greece)

Objectives

To demonstrate the composite reliability for Regional Aircraft during service and to obtain in-flight validation for the advanced technologies that require data acquired in an actual operating environment (TRL 6) through the following flight tests:

• flights with pristine Aluminium panel
• flights with Composite panel in undamaged configuration
• flights with Composite panel in damaged configuration

Features

The Composite Stiffened Fuselage Crown Panel (Length ≈ 4900 mm; Radius ≈ 1500 mm) has been installed on Section 13 of ATR72 MSN098 Test Aircraft (Figures 3, 4) and includes the following technologies:

• Advanced multi-functional composite material
• Damping Acoustic capability (including damping material, accelerometers and microphones)
• Structural Health Monitoring systems (including optical fibres, piezoelectric actuators/sensors, conventional strain gauges)

 

Figure 3 – ATR MSN098 before modification

Figure 4 – ATR MSN098 after modification

Tests

• Flights with pristine Aluminium panel to evaluate instrumentation functionalities and reference vibro-acoustic measurements – ATR – January 2015
• Flights with Composite panel in undamaged configuration to evaluate instrumentation functionalities, vibro-acoustic for data correlation and reference SHM measurements (Figure 5, 6) – ATR – July 2015
• Flights with Composite panel in damaged configuration (Figure 7, 8) to evaluate SHM measurements for data correlation – ATR – July 2015

 

Figure 5 – Flight test installation for Optical Fibres and Piezoelectric sensors/actuators measurements

Figure 6– Flight test installation for Acoustic evaluations

Figure 7 – Impact execution on Aircraft        Figure 8 – Flight with Composite panel

• Fuselage Barrel Ground Demonstrator

Participants

• Leonardo Aircraft Division (Italy)
• HAI (Greece)
• FHG (Germany)
• Partner of Project AFLOG (under CfP): OMI (Italy)

Objectives

• To validate the advanced structural technologies applied at Full Scale Level on Fuselage Barrel including Pressure Bulkheads
• To demonstrate the achievement of TRL 6 through the following tests performed on the structure including artificial defects and damages due to impacts:
  • Evaluation of Acoustic Transmission Loss (22-Loudspeakers Array around barrel & 20 microphones)
  • Evaluation of the Damping Loss Factor (1-2 shakers & ~ 150 accelerometer positions)
  • Pressurisation test (static & 90000 fatigue cycles)

Features

Full Scale Composite One Piece Fuselage Barrel (Diameter ≈ 3500 mm; Length ≈ 5000 mm) (Figures 9, 10, 11), reproducing the forward fuselage section of a regional aircraft (90 pax) including the following technologies:

• Pre-preg with damping layer for skin/stringers
• Thermoplastic for floor beams and windows frames
• Carbon fibre pre-preg curing out of autoclave for pressure bulkheads
• Fibre Optics – FOBG
• Fibre Optics – FOBR
• Piezoelectric sensors/actuators
• Wireless Sensors

Figure 9 – Composite One Piece Fuselage Barrel

Figure 10 – Fuselage thermoplastic floor grids           Figure 11 – Fuselage thermoplastic window frames

Tests

• Acoustic Test – Leonardo Aircraft Division – May 2016 (Figure 12)
• Vibration Test – Leonardo Aircraft Division – June 2016
• Pressurisation Tests (Fatigue and Static) – Leonardo Aircraft Division – October 2016

 

Figure 12 – Composite One Piece Fuselage Barrel

 

• Cockpit Ground Demonstrator

Participants

• Airbus Defence & Space (Spain)
• Partners of several Projects (under CfP): PUMA, CRASHING, COMPASS, BME, HYBRIA, DIAAMOND.

Objectives

• To demonstrate an overall weight reduction in primary structure, improving functionalities of the reference metallic structure
• To validate the advanced structural technologies applied at Full Scale Level on Cockpit demonstrators
• To demonstrate the achievement of TRL 5 through
  • vibro-acoustic tests
  • static tests and fatigue tests including damage tolerance
  • EMC test

Features

Full Scale Composite Cockpit (Figure 13, 14) realised in ‘One shot’ multifunctional co-cured stiffened skin including the following technologies:

• liquid resin infusion both for solid laminates and sandwich primary structure
• thermoplastic materials
• damping materials
• nanomaterial for electromagnetic protection
• SHM systems

Figure 13 – Cockpit (view forward)              Figure 14 – Cockpit (view afterward)

Tests

• Vibro-acoustic test on MT1 – AIRBUS DS – July 2015 (Figure 15)
• Vibro-acoustic test on MT2 – AIRBUS DS – October 2015 (Figure 16)
• Static Test (UL) - AIRBUS DS – September 2016
• Damage tolerance - AIRBUS DS – October 2016
• EMC Test - AIRBUS DS – December 2016

 

• Inner Wing Box Ground Demonstrator

Participants

• AIRGREEN Cluster: Piaggio Aerospace (Coordinator – Italy)
• CIRA PLUS Cluster: CIRA (Coordinator – Italy)
• HAI (Greece)
• Leonardo Aircraft Division (Italy)

Objectives

To demonstrate the achievement of TRL 6 of SHM technologies applied at Full Scale Level on Inner Wing Box through the following tests performed on the structure, including artificial defects and damages due to impacts:

• Static tests
• Fatigue tests

Features

Full Scale Composite Wing Box (Composite Test Article Length ≈ 4500 mm; Max wing box Height ≈ 475 mm; Total Length including two dummies structures ≈ 13500 mm) (Figures 17, 18), reproducing the inner section of a wing of a regional aircraft (90 pax) including the following technologies:

• Piezoelectric sensors/actuators

Figure 17 – Composite Inner Wing Box Scheme              Figure 18 – Preassembled Inner Wing Box

Tests

• Damage tolerance – Leonardo Aircraft Division – October 2016
• Static Tests (LL) – Leonardo Aircraft Division – October 2016

Fatigue and static tests will be performed intruding loads by 12 actuators connected to the metallic dummies (Figure 19).

 

Figure 19 – Inner Wing Box Demo, Structural dummies and actuators scheme

 

 

Overview

GRA2: Low Noise Configuration (LNC) domain

The LNC domain addresses several breakthrough technologies (Figure 1):

• advanced aerodynamics and load control to enhance lift-to-drag ratio at various flight conditions, thereby reducing fuel consumption and air pollutant emissions, also allowing for steeper/noise-abatement climb paths
• load alleviation to avoid aerodynamic loads exceeding given limits at critical conditions (gust and high-speed manoeuvre), thus optimising the wing structural design for weight saving
• low airframe noise to reduce acoustic impact in approach flight configuration

Figure 1 – GRA ITD, LNC domain: project logic

Relevant to mainstream technologies, several concepts and respective technical solutions have been investigated, including:

• NLF wing to improve aerodynamic efficiency in cruise
• Active control of wing movables for LC&A functions
• Gapless HLD (droop nose, morphing flap), in addition to conventional solutions (Krueger, standard flap)
• Low-noise solutions for HLD and landing gear

Major Demonstrators

LNC domain Demonstrators

The final step of the technologies maturation road map is relevant to the technologies demonstration in a realistic experimental environment, representative of the operational conditions expected in flight (TRL 5).

In order to accomplish this task, a number of demonstrations - either through wind tunnel tests or ground tests - have been planned. By taking into account the multi-disciplinary scenario of the technological fields investigated, in many cases different demonstrations were needed for a given technology to comply with requirements in terms of aerodynamics, aeroelasticity, aeroacoustics, structures, systems, and so on.

Synoptic tables give an overview of concerned demonstrations for 130-seat GTF A/C (Figure 2) and 90-seat TP A/C (Figure 3). Most of the demonstrations are taking place within the framework of projects under Calls for Proposals.

Figure 2 – Synopsis of technologies demonstrations for 130-seat GTF Green Regional A/C

 

Figure 3 – Synopsis of technologies demonstrations for 90-seat TP Green Regional A/C

 

• Natural Laminar Flow Wing Wind Tunnel Demonstrator

Participants

Partners of Project ETRIOLLA (under CfP): IBK (Germany) – coord., FOI (Sweden), Revoind Industriale (Italy), University of Bristol (United Kingdom), Re Fraschini (Italy) - subcontractor

Objectives

Demonstration of NLF wing design at transonic cruise and of load control performance (increased aerodynamic efficiency) in high-speed off-design conditions

Features

Half-Wing 1:3 WT model (Figure 4), reproducing the wing's nominal flight shape at transonic cruise, equipped with load control devices (small flaps and split ailerons)

Figure 4 – NLF Wing 1:3 WT model CAD geometry / sketch of load control devices

Tests

ONERA S1MA, Modane, France – November 2016

 

• Gust Load Alleviation Strategy Wind Tunnel Demonstrator

Participants

Partners of Project GLAMOUR (under CfP ): Politecnico di Milano (Italy) – coord., IBK (Germany), Revoind Industriale (Italy), University of Bristol (United Kingdom).

Objectives

Demonstration of the viability of the Load Alleviation system (sensors, control laws, devices actuation) within a realistic environment under gust occurrence

Features

A/C aero-servo-elastic 1:6 WT half-model with:

• flexible wing, made up of carbon fibre spar (Figure 5) and segmented aerodynamic shape, reproduced by stiffness scaling the full-size wing dynamic response to high-speed gust excitation loads
• rigid fuselage and tail
• accelerometers / alpha flow sensor
• active movables (aileron and elevator)
• control laws engineering models
• Six-vane (air flow deflectors) gust generator system at proper scaled frequencies (Figure 6)

Figure 5 – Wing spar Ground Vibration Tests

Figure 6 – Scheme of WT model installation

Tests

• Politecnico di Milano WT, Italy – August 2016

 

• Gust Load Alleviation Control System Ground Demonstrator

Participants

LEONARDO company – Aircraft Division (formerly Alenia Aermacchi)

Objectives

Validation of the Load Alleviation system control chain (sensors, control laws, devices actuation) through a test rig inserted in a realistic HW/SW operational environment

Features

• System / Equipment under Test:
• Sensors (real and simulated)
• Loads estimator
• Control Laws (feedforward channel controlling aileron / feedback channel controlling elevator) implemented in a (flyable) Flight Control Computer
• Aileron actuator

Main Components

• Mechanical Test Bench (Figure 7) hosting electro-hydraulic aileron actuator and load actuator
• Load system / Load control electronics to verify aileron actuator performance under simulated loads (Figure 8)
• Test management and simulation system: gust perturbation, A/C dynamics, elevator actuation (Figure 8)

 

Figure 7 – Mechanical test bench

Figure 8 - Load racks and simulation racks

Tests

LEONARDO company – Aircraft Division, FCS Dept. lab., Turin, Italy, December 2015

Results

• Load Alleviation control laws successfully validated through a representative Flight Control System
• Large reduction at wing root of 1^st peak of bending moment and torque with respect to Load Alleviation system inactive case.

 

• Morphing Flap Ground Demonstrator

Participants:

University of Naples “Federico II”, Italy - Industrial Engineering Dept., Aerospace Division

Objectives

Demonstration of mechanical performance of an innovative trailing-edge flap architecture conceived to enable dual-morphing functions:

• Mode #1: overall flap camber morphing in high-lift (flap deployed) configurations (take-off, approach, landing)

• Mode #2: flap tip (30% chord) upward/downward deflection at high-speed as load control device (flap stowed)

Features

Full-scale (3.6m span) aluminium prototype (Figure 9) sized to the inner half-panel of the outboard (tapered/swept) flap of the aircraft, characterized by:

• Smart Actuated Compliant Mechanism (SACM) driving articulated 4-block (finger-like) morphing ribs
• Continuous spars (at 5% and 70% chord) mainly for carrying external loads
• Multi-box structural layout, with longitudinal stiffening elements, elastically stable under bending and torsion
• Segmented four-plate skin (not shown in figure)

 

Figure 9 – Morphing Flap ground demonstrator

Tests

University of Naples ‘Federico II’, Italy - Industrial Engineering Dept., Aerospace Division lab., March 2016

Results

Flap architecture functionality in both morphing modes successfully verified through controlled relative motion of rib elements (videos available)

 

• Wing Droop Nose Ground Demonstrator

Participants

Fraunhofer

Objectives

Demonstration of the mechanical performance of a gapless morphing leading-edge High-Lift Device based on a smart actuation/kinematic system

Features

Full-scale (3.0m span) mechanical prototype/ technology platform (Figure 10), sized to I/B region of a real device, characterised by:

• Rotational-Lever Mechanism to transmit forces to the skin, connected to a shaft driven by an external actuator
• Composite flexible skin
• SMA patches to contribute to skin cambering
• FOBG sensors for strain monitoring
• CNT-based Ice Protection System
• Synthetic Jets Actuators (on the rear fixed part)

 

Figure 10 – Droop Nose ground demonstrator in the climate WT

Tests

• Mechanical tests: to verify the actuation/kinematic system ability to properly deform the skin and the correct functioning of all components (Fraunhofer IBP lab., Darmstadt, Germany – September 2014)
• Climatic WT tests: to verify the mechanism under representative aerodynamic loads and simulated operational (raining/ icing) flow conditions (Mahle-Behr WT, Stuttgart, Germany – October 2014)

Results

Successful demo of the Droop Nose mechanism and of relevant integrated technologies, through a prototype representative of a segment of a real device (video available)

 

• Wing Droop Nose Wind Tunnel Demonstrator

Participants

Fraunhofer

​Objectives

Assessment of Droop Nose high-lift performance and noise emission

Features

Half-Wing 1:6 WT model (Figure 11), reproducing the wing clean geometry and the wing high-lift configurations (with trailing edge flap, with/without drooped nose)

Figure 11 – Wing Droop Nose 1:6 WT model

Tests

Automotive WT, Germany, November 2015

Results

• Successful demo of Droop Nose aerodynamic performance in a representative environment (model scale, flow speed), showing significant increment in a_STALL and in C_Lmax with respect to wing configurations with trailing edge flap only
• Good correlation with results of CFD analyses on the WT model configurations at test conditions (Mach, Reynolds), thus validating numerical predictions of Droop Nose high-lift performance at full-scale
• Acoustic test data (still under evaluation) allowed to detect different noise sources

 

• 130-seat Geared Turbo Fan A/C Wind Tunnel Demonstrator

Participants

Partners of Projects ESICAPIA/EASIER (under CfP): IBK (Germany) – coord., Revoind Industriale (Italy), RUAG (Switzerland), Univ. of Bristol (United Kingdom), University of Roma Tre (Italy), Eurotech (Italy) – subcontractor

Objectives

Demonstration of the A/C aerodynamic (high-lift and Stability & Control) and low-speed performances

Features

Complete A/C 1:7 powered WT model (Figure 12), equipped with high-lift devices (Krueger, flap), control surfaces (ailerons, spoilers, elevator, rudder), nacelles / engines simulators and simplified landing gear

Figure 12 – GTF A/C 1:7 WT model CAD geometry

Tests

RUAG LWTE, Switzerland, August – September 2016

• 90-seat Turbo Prop A/C Wind Tunnel Demonstrator

Participants

Partners of Projects LOSITA/WITTINESS (under CfP): IBK (Germany) – coord., Revoind Industriale (Italy), RUAG (Switzerland), University of Roma Tre (Italy), Eurotech (Italy) – subcontractor

Objectives

Demonstration of the A/C aerodynamic (high-lift and Stability & Control) and low-speed performances

Features

Complete A/C 1:6.5 powered WT model (Figure 13), equipped with trailing edge flap, control surfaces (ailerons, spoilers, elevator, rudder), nacelles / propellers / engines simulators and simplified landing gear.

Figure 13 – TP A/C 1:6.5 WT model CAD geometry

Tests

RUAG LWTE, Switzerland, September 2016

• Low-Noise Main Landing Gear Wind Tunnel Demonstrator #1

Participants

Partners of Project ALLEGRA (under CfP): TCD (Ireland) – coord., Eurotech (Italy), KTH (Sweden), Magnaghi (Italy), Pininfarina (Italy), Teknosud (Italy)
 

Features

1:2 WT model (Figure 14) representative of the whole (L/R sides) of the MLG installed architecture (gear, bay, doors, part of fuselage) equipped with several low-noise devices (strut fairings/ meshes, wheel hubcaps, bay sound-absorber panels)

Figure 14 – MLG 1:2 WT model

Tests

Open-jet WT, Turin, Italy, October 2014

Results

• The best low-noise device resulted from the main strut mesh, providing significant noise reduction overall across the frequency spectrum at different noise emission angles
• The tests allowed for successful assessment of MLG noise in far field, of noise sources location, and of noise-reduction technologies on a realistic model at half-scale

 

• Low-Noise Main Landing Gear Wind Tunnel Demonstrator #2

Participants

Partners of Project ARTIC (under CfP): TCD (Ireland) - coord., INASCO (Greece), NLR (The Netherlands). 

Objectives

Full-scale demonstration of MLG final low-noise configuration

Features

1:1 WT model (Figure 15) representative of the whole (L/R sides) of the MLG installed architecture (gear, bay, doors, part of fuselage) equipped with low-noise devices finally chosen (strut mesh/ wheel axle fairing and wheel hubcaps)

Figure 15 – MLG 1:1 WT model: details of CAD geometry and of manufactured parts

Tests

DNW-LLF, Marknesse, The Netherlands, end 2016 / early 2017 (tbd)

 

• Low-Noise Nose Landing Gear Wind Tunnel Demonstrator

Participants

Partners of Project ALLEGRA (under CfP): TCD (Ireland) – coord., Eurotech (Italy), KTH (Sweden), Magnaghi (Italy), Pininfarina (Italy), Teknosud (Italy)

Objectives

Full-scale demonstration of down-selected NLG low-noise devices

Features

1:1 WT model (Figure 16) representative of the NLG installed architecture (gear, bay, doors, part of fuselage) equipped with several low-noise devices (doors ramp-type spoiler, strut/ wheel axle fairings, wheels windshield, wheel hubcaps)

 

Figure 16 – NLG 1:1 WT Model

Tests

Pininfarina open-jet WT,Turin, Italy, October 2014

Results

• The best device result came from a ramp-type spoiler, providing strong noise reduction around 200Hz, corresponding to the cavity tone, and also a significant reduction overall in the frequency spectrum across the entire noise directivity range.
• The tests allowed for a successful assessment of NLG noise in far field, of noise sources location, and of noise-reduction technologies on a realistic model at full-scale.

Overview

GRA3: All Electric Aircraft (AEA) domain

The AEA domain has been addressed to demonstrate the feasibility of on-board Systems using new technologies and architectures, applicable to Regional All Electric Aircraft - a new concept of aircraft studied due to the potential benefits in terms of greater engine efficiency, better power distribution, and consequent fuel consumption savings.

Figure 1 – Main on-board systems affected by the AEA Concept

Figure 1 depicts the main aircraft systems affected by the All Electric Aircraft approach, which essentially removes the engine-driven hydraulic pumps and the air off-takes (bleed-less engine).

 

The main objectives of the project have been:

• To define the requirements and to study on-board system architectures applicable to future all-electric regional aircraft.
• To consider advanced on-board systems technologies in terms of efficient use of energy.
• To develop, assess and validate innovative electric power management solutions.
• To bring selected energy management technologies and solutions to in-flight demonstration.

 

In accordance with the project objectives, the major activities have been focused around the development and validation of innovative technologies and architectures relevant for the feasibility demonstration of selected advanced on-board systems for AEA, as per table 1:

 

Table 1 – Innovative technologies for the AEA on-board systems studied in the AEA domain

 

The development of the innovative technologies for E-ECS and A-EPGDS have seen a significant contribution by System/Equipment Manufacturers, such as Liebherr TLS and Thales ES, operating in synergy within the framework of Clean Sky's System for Green Operation (SGO) ITD.

 

Major Demonstrators

AEA Technologies Demonstrators

A relevant step in the technology maturation road map is the technology demonstration in a realistic experimental environment, representative of the operational conditions expected in flight (i.e.: Technology Readiness Level = 5, TRL5).

In order to accomplish this task, a number of demonstrations, both through ground tests and flight tests, have been planned.

Some demonstrations take place in the framework of projects under Calls for Proposals.

The A-EPGDS technologies and most of the electrical integration ground demonstration equipment have been tested using the Electrical Test Bench (ETB), part of the Copper Bird developed by Safran Electrical & Power operating in synergy within the framework of Clean Sky's Eco-Design for System (EDS) ITD.

 

• Technologies for E-ECS Aircraft Demonstrator

Participants

Liebherr TLS, ATR, LEONARDO company – Aircraft Division (formerly Alenia Aermacchi), Thales ES

Objectives

• E-ECS Power Electronic and Moto-Turbo Compressor operating demonstration in relevant environment.
• E-ECS on-ground and in flight demonstration validating the E-ECS integration and installation (Figures 2).
• Evaluation of the E-ECS behavior (no performance target, since not fully representative for a regional A/C configuration).

Main Features

• ATR 72 Demonstrator Aircraft (by ATR)
• One Electric Pack (by Liebherr TLS) replacing the existing right pneumatic pack
• One E-ECS Power Rack (by Liebherr TLS)
• New aircraft 115 VAC Generation (By Thales ES) for E-ECS Power Supply 

Figure 2 - E-ECS Pack and E-ECS Power Rack on ATR 72 Demo Aircraft

Tests

• ATR, St. Martin, France

Four (4) A/C Ground and two (2) Flight Tests in the Period: 1^st February – 7^th March 2016.

Results

• Successful demo of E-ECS Pack on ground and in flight.

 

• ​Technologies for A-EPGDS: 270 HVDC Network and
  Electrical Power Center (EPC) for Electrical Energy Management (E-EM) Aircraft Demonstrator

Participants

• Thales Electrical System, LEONARDO company – Aircraft Division (formerly Alenia Aermacchi), ATR, Liebherr TLS
• Partners of Projects EPOCAL (Under GRA CfPs): Seconda Università di Napoli (SUNAP - Italy) - coord., Aeromech srl (Italy)
• Partner of Project SREL (under GRA CfP) – Dana Srl (Italy)

Objectives

• To test an Innovative Electrical Power Centre and validate the embedded Electrical Energy Management (E-EM) strategy applied for an Intelligent Power Supply and Distribution Management to the A/C Electrical Loads.
• Verification of 270 High Voltage DC for the Electrical Power Distribution (through TRUs).

Features

• ATR 72 Demonstrator Aircraft installing (Figure 3):
• Electrical Power Center (EPC) (by Aeromech/SUNAP)
• Electrical Power Rack (by Leonardo) including Two TRUs (by Thale ES)
• Simulated Resistive Electrical Load (by DANA)

In addition to the E-ECS (by Liebherr TLS) used as “power sink”.

Figure 3 - 270 HVDC Network & E-PC (E-EM) on ATR Demo Aircraft Electrical Rack (including TRUs) Electrical Power Center (EPC)​ Resistive electrical Load (SREL)

Tests

• ATR, St. Martin, France, 7^th March 2016

Results

• Successful demonstration of the 270 HVDC Channel and of the Innovative Electrical Power Centre and Energy Management (E-EM) logics. Data assessment in progress.

 

• Technologies for Electromechanical Actuation Ground Demonstrator

Participants

• LEONARDO company – Aircraft Division (formerly Alenia Aermacchi)
• Partners of Projects ARMLIGT and FLIGHT EMA (under CfPs): CESA (Spain), Tecnalia (Spain) MDU (Spain)

Objectives

• To test and validate the performance of a qualified Electro-mechanical Actuator and associated Electronic Control Unit (ECU) for extension/retraction of landing Gear (ARMLIGHT project).
• To test and validate the performance of a qualified Electro-mechanical Actuator and associated Electronic Control Unit (ECU) for FCS Rudder surface actuation (FLIGHT EMA Project).

Features

• EMA FCS Ground Test Bench (Figure 4)
• EMA LGS Ground Test Bench (Figure 5)

Note: two EMAs In-Flight Test Benches have also been manufactured for EMAs/ECUs Electrical integration test In-Flight (Figure 6).

Figure 4 – EMA FCS On-Ground Test Bench

Figure 5 – EMA LGS On-Ground Test Bench

Figure 6 – EMA LGS On-Ground Test Bench tecture-ECS Pack installed on ATR 72 Demo Aircraft

Tests

• Qualification and Performance Tests: Tecnalia – San Sebastian, Spain
• Electrical Integration tests:
  • ETB Copper Bird - SAFRAN Electrical & Power, Colombes, France, March – June 2016
  • ATR, St. Martin, France, 7^th April 2016

 

• Technologies for A-EPGDS Ground Demonstrator

Participants

• Thales Electrical System, Safran Electrical & Power, LEONARDO company – Aircraft Division (formerly Alenia Aermacchi)
• Partners of Projects I-PRIMES (under EDS CfP): Seconda Università di Napoli (Italy) - coord., Aeromech srl(Italy)

 

Objectives

• To test the A-EPGDS innovative technologies as integrated in the new conceptual electrical architecture for a Future Green Regional All-Electric aircraft demonstrating the achievement of more efficient power generation, conversion and distribution subsystems.
• To test an Innovative Electrical Power Center and validate the embedded Electrical Energy Management (E-EM) strategy applied for an Intelligent Power Supply and Distribution Management to the aircraft Electrical Loads.

​Features

• Copper Bird Electrical Test Bench (ETB) (Figure 4) integrating advanced EPGDS Equipment and Technologies (Figure 7)

Figure 7 - ETB Regional A/C Configuration – EPGDS Architecture-ECS Pack installed on ATR 72 Demo Aircraft

 

Tests

• SAFRAN Electrical & Power, Colombes, France

Several tests performed in the period: July 2014 – June 2016

 

Results

• Successful demo of A-EPGDS on Ground.

Overview

GRA4: Mission and Trajectory (MTM) domain

The aim of Mission and Trajectory Management (MTM) was to study, in coordination with the SGO ITD, avionics solutions enabling the aircraft to reduce its environmental impact.

In particular the following green functions (Fig. 1), implemented in Thales Avionics Flight Management System (FMS), were developed:

 

• Green Cost Index (GCI): Optimum cruise speed
• Optimum Flight Level (OFL): Optimum cruise altitude
• Continuous Descent Approach (CDA): Optimum descent path

Figure 1 – GRA ITD, MTM domain: FMS functions

Participants

Finmeccanica Aircraft Division (Leader); Thales Avionics, Cira+ cluster (i.e. Cira, Elsis), Airgreen cluster (i.e. University of Bologna/Forlì) as Associates.

 

Demonstrations

MTM Domain Demonstrations

The assessment was performed thanks to a synergy between the GRA Flight Simulator and GRASM:

• GRASM was used to perform environmental benefits evaluation derived from the adoption of green FMS functions.

• Flight Simulator, in which the Thales FMS SW prototype is integrated, was used for the Operational Validation.

 

• Environmental benefits evaluation

In order to perform the environmental assessment, typical TP 90 missions are provided as input to GRASM (Fig. 2). In order to isolate MTM benefits the same aircraft configuration (Green TP90) was considered for both reference and green trajectories (Fig. 3), in particular:

• 300 NM reference trajectories
• 300 NM green trajectories à implementing MTM optimisation, trajectory data - e.g. cruise altitude, speed - have been calculated offline with green FMS.

Figure 2 – GRA ITD, MTM domain: GRASM architecture

Figure 3 – GRA ITD, MTM domain: assessment logics

 

The objective is to verify the benefits with reference to the initial Clean Sky MTM targets:

•  CO₂ reduction 2 / 4 %
•  NO_X reduction 2 / 4 %
•  Noise reduction 1 / 2 EPNdB

 

The global assessment was performed according to the following baseline scenario (Table 1) where most operational parameters (e.g. mission range, wind) are fixed.

Table 1 – GRA ITD, MTM domain: environmental assessment scenario

According to the baseline scenario, the global MTM environmental benefits were in line with initial targets.

 

In addition to the above, in the MTM final report, an additional analysis was included in order to evaluate the impact of the following operational parameters on CO₂ benefits:

• Airline operations (i.e. mission length)
• Meteo conditions (i.e. wind profile)
• ATM constraints:
  • ATC altitude constraint during cruise
  • ATC time constraints during cruise
  • ATC altitude constraint during descent
• Emission costs

 

• Operational Validation

The Operational Validation was performed on a Flight Simulator (Fig. 4), in which the Thales FMS SW prototype was integrated. Flight crew flew a complete mission (Roma Fiumicino – Milano Linate) with all new MTM features (Fig. 5).

Figure 4 – GRA ITD, MTM domain: Flight Simulator

 

The Operational Validation performed by means of the GRA Flight Simulator analysed the three FMS functions (i.e. GCI, OFL, CDA), considering also the new avionics features, integrated in the simulator, enabling the FMS function themselves:

• Auto-throttle for speed management of GCI and CDA
• Autopilot VNAV mode for CDA vertical guidance
• Vertical display on MFD for CDA situational awareness

 

Figure 5 – GRA ITD, MTM domain: Operational Validation scenario

Table 2 – GRA ITD, MTM domain: environmental assessment scenario

The validation activity highlights satisfactory behaviour of the new functions, which, together with new avionic enablers, do not increase the pilot’s workload and assure proper situational awareness.

Overview

GRA5: New Configuration (NC) domain

The main scope of the New Configuration (NC) Domain is to include all technologies studied inside the Green Regional Aircraft Joint Technology Initiative (JTI-GRA) in order to assess the benefits at complete aircraft level.

Figure 1 – GRA ITD, NC domain: project logic

The NC receives all the results from the technological domains, with the main objective being to incorporate these results at complete aircraft level. 

 

Analysed Configurations

Conceptual Configurations

Within the NC, several conceptual aircraft have been analysed as follows:

 

Two different seat-capacity classes have been analysed – at 90 and 130 seats.

For the first one, the turboprop engine has been considered, while for the second one both Open Rotor and turbofan (Geared turbofan and advanced turbofan) have been considered.

For both seat-capacity configurations the aircraft requirements have been derived, taking into account the results of year 2020 market forecast data.

The following table shows some of the Top Level Aircraft Requirements:

Reference Concepts

All benefits are calculated in terms of

• Fuel reduction
• Pollutant reduction (in terms of CO2 and NOx)
• Noise reduction

These benefits have been calculated with respect to two reference platforms, based on year 2000 technology with the same Top Level Aircraft Requirements of the JTI.

 

Technology assessment at A/C Level

Low Weight Domain

The results of this technology area will focus around reducing total aircraft structural weight.

 

Low Noise Domain

From this Domain all parameters coming from aerodynamic devices have been derived: cruise aerodynamic efficiency, weight reduction due to load control device, laminar concept, etc.

 

Mission Trajectory Management

The optimised trajectories have been included in mission profile, derived directly from the benefits of fuel and noise level reduction.

 

All Electric Aircraft

From this Domain all information in respect of the on-board systems architecture has been received. In detail, the following results have been used in the aircraft sizing process: equipment weight and integration, space allocation, and take-off power for engine sizing.

 

Aircraft Simulation Model

All technologies have been included at aircraft level by means of an aircraft simulation model (GRASM).

This code, using all aircraft databases in terms of aerodynamics, engine data, weight, etc., evaluates the performance for both reference and conceptual platforms calculating the noise and pollution.

This code, provided to the Technology Evaluator, has been used to calculate the environmental impact on the single mission and at airport level.