1st Call for Proposals (CFP01)
Annex III:
1st Call for Proposals (for Partners): List and full description
of Topics
Version 1
- 4 November 2014 -
Annexes – Page 1 of 378
1st Call for Proposals (CFP01)
Clean Sky 2 Work Plan 2014-2015
ANNEX III:
1st Call for Proposals (CFP01): List and Full Description of Topics
Document ID N°:
V1
Version:
1
Date:
04/11/2014
Revision History Table
Version n°
Issue Date
Reason for change
V1
4/11/2014
First Release
Annexes – Page 2 of 378
1st Call for Proposals (CFP01)
Index
1.1.
Clean Sky 2 – Large Passenger Aircraft IAPD ......................................................................... 9
1.2.
Clean Sky 2 – Regional Aircraft IADP ................................................................................... 92
1.3.
Clean Sky 2 – Fast Rotorcraft IADP .................................................................................... 104
1.4.
Clean Sky 2 – Airframe ITD ................................................................................................ 175
1.5.
Clean Sky 2 – Engines ITD .................................................................................................. 265
1.6.
Clean Sky 2 – Systems ITD ................................................................................................. 331
Annexes – Page 3 of 378
1st Call for Proposals (CFP01)
List of Topics for Partners (CFP01)
Identification
JTI-CS2-2014-CFP01-LPA
JTI-CS2-2014-CFP01-LPA01-01
JTI-CS2-2014-CFP01-LPA01-02
JTI-CS2-2014-CFP01-LPA01-03
Title
Type of #Topics Value
Action
(Funding
in M€)
OPEN ROTOR Engine Mounting System
IA
14,9
2
IA
2
RIA
0,45
IA
0,35
IA
0,35
JTI-CS2-2014-CFP01-LPA02-03
Support to future CROR and UHBR propulsion
system maturation
Development of advanced laser-beam welding
technology for the manufacturing of structures for
titanium HLFC structures.
Cost Reduction On Composite Structure Assembly
– Blind fastener inspection technology for quality
control
Cost Reduction On Composite Structure Assembly
- Definition And Development Of An Inspection
Tool To Characterize Inner Surface Hole Quality
Rapid Assembly Of Bracket For Structure-System
Integration
RIA
0,35
JTI-CS2-2014-CFP01-LPA02-04
Automation in Final Aircraft Assembly Lines and IA
Enabling Technologies
0,6
JTI-CS2-2014-CFP01-LPA02-05
JTI-CS2-2014-CFP01-LPA02-06
Environmental Friendly Fire Suppression
RIA
0,6
Development of Thermoelastic Stress Analysis for
the detection of stress hotspots during structural
testing
Process and Methods for E2E Maintenance
Architecture development and demonstrations
and solutions for technology integration
Aircraft System Prognostic solutions integrated
into an airline E2E maintenance operational
context
Airline Maintenance Operations implementation
of an E2E Maintenance Service Architecture and
its enablers
IA
0,35
RIA
1,75
RIA
1,7
RIA
4,4
JTI-CS2-2014-CFP01-LPA02-01
JTI-CS2-2014-CFP01-LPA02-02
JTI-CS2-2014-CFP01-LPA03-01
JTI-CS2-2014-CFP01-LPA03-02
JTI-CS2-2014-CFP01-LPA03-03
JTI-CS2-CFP01-REG
JTI-CS2-2014-CFP01-REG02-01
12
1
Aerodynamic characterization of control devices RIA
for wing loads control and aircraft response
characterization of a regional turboprop aircraft
0,5
0,5
Annexes – Page 4 of 378
1st Call for Proposals (CFP01)
Identification
JTI-CS2-CFP01-FRC
JTI-CS2-2014-CFP01-FRC02-01
JTI-CS2-2014-CFP01-FRC02-02
JTI-CS2-2014-CFP01-FRC02-03
JTI-CS2-2014-CFP01-FRC02-04
JTI-CS2-2014-CFP01-FRC02-05
JTI-CS2-2014-CFP01-FRC02-06
JTI-CS2-2014-CFP01-FRC02-07
JTI-CS2-2014-CFP01-FRC02-08
JTI-CS2-2014-CFP01-AIR
JTI-CS2-2014-CFP01-AIR00-01
JTI-CS2-2014-CFP01-AIR00-02
JTI-CS2-2014-CFP01-AIR01-01
JTI-CS2-2014-CFP01-AIR01-02
JTI-CS2-2014-CFP01-AIR01-03
JTI-CS2-2014-CFP01-AIR01-04
Title
Type of #Topics Value
Action
(Funding
in M€)
8
Support to the aerodynamic and aeroelastic
analysis of a trimmed, complete compound R/C
and related issues.
Aerodynamic and functional design study of a fullfairing semi-watertight concept for an articulated
rotor head
Support to the aerodynamic analysis and design of
propellers of a compound helicopter
Tools development for aerodynamic optimization
on engine air intake
HVDC Starter/Generator
RIA
4,4
0,8
IA
0,4
RIA
0,4
IA
0,4
IA
0,8
High Voltage Network Battery
IA
0,8
Power Conversion
IA
0,4
HVDC Network management
IA
0,4
14
Flightworthy Flush & Lightweight doors for
unpressurized Fast Rotorcraft
Bird strike - Erosion resistant and fast
maintainable windshields
Aerodynamic
and
acoustic
capabilities
developments for close coupling, high bypass ratio
turbofan Aircraft integration.
Advanced predictive models development and
simulation capabilities for Engine design space
exploration and performance optimization
CROR Engine debris Impact. Shielding design,
manufacturing, simulation and Impact test
preparation
Aero-acoustic experimental characterization of a
CROR (Contra Rotating Open Rotor) engine WT
model with core flow in propellers architecture.
IA
9,55
1
IA
0,6
RIA
2,4
RIA
0,35
IA
0,36
IA
0,96
Annexes – Page 5 of 378
1st Call for Proposals (CFP01)
Identification
Title
JTI-CS2-2014-CFP01-AIR01-05
Blade FEM impact simulations and sample RIA
manufacturing for CROR Aircraft
0,36
JTI-CS2-2014-CFP01-AIR02-01
Design and demonstration of a laminar nacelle IA
concept for business jet
0,75
JTI-CS2-2014-CFP01-AIR03-01
Eco Design for Airframe - Re-use of Thermoplastics IA
Composites
0,35
JTI-CS2-2014-CFP01-AIR07-01
Curved stiffened panels in thermoplastics by IA
preindustrial ISC process
0,425
JTI-CS2-2014-CFP01-AIR08-01
New enhanced acoustic damping composite RIA
material
0,35
JTI-CS2-2014-CFP01-AIR08-02
Structural bonded repair of monolithic composite RIA
airframe
0,5
JTI-CS2-2014-CFP01-AIR08-03
Simulation tool development for a composite RIA
manufacturing process default
prediction
integrated into a quality control system
Design Against Distortion: Part distortion RIA
prediction, design for minimized distortion,
metallic aerospace parts
0,7
JTI-CS2-2014-CFP01-AIR08-04
JTI-CS2-2014-CFP01-ENG
JTI-CS2-2014-CFP01-ENG01-01
JTI-CS2-2014-CFP01-ENG02-01
JTI-CS2-2014-CFP01-ENG03-01
JTI-CS2-2014-CFP01-ENG03-02
JTI-CS2-2014-CFP01-ENG03-03
JTI-CS2-2014-CFP01-ENG03-04
JTI-CS2-2014-CFP01-ENG04-01
JTI-CS2-2014-CFP01-ENG04-02
Type of #Topics Value
Action
(Funding
in M€)
0,45
10
Engine Mounting System (EMS) for Ground Test IA
Demo
Development of an all-oxide Ceramic Matrix RIA
Composite (CMC) Engine Part
Characterisation of Thermo-mechanical Fatigue RIA
Behaviour
13,4
1,5
3
0,56
Advanced analytical tool for the understanding RIA
and the prediction of core noise for large civil aero
engine with low emission core
VHBR Engine - Advanced bearing technology
RIA
1
Crack growth threshold analysis in TiAl alloys
0,44
IA
Power Density improvement demonstrated on a IA
certified engine
High Performance Turbocharger
IA
2,4
0,5
0,5
Annexes – Page 6 of 378
1st Call for Proposals (CFP01)
Identification
Title
Type of #Topics Value
Action
(Funding
in M€)
JTI-CS2-2014-CPW01-ENG04-03
Alternative Architecture Engine research
RIA
2,5
JTI-CS2-2014-CFP01-ENG04-04
JTI-CS2-2014-CFP01-SYS
JTI-CS2-2014-CFP01-SYS02-01
JTI-CS2-2014-CFP01-SYS02-02
JTI-CS2-2014-CFP01-SYS02-03
Engine Installation Optimization
IA
1
JTI-CS2-2014-CFP01-SYS02-04
JTI-CS2-2014-CFP01-SYS02-05
JTI-CS2-2014-CFP01-SYS02-06
JTI-CS2-2014-CFP01-SYS02-07
JTI-CS2-2014-CFP01-SYS02-08
TOTAL
8
Smart Integrated Wing – Life extended hydrostatic
& lubricated systems
Modular, scalable, multi-function, high power
density power controller for electric taxi
Robust package for harsh environment and
optimization of electrical characteristic of rectifier
bridge using high current diode
Smart Oil pressure sensors for oil cooled
starter/generator
Instrumented
bearing
for
oil
cooled
starter/generator
Evaluate mechanical and fatigue capabilities for
diode die in harsh environment
Development of MODELICA libraries for ECS and
thermal management architectures
Embedded sensors technology for air quality
measurement
RIA
5,2
0,7
IA
1,5
RIA
0,7
IA
0,6
RIA
0,5
RIA
0,4
RIA
0,5
IA
0,3
53
47,96
Annexes – Page 7 of 378
1st Call for Proposals (CFP01)
Annexes – Page 8 of 378
1st Call for Proposals (CFP01)
1.1. Clean Sky 2 – Large Passenger Aircraft IAPD
I.
Open Rotor Engine Mounting System
Type of action (RIA or IA)
IA
Programme Area
LPA
Joint Technical Programme (JTP) Ref.
WP1.1.3 – Open Rotor Demo Engine (CROR)
Indicative Funding Topic Value (in k€)
2000 k€
Duration of the action (in Months)
72 months
Identification
Title
JTI-CS2-2014-CFP01-LPA01-01
Open Rotor Engine Mounting System
Start
Date1
09-2015 (T0)
Short description (3 lines)
Design, manufacture, assembly and instrumentation of an Engine Mounting System for CROR Flight
Test Demo Engine; EMS Set for characterization and validation through Partials tests: manufacture,
assembly and instrumentation, mechanical tests.
1
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 9 of 378
1st Call for Proposals (CFP01)
1. Background
Originating in mid to late 1970’ies NASA concept studies, the Open Rotor engine has been shown to
offer significant fuel savings over traditional ducted engines. Compared to these engines, the Open
Rotor should save up to 40% of fuel burn. The Clean Sky 2 Open Rotor Demonstration Project aims at
designing, manufacturing & testing such engine which will be installed on a pylon located on the
flight tests aircraft (A340-FTD).
The scope of the project is targeting the engine mounting system, which will attach the engine on
one side by the means of links and bearings and integrate into the pylon structure on the other.
Depending on the final concept chosen, it may also include some form of cradle between the pylon
and engine.
The Clean Sky 1 Open Rotor Demonstration will serve as a baseline for these studies, in order to
minimize the rework on the different components composing the engine mounting system.
pylon
Aft mount
Elastomeric
dampers
For illustration only
Front mount
The breakdown in this WP1.1.3 is the following:
Annexes – Page 10 of 378
1st Call for Proposals (CFP01)
WP1.1.3 Open Rotor Demo Engine
WP1.1.3.0 Engineering
WP1.1.3.1 Propulsion System Integration
WP1.1.3.2 Modules Adaptations or Modifications
WP1.1.3.3 Systems and Controls Development
WP1.1.3.4 Component Maturation Plan
WP1.1.3.5 Preparation and Participation to Demo Flight Test
2. Scope of work
The scope of work of this CfP is covering the perimeter of the Engine Mounts System for the Flight
Test Demo engine (FTD) and the applicant’s tasks are mainly located in WP 1.1.3.2.
In the first phase, the applicant is required for checking the feasibility, freezing the architecture and
interfaces, and for identifying the validation plan in order to comply with the EMS specifications that
will be provided by the Engine Manufacturer and the Airframer in WP 1.1.3.1
In the second phase, the applicant will perform preliminary design, detailed design, manufacture of
three sets of EMS:
- Pass-off test demonstrator EMS
- CROR FTD demonstrator EMS
- Component Test EMS
As well as:
- instrumentation and partial tests of Component Test EMS
- instrumentation and support for pass-off test of CROR FTD demonstrator EMS
- instrumentation and support for flight test of CROR FTD demonstrator EMS
Tasks associated with the activities “Instrumentation and support for pass-off and flight test of CROR
FTD demonstrator EMS” will be located in WP 1.1.3.5.
Annexes – Page 11 of 378
1st Call for Proposals (CFP01)
DIAGRAMME GANT - CROR - cfp MOUNTS
REF
1
Label
CFP MOUNTS
T0
Management
MS 1
T1
3
MS3
FTD demo Mounts System
:Critical Design Review
T2
Mount system component
tests
MS4
Mount system delivery for
component test
T3
Mount system delivery for
pass-off test
T4
Mount system delivery for
flight test
MS6
1
2
3
2017
4
1
2
3
2018
4
1
2
3
2019
4
1
2
3
2020
4
1
2
3
2021
4
1
2
mount system design
FTD demo Mounts System :
Preliminary Design Review
T5
4
2016
Mount systems
development plan review
MS2
MS5
2015
Mount system hardware
delivery for flight demo
Support to ground & flight
test (mounts)
Flight test demo
5
TRL
6
Tasks
Ref. No.
Title - Description
Due Date
Task 0
Management
T0 + 72
Progress Reporting & Reviews:
months
 Quarterly progress reports in writing shall be provided by the
partner, referring to all agreed workpackages, technical
achievement, time schedule, potential risks and proposal for risk
mitigation.
 Monthly coordination meetings shall be conducted via telecom.
 The partner shall support reporting and agreed review meetings
with reasonable visibility on its activities and an adequate level
of information.
 The review meetings shall be held at the topic manager’s facility.
General Requirements:
 The partner shall work to a certified standard process
Annexes – Page 12 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 1
mount system design
 The partner shall design the mounts and elastomeric dampers,
according to the topic manager and to the airframer’s
demonstrator flight-worthiness requirements in case this
mounts concept would be selected for flight tests.
 The partner shall deliver to the topic manager the mount system
data required for Whole Engine Model Analysis and for the
Airframer’s GFEM to be used for loads & Aero elastics loops
 The partner shall deliver a design justification report of the
mounts and elastomeric dampers
 The partner shall support the technical review for mount system
architecture approval organized by the topic manager.
Mount system component tests
 The partner shall propose a mount system verification plan. This
verification plan will be approved by the topic manager through
a technical review.
 The partner component test activities shall include:
o detailed design of test benches and manufacturing or
procurement of components based on existing test plan
& test bench sketches
o design and procurement of instrumentation required for
the different tests
o test benches modifications and commissionning
including test bench control and instrumentation
o testing of the relevant parts
o tests results analysis
o test results report
Mount system delivery for pass-off test
The partner activities shall include:
o manufacturing and/or procurement of the instrumented
mounts and elastomeric dampers for engine assembly
o conformity documents
Mount system delivery for flight test
The partner activities shall include:
o manufacturing and/or procurement of the instrumented
mounts and elastomeric dampers for engine assembly
o conformity documents
T0 + 18
months
Task 2
Task 3
Task 4
T0 + 39
months
T0 + 37
months
T0 + 41
months
Annexes – Page 13 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 5
Support to ground & flight test (mounts)
T0 + 70
The partner shall support the topic manager during the ground & months
flight tests:
o monitoring
o measures analysis
o hardware changes if required by engine dynamic
behavior
Annexes – Page 14 of 378
1st Call for Proposals (CFP01)
3. Major Deliverables / Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
D1
Mount systems development plan
Including detailed risk analysis and mitigation
proposal and a preliminary test pyramid
Mount system preliminary design substantiation
document for Preliminary design review
To check the feasibility and to freeze the
architecture and interfaces, to identify the
validation plan
Design progress reports for mount systems
To check the feasibility and to freeze the
architecture and interfaces, to identify the
validation plan.
Mount system detailed design substantiation
document for the critical design review
To approve design before hardware manufacturing
engagement. Including Test pyramid, structural
FEM model adapted for integration to global
Aircraft FEM (GFEM) & local thermal model
Mount systems Components Tests benches
readiness review
To verify test benches capability to meet validation
plan requirements
Mount system hardware delivery for component
test
Hardware for component test
Mount systems Components Tests completed –
hardware inspection review
To substantiate mount systems design & permit to
fly
Mount system hardware delivery for demo pass-off
test
Engine assembly
Mount system hardware delivery for flight demo
Hardware for flight demo
Component Tests reports for mount systems
To contribute to engine test readiness review
D2
D3
D4
D5
D6
D7
D8
D9
D10
Type(*)
Due Date
R
T0 + 1 month
R and RM
T0+10 months
R and RM
T0+16 months
R and RM
T0+18 months
R and RM
T0+27 months
D
T0+27 months
R and RM
T0+39 months
D
T0+37 months
R
T0+ 41 months
R and RM
T0+ 41 months
Annexes – Page 15 of 378
1st Call for Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
D11
Engine readiness review documentation:
o Delivered Hardware status compared
o Instrumentation
o Test plan requirements
To contribute to engine test readiness review
Engine pass-off test report for mount systems
To contribute to engine after-test review
Engine Flight Test report for mount systems
To contribute to engine after-test review
D12
D13
Type(*)
Due Date
R and RM
T0+ 41 months
R
T0+ 57 months
R
T0+ 70 months
Type
Due Date
*Type:
R: Report
RM: Review Meeting
D: Delivery of hardware/software
Milestones (when appropriate)
Ref. No.
Title - Description
MS 1
Mount systems development plan review
RM
MS 2
FTD demo Mounts System : Preliminary Design
Review
FTD demo Mounts System :Critical Design Review
RM
D
MS5
Mount system hardware delivery for Component
Test
Mount system hardware delivery for flight demo
D
T0 + 41 months
MS 6
Engine Flight Test report for mount systems
R
T0+ 70 months
MS 3
MS4
RM
T0 + 4 months
T0 + 10 months
T0 + 18 months
T0+27 months
Annexes – Page 16 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)







Experience in design, manufacturing, testing and certification of aircraft engine mounts is
mandatory
Experience in elastomeric dampers is mandatory
Experience in dynamic and vibration engine complex environnement analysis is mandatory
Experience in test bench design and modification is mandatory
Experience in endurance tests or other relevant tests contributing to risks abatment is
mandatory
Availability of test benches to support test campaign is mandatory
English langage is mandatory
Annexes – Page 17 of 378
1st Call for Proposals (CFP01)
5. Glossary
CFP
CROR
CS2
CS2 JU
EC
EMS
FTD
GTD
IADP
ITD
SPD
STD
TRL
WP
Call for Proposals
Counter Rotating Open Rotor
Clean Sky 2
Clean Sky 2 Joint Undertaking
European Commission
Engine Mount System
Flight Test Demonstrator
Ground Test Demonstrator
Innovative Aircraft Development platform
Integrated Technology Demonstrator
Strategic Platform Demonstrator
Strategic Topic Description
Technology Readiness Level
Work Package
Annexes – Page 18 of 378
1st Call for Proposals (CFP01)
II.
Support to future CROR and UHBR propulsion system maturation
Type of action (RIA or IA)
IA
Programme Area
LPA
Joint Technical Programme (JTP) Ref.
WP1.1; WP1.2; WP1.6
Indicative Funding Topic Value (in k€)
2.000k€
Duration of the action (in Months)
72 months
Start
Date2
October 2015
Identification
Title
JTI-CS2-2014-CPW01LPA-01-02
Support to future CROR and UHBR propulsion system maturation
Short description (3 lines)
This topic consists of key activities dedicated to the maturation of future CROR and UHBR propulsion
system integration from TRL3 to TRL6. The main areas of activities are aerodynamic and acoustic
calculations, wind tunnel acoustic liners development and flight-test ground instrumentation & chase
aircraft as well as blade/fuselage impacts calculations & tests.
2
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 19 of 378
1st Call for Proposals (CFP01)
1. Background
The powerplant Integration activities in IADP-LPA, Platform 1 are aiming at identifying and
developping innovative integration solutions for both, future large by-pass ratio turbofan engines
(UHBR) and contra rotating open rotor engines (CROR).
The CROR technology demonstration will focus on the validation of the aerodynamic efficiency
versus noise level for a full size airworthy CROR engine under operational conditions (TRL 6) , the
demonstration and validation of the viability of the chosen engine concept and associated
technologies like power gearbox, pitch control, lubrication system, etc. Synthesize available data
from Clean Sky with CROR demo-engine flight test data, re-calibrate tools.
The UHBR technology demonstration will focus on the validation of key powerplant system
technologies enabling the efficient integration of larger bypass ratio geared engine, notably in the
domain of aerodynamic integration, acoustic sources & treatment, thermal management, loads &
vibrations.
The scope of activities within the Large Passenger Aircraft is the maturation of solutions including
flight testing or ground testing of key enablers for future applications. Also, in parallel to the
technologies, the scope of activity contains the development of capabilities to enable those
demonstrations in the most efficient manner.
This topic will contribute to those powerplant integration maturation exercise within the Work
Package 1.1 related to the in-flight demonstration of a CROR Engine as well as Work Package 1.2
related to the ground demonstration of CROR Aircraft Rear End structure and finallyto the Work
Package 1.6 related to the preparation and in-flight demonstration of large geared turbofan Engine
together with the associated powerplant technologies.
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
T1
Contribution to CROR Flight test demonstration WP1.1
T0+72
T2
Contributions to CROR ground test demonstration WP1.2
T0+72
T3
Contributions to UHBR flight test preparation WP1.6
T0+48
T4
Contributions to UHBR Flight test demonstration WP1.6
T0+60
Within the Task T1 the applicant will contribute to the CROR Flight test demonstration with the
following activities:
- Numerical aerodynamic and acoustic characterization of both the CROR Flight Test
Demonstrator (FTD) aircraft and the target product generic aircraft and transposition of inflight data to target product aircraft. For high speed conditions, this shall include acoustic
refraction effects on the fuselage.
Annexes – Page 20 of 378
1st Call for Proposals (CFP01)
-
Perform blade deformation prediction under installed conditions (development of fluidstructure simulation techniques for blade flexibility effects CFD-CSM) and correlate with both
wind tunnel and flight test results, to check impacts on performance, acoustics & vibrations.
-
Develop and validate in FTD-testing conditions advanced acoustic measurement for model,
wind tunnel, FTD and acoustic chase aircraft.
-
Develop or enhance acoustic liner solutions for wind tunnels to improve the quality of CROR
near field noise measures.
-
Provide acoustic ground instrumentation in accordance to measurement specification such
that the best transposition from FTD to target-product aircraft could be realized.
-
Perform chase-aircraft acoustic measurement of the CROR FTD in low and High Speed
conditions.
Within the Task T2 the applicant will contribute to CROR-ground test demonstration with the
following activities:
-
Perform blade and fuselage impact numerical simulations (including rebound and fragment
trajectories).
-
Contribute to the impact test and residual strength tests supporting the maturation of blade
and shield technologies (from material characterization up to full component test).
Within the Task T3 the applicant will contribute to UHBR-flight test preparation in WP1.6 with the
following activities:
-
Numerical simulations of installed UHBR engines for load, vibrations and acoustic (near field
and far field) in both high and low speed conditions. The interaction between the installed
distorted flow field and the rotating fan shall be taken into account.
Within the Task T4 the applicant will contribute to UHBR-flight test demonstration in WP1.6 with the
following activities:
-
Provide acoustic ground instrumentation in accordance to measurement specification such
that the best transposition from FTD to target product Aircraft could be realized.
-
Perform chase-aircraft acoustic measurement of the UHBR FTD in low and high-speed
conditions.
Annexes – Page 21 of 378
1st Call for Proposals (CFP01)
3. Major Deliverables / Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1.1
Numerical aerodynamic and acoustic characterization of
both the CROR-FTD aircraft and the target-product generic
aircraft and transposition of in-flight data to target product
aircraft.
Perform blade deformation prediction under installed
conditions (CFD-CSM) and correlate with both wind tunnel
and flight test results.
Develop and validate advanced acoustic measurement for
model, wind tunnel, FTD and chase aircraft.
Develop or enhance acoustic liner solutions for wind tunnels
to improve the quality of CROR near-field noise
measurements.
Provide acoustic-ground instrumentation in accordance to
measurement specification such that the best transposition
from FTD to target-product aircraft could be realized.
Perform chase-aircraft acoustic measurement of the CROR
FTD in low and high-speed conditions.
Perform blade and fuselage impact numerical simulations
(including rebound and fragment trajectories).
CFD/CAA,
reports
T0+72
CFD, reports
T0+72
Design
&hardware
Design &
hardware
T0+30
Design&
hardware
TO+48
FT acoustic
data
Simulation
results,
reports
Test results,
reports
T0+72
CFD results,
CFD-CAA
results,
reports
Hardware,
reports
T0+48
Acoustic
data, reports
T0+60
D1.2
D1.3
D1.4
D1.5
D1.6
D2.1
D2.2
D3.1
D4.1
D4.2
Contribute to the impact test and residual strength tests
supporting the maturation of blade and shield technologies
(from material characterization up to full component test).
Numerical simulations of installed UHBR engines for load,
vibrations and acoustic (near field and far field) in both high
and low-speed conditions.
Provide acoustic ground instrumentation in accordance to
measurement specification such that the best transposition
from FTD to target product aircraft could be realized.
Perform chase-aircraft acoustic measurement of the UHBR
FTD in low and high speed conditions.
T0+30
T0+72
T0+72
T0+36
Annexes – Page 22 of 378
1st Call for Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1.1
Contribution to CROR Flight Test Demonstrator
Concept Freeze Review
Contribution to CROR FTD Preliminary Design
Review
Contribution to CROR FTD Conceptual Design
Review
Contribution to CROR FTD Flight Test Readiness
Review
Contribution to CROR integrated Rear End Demo
(iRED) Preliminary Design Review
Contribution to CROR integrated Rear End Demo
(iRED) Conceptual Design Review
Contribution to CROR integrated Rear End Demo
(iRED) Test Readiness Review
Contribution to UHBR Flight Test Demonstrator
Preliminary Design Review
Contribution to UHBR Flight Test Demonstrator
Conceptual Design Review
Contribution to UHBR Flight Test Demonstrator
Flight Test Readiness Review
Review
T0+24
Review
T0+36
Review
T0+48
Review
T0+60
Review
T0+36
Review
T0+48
Review
T0+60
Review
T0+20
Review
T0+32
Review
T0+48
M1.2
M1.3
M1.4
M2.1
M2.2
M2.3
M3.1 & M4.1
M3.2 & M4.2
M3.3 & M4.3
Annexes – Page 23 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant shall be able to demonstrate sound technical knowledge in the field of proposed
contributions; he shall be able to demonstrate that this knowledge is widely recognized.
The applicant shall demonstrate experience in project management in Time, Cost and Quality
together with evidence of past experience in large project participation.
The applicant shall have the following special skills:
- Extensive experience in High energy impact skills both from experimental and numerical standpoint, specifically in composite/metal impacts and in explicit formulations for the numerical
analysis of impact.
- World-class experience in high energy impact simulation and test. Extensive experience in
characterisation High speed deformation mechanical behaviour of innovative materials.
Demonstrated knowledge and background on shielding developments.
- World-class experience in simulation and test on blade release trajectory evaluation.
- World-class experience in dynamic analysis, simulation and test of engine vibration and
imbalance loads after blade and other debris release and other high speed dynamic phenomena.
- Extensive experience in Aerodynamic CFD modelling, from simplified to unsteady methods
(RANS, URANS, disk Actuator, hybrid approach)
- Extensive experience in Aero-elasticity and flutter analysis, simulation and correlation by test
(fluid-structure coupling approach integrated force/displacement/mesh deformation
approaches) and adapted blades specificities: rotation, high twist, limited aspect ratio.
- The applicant should be able to support these studies with a multi-disciplinary approach,
combining aerodynamic and structural simulations. Experience in this kind of research, in multinational projects and with industrial partners, would be preferred.
- Ability to perform chase aircraft activities for flight tests: access to an adequate aircraft,
habitations to instrument the aircraft & to perform such kind of tests.
Annexes – Page 24 of 378
1st Call for Proposals (CFP01)
III.
Development of advanced laser-beam welding technology for the manufacturing of
structures for titanium HLFC structures
Type of action (RIA or IA)
RIA
Programme Area
LPA-IAPD Platform 1
Joint Technical Programme (JTP) Ref.
WP Level 1.4 – HLFC Large Scale Demonstration
Estimated Topic Value (funding in k€)
450k€
Duration of the action (in Months)
32 months
Start Date
July 2015
Identification
Title
JTI-CS2-2014-CPW01LPA-01-03
Development of advanced laser-beam welding technology for the
manufacturing of structures for titanium HLFC structures.
Short description (3 lines)
Development of process and system technology for reproducible laser welding and straightening of
titanium structures for Hybrid Laminar Flow Technology (HLFC) structures with the assistance of an
FE-based process for laser welding and straightening, including 3D deformation and residual stress
prediction.
Annexes – Page 25 of 378
1st Call for Proposals (CFP01)
1. Background
LPA-IAPD WP 1.4 investigates the application of Hybrid Laminar Flow Technology (HLFC) for drag
reduction on commercial transport aircraft. One specific issue is the manufacturing of leading edge
segments with microperforated outer skins out of titanium. Those skins are supported by spanwise
titanium stringers which are laser-welded to the inner surface. The laser-welding process has to be
reproducible and consistent with stringent surface quality requirements.
Such a reproducible laser beam welding and straightening process has to be developed for producing
such structures consisting of multiple narrowly-spaced stringers-to-sheet joints made from of
titanium.
2. Scope of work
Tasks
Ref. No.
Title – Description
Due Date
1
System technology – Development of a system technology for
reproducible manufacturing conditions
Welding Process – Development of a laser welding process for onesided joining of stringers to the skin sheet
Straightening Process – Development of a laser straightening process
for compensating welding distortion
Demonstrator Manufacturing – Manufacturing of four large scale HLFC
demonstrators
Distortion and Residual Stresses Modelling – Development and
validation of a process model to predict distortion and residual stresses
in dependence of processing parameters
Model-based Process Parameter Prediction – Processs parameter
prediction and optimisation for laser welding and straightening
Tensile and Fatigue Strength – Tensile and fatigue strength testing at
coupon level
M9
2
3
4
5
6
7
M15
M18
M24
M10
M18
M20
For manufacturing of titanium parts for HLFC structures, the applicant should firstly design and
implement a suitable system technology, allowing a reproducible positioning and clamping of skin
sheets and stringers for a fillet-T-joint welding process, given the stringent requirements with respect
to the required accuraccy. Typically, stringers with a length of 3800mm and a wall thickness of
0.8 mm should be weldable (fig. 1a). A process control system should be integrated considering seam
tracking and seam penetration as well as temperature-field measurement to obtain a reproducible
root formation in single-sided laser welding of narrowly spaced stringers (fig. 2). The signals from the
process control system (such as temperature field data) shall also be used to validate the simulation.
For compensating welding distortion (fig. 1b) the applicant should ensure a reproducible system
technology for the straightening process (fig. 1c). Therefore the path and the angular distortion
Annexes – Page 26 of 378
1st Call for Proposals (CFP01)
should be measurable online to control process parameters and ensure a flat outer skin after
straightening (fig. 1d). Temperature field measurement shall also be integrated during the
straightening process. The process combination welding and straightening should be demonstrated
on test specimens with a length of 2000 mm.
Fig. 1: Laser processing steps and its results
On the basis of the system technology, the applicant shall develop a welding and straightening
process, investigating the effect of all relevant parameters on the resulting properties first on coupon
level, then on demonstrator level. In special, on coupon level, microstructure, static strength and
fatigue properties shall be assessed. On demonstrator level, dimensional accuracy shall be measured
(flatness, distortion).
In order to facilitate process development and reduce experimental effort, the experimental process
development shall be supported by the development of a process modell based on FEM. With this
model, the dependence of both global and local deformation and residual stresses on the process
paramteres shall be described. This model shall then be able not only to predict angular welding
distortion of the skin sheet along the stinger joint, but also longitudinal distortion and buckling
effects, which have proven to be of special significance in large-scale welded skin-stringer structures.
Furthermore the model should be able to simulate the straightening process and predict suitable
straightening parameters to compensate the angular welding distortion. The final stringer position
and outer sheet flatness should be simulated and measured to verify the reproducibility and
dimensional accuracy of the process combination.
Finally the applicant should manufacture four demonstrator structures (fig. 3).
Drawings of the Demonstrator and Materials for both skin sheets and stringers are provided by
Airbus. Moreover, temperature-dependent data of the Titanium alloy will be provided by Airbus.
Annexes – Page 27 of 378
1st Call for Proposals (CFP01)
Fig. 2: Cross-section of a T-joint made
by laser welding from
Fig. 3: Stainless steel skin sheet with welded stringers for
HLFC structures
3. Major Deliverables and Schedule (estimate)
Deliverables
Ref. No.
Title – Description
Type
Due Date
1
Kick-off meeting - Presentation of planned manufacturing and
modelling method to Airbus
System technology – Report on the implementation of system
technology
Test Samples - Delivering of welded and straightened test
specimens, with report on metallurgical evaluation of the seam
formation
FE-Process – Documentation of the final process chain including
Task 5 and 6 in a comprehensive report
Demonstrators – Delivery of four large-scale manufacturing
demonstrators to Airbus with reports
Final Report
Report
M0
Report
M9
Report
M16
Report
M18
Reports /
Hardware
Report
M24
2
3
4
5
6
M32
Annexes – Page 28 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant
-
The applicant should provide large-scale system technology with suitable laser-welding
equipment.
The applicant should have extensive expertise in laser-beam welding of large thin sheet
structures in T-joint configurations.
The applicant should have extensive expertise in welding of titanium.
The applicant should have extensive expertise modeling of laser welding and welding distortion.
The applicant should have expertise in optical measurment techniques and temperature
measurement during welding processes.
The applicant should have expertise in assessment of welded joints.
Annexes – Page 29 of 378
1st Call for Proposals (CFP01)
IV.
Cost Reduction On Composite Structure Assembly – Innovative blind fastener
inspection technology for quality control
Type of action (RIA or IA)
IA
Programme Area
LPA
Joint Technical Programme (JTP) Ref.
WP Level 1 – 2.2 Non-Specific-Design technologies
Indicative Funding Topic Value (in k€)
350 k€
Duration of the action (in Months)
36 months
Start
Date3
06-2015
Identification
Title
JTI-CS2-2014-CFP01-LPA02-01
Cost Reduction On Composite Structure Assembly – Innovative blind
fastener inspection technology for quality control
Short description (3 lines)
The expected outcomes are the definition, development and prototype realization of an innovative
inspection monitoring process for specific and complex high strength blind fasteners that pose a
challenge in terms of online process monitoring in typical aerospace assembly application.
3
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 30 of 378
1st Call for Proposals (CFP01)
1. Background
To change from today’s differential design to a more integral design strategy by merging functions
and parts, design and manufacturing processes must be more driven by a holistic point of view.
This specific WP is orientated to development, assessment and selection of integrative concepts,
which will be completed by specific technologies development to optimize assembly and integration
of elementary parts, sub-components and modules. The solutions identified are part of a wider
strategy leading to cost reduction on composite structure assembly and rivet less assembly on the
aircraft, with focuses to save weight and provide greener solution than current processes applied.
LPA IADP. Platform 2 - “Innovative
Physical Integration Cabin – System –
Structure”
WP 2.2
Non-Specific Design
technologies
WP 2.2.2
Technologies for elementary parts, subcomponents and modules
WP2.2.2.1 COST REDUCTION ON COMPOSITE STRUCTURE ASSEMBLY
In order to reduce cost on composite structure assembly, one of the major objectives is to promote
blind fastener & related inspection method
Annexes – Page 31 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
T2221-05
Blind fastener installation monitoring
April 2019
T2221-05
Aircraft structures are still mainly assembled by fasteners. Beneath one piece solid rivets and two
part bolts with nut or collar, blind fasteners are applied mainly in closed structures which do not
allow to install a nut or collar to the pin or to squeeze a solid rivet. Inspection of correct blind head
formation in closed structures – necessary to guarantee the fastener function – often only is possible
using costly and time consuming borescope testing or in worst case no inspection possibility exists at
all, leading to heavier design compensating for possible fastener failures. In this project, possibilities
to enable a monitoring process ideally performed during fastener installation shall be assessed. The
aim is to identify imperfect installations only by measurement and evaluation of installation
parameters. Failed installations could result from fastener defects itself (e. g. no preload generation,
defective blind heads, premature rupture of pull or threaded spindles) as well as from installation of
not suitable fastener lengths or insufficient hole preparation operations. Time consuming endoscopic
inspections of the fastener blind heads in closed structures could be ceased if an appropriate
monitoring or inspection process would be resulting from the project.
Process monitoring during the installation of simple blind or “pop” rivets is commonly used in the
automotive industrie for years. The more complex high strength blind fasteners used in the aviation
industry nevertheless pose a challenge in terms of online process monitoring. Two fastener types are
under investigation since some time, threaded stem (Figure 1) and pull stem (Figure 2) blind bolts.
Torque-angle of rotation respectively force-travel measurements to date did not deliver a
comprehensive process control possibility, only a few of the quality criteria could have been detected
so far. Thus, in the frame of this project, new strategies of blind fastener monitoring are in demand.
The project partner shall develop strategies and investigate applicability in a serial production
environment.
Annexes – Page 32 of 378
1st Call for Proposals (CFP01)
Figure 1: Threaded stem fastener installation sequence (cross sections)
Figure 2: Pull stem fastener installation sequence (cross sections except for stem)
In detail this process has to be capable to detect the failures listed here under:
-
Low or no preload due to lacking blind head to surface contact
-
Cracked head
-
Blind side spindle failure, e. g. premature rupture
-
Double bulbed blind head
-
Tulip shaped sleeve
And optionally :
-
Determination of excessive blind side slope out of tolerance
-
Countersink angle deviation due to hole preparation process
Real time monitoring of installation parameters would be the prefered method to investigate but
alternative innovative inspection could be investigated as long as they have low impact on the
assembly time. Ultrasonic inspection shall be excluded of the scope of the methodologies to
investigate. The 2 types of blind fasteners (pull type and threaded type) shall be addressed but the
inspection method and/or monitoring can be different from one type to another.
Annexes – Page 33 of 378
1st Call for Proposals (CFP01)
3. Major Deliverables / Milestones and schedule (estimate)
Deliverables
Ref. No.
Title – Description
Type
Due Date
T2221-05-01
Check of available documentation, selection of suitable
installation monitoring variables and/or inspection
process.
Test bench, specimen and test program definition.
Report
T0+9m
Report
T0+16m
Manufacturing of test bench and specimen and pilot test
Report
including evaluation.
If pilot test is conclusive, repeatability study with fasteners Report
from different lots, diameters and lengths. Variation of
material thickness, hole diameters, installation parameters,
assessment of sealant application influence.
Demonstration of applicability in production.
T0+24m
T2221-05-02
T2221-05-03
T2221-05-04
T0+36m
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
4. Special skills, Capabilities, Certification expected from the Applicant(s)
T2221-05:
 Skill 1- Profound knowledge in metrology methods, contact free or in contact. Blind fastener
function from installation start to end is to be recorded and suitably analysed in order to find
quality-relevant characteristics. Improper installations e. g. without preload or misformed
fastener closing heads shall be detectable directly within or after the installation process.
 Skill 2- Data management skills are important to find the essential information within the
recorded data. Due to scatter and also altered installation conditions, graphs usually cannot be
evaluated at a look. Mathematical analysis approaches thus are indispensable.
 Skill 3- Installation trials and analysis to be performed in a laboratory with mechanical assembly
capability including drilling, countersink preparation in metallic and composite material, hole
geometry measurement and blind fastener installation.
 Skill 4- Design and manufacturing engineering supporting test bench development. It will be
designed for installation analysis, pull type and threaded type blind fasteners shall be monitored
or inspected.
 Skill 5- Engineering development of interfaces, hardwares and softwares, to integrate the
development technology into the industrial system capabilities.
Annexes – Page 34 of 378
1st Call for Proposals (CFP01)
Cost Reduction On Composite Structure Assembly - Definition and development of an
inspection tool to characterize inner surface hole quality
V.
Type of action (RIA or IA)
IA
Programme Area
LPA
Joint Technical Programme (JTP) Ref.
WP Level 1 – 2.2 Non-Specific-Design technologies
Indicative Funding Topic Value (in k€)
350 k€
Duration of the action (in Months)
27 months
Start
Date4
09-2015
Identification
Title
JTI-CS2-2014-CFP01-LPA02-02
Cost Reduction On Composite Structure Assembly - Definition and
development of an inspection tool to characterize inner surface hole
quality
Short description (3 lines)
The objective of this work is to define a relevant criteria to characterize the surface quality and which
could be industrially controlled to characterise the inner surface of the hole.
4
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 35 of 378
1st Call for Proposals (CFP01)
1. Background
To change from today’s differential design to a more integral design strategy by merging functions
and parts, design and manufacturing processes must be more driven by a holistic point of view.
This specific WP is orientated to development, assessment and selection of integrative concepts,
which will be completed by specific technologies development to optimize assembly and integration
of elementary parts, sub-components and modules. The solutions identified are part of a wider
strategy leading to cost reduction on composite structure assembly and rivet less assembly on the
aircraft, with focuses to save weight and provide greener solution than current processes applied.
LPA IADP. Platform 2 - “Innovative
Physical Integration Cabin – System –
Structure”
WP 2.2
Non-Specific Design
technologies
WP 2.2.2
Technologies for elementary parts, subcomponents and modules
WP2.2.2.1 COST REDUCTION ON COMPOSITE STRUCTURE ASSEMBLY
In order to reduce cost on composite structure assembly, one of the major objectives is to reduce
cost of hole drilling by adaptation of requirements to composite environment.
Drilling is the most common operation in composite structures. Because of the heterogeneous
nature of laminates, cutting modes generate different damage scenarios and complex defect
mappings. For this reason the traditional roughness criteria widly used in metallic apllication is not
enough representative of the quality of the produced holes. The defects can be divided into three
groups: defects at the hole entry, defects at the hole exit, and hole wall defects. The first two types
have been extensively studied in the literature because the tools can generate delamination that
reduce the strength of the composite parts. In general, these defects have to be avoided, especially
in aeronautics. The third type of defects has been less studied although evaluation criteria, usually
used for metals, such as Ra, do exist.
The objective of this work is to define a criteria which is relevant to characterize the surface quality
Annexes – Page 36 of 378
1st Call for Proposals (CFP01)
and which could be industrially controlled to characterise the inner surface of the hole that will
complete recent developed roughness surface measurements, such as in LOCOMACHS works.
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
T2221-01
Identify possible outcomes from LOCOMACHS, JU project and
associated benchmark
Define an innovative criteria to characterise the inner surface of a
hole made by drilling processes in composite materials
Characterise the interest, advantage and limitations in composite
joints with fastening systems of the innovative criteria
(interaction with the fasteners…)
Definition of methods to measure the criteria including interest,
advantage, limitations…
Validation of the applicability in industrial environment
Q1/2016
T2221-02
T2221-03
T2221-04
T2221-05
Q4/2016
Q2/2017
Q3/2017
Q4/2017
Airbus will provide state of the art, including outcomes from LOCOMACHS. Development of the
innovative technology will deliver a complete description of a new measurement device.
3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title – Description
Type
Due Date
D2221-01
Bibliography survey
Report
Q1/2016
D2221-02
Definition of an appropriate innovative
methodology to control the surface quality and
relevant associated criteria
Finale report including validation in industrial
environment of the innovative method
Report
Q2/2017
Maturity
report
Q4/2017
D2221-03
Annexes – Page 37 of 378
1st Call for Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M2221-01
Presentation of intermediary results
Q1/2016
M2221-02
Presentation of intermediary results
M2221-03
Presentation of intermediary results
Milestone
meeting
Milestone
meeting
Milestone
meeting
Q4/2016
Q2/2017
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant shall have:
- Skill on composite materials characteriztion in general and particular in composite joints for
typical aeronautic industries
- Skill on fastening systems and drilling processes used in aeronautic industries
- Capacities in creation of FMEA analysis
- Knowledge on standards applicable in aerospace specific to assemblies processes
- Capacity and knowledge in non destructive methodologies relative to hole measurements
(including metrology)
Annexes – Page 38 of 378
1st Call for Proposals (CFP01)
VI.
Rapid Assembly Of Bracket For Structure-System Integration
Type of action (RIA or IA)
RIA
Programme Area
LPA
Joint Technical Programme (JTP) Ref.
WP Level 1 – 2.2 Non-Specific-Design technologies
Indicative Funding Topic Value (in k€)
350 k€
Duration of the action (in Months)
36 months
Start
Date5
06-2015 (based
on call period)
Identification
Title
JTI-CS2-2014-CFP01-LPA02-03
Rapid Assembly Of Bracket For Structure-System Integration
Short description (3 lines)
This specific WP is orientated to development, assessment and selection of integrative concepts,
which will be completed by specific technologies development to optimize assembly and integration
of elementary parts, sub-components and modules
5
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 39 of 378
1st Call for Proposals (CFP01)
1. Background
To change from today’s differential design to a more integral design strategy by merging functions
and parts, design and manufacturing processes must be more driven by a holistic point of view.
This specific WP is orientated to development, assessment and selection of integrative concepts,
which will be completed by specific technologies development to optimize assembly and integration
of elementary parts, sub-components and modules. The solutions identified are part of a wider
strategy leading to cost reduction on composite structure assembly and rivet less assembly on the
aircraft, with focuses to save weight and provide greener solution than current processes applied.
LPA IADP. Platform 2 - “Innovative
Physical Integration Cabin – System –
Structure”
WP 2.2
Non-Specific Design
technologies
WP 2.2.2
Technologies for elementary parts, subcomponents and modules
WP2.2.2.2 RAPID ASSEMBLY OF BRACKET FOR STRUCTURE-SYSTEM
INTEGRATION
Brackets are the link between the aircraft structure and systems and cabin. They are one of the most
challenging part regarding the industrialization of the aircraft and one key for a successful
commercially viable aircraft product. This is mainly due to the high number of stakeholders involved
in their definition, manufacturing and assembly process.
Figure 1 : Standard brackets
Brackets represent ten of thousand parts on A350-XWB.
Annexes – Page 40 of 378
1st Call for Proposals (CFP01)
The aim of this Work Package 2.2.2.2, is to develop ultrasonic welding as an alternative technology
for bonded brackets assembly onto CFRP.
Figure 2 : Welding technology illustration
The benefits of this assembly method compared to bonding is that there is no surface preparation,
no handling of adhesive “on the spot”, no curing time and no quality control.
Assembly cost and lead-time savings are expected at part level, Major Component Assembly and
Final Assembly Line.
Weight savings opportunities are expected too if a multi-functional surfacing media can be validated
and supplied.
The objective of this call for proposal is to define and develop an innovative test method to asses the
welding compatibitity between bracket and the parent material on which it will be bonded, that will
allow a quick charcterization of different materials. Based on the results, the partner will develop a
surfacing media able to be co-cured with the thermoset composite and compatible with
thermoplastic brackets.
Annexes – Page 41 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
1
Test method to evaluate welding compatibility
T0+6
2
Development of a surfacing media for application on CFRP and
compatible with PEI brackets
Assessment of welding performances
T0+36
3
T0+54
Task 1:
The objective is to develop a test method to evaluate the compatability between thermoplastics
materials such as PA 6.6 , PEEK, and PEI used for brackets manufacturing with thermoplastics and
thermosets composites used for frames ans stringers manufacturing.
The test method should allow a quick evaluation of different materials and be the base for a first
downselection of materials.
This test method could be a combination of chemical and mechanical test methods.
Figure 3 : Micrographic cut
Figure 4 : Example of DSC curve
Task 2 :
Depending on the couple of material used, the technology requires the use of an additional surfacing
material between the structure and the bracket.
PEI brackets are usually bonded onto thermoset composite.
The objective of this task is then to develop a surfacing media able to be co-cured with the thermoset
composite and compatible with PEI brackets.
The actitviy will need to develop collaborations with R&T departments of materials suppliers, ensure
the deployment of the test method and provide guidance in the formulation of new materials to be
used as surfacing media.
Annexes – Page 42 of 378
1st Call for Proposals (CFP01)
Task 3 :
The objective is to assess the performances of bracket/(surfacing media)/composite assembly.
The activity will include series of tests such as tensile tests at room temperature, after hot wet
conditionning, fluid resistances, etc. to demonstrate that the assembly complies with the
requirements stipulated in the bonded brackets specification.
Figure 5 : Tensile tests
Figure 6 : Welded bracket
3. Major deliverables and schedule (estimate)
Deliverables
Ref.
No.
1
Title - Description
Type
Test method
Test report
T0+36
3
Creation of a test method to evaluate the welding compatibility of
materials (DSC, other…)
Search of compatibilities between PEI to be welded on other
surfacing media. Discovery and/or definition of other surfacing
medias.
Testing of welding performances
Due
Date
T0+18
T0+48
4
Reporting test results of welding performances.
Mechanical
testing
Test report
2
T0+54
4. Special skills, Capabilities, Certification expected from the Applicant
-
Skill 1: in thermoplastic material and related manufacturing processes including welding
Skill 2: material database,
Skill 3: classical testing methods such as mechanical test, DSC, micrography…
aeronautical qualified Lab capabilities such as :tensile machine, micrography, DSC…
Annexes – Page 43 of 378
1st Call for Proposals (CFP01)
VII.
Automation in Final Aircraft Assembly Lines and Enabling Technologies
Type of action (RIA or IA)
IA
Programme Area
LPA
Joint Technical Programme (JTP) Ref.
WP 2.2.3.1 – Automation in Final Aircraft Assembly Lines
and Enabling Technologies
Indicative Funding Topic Value (in k€)
600 k€
Duration of the action (in Months)
24 months
Start
Date6
09-2015
Identification
Title
JTI-CS2-2014-CFP01-LPA02-04
Automation in Final Aircraft Assembly Lines and Enabling Technologies
Short description (3 lines)
Development of automation concepts and technologies to radically increase the use of automation
systems in Aircraft Section Assembly (MCA) and Aircraft Final Assembly (FAL) including concepts for
realization of industry 4.0 approach. Linked to JTP chapter 6.6 (2.2.3)
6
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 44 of 378
1st Call for Proposals (CFP01)
1. Background
Assembly of aircraft sections and final assembly of aircrafts including structural assembly, system
installation, cabin installation and test nowadays is done mainly manually or semi automated, which
is also true for the supporting activities like logistics.
Many of the activities are in non ergonomic conditions and the process chains are very complex and
today not transparent.
In this context automation of logistic processes, delivery of aircraft parts e.g. to the stations, humanmachine colaboration at installation and full automated processes for structural assembly, system
and cabin installation shall be investigated integrating also possibilities to optimize process chains
and to make the current status of the assembly transparent at each time.
There are challenges in many perspectives like the limited access for example inside the Aircraft and
the need of moving autonomous automation systems through aircraft doors, because the fuselage
will in the end be finally completed.
On the other side the automation systems have to be very flexible, to be able to perform different
operations at different locations to minimize the amount of specialized systems and therefor to get a
good utilization.
Another challenge will be the maximum allowed weight of the automation system to be able to work
inside the Aircraft on the aircraft floor.
On the other hand, having such kind of automation would be a leap forward with regards to lead
time, RC-costs and also flexibility and transparency, because autonomous systems could also use the
night-shift without extra costs and by having all systems connected by a common data backbone with
a direct link to the design systems, the system could be able to fully automatically assemble
customized aircrafts.
Technical Description
In the frame of this work package the Topic Manager refers to (JTP chapter 6.6) the vision about the
Future Factory, which shows an overview about the future assembly and installation processes in the
Final Aircraft assembly line.
The first part of the work package is the concept development. Therefor the different tasks to be
automated have to be collected and single automation solutions per task have to be selected from of
the shelf available solutions.
In parallel a concept for a manipulator system (e.g. industrial robot on a moveable platform) has to
be developed. Therefor the application areas have to be mapped and grouped in a meaningful way.
Annexes – Page 45 of 378
1st Call for Proposals (CFP01)
Out of this application area groups, a concepts for the manipulator systems have to be derived,
taking into account as well industrial requirements and Aircraft requirements (provided by the Topic
Manager).
The full automation scenario should be visualized in a 3D visualization and also be described in the
order of estimated costs and savings.
It also has to be taken into account, that the automation system has to interact with the existing IT
infrastructure and that concepts will be needed to control different automation systems interacting
with other automation system and/or humans. Due to full integration into a single production
planning and control system a high level of transparency has to be achieved.
Proposal for the Work Plan:
Automation in Final Aircraft Assembly Lines and Enabling Technologies
Topic Manager
As Is Process
Partner
T2231-01: Concept
Development of
Solutions per Tasks
to be automated
Concept Development
T2231-02: Concept
Development of
manipulator
systems
Assessment of
application
aereas
Grouping of
application
areas
Concept
definition for
automation
systems
D2231-03: Concepts
for automation
systems
D2231-04: 3D
Visualisation of
concept
T2231-04:
Establishment of
proposals for design
for automation
Selection of
solution per
task
D2231-02: Selected
automation
solutions and
requirements to
manipulator system
List of application
aereas
3D Visualisation
Further development Design for automation
Assessment of
different
solutions
D2231-01:List of
possible automation
solutions per task
Future
Factory
Vision
Requirements
from Topic
Partner
collectiont of
possible
solutions per
task
T2231-03: 3D
Visualisation of
automated FAL
concept
D2231-05: Design
for automation
proposals
Continuation in a
further CFP
Annexes – Page 46 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title – Description
Due Date
T2231-01
Concept Development of Solutions per Tasks to be automated
• Concepts for different tasks (e.g. riveting, sealing,…)
• Assessment of the possible solutions and down selection
Concept Development of manipulator systems
• Assessment and grouping of different application areas (e.g.
inside aircraft, outside aircraft)
• Concepts for possible automated systems taking into account
solutions per task (D2331-02)
3D Visualisation of automated FAL concept
• Visualization of the overall automation concept
• Detailed visualization of the automation system
• Process description
Design for Automation
• Derive proposals for design to automation for the different
tasks to be automated
Q1/2016
T2231-02
T2231-03
T2231-05
Q4/2016
Q2/2017
Q3/2017
Annexes – Page 47 of 378
1st Call for Proposals (CFP01)
3. Major Deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D2231-01
Report
Q1/2016
Report
Q1/2017
Report, demonstrator
Q2/2017
D2231-04
List of possible automation
solutions per task
Selected automation solutions
and requirements to
manipulator system
Concepts for automation
systems
3D Visualisation
3D-Data, Movie, Report
Q3/2017
D2231-05
Design for Automation
Report
Q3/2017
D2231-02
D2231-03
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M2231-01
Regular Milestone reviews / decision gates to analyse
current status and adjust future project scope.
Milestone
/ Report
Regular bases
(4*/year)
Year 2014
month 
Activity
Year 2015
0
Year 2016
3
6
9
12
Year 2017
15
18
21
24
Concept development for single tasks
Concept development for system
3D Visualisation
Design for Automation
Reporting Periods
12 months
12 months
12 months
12 months 
Annexes – Page 48 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The Applicant shall be a worldwide operating and leading expert in the development of automation
systems possessing additionally the skills and capacities necessary for the implementation of a
research & development project within the aerospace industry.
•
•
•
•
•
Capabilities and knowledge in requirement based engineering.
Capacities and testing facilities in order to deliver adequate automation systems in Aircraft
Assembly environment
Knowledge of and compliance with aerospace requirements in general and particular such as
loads, stress, airworthiness and environmental requirements
Knowledge of and compliance with aerospace certification and qualification procedures as well
as safety & reliability requirements
Toolsets and procedures for CAD design and the creation of 3D files, e.g. CATIA
Annexes – Page 49 of 378
1st Call for Proposals (CFP01)
VIII.
Environmental Friendly Fire Suppression
Type of action (RIA or IA)
RIA
Programme Area
LPA – IADP
Joint Technical Programme (JTP) Ref.
Platform 2 – Innovative Physical Integration Cabin-SystemStructure
Indicative Funding Topic Value (in k€)
600 k€
Duration of the action (in Months)
42 month
Identification
Title
JTI-CS2-2014-CFP01-LPA02-05
Environmental Friendly Fire Suppression
Start
Date7
September 2015
Short description (3 lines)
Design, development, and testing of an environmental friendly fire suppression system for aircraft
cargo holds. Proof of fire suppression performance against applicable performance standards.
Demonstration of fire suppressant distribution and agent hold time.
7
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 50 of 378
1st Call for Proposals (CFP01)
1. Background
This topic is linked to JTP chapter 6.6 (sub task: Environmentally friendly cabin materials and fire
protection) The main objective for the specified work is the development and testing of an
environmental friendly and sustainable fire suppression system intended for use onboard aircraft for
aicraft cargo hold fire protection. The work to be conducted shall contribute to make substantial
progress in finding an adequate replacement agent for the currently used Halons and in designing an
economically viable halon-free fire suppression system while maintaining an equivalent level of
safety comparted to the state-of-the-art system.
The specified work is targeting a Technology Readiness Level of 6.
Tentative Work Breakdown Structure
Task 2.2.6.2
Fire Suppression
System
Task 2.2.6.2 - 1
Task 2.2.6.2 - 2
Task 2.2.6.2 - 3
Task 2.2.6.2 - 4
Requirements and
Concepts
Fire Suppression
System Design
Demonstrator
Development
Performance
Testing
The following figure depicts a generic Product Breakdown Structure for a cargo hold fire suppression
system.
Fire Suppression
System
Fire Knockdown
System
Long-term Fire
Suppression
System
The fire knockdown system knocks down the flames and provides immediate protection once
activated. This system is normally sized as a function of compartment volume. The long-term fire
suppression system provides protection for the remaining flight time.
The scope of work described in this document comprises only the design, development and testing of
a fire knockdown system. The long-term fire suppression system will be developed by a third party
and will provide inert gas to compensate for cargo hold leakage.
Annexes – Page 51 of 378
1st Call for Proposals (CFP01)
For its work the applicant has to consider an interface with the long-term fire suppression system.
WP 2.2.4.2 – 1 – Requirements and Concepts
Boundary conditions: the applicant shall take into account that a future system shall protect
enclosures having a volume ranging from 15m3 to 130m3 with a hight ranging from 1.4m to 1.7m.
For future system integration and operation the applicant shall take into account that the system
might be installed and operated in areas with the following temperature ranges:
– 15°C to +70°C (+85°C)
– 35°C to +70°C (+85°C)
– 55°C to +70°C (+85°C)
The following tasks describing the main work to be conducted under WP 2.2.4.2–1
o
o
o
o
Clarify, derive and define main requirements; define overall system boundaries and main
interfaces.
Develop fire suppression concepts, select fire extinguishing agent, characterize and describe fire
extinguishing agent, select final concept.
Provide information characterizing the physical and chemical properties of the selected fire
extinguishing agent; provide data on potential thermal decomposition products of the fire
extinguishing agent; provide data on fire extinguishing agent´s behavior if agent is exposed to dry
and/or humid air; provide information about the agent´s fire suppression mechanism.
Perform risk and opportunity analysis and provide risk and opportunity register.
Note: It may be worthwhile for the applicant to review the work of the National Institute for
Standards and Technology (NIST) on the “Exothermic Reaction of Fire Suppressants”. Reports are
available in the public domain.
WP 2.2.4.2-2 – Fire Suppression System Design
o
o
Design and specify system, sybsystems and components and their interfaces taking into
account the boundary conditions formulated under WP 2.2.4.2-1 and the information given
under WP 2.2.4.2-4.
Develop and provide contol & indication concept and provide adequate information allowing to
perform a preliminary System Safety Analysis.
WP 2.2.4.2-3 – Demonstrator Development
o
o
The applicant shall provide an adequat demonstrator in order to perfom the tasks specified
under work package 2.2.4.2-4.
Key components, subsystems and their functions shall be tested according to RTCA-DO160 –
section 4 – Temperature and Altidude
Annexes – Page 52 of 378
1st Call for Proposals (CFP01)
WP 2.2.4.2-4 – Performance Testing
o
o
o
o
o
o
o
The applicant shall determine the (volumetric) extinghuishing concentration necessary to meet
the required fire suppression performance standard.
The performance requirements in terms of fire suppression effectiviness that an environmental
friendly fire suppression system for cargo holds shall meet are described in the “Minimum
Performance Standard for Aircraft Cargo Compartment Halon Replacement Fire Suppression
Systems (2nd Update)”. The document is available in the public domain - document reference is
DOT/FAA/TC-TN12/11.
The applicant shall demonstrate the fire suppression effectiviness of the choosen agent and shall
verify the established exinigushing concentration.
The applicant shall determine fire extinguishing agent distribution profiles over time at standard
atmospheric conditions.
The applicant shall determine fire extinguishing agent distribution profiles over time for flight
phase conditions.
The applicant will get access to a test facility allowing to perfom tests in an environment similar
to that what could be expected in a cargo hold for different flight phases (e.g. cruise and decent).
The applicant shall provide an adequate test system that will be integrated into the ”flight test
facility” allowing to perform tests to determine agent distribution profiles for different flight
phase conditions.
The applicant shall provide adequat information allowing to integrate the system into the test
facility and shall operate the system during the course of the test.
The applicant shall provide analytical equipment allowing to measure fire extinguishing agent
concentrations over time.
Annexes – Page 53 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title – Description
Due Date
T-1.1
T0+3 month
T-1.3
Clarify, derive and define main requirements
Define main system boundaries and interfaces
Pre-select and characterize fire extinguishing agent; develop and
assess concepts and select final concept
Perform risk and opportunity analysis
T-2.1
Design and specify system and system architecture
T0+9 month
T-3.1
Design, develop, specify and build demonstrator
T0+12 month
T-4.1
Perform tests to determine required extinguishing agent
concentration
Perform tests to verify fire suppression capability of concept
T0+15 month
Perform tests to demonstrate fire suppression agent distribution
capabilities
Perform equipment and subsystem tests under representative
temperature conditions
Integrate subsystems and perform tests on system level in a
representative environment
Prepare final report including lessons learnt
T0+25 month
T-1.2
T-4.2
T-4.3
T-4.4
T-4.5
T-4.6
T0+6 month
T0+6 month
T0+18 month
T0+30 month
T0+36 month
T0+42 month
3. Major Deliverables / Milestones and schedule (estimate)
Deliverables
Ref. No.
Title – Description
Type
Due Date
D1
Requirements compliance matrix
Report
T0+3 month
D2
Technology proposal document
Report
T0+6 month
D3
Risk and opportunity matrix
Report
T0+6 month
D4
Report
T0+9 month
D5
System description document including
characteristics of the chosen fire suppression agent
System interface document
Report
T0+9 month
D6
Control and indication concept
Report
T0+10 month
D7
Demonstrator
Hardware
T0+12 month
D8
Test results – extinguishing agent concentration
Report
T0+15 month
D9
Test results – fire suppression performance testing
Report
T0+18 month
D10
Test results – fire extinguishing agent distribution
contours
Report
T0+25 month
Annexes – Page 54 of 378
1st Call for Proposals (CFP01)
D11
Test results - environmental testing
Report
T0+30 month
D12
Test results – integrated system tests
Report
T0+36 month
D13
Final project report including lessons learnt
Report
T0+42
Milestones (when appropriate)
Ref. No.
Title – Description
Type
Due Date
M1
Requirements validated
T0+4 month
M2
Concepts review
M3
Proof of Concept
M4
Architecture review
M5
Suppression concentration established
M6
Suppression performance verified
M7
Agent distribution capabilities demonstrated
M8
Environmental testing completed
M9
System tests completed
M10
Closure and Hand-over
Maturity
Gate
Decision
Gate
Maturity
gate
Decision
Gate
Maturity
gate
Maturity
gate
Maturity
gate
Maturity
Gate
Maturity
Gate
Maturity
Gate
T0+7 month
T0+18 month
T0+12 month
T0+15 month
T0+18 month
T0+25 month
T0+30 month
T0+36 month
T0+42 month
4. Special skills, Capabilities, Certification expected from the Applicant(s)
o
The applicant shall have a proven strong background and expertise in perfoming fire tests.
o
The applicant shall demonstrate in-depth experience in perfoming envirionmental tests
according to the procedures described in document RTCA-DO 160F / EUROCAE ED-14.
o
The applicant shall have a profound knowledge about Environmental Conditions and Test
Procedures for Airborne Equipment.
o
The applicant shall be familiar with ISO Standard 14520 and/or NFPA 2001 Standard.
o
The applicant shall provide adequate information necessary for an effective and efficient project
management during the course of the project.
Annexes – Page 55 of 378
1st Call for Proposals (CFP01)
IX.
Development of Thermo-elastic Stress Analysis for the detection of stress hotspots
during structural testing
Type of action (RIA or IA)
IA
Programme Area
LPA Platform 2
Joint Technical Programme (JTP) Ref.
WP2.3.2 – Testing
Indicative Funding Topic Value (in k€)
350 k€
Duration of the action (in Months)
36 months
Start
Date8
09-2015
Identification
Title
JTI-CS2-2014-CFP01-LPA02-06
Development of Thermo-elastic Stress Analysis for the detection of stress
hotspots during structural testing
Short description (3 lines)
The objective is to prove the feasibility of applying Thermo-elastic-Stress Analysis (TSA) in a structural
test environment for detecting stress hotspots. The detection and quantification of localised stress
will help to reduce the product development time, risk and cost.
8
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 56 of 378
1st Call for Proposals (CFP01)
1. Background
Key objectives:



Evaluate TSA for qualitative and quantitative assessment of stress hot-stops during structural
testing
Develop methods and protocols for its application to aircraft structure fatigue and damage
tolerance tests
Propose approach for the implementation of the technology on large components and full-scale
tests with the provision of quantitative results (objective to be achieved during follow on Call for
Proposals)
Thermoelastic Stress Analysis (TSA) is a unique tool for full-field, high-resolution stress measurement
during fatigue tests. The technology is cheaper and quicker to apply than strain gauges or other full
field techniques and shows more relevant details than image correlation methods. The rapid
visualization of complex stress fields facilitates the early identification of critical areas where
unexpected failures may occur. Recent advances in camera technologies made this method even
simpler, more attractive and cost effective, offering the potential for extensive surveys of large areas.
The objective of this project is to demonstrate the feasibility of the Thermo-Stress Analysis
application in a structural test environment. The goal is to assess the added value and the potential
of integrating this technology into Airbus. It mainly aims to identify the technical constraints and
requirements that apply in structural test environment such as optical access, cycling frequencies,
loading spectra, scalability, calibration, perturbation by environmental factors, etc. These objectives
align with the stated objectives in the CleanSky2 JTP as defined in WP2.2.1 and WP 2.3.2.
The work breakdown structure is follows the detailed task breakdown given in the following sections.
It is supported by, but is not rigidly linked to, the overall internal development plan for this
technology as shown in Figure 1.
Annexes – Page 57 of 378
1st Call for Proposals (CFP01)
T.1 – Crack initiation and crack growth monitoring
T.3 – Scanning capability for hot-spots
T.2 – Assessment with complex loading and geometry
T.4 – Automated implementation
T=0
T.5 – Feasibility of in-service applications
Figure 7: Overall plan for the development of TSA as a method for identifying Stress Hot-Spots during
structural testing.
Annexes – Page 58 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
T1
Crack initiation and crack growth monitoring using TSA
T+15
T2
Assessment with complex loading and geometry
T+22
T3
Scanning capability for hot-spots
T+26
T4
Automated implementation
T+30
T5
Proposal and feasibility assessment of in-service applications
T+36
T.1
Crack initiation and crack growth monitoring
For this task there will be a requirement to perform detailed and intensive monitoring of cracks to
identify initiation and the crack path during propagation. This should be feasible even during early
stage loading so automatic or adaptive scaling of the stress field data should be considered. Data
captured during recent tests will provide the first data sources for this task with further tests
required to provide relevant data for the development of the instrument and software settings.
Naturally occurring and artificially initiated defects arising from stress raisers such as holes and
notches should be considered in this task. The effect of frequency, stress level, R ratio, etc. must be
analysed to provide a comprehensive understanding of the sensitivity of the technique to these
parameters. All of the above are to be considered in the context of the need to compare the
experimental data with detailed linear or non-linear finite element models.
The potential for automated crack tip identification and tracking or monitoring must also be
investigated so as to provide an understanding of the possibility of developing this feature and
applying it routinely in an industrial context.
T.2
Assessment with complex loading and geometry
The efficacy of stress/strain measurement and hot-spot detection by TSA must be demonstrated for
aircraft spectrum loading with solutions to be determined where input loading cannot be provided in
the traditional way. Issues related to through thickness bending (stress averaging) and under shear
loading must be addressed to demonstrate that TSA is able to provide surface or near surface stress
data that can reliably be compared to simulations in a quantitative manner.
Some fundamental aspects of the method are to be clarified, particularly in relation to the
consistency or otherwise of the response and measurements obtained under tensile and
compressive loads, and monotonic spectra.
A demonstration of the method when applied to complex 3-Dimensional components and structures
should show that it provides consistent identification of strain fields at different viewing angles and
Annexes – Page 59 of 378
1st Call for Proposals (CFP01)
conditions. For situations where the response deviates from the expected, suitable correction
methods should be proposed and evaluated.
T.3
Scanning capability for hot-spots
One of the most attractive aspects of the TSA method is that it may be possible to use it to very
rapidly identify areas of high stress that have not been predicted. The rapid scanning of structures or
components with hidden but known defects should be demonstrated and an understanding of the
conditions under which the scanning should be performed must be developed and described.
Existing structural tests at Airbus will be offered for the development and evaluation of this work.
Bespoke test specimens may also be required to provide a reference set of identifiable hot-spot data.
The application of TSA to Carbon Fibre composites should demonstrate that hot-spot detection is
viable.
T.4
Automated implementation (simple robotic platform)
One long term goal is to apply TSA to large scale structural tests. In this task the investigators should
identify the technical constraints and requirements that apply in the structural test environment,
such as optical access, cycling frequencies, loading spectra, scalability, calibration and perturbation
by environmental factors. The effects of these environmental and test conditions on the capability of
the system to provide quantitative and qualitative data must be understood and described. Proposals
for the automated implementation of TSA in an industrial test environment (using a robotic system
or otherwise) should be developed and be linked to the automated crack tip detection and tracking
developed in T.1.
T.5
Proposal and feasibility assessment of in-service applications
The potential for extending the TSA method outside of the test environment has been considered in
recent years. In this task a proposal and feasibility assessment TSA for hot spot detection under inservice conditions should be produced. Special consideration should be made in relation to the
structural excitation and its practical implementation. A small scale demonstration of the proposal is
desirable but by no means required.
Annexes – Page 60 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
D3
Scanning capability for hot-spots
Report &
Demonstration
Report
&Demonstration
Demonstration
T+18
D2
Identification of crack initiation and crack growth
monitoring
Complex loading and geometry
D4
Automated implementation
Report
T+30
D5
Proposal and feasibility assessment of in-service
applications
Report &
Demo(optional )
T+36
T+22
T+26
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1
Detailed technical project plan and
demonstration schedule established and agreed
Instrument set-up and draft protocol for crack
identification and monitoring
Draft proposal for in-service applications and
Preliminary Design Review for concept validation
Plan
T+3
Report
T+9
Report
T+18
M2
M3
Annexes – Page 61 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The prospective applicant(s) or consortium must demonstrate that they have:
-
Skill 1: Extensive knowledge, expertise and a strong track record of the use and understanding of
the Thermoelastic Stress Analysis technique for strain measurement and fracture mechanics
applications.
-
Skill 2: Capability and a strong track record of using numerical analysis techniques (e.g. linear
and non-linear FEM) for fatigue and damage tolerance studies. In particular experience of
developing and implementing validation methods for simulations using experimental methods
will be highly beneficial.
-
Skill 3: Proven experience in creating and running testing programmes and experimental stress
analysis skills that will support the TSA technology development and its evaluation.
-
Skill 4: Experience and a track record of successful project management (administrative and
technical) of collaborative government funded research programmes with multiple partners. A
particular focus on the ability to generate robust projects with a thorough understanding of the
relevant risks and opportunities must also be indicated.
-
Skill 5: Demonstrable capacity and skill levels in relation to the personnel that will be performing
work on the project tasks.
Annexes – Page 62 of 378
1st Call for Proposals (CFP01)
X.
Process and Methods for E2E Maintenance Architecture development and
demonstrations and solutions for technology integration
Type of action (RIA or IA)
RIA
Programme Area
LPA
Joint Technical Programme (JTP) Ref.
WP3.6 Maintenance
Indicative Funding Topic Value (in k€)
1.750k€
Duration of the action (in Months)
48 months
Start
Date9
10-2015
Identification
Title
LPA PL3 WP3.6 - 1
Process and Methods for E2E Maintenance Architecture development
and demonstrations and solutions for technology integration
Short description (3 lines)
Provide Methods for Integrated Health Monitoring and Management System Design, Performance
optimization and the overall Architecture evaluation (methods, simulation solutions, collaborative
framework for demonstration purposes). Development of integrated structure health monitoring
solution as condition based maintenance enabler.
9
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 63 of 378
1st Call for Proposals (CFP01)
1. Background
Within the frame of the Large Passenger Aircraft (LPA) Platform 3 WP3.6 Maintenance provides the
demonstration of increased mobility and industrial leadership enabled by an integrated End-to-End
Maintenance Services, value oriented architecture based on integrating health monitoring and
management technologies supported by maintenance execution enhancing solutions (e.g. mobile
tools, remote support functionalities, etc.). The key objectives of WP3.6 Maintenance are to
maximize aircraft availability and increase economic efficiency of airlines, MROs, OEMs and suppliers
based on a collaborative approach.
Within the scope of LPA WP3.6 Maintenance focus is set on enhancements for the legacy fleet of
short range and long range type of operations in a mixed fleet context with large passenger aircrafts
above 120 PAX (aircraft type such as e.g. A320, A330 among others) recognizing their existing aircraft
capabilities and functions. Solutions for selected use cases for aircraft CFRP structures (e.g. door
surroundings, vertical tail plane) and systems (e.g. APU, pneumatics and electrical power generation
systems) and the integration into an airline and maintenance operational environment are
addressed.
In that context several development and demonstration streams have been established, which are
supported by three specific call for proposal topics dedicated to processes, methods and tools for
architecture development, optimization, demonstration and technology integration, development of
specific enabling technologies (e.g. System Health Monitoring, Prognostic solutions) and the
integration of solutions into the airline and maintenance operational context.
This research oriented call for proposal Process and Methods for E2E Maintenance Architecture
development and demonstrations and solutions for technology integration is addressing the following
aspects:
-
the ability to define and develop service oriented architectures for the legacy fleet
-
the capability to evaluate the efficiency and performance of an E2E Architecture
-
the ability to integrate key fundamental technology bricks for e.g. structure health monitoring
into and condition based maintenance concept
LPA WP3.6 Maintenance is structure in multiple Sub-Work packages providing the major integration
and demonstration deliverables for the End-To-End service architecture and its enablers, such as
aircraft level solutions for structure and system health monitoring and management, collaborative
environment to connecting all actors and providing the integration into the airline operational fleet
and maintenance environment.
Annexes – Page 64 of 378
1st Call for Proposals (CFP01)
LPA WP3.6 Maintenance required a strong coordination of activities and deliverables between WPs
to ensure the definition and demonstration of the E2E Architecture. All activities and deliverables of
this call topic shall be aligned with the overall LPA WP3.6 master schedule:
Q1
WP1.1
WP1.2
WP1.3
WP1.3
Year2014
Q2
Q3
Q4
M0
M3
Service & Operation Design
PMT
Business Scenarios
Operational Scenarios
E2E Architecture Specific Capacities
Safety
Certification
Security
Connectivity
E2E Architecture
Architecture Definition
IHMM
Specification
Development
Plan-mean-Demo/eval
WP2
WP3
WP4
Prognostics and CBM
Fleet Data Management
Maintenance Execution
WP1.4
E2E Architecture Evaluation
Evaluation Strategy & Plan
Evaluation Means Development
E2E Architecture Evaluation
Q1
M6
Year2015
Q2
Q3
Q4
M9
M12 M15
Q1
M18
Year2016
Q2
Q3
Q4
M21 M24 M27
Q1
M30
Year2017
Q2
Q3
Q4
M33 M36 M39
VV
Q1
M42
VV
Year2018
Q2
Q3
Q4
M45 M48 M51
Q1
M54
Year2019
Q2
Q3
Q4
M57
VV
SOA
plan
TRL4
TRL5
TRL6
SOA
SOA
SOA
TRL4
TRL5
TRL6
Kick-off
partners
Annual EC
review
yearly internal review
Kick-off meeting
CDR or TRL board validation
SOA
State of the Art and
Technology studies
Annual EC
review
Annual EC
review
Intermediate deliverable
Final deliverable
Demonstrators
The subjects addressed in this call are dedicated to research and demonstration activities in LPA
Annexes – Page 65 of 378
1st Call for Proposals (CFP01)
WP3.6.1 and LPA WP3.6.2 and are clustered by modules recognizing the nature and architecture
level of research and demonstration activities foreseen:
Module
Title
Module A
~25%
E2E Maintenance Architecture IVV and Evaluation:
associated to LPA WP3.6.1 E2E Maintenance Operations definition and improvements
SWP3.6.1-1: Process, Method and Tool (PMT) definition enabling to drive the service
oriented Architecture development; design and the E2E simulated demonstrator
development.
SWP3.6.1-4: Simulation based E2E platform architecture evaluation as defined in
SWP3.6.1-2 to validate the project objectives. The demonstration needs to integrate other
WP demonstration results.
E2E Maintenance Platform Definition and IHMM Development
associated to LPA WP3.6.2 Prognostics and Condition based Maintenance
SWP 3.6.2-1: Structural Health Monitoring aims at integrating health-monitoring functions
into system and operational architecture based on load measurement technologies
developed by Airbus in IADP LPA Platform 2 SubWP2.3.2.3. The work in this SubWP is
following a step-by-step approach whereas different levels of integration and increasing
design assurance levels are allocated to separate use cases
Module B
~75%
Annexes – Page 66 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Module I
E2E Maintenance Architecture IVV and Evaluation
T361-1.1
Design process and IVV strategy: Define, select, deploy and
support the design Process/Methods/Tools (PMT) for WP3.6.1
specifications with respect to the needs of the E2E simulated
demonstration and evaluation (T361-4.1). Define Verification and
Validation strategy for the E2E platform design and the
demonstrators (form other WPs).
E2E Evaluation Strategy: based on the PMT (T361-1.1), specify
the E2E simulated demonstration needs, directives to drive and
cascade into scenario definition, E2E architecture specification
and development of maintenance demonstrators proposed in the
other WPs.
E2E Evaluation Development means: Develop all means to
support the E2E maintenance platform evaluation by simulation
and to integrate the results from other WP demonstrators.
E2E architecture and project evaluation: Collect overall
demonstrator results, run the E2E simulation, assess E2E
simulation results with regards to Business and operational Use
Cases and architecture specification
Structural Health Monitoring for condition based maintenance
T361-4.1
T361-4.2
T361-4.3
Module II
T362-1.1
Due Date
12/2015
06/2016
12/2018
06/2019
Development and Validation of Load Assessment Solutions for 01/2016
CFRP structures: Derive initial system and performance
requirements on health monitoring system required for efficient
load assessment algorithms for aircraft vertical tail plane
applications. Develop efficient load assessment algorithms
accounting for flight maneuvering and turbulence encounter and
for on-ground operation. Validate load assessment performance
and provide comparison between model based and direct
measurement based load assessment solutions
Annexes – Page 67 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
T362-1.2
Development and Impact Analysis for Aircraft Level (global) 12/2018
SHM solution: Analyse current design rules for improvements
(Maintainability and/or Weight Benefit) based on global
structural health monitoring. Derive system and performance
requirements based on design analysis and develop concept and
models (algorithms) for identification and characterization of
global structural damages / changes and provide validation for
vertical tail plane CFRP structures on representative structural
tests at the topic managers facilities
Development of condition based maintenance solutions:
09/2019
Analyse aircraft/fleet usage versus design envelope ,
Estimate maintenance impact by fatigue analysis based on actual
usage versus original maintenance program as function of
accuracy of the usage history, Develop concept for improved
maintenance based on life time monitoring system derived from
estimation of T362-1.2
Integration and Validation of US Guided wave technologies for 09/2019
damage detection for CFRP structures for door surrounding
areas: Concepts for operational performance demonstration of
integrated US Guided Wave Damage Detection System under
operational/environmental conditions (before and after
structural repairs). Validation of performance of US Guided Wave
Damage Detection System under operational conditions
T362-1.3
T362-14-1
Due Date
Annexes – Page 68 of 378
1st Call for Proposals (CFP01)
3. Major Deliverables / Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Module A
E2E Maintenance Architecture IVV and Evaluation
D361-1.11
Design process and IVV plan: Specification of design
process (Who, What, When, PERT, RASCI, risks, KPIs …)
applicable to define maintenance services and the E2E
architecture, includes cross WP requirement V&V means
E2E Evaluation plan: Strategy to enable the E2E
maintenance architecture/project demonstration and
evaluation by simulation means. The needs and directives
to be cascaded in each WPs demonstrators and
demonstrations for the purposes of the E2E simulation
(e.g. needs for results integration).
E2E Evaluation means: Documentation at different
evaluation iterations mean developments performed and
the integration achieved for the purposes for the E2E
evaluation by simulation.
Develop/adapt the simulator to integrate the results
from other WP demonstrators and demonstrations and
to enable the E2E maintenance platform evaluation.
E2E iterative Evaluation result Analysis: Reports which
document at the different evaluation loops the
demonstration run description, analysis of the obtained
results with regards to project objectives, defined
services scenario and the specified E2E maintenance
platform performances incl. impact analysis on economic,
social, cultural aspects.
Structural Health Monitoring for condition based
maintenance
Development and Validation of Load Assessment
Solutions for CFRP structures:
System and performance requirements, Load assessment
algorithms and performance validation
Development and Impact Analysis for Aircraft Level
(global) SHM solution:
Design rules analysis, System and performance
requirements, global concepts, algorithms prototype,
overall validation
D361-4.11
D361-4.21
D361-4.22
D361-4.31
D361-4.32
Module B
D362-1.1.1
D362-1.1.2
D362-1.2.1
D362-1.2.2
D362-1.2.3
Type
Due Date
Reports
12/2015
Reports
06/2016
Reports
Simulator
09/2017
12/2018
Reports
03/2019
Report
Prototype
Report
01/2016
06/2018
12/2018
Report
Prototype
Report
09/2016
09/2017
12/2018
Annexes – Page 69 of 378
1st Call for Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
D362-1.3
Development of condition based maintenance Report
solutions:
Reports on Aircraft and fleet usage versus design
envelope analysis, impact of life time monitoring system
on maintenance and improvement concepts
Development and Validation of US Guided wave Report
technologies for damage detection for CFRP structures
for door surrounding areas:
Concepts for operations and performance validation
before and after structural repair, Validation Reports
D362-1.4.1
Type
Due Date
09/2017
08/2018
03/2019
09/2017
08/2018
09/2019
4. Special skills, Capabilities, Certification expected from the Applicant(s)
It is expected that the applicant provides the following proven and recognized knowledge and
experience in:

the governing processes, technologies and capabilities regarding airline operations and
associated large aircraft maintenance procedures.

project management in Time, Cost and Quality together with evidence of past experience in large
research project participation.

taking responsibility for work package lead (incl. co-developing the project management plan and
closely monitoring the project progress) which in detail has to be defined in the negotiation
phase.

skills and/or equipment solution to develop or adapt for the E2E evaluation by simulation (T3614.2 and T361-4.3). It includes the capabilities to formalize a process and directives (T361-1.1 and
T361-4.1) for the usage of this E2E simulation and to develop/adapt the simulator (T361-4.2) for
integrating heterogonous demonstrator results.
Annexes – Page 70 of 378
1st Call for Proposals (CFP01)
5. Glossary
A/L
Airline
AC
Aircraft
CBM
Condition Based Maintenance
CFRP
Carbon-fiber-reinforced polymer
E2E
End-To-End
IVV
Integrated Validation and Verification
KPI
Key Performance Indicator
LPA
Large Passenger Aircraft
MCC
Maintenance Control Center
MIS
Maintenance Information System
MRO
Maintenance Repair Organization
OEM
Original Equipment Manufacturer
PAX
Passengers
PERT
Project Evaluation and Review Technique
PMT
Process, Methods, Tools
RASCI
Responsible, Accountable, Support, Consulted,
Informed
SOA
State of the Art
SHM
Structure Health Monitoring
UC
Use case
US
Ultra Sonic
V&V
VR
Validation and Verification
Virtual Reality
Annexes – Page 71 of 378
1st Call for Proposals (CFP01)
XI.
Aircraft System Prognostic solutions integrated into an airline E2E maintenance
operational context
Type of action (RIA or IA)
RIA
Programme Area
LPA
Joint Technical Programme (JTP) Ref.
WP3.6 Maintenance
Indicative Funding Topic Value (in k€)
1.700 k€
Duration of the action (in Months)
48 months
Start
Date10
10-2015
Identification
Title
JTI-CS2-2014-CFP01-LPA03-02
Aircraft System Prognostic solutions integrated into an airline E2E
maintenance operational context
Short description (3 lines)
Demonstration of system health monitoring and prognostic architectures (on-board/on-ground
solutions) for selected system use cases (e.g. APU, pneumatic and electrical power generation
system) for large passenger aircrafts. Demonstration of specific prognostic solutions (e.g. data
processing, failure mode identification, prognostic algorithm, degradation models, etc.) and its
integration into the overall Integrated Health Monitoring Management System. Development and
demonstration of the efficiency of augmented reality based maintenance tools making use of
information as provided by the integrated health monitoring system is addressed.
10
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 72 of 378
1st Call for Proposals (CFP01)
1. Background
Within the frame of the Large Passenger Aircraft (LPA) Platform 3 WP3.6 Maintenance provides the
demonstration of increased mobility and industrial leadership enabled by an integrated End-to-End
Maintenance Services, value oriented architecture based on integrating health monitoring and
management technologies supported by maintenance execution enhancing solutions (e.g. mobile
tools, remote support functionalities, etc.). The key objectives of WP3.6 Maintenance are to
maximize aircraft availability and increase economic efficiency of airlines, MROs, OEMs and suppliers
based on a collaborative approach.
Within the scope of LPA WP3.6 Maintenance focus is set on enhancements for the legacy fleet of
short range and long range type of operations in a mixed fleet context with large passenger aircrafts
above 120 PAX (aircraft type such as e.g. A320, A330 among others) recognizing their existing aircraft
capabilities and functions. Solutions for selected use cases for aircraft CFRP structures (e.g. door
surroundings, vertical tail plane) and systems (e.g. APU, pneumatics and electrical power generation
systems) and the integration into an airline and maintenance operational environment are
addressed.
In that context several development and demonstration streams have been established, which are
supported by three specific call for proposal topics dedicated to processes, methods and tools for
architecture development, optimization, demonstration and technology integration, development of
specific enabling technologies (e.g. System Health Monitoring, Prognostic solutions) and the
integration of solutions into the airline and maintenance operational context.
This enabling aircraft technology oriented call for proposal Aircraft System Prognostic solutions
integrated into an airline E2E maintenance operational context is addressing the following aspects:
 Capabilities to develop, adapt and integrate system health monitoring solutions with prognostics
concepts for use case dedicated to APU, pneumatic and electrical power generation systems for
typical short range type of aircraft applications
 Capabilities to develop and demonstrate aircraft/system level prognostics solutions as services
offers to airlines for maintenance planning and maintenance execution purposes
 Ability to integrate these prognostics solutions into an aircraft/ground based IHMM platform
 Capability to integrate above prognostic solutions with airline maintenance operational
environments (e.g. Maintenance Information Systems and multi-type of aircraft fleet context
provided by short- and long range type of large passenger aircrafts)
 Capability to use health management information as provided above among other maintenance
relevant information with other technologies supporting maintenance task execution such as
augmented realty solutions
LPA WP3.6 Maintenance is structure in multiple Sub-Work packages:
Annexes – Page 73 of 378
1st Call for Proposals (CFP01)
These SubWork Packages are providing the major integration and demonstration deliverables for the
End-To-End service architecture and its enablers, such as aircraft level solutions for structure and
system health monitoring and management, collaborative environment, connecting all actors and
providing integration into the airline operational fleet context and maintenance execution.
The subjects addressed in this call are dedicated to development, integration and demonstration
activities in LPA WP3.6.2 and LPA WP3.6.4 and are clustered by modules recognizing the nature and
architecture level of development, integration and demonstration activities foreseen:
Module
Title
Module I
System Prognostics and Service development and demonstration
~70%
associated to LPA WP3.6.2 Prognostics and Condition based Maintenance
SubWP 3.6.2-2: System Prognostic will develop A/C manufacturer/system suppliers system
failure prognostic capabilities to tackle in-service issues not identified during A/C
development
SubWP3.6.2-3: Prognostic integration in Health Management systems will support all
activities required for integration of technologies in the WP3.6.1 E2E Architecture.
Annexes – Page 74 of 378
1st Call for Proposals (CFP01)
Module
Title
Module II
Maintenance Execution Enhancement through integrated augmented reality applications
~30%
associated to LPA WP3.6.4 Maintenance Execution
SubWP 3.6.4-1 Mobile Tools for Maintenance execution enhancement will develop mobile
tool solutions integrating different types of emerging technologies into the line
maintenance process and its integration into a maintenance control center based remote
support solution. Within this specific call topic the technology of augmented reality for
mobile tool application in an airline operational environment, making use of information
as provided by the integrated health monitoring and management solution shall be
demonstrated for specific use cases (aligned with the activities in SubWP 3.6.2).
LPA WP3.6 Maintenance requires a strong coordination of activities and deliverables between WPs
to ensure the definition and demonstration of the E2E Architecture. All activities and deliverables of
this call topic shall be aligned with the overall LPA WP3.6 master schedule:
Q1
WP1.1
WP1.2
WP1.3
WP1.3
Year2014
Q2
Q3
Q4
M0
M3
Service & Operation Design
PMT
Business Scenarios
Operational Scenarios
E2E Architecture Specific Capacities
Safety
Certification
Security
Connectivity
E2E Architecture
Architecture Definition
IHMM
Specification
Development
Plan-mean-Demo/eval
WP2
WP3
WP4
Prognostics and CBM
Fleet Data Management
Maintenance Execution
WP1.4
E2E Architecture Evaluation
Evaluation Strategy & Plan
Evaluation Means Development
E2E Architecture Evaluation
Q1
M6
Year2015
Q2
Q3
Q4
M9
M12 M15
Q1
M18
Year2016
Q2
Q3
Q4
M21 M24 M27
Q1
M30
Year2017
Q2
Q3
Q4
M33 M36 M39
VV
Q1
M42
VV
Year2018
Q2
Q3
Q4
M45 M48 M51
Q1
M54
Year2019
Q2
Q3
Q4
M57
VV
SOA
plan
TRL4
TRL5
TRL6
SOA
SOA
SOA
TRL4
TRL5
TRL6
Kick-off
partners
Annual EC
review
yearly internal review
Kick-off meeting
CDR or TRL board validation
SOA
State of the Art and
Technology studies
Annual EC
review
Annual EC
review
Intermediate deliverable
Final deliverable
Demonstrators
Annexes – Page 75 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Module I
System Prognostics and Service development and demonstration
T362-2.1
Prognostic concept and use case identification: Summary of
prognostic goals, actors, impact on the business, identification of
prognostic candidates and indicators, data-collection specifications
based on initial & additional algorithms/sensors for each of the
prognostic candidates (feasibility). Process definition for prognostic
indicator performance demonstration, means for efficiency
measurement, use case identification based on demonstration
needs (as provided by WP3.6.1) and cost benefit analysis
Prognostic architecture: Detailed prognostic architecture
specification incl. detailed interface specification between ground
prognostic modules; this architecture shall integrate prognostic at
aircraft and system levels to offer a global and consistent offer to
A/L. Focus will be put on ground prognostic architecture.
Prognostic directives and framework: Definition of prognostic data
model and relationship (degradation, anomaly, failure, …).
Identification of design data (at system and aircraft level) required
for system prognostic description, validation and integration within
Health Management (diagnostic, decision support, …). Evolution of
knowledge management systems to integrate prognostic design
data
System Prognostic use case demonstration: Prognostic solution
development (model-based, data-driven, …), demonstration and
airline operations validation (degradation scenario/data processing /
advice generation to the A/L)
WP3.6.1 E2E Platform and Ground Infrastructure / Prognostic
interface requirements: Link between prognostics function and
IHMM infrastructure, Specification of IHMM airborne part enabling
CBM solutions by capturing data on aircrafts as per aircraft
customizable configuration, computing degradation condition
according to customizable rules. Link between prognostics function
and ground infrastructure, its specification, enabling CBM by
capturing data from aircrafts, disposal of ground prognostic
software, capturing data from A/L, MRO, Supplier shop facilities to
assess prognostic performances
T362-2.2
T362-2.3
T362-2.4
T362-3.1
Due Date
03/2016
06/2016
12/2016
03/2019
06/2016
Annexes – Page 76 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
T362-3.2
E2E
WP3.6
performance
evaluation:
Contribution to WP3.6 demonstrator performance evaluation
Maintenance Execution Enhancement through integrated
augmented reality applications
SOA system adaptation, integration and demonstration: SOA
selection for the system, Identification of use cases and
demonstration scenarios, data and information sources for SOA
demonstration, integration of Computer Vision algorithms into SOA
System including, development/adaption of HMI using Near-to-Eye
(NTE) display technologies. Provide demonstration and experience
capturing (requirements) of the integrated system (HW/SW) in
operational context including the impact and performances analysis
for the Computer Aided Maintenance (CAM) relevant Maintenance
processes
Next Generation CAM Architecture development and
demonstration: Development of an open architecture for CAM
taking into account the SOA experience capturing and requirements,
development and demonstration of next generation computer
vision algorithms enabling the integration of expert systems for
remote support, troubleshooting functions, maintenance
documentation functions (technical information, aircraft health
information) and documentation updates (as provided by WP3.6.3
and WP3.6.4)
IVV and end-user evaluation: Provide functional demonstration in a
maintenance operational context and provide performance
evaluations and impact assessment on the airline and MROs related
maintenance processes
06/2019
Module II
T364-1.1.1
T364-1.1.2
T364-1.1.2.4
06/2017
06/2018
01/2019
Annexes – Page 77 of 378
1st Call for Proposals (CFP01)
3. Major Deliverables / Milestones and schedule (estimate)
Deliverables
Ref. No.
Title – Description
Module I
System Prognostics and Service development and
demonstration
Prognostic concept and use case identification:
Description of prognostic goals, actors and impact
on the business of partner prognostic cases,
Prognostic use case description, Prognostic
performance indicators definition
Prognostic architecture : Architecture description,
interface description and specification
Prognostic directives and framework: Prognostic
ontology/ Identification of design data required for
system prognostic description, validation and
integration within IHMM, Knowledge Management
System evolution for prognostic
System Prognostic use case
demonstration;
Prognostic prototype, Demonstration plan and
results
WP3.6.1 E2E Platform and Ground Infrastructure /
Prognostic interface requirements: Use case driven
Interface requirements
Contribution to WP3.6 performance evaluation
D362-2.1
D362-2.2
D362-2.3
D362-2.4
D362-3.1
D362-3.2
Module II
D364-1.1.1
D364-1.1.2
D364-1.1.2.4
Maintenance Execution Enhancement through
integrated augmented reality applications
SOA system adaptation, integration and
demonstration : Description of the SOA,
Demonstration strategies incl. use cases, Software
with SOA Computer Vision algorithms Prototype, List
of requirements for the further developments
Next Generation CAM Architecture development
and demonstration: Description of architecture,
requirements and use cases for the further
development phases, Intermediate prototype
embodying new capabilities, CAM tool
IVV and end-user evaluation: Compliance, validation
and integration analysis
Type
Due Date
Report
Report
12/2015
03/2016
Report
Report
Report, Model
Report
06/2016
Report
Prototype
Report
Report
03/2018
06/2018
03/2019
06/2016
Report
06/2019
Report
Report
Prototype
Report
03/2016
06/2016
07/2017
06/2017
Report
Demonstrator
Report
09/2017
03/2018
06/2018
Report
01/2019
06/2016
12/2016
Annexes – Page 78 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
It is expected that the applicant provides the following proven and recognized knowledge and
experience in:

the governing processes, technologies and capabilities regarding airline operations and
associated large aircraft maintenance procedures.

project management in Time, Cost and Quality together with evidence of past experience in large
research project participation.

taking responsibility for work package lead (incl. co-developing the project management plan and
closely monitoring the project progress) which in detail has to be defined in the negotiation
phase.

In-deepth knowledge and skills into system design, system failure modelling, architecture
definition and integration.

In-Deepth knowledge on the adaption and functional integration of visulization technologies
(software/hardware)
5. Glossary
A/L
Airline
MIS
Maintenance Information System
AC
Aircraft
MRO
Maintenance Repair Organization
AR
Augmented Reality
NTE
Near-To-Eye
OEM
Original Equipment Manufacturer
PAX
Passenger
PMT
Process, Methods and Tools
SOA
State of the Art
BPMN
CBM
CFDS
CFRP
Business Process Model
and Notation
Condition Based
Maintenance
Centralized Fault Display
System
Carbon fiber reinforced
plastic
E2E
End-To-End
SW
Software
HMI
Human-Machine-Interface
UC
Use case
KPI
Key Performance Indicator
V&V
LPA
Large Passenger Aircraft
VR
Virtual Reality
MCC
Maintenance Control
Center
WP
Work Package
Validation and Verification
Annexes – Page 79 of 378
1st Call for Proposals (CFP01)
XII.
Airline Maintenance Operations implementation of an E2E Maintenance Service
Architecture and its enablers
Type of action (RIA or IA)
RIA
Programme Area
LPA
Joint Technical Programme (JTP) Ref.
WP 3.6 Maintenance
Indicative Funding Topic Value (in k€)
4.400 k€
Duration of the action (in Months)
48 months
Start
Date11
10-2015
Identification
Title
JTI-CS2-2014-CFP01-LPA03-03
Airline Maintenance Operations implementation of an E2E Maintenance
Service Architecture and its enablers
Short description (3 lines)
Multidisciplinary Integration and real-life operational demonstration of E2E Maintenance Services
Architecture, enabling effective cooperation between OEMs, suppliers, airlines and MROs featuring
solutions with focus on mixed legacy fleet maintenance operations, technology enablers for
Integrated Health Monitoring Management solution based on prognostics, maintenance planning and
optimization, remote support and maintenance mobile tools/applications and its seamless
integration in the existing maintenance operations landscape (incl. MIS)
11
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 80 of 378
1st Call for Proposals (CFP01)
1. Background
Within the frame of the Large Passenger Aircraft (LPA) Platform 3 WP3.6 Maintenance provides the
demonstration of increased mobility and industrial leadership enabled by an integrated End-to-End
Maintenance Services, value oriented architecture based on integrating health monitoring and
management technologies supported by maintenance execution enhancing solutions (e.g. mobile
tools, remote support functionalities, etc.). The key objectives of WP3.6 Maintenance are to
maximize aircraft availability and increase economic efficiency of airlines, MROs, OEMs and suppliers
based on a collaborative approach.
Within the scope of LPA WP3.6 Maintenance focus is set on enhancements for the legacy fleet of
short range and long range type of operations in a mixed fleet context with large passenger aircrafts
above 120 PAX (aircraft type such as e.g. A320, A330 among others) recognizing their existing aircraft
capabilities and functions. Solutions for selected use cases for aircraft CFRP structures (e.g. door
surroundings, vertical tail plane) and systems (e.g. APU, pneumatics and electrical power generation
systems) and the integration into an airline and maintenance operational environment are
addressed.
In that context several development and demonstration streams have been established, which are
supported by three specific call for proposal topics dedicated to processes, methods and tools for
architecture development, optimization, demonstration and technology integration, development of
specific enabling technologies (e.g. System Health Monitoring, Prognostic solutions) and the
integration of solutions into the airline and maintenance operational context.
This architecture operational integration and demonstration oriented call for proposal Airline
Maintenance Operations implementation of an E2E Maintenance Service Architecture and its
enablers is addressing the following aspects:
 Capability to develop value driven maintenance service scenarios, requirements and KPIs based
on real life experience of the main maintenance actors (airlines, MROs, OEMs)
 Ability to integrate and implement above scenarios, requirements into E2E architectures and
Integrated Health Monitoring and Management platforms (aircraft/ground)
 Capability to develop and demonstrate the technical infrastructure and data management,
analytics solutions enabling the connection of all data sources (provided by airlines, MROs,
OEMs, for aircraft data, schedule data, weather, resources, etc.) taking into account todays
maintenance information system standards (e.g. preferable as used by airlines/MROs
participating to this call)
 Ability to provide integration and operational performance demonstration of prognostic
solutions, configuration management, maintenance planning and optimization solutions in an
airline operational context (mixed fleet of short and long range type of aircrafts)
 Capabilities to adapt integrate and demonstrate the performance of maintenance mobile tool
technologies with a remote support functions in real airline maintenance environment.
Please note: The Module content and expected contribution by applicants to this call for proposal is
different in each of the modules as outlined in the following description of the modules. To achieve a
close and seamless cooperation and coordination of the “neighboring activities”, it is at the heart of
the technical management to be offered by the applying Partner candidates.
Annexes – Page 81 of 378
1st Call for Proposals (CFP01)
 E2E Maintenance service platform
Business Segment
Extended enterprise Service Layer
Value Chain
Analysis
Start

Segment
Aircraft
Aircraft
Aircraft Segment
Segment
Structure
Systems
HM agent
HM agent
E2E (m) Service
Architecture definition
Service offer
definition
F Ground Segment
Collaborative
data warehouse
IHMM
Ext. Connectors:
MIS
Weather
A/C mission
…
Dispatch assessment
Work assignment/supervision/report
Configuration capture
Virtual/ Aumgnented reality
Contextualized documentation
…
Incl. connectivity
Mobile service
tools
Structure Health
Monitoring (SHM)
Ground service
tools
Maintenance Execution Layer
Module
Module A
~6%
Module B
~15%
Module C
~15%
Module D
~16%
System
prognostics
Maintenance
planning and
optimization
Configuration
Management
Fleet Management Layer
Condition Based
Maintenance Layer
Title
E2E Service & Operations Design
associated to LPA WP3.6.1 E2E Maintenance Operations definition and improvements:
Development of value driven service scenarios, requirements, KPIs based on real life
experience of the main process actors (airlines, MROs, OEMs) ideally contributing to
WP3.6.
E2E Maintenance Platform and IHMM Development and Demonstration
associated to LPA WP3.6.1 E2E Maintenance Operations definition and improvements:
Identification of safety, certification, airline operations requirements constraining
architecture (functional/logical) and IHMM platform development for legacy fleet type of
aircrafts for short and long range operations. Provide E2E architecture demonstration
and its enabling means
Prognostics solution development, integration and operational performance
demonstrations
associated to LPA WP3.6.2 Prognostics and Condition based Maintenance: Prognostics
solution development and aircraft/ground based integration into airline specific
maintenance environment and infrastructure based on selected use cases for aircraft
systems (e.g. APU, pneumatics and electrical power generation) for aircrafts typically
operating short range such as e.g. single aisle type of aircrafts.
Collaborative and Data Analytics Environment Demonstration
associated to LPA WP3.6.3 Fleet Data Management: Development and Demonstration
of environment for data collection, taking into account the security, intellectual property
and the liability concerns. Development and Demonstration of data analytics
environment for data aggregation and storage for further reuse through data analytics
algorithms developments
Annexes – Page 82 of 378
1st Call for Proposals (CFP01)
Module
Module E
~14%
Module F
~34%
Title
Maintenance Planning and Optimization and Configuration Management Solutions
associated to LPA WP3.6.3 Fleet Data Management: Maintenance Planning and
Optimization and aircraft configuration management capability development taking into
account functions and performance as provided by Collaborative and Data Analytics
Environment (Module E) and the airline operational needs.
Integrated Mobile solutions for maintenance execution enhancement
associated to LPA WP3.6.4 Maintenance Execution: Adaption, integration,
demonstration of MCC remote support functions integrated with maintenance mobility
tool applications for short- and long-range airline operational scenarios, integrating
augmented reality (development provided by other CfP), contextualized documentation,
knowledge databases, live remote support and dispatch decision support solutions.
Develop, integrate and demonstrate in the same scenarios, aircraft maintenance process
enhancement enablers for maintenance tasks duration tracking, aircraft configuration
changes and defects reporting.
LPA WP3.6 Maintenance requires a strong coordination of activities and deliverables between WPs
to ensure the definition and demonstration of the E2E Architecture. All activities and deliverables of
this call topic shall be aligned with the overall LPA WP3.6 master schedule:
Q1
WP1.1
WP1.2
WP1.3
WP1.3
Year2014
Q2
Q3
Q4
M0
M3
Service & Operation Design
PMT
Business Scenarios
Operational Scenarios
E2E Architecture Specific Capacities
Safety
Certification
Security
Connectivity
E2E Architecture
Architecture Definition
IHMM
Specification
Development
Plan-mean-Demo/eval
WP2
WP3
WP4
Prognostics and CBM
Fleet Data Management
Maintenance Execution
WP1.4
E2E Architecture Evaluation
Evaluation Strategy & Plan
Evaluation Means Development
E2E Architecture Evaluation
Q1
M6
Year2015
Q2
Q3
Q4
M9
M12 M15
Q1
M18
Year2016
Q2
Q3
Q4
M21 M24 M27
Q1
M30
Year2017
Q2
Q3
Q4
M33 M36 M39
VV
Q1
M42
VV
Year2018
Q2
Q3
Q4
M45 M48 M51
Q1
M54
Year2019
Q2
Q3
Q4
M57
VV
SOA
plan
TRL4
TRL5
TRL6
SOA
SOA
SOA
TRL4
TRL5
TRL6
Kick-off
partners
Annual EC
review
yearly internal review
Kick-off meeting
CDR or TRL board validation
SOA
State of the Art and
Technology studies
Annual EC
review
Annual EC
review
Intermediate deliverable
Final deliverable
Demonstrators
Annexes – Page 83 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Module A
E2E Service & Operations Design
T361-1.1
Design process and IVV plan: Define the global V&V strategy and 12/2015
provide the design Process/Methods/Tools (Who, What, When, PERT,
RASCI, KPIs,…) for Architecture specifications.
E2E Maintenance Business Analysis: Analyze/model main actors 06/2016
value chains (incl. BPMN models and simulation), define drivers for
As-is and To-Be processes and characterize service offers (actors,
performance, enablers, KPIs)
E2E Maintenance Operations Analysis: Analyze SOA technologies 06/2016
provided by all WPs, define/model operational use cases for E2E
scenarios and provide/cascade E2E maintenance operations KPIs
E2E Maintenance Platform and IHMM Development and Demonstration
E2E Maintenance Platform Safety & Certification Analysis: Identify 09/2016
Safety, certification and regulation requirements from the UC to
provide architecture constraints and orientations.
E2E Maintenance Architecture Definition: Specify functions, system 09/2018
behaviors, performances supporting operations and services, provide
functional, logical architectures for requirement cascades to other
WPs and implementation verification.
Integrated Health Management and Monitoring platform 09/2018
Specification, Evaluation and Demonstration: Cascade operational
Use Cases/KPIs, specify IHMM and its demonstrator architecture and
performance. Define evaluation/demonstration concept and means
for different environments (e.g. TRL4 lab test to TRL6 onboard ground
test), prepare and run demonstrations.
E2E architecture and WP3.6 evaluation: Based on T361-1, specify E2E 06/2019
demonstration, directives to drive, cascade scenarios/requirements
for cross WP3.6 demonstrator developments. Develop means for
simulation based E2E maintenance platform evaluation integrating
other WPs results (based on iterative/multi-step approach). Collect
cross WP results, run the E2E simulation, provide E2E assessment/
evaluation against project objectives, impact analysis due to change
management process (economic, social, cultural …).
Prognostics solution development, integration performance demonstrations
T361-1.2
T361-1.3
Module B
T361-2.1
T361-2.4
T361-3
T361-4
Module C
Due Date
Annexes – Page 84 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
T362-2.1
Prognostic Concept Development: Identification of prognostic
goals/actors from an operational/business view identifying its impacts
on actors. Identification of prognostic candidates from an operational
standpoint. Define airline/MRO oriented KPIs and maintenance advice
content to enable the integration in maintenance planning
Prognostic architecture Development and Demonstration:
architecture and interface specification, integrating prognostic at
aircraft, system levels to enable global, consistent and ground based
service offers in airline environment (as defined by T361-2 and T3613). Definition and specification of prognostic modules (e.g. anomaly
detection function identifying, capturing deviation to be used for
failure prediction or data driven prediction module) that will be
integrated within the overall prognostic solution. Support of
prognostic solution integration/ validation with airline operational
view for degradation scenarios, data processing, advice generation.
WP3.6.1 E2E Platform and Ground Infrastructure / Prognostic
interface requirements: Link between prognostics function and IHMM
infrastructure, Specification of IHMM airborne part enabling CBM
solutions by capturing data on aircrafts as per aircraft customizable
configuration, computing degradation condition according to
customizable rules. Link between prognostics function and ground
infrastructure, its specification, enabling CBM by capturing data from
aircrafts, disposal of ground prognostic software, capturing data from
A/L, MRO, Supplier shop facilities to assess prognostic performances
E2E WP3.6 performance evaluation: Contribution to WP3.6.1
demonstrator performance evaluation
Collaborative and Data Analytic Environment Demonstration
Collaborative Environment Security, Intellectual property and
liability management: Development, cascade requirements and use
cases based on WP3.6.1 functional and operational architecture,
Security Threat Analysis and solution proposals for Intellectual
Property and liability management approach
Collaborative Environment Development and Demonstration:
Definition, Selection and development of the Collaborative
Environment (Data source connectivity, E2E Architecture solutions
adaptation for infrastructure, HMI development for exchange, data
management and applications. Provide use cases identification,
specification, demonstrator development/production, demonstration
adapted to the applicants airline operational environment
12/2016
T362-2.2
T362-3.1
T362-3.2
Module D
T363-1.2
T363-1.3
03/2019
06/2016
09/2018
03/2016
12/2017
Annexes – Page 85 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
T363-2.2
Data Consolidation Environment Development: Definition and 09/2017
qualification of solutions (Data models, repositories, enrichment and
linkage, configuration management retrieving, querying and posting)
Data Analytics Development: Definition and development of Data 09/2017
Analytics functions for Profiling, benchmarking, trend analysis,
abnormal situations detection/alerting, visualization of huge/
numerous data sets, support of decision support functions
Data Consolidation and Data Analytics Demonstration: use cases 06/2018
identification, specification, demonstrator development/production,
demonstration
Maintenance Planning and Optimization and Configuration Management Solutions
T363-2.4
T363-2.5
Module E
T363-3
T363-4
Module F
T364-1.1
T364-1.4
Due Date
Maintenance Planning and Optimization functions development, 06/2018
Integration and Demonstration: Development of methods/rules,
development and integration of IHMM, Data Analytics triggered task
with resources data, flight schedule data, long-term operations
planning and scheduled maintenance planning, work order triggering,
resource assignment and optimization solution based on applicants
airline/MRO operational environment (preferably for mixed short and
long
range
fleet).
Provide
specification,
demonstrator
development/production, demonstration.
Configuration Management functional link identification and 06/2018
functions Demonstrations: Interface development required for
Maintenance execution (enable contextualized documentation,
enhanced trouble shooting, remote support functions). Use cases
identification based on applicants airline operational environment,
specification, demonstrator development/production, demonstration
Integrated Mobile solutions for maintenance execution enhancement
Augmented Reality (AR): Integration in collaborative Environment 06/2018
and airline operational demonstration for selected APU, pneumatic
systems and electrical power generation system use cases (link to
other CfP and Module C)
Contextualized Documentation: Definition, development, Integration 09/2018
in collaborative Environment and airline operational demonstration of
applications (SW) and making use of AR, VR solutions providing
strategy to troubleshoot and fix failures
Annexes – Page 86 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
T364-1.5
Defects reporting: Definition, development, Integration in
collaborative Environment/MIS and airline operational demonstration
of applications (SW) supporting defects reporting on aircraft during
maintenance tasks execution for planning optimization purposes.
Maintenance Elapsed Time Control: Definition, development,
Integration in collaborative Environment/MIS and airline operational
demonstration of tasks execution elapsed time tracking solutions.
Dynamic database correlating failures with optimized final fix
strategies: Definition, development, Integration in collaborative
Environment and MIS and airline operational demonstration of
knowledge database applications (SW) for optimized final fix solutions
Dispatch Assessment Tool: Definition, development, Integration in
collaborative Environment/MIS and airline operational demonstration
of decision support applications (SW) for optimized aircraft
maintenance dispatch solutions
Aircraft Configuration Update: Definition, development, Integration
in collaborative Environment/MIS and airline operational
demonstration of applications (SW) to capture aircraft configuration
changes
Portable Service Tools: Selection, integration of portable service tools
providing the capabilities to host mobile and remote support
applications
MCC remote support communication Infrastructure: Definition,
specification and airline operational demonstration of communication
infrastructure enabling effective two-way communication and remote
support function integration between mobile tools, collaborative
environment, MCC, MIS and Aircraft (e.g. CFDS)
03/2018
T364-1.9
T364-1.10
T364-1.12
T364-1.7
T364-1.14
T364-2.1
06/2018
06/2018
06/2018
06/2018
09/2017
06/2018
Annexes – Page 87 of 378
1st Call for Proposals (CFP01)
3. Major Deliverables / Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Module A
E2E Service & Operations Design
D361-1.1
12/2015
Module B
Design process and IVV plan: Specification, definition of
Report
design process, requirement cascade, V&V
E2E Maintenance Business and Operational Analysis:
Report,
business/service scenarios (“as is” and “to be”) including
Models
data collection strategy, assumptions, KPIs, Technology SOA,
Operational Use cases
E2E Maintenance Platform and IHMM Development and Demonstration
D361-2.1
E2E Maintenance Platform Safety & Certification Analysis
09/2016
D361-2.4
D362-3.1
E2E Maintenance Architecture Definition: function
Report,
09/2016
specifications, physical E2E Architecture and its models,
Models
09/2018
behaviours and performances along project evolution
IHMM Specification: Specification of UC and cascaded KPIs
Reports
06/2016
cascaded, IHMM Architecture behaviour, demonstrator
04/2017
specification along project evolution
12/2017
IHMM Evaluation and Demonstration: demonstration plan
Reports
04/2016
and scenarios descriptions with multiple iteration to reflect
09/2016
integration a long project evolution, execution and
04/2017
evaluation
09/2018
E2E architecture and WP3.6 evaluation: E2E Evaluation plan Report,
06/2016
(Strategy, Specification demonstration), Specification of
Simulator
12/2018
evaluation means, Development/Adaption of simulator
Reports
03/2019
(multi-step approach), Evaluation Results
Prognostics solution development, integration and operational performance
demonstrations
Prognostic Concept development: Prognostic goals and
Reports
12/2015
actors impact analysis, performance definition, Prognostic
03/2016
maintenance advice definition (Specification, Prognostic
12/2016
modules specification(function specification, architecture
06/2016
and interface specification)),
Prototypes
Prototypes 03/2018
Interface Requirements for Prognostic integration in IHMM Reports
06/2016
D362-3.2
E2E WP3.6 performance evaluation
Module D
Collaborative and Data Analytics Environment Development and Demonstration
D363-1.2
Collaborative Environment Security, Intellectual property
and liability management: Specification
D361-1.2
D361-1.3
D361-3.1
D361-3.3
D361-4.1
Module C
D362-2
Type
Report
Reports
Reports
Due Date
06/2016
09/2018
03/2016
Annexes – Page 88 of 378
1st Call for Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
D363-1.3
Collaborative Environment Development and
Reports
07/2015
Demonstration: SOA and Requirements to WP3.6.1 for
Reports
09/2016
Architecture definition, Specification, Collaborative
Prototypes 03/2018
Environment development (prototypes), demonstration
Reports
12/2018
Data Consolidation and Data Analytics Environment
Reports
07/2015
Development: SOA and Requirements to WP3.6.1 for
Reports
09/2016
Architecture definition, Specification, Development
Prototypes 09/2017
(prototypes), demonstration
Reports
06/2018
Maintenance Planning and Optimization and Configuration Management Solutions
D363-2
Module E
Type
D363-3
D363-4
Maintenance Planning and Optimization and Configuration
management functions development, Integration and
Demonstration: SOA and Requirements to WP3.6.1 for
Architecture definition, Specification, Development
(prototypes), demonstration
SOA and Requirements to WP3.6.1 Architecture
Module F
Integrated Mobile solutions for maintenance execution enhancement
D364-1.1
Augmented Reality: Requirements, Final compliance
analysis for integration, verification and validation,
demonstration
Contextualized Documentation, Defects reporting, Elapsed
Time Control, Dynamic database correlating failures with
optimized final fix strategies, Dispatch Assessment,
Configuration Update: SOA, requirements, architecture/
demonstration strategy, compliance analysis for integration,
verification/validation, technology demonstrations
Portable Service Tools: SOA, requirements, architecture and
demonstration strategy, Demonstration, compliance analysis
D364-1.4
D364-1.5
D364-1.7
D364-1.9
D364-1.10
D364-1.12
D364-1.14
D364-2.1
Communication Infrastructure: Specifications,
Interface specifications, demonstrator solutions definition,
execution, compliance analysis
Reports
Reports
Prototypes
Reports
Due Date
07/2015
03/2016
09/2017
06/2018
Reports
03/2016
06/2018
Reports
03/2016
06/2016
Prototypes
09/2017
06/2018
03/2016
09/2016
09/2017
03/2016
06/2018
Reports
Prototypes
Reports
Prototypes
Annexes – Page 89 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
It is expected that the applicant provides the following proven and recognized knowledge and
experience in:

Experience in maintaining a parent’s airline fleet of large passanger aircrafts (e.g. of A320, A330
types among others) performing short- and long-range operations, with the ability to contribute
to specification/testing of innovative maintenance support solutions in a diversified array of
operational scenarios.

Solid background on the development of IT solutions supported by quick development tools with
workflow-based engines, multi-technology user interfaces, distributed execution capabilities,
integration frameworks and cloud-enabled infrastructure.

Experience in the development of tools for optimizing workforce and asset management
promoting full service enterprise mobility services

Experience in developing and applying strategy to operations and implementation, with deep
understanding of the airline maintenance sector and its assets

Expertise in the development of high-performance sensing and monitoring systems used to
measure physical parameters in extreme environments.

Expertise in contextualized maintenance documentation solutions

Expertise in optimization methods, stochastic modelling and knowledge-based systems
development for Aircraft Operations, Airline Operations and Airline Safety

Ability of developing parametric, feature based, fully associative solid modeling IT solutions with
background in the development of Internet architecture solutions for product data management
and collaboration.

Expertise in technical inspections, non-destructive testing, structural integrity, quality assurance,
maintenance management, risk based inspection

Experience in work package lead (incl. co-developing project management plans and closely
monitoring the project progress) which in detail has to be defined in the negotiation phase

Project management in Time, Cost and Quality together with evidence of past experience in large
research project participation.
Annexes – Page 90 of 378
1st Call for Proposals (CFP01)
5. Glossary
A/L
Airline
MIS
Maintenance Information System
AC
Aircraft
MRO
Maintenance Repair Organization
AR
Augmented Reality
OEM
Original Equipment Manufacturer
PAX
Passenger
SOA
State of the Art
SW
Software
UC
Use case
BPMN
CBM
CFDS
CFRP
Business Process Model
and Notation
Condition Based
Maintenance
Centralized Fault Display
System
Carbon fiber reinforced
plastic
E2E
End-To-End
V&V
Validation and Verification
KPI
Key Performance Indicator
VR
Virtual Reality
LPA
Large Passenger Aircraft
WP
Work Package
MCC
Maintenance Control
Center
Annexes – Page 91 of 378
1st Call for Proposals (CFP01)
1.2. Clean Sky 2 – Regional Aircraft IADP
I.
Aerodynamic characterization of control devices for wing loads control and aircraft
response characterization of a regional turboprop aircraft
Type of action (RIA or IA)
RIA
Programme Area
REG
Joint Technical Programme (JTP) Ref.
WP3 Demonstrations
WP3.5 Integrated Technologies Demonstrator for
Turboprop Flying Test Bed #2 (FTB2)
Indicative Funding Topic Value (in k€)
500 k€ (funding)
Duration of the action (in Months)
31 months
Start
Date12
05-2015
Identification
Title
JTI-CS2-2014-CFP01-REG02-01
Aerodynamic characterization of control devices for wing loads control
and aircraft response characterization of a regional turboprop aircraft
Short description (3 lines)
The calculation, analysis and prediction of the aerodynamics of control surface devices installed in a
turboprop regional aircraft taking into account elastic effects in conjunction with other innovative
devices. These controls are devoted to perform loads control on wing and therefore the wing loads
and the aircraft response are the top objectives pursued.
12
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 92 of 378
1st Call for Proposals (CFP01)
1. Background
The activities under this CfP will support the development of Loads Control (LC) technologies for an
innovative Regional Turboprop A/C concept that has been proposed by the company of the Topic
Manager targetig the Horizon 2020 objectives as described in the JTP document of Clean Sky 2 (CS2).
This innovative A/C concept is based on a set of new technologies that will be investigated and
developed in CS2, many of which will be selected for their implementatio and integration in the FTB2
Demonstrator according to a higer maturity level as describred in the WP3.5 of the REG Paltform of
CS2 and, finaly, tested in flight to show a TRL6.
The FTB2 Demonstrator is based in a EADS-CASA C295 with fixed winglets recently installed and a FCS
developed in the National FT4B project -declared as Additional Activity- that will be extended with
new added functions to control the new wing control surfaces in CS2 (aileron, flap, spoiler and
winglet) for the optimal A/C peroformances and aerodynamic efficiency at each flight phase, and for
the loads control (Manoeuvre and Gust Loads Alleviation, MLA & GLA). Active controls will include
pilot and sensors in the loop within safety levels to perform experimental flights in Regional FTB2
demonstrator.
Figure 8 below depicts the FTB2 Demonstrator and the set of technologies for the “air vehicle”
proposed by by the company of the Topic Manager to be developed in CS2 . It includes new
technologies that are focused in the improvement of the aerodynamics performances in low speed,
like the “Multi-Functional Flaps” (to be implemented in the outer flap) and the “Adaptive Winglets”
(to be implemented in the winglets) and other technologies whose aim is reducing the A/C weight,
like new wing design based on composites (to be implemented in the outer wing) and the different
concepts and functionalities for loads control.
Inner
Wing
MLA & GLA
Adaptiv
e
Morphing
Leading
Aeroelastic
Spoiler
by EMA
Composit
e Outer
Wing
Flap
Inboard
Fluidi
c
OAD
Aileron
MultiFunctional Flap
WTT
MDO
Figure 8: CS2 Air Vehicle Concepts within the framework of the FTB2
Annexes – Page 93 of 378
1st Call for Proposals (CFP01)
Annexes – Page 94 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The activities proposed in this CfP are focused on the Air Vehicle technologies for Loads Control and
Loads Alleviation. The main objective is to perform the development of the most promising related
technologies; especially those enough mature to be implemented in the FTB2 and tested in flight.
The involvement of the “Beneficiary” of this CfP will be: to evaluate different passive and active
concepts, to investigate the most promising ones and to characterize selected concepts proposed for
their implementation and testing in the FTB2. In particular, the spoiler concept will be assessed and
compared against the fluidic spoiler concept to be developed in parallel by a core partner.
The “Beneficiary” of this CfP will also provide the achievements with respect to Horizon 2020 and
ECO-Design objectives. The results of the works need to be evaluated in terms of environmental and
productivity objectives aligned with Clean Sky 2 strategy (CO2 and NOx emission reductions, fuel
consumption efficiency and noise footprint impact) versus the current existing ones technologies.
The technology challenges pursued by by the company of the Topic Manager in the framework of the
Loads Control technologies within CS2 are summarized in the Error! Reference source not found..
Most of them shall be addressed through the activities defined in this CfP, except those representing
very specific technology challenges –in italicLOADS
CONTROL
ACTIVE
COMPONENT
AILERON &
SPOILER by EMA
TECHNOLOGY CHALLENGES
Mitigation of adverse effects due
to the spoiler deflection
Aileron functionalities in
symmetrical deflections
Optimal combination of aileron
and spoiler deflections for loads
control
EMA technology and its use in
primary controls
FLUIDIC SPOILER
Effective Active Flow Control used
for Loads Control as alternate to
conventional spoiler device.
Specific Flow Control technology
and complexity of its integration on
A/C
FCS
Overall optimal devices settings
EXTENDED
and actuation for LC
FUCNTIONALITIES Schedules for all new devices
TECHNOLOGY
DEMONSTRATORS
Simulation with Hi-Fi
models
WTT: aileron and new
spoiler (steady
characterization)
FTB2: Aileron and new
Spoiler actuated by EMA.
Simulation with Hi-Fi
models
WTT: Flow Control devices
spoiler
FTB2: Fluidic Spoiler
Engineering Simulator:
Complete functionalities
(open and close loop)
Annexes – Page 95 of 378
1st Call for Proposals (CFP01)
LOADS
CONTROL
PASSIVE
COMPONENT
AERODYNAMIC
CONCEPTS
AEROELASTIC
TAILORING
TECHNOLOGY CHALLENGES
Control Laws (CL) for active control
loads
Operations and sensors& actuators
for close loop
Innovative aerodynamic concepts
for passive loads control preserving
aerodynamic efficiency.
A/C location and integration of
concepts
Useful and effective concepts on
the outer wing or winglet.
Optimal structural flexibility
Structural Implementation
TECHNOLOGY
DEMONSTRATORS
FTB2: FCS extended
functionalities (open and
close loop)
Simulation with Hi-Fi
models
WTT: new devices
FTB2: new devices.
Simulation with Hi-Fi
models
FTB2: outer wing or
winglet
Table 1: Technology Challenges in Loads Control for the FTB2 in CS2 REG Platform
Work Packages and Tasks
The proposed activities are grouped in two Work Packages (WP), one for active technologies ( WP1)
and another for passive technologies (WP2) and are distributed in a total of 8 tasks. The proposed
activities are described in the Table 2 below which shows also the deadline for each Task, all of them
related to aerodynamic design and characterisation.
Both WP’s are included in the WP3.5 of the CS2 REG Platform, specifically in the WP3.5.1 “FTB2
Wing”. The WP1 of this call is also linked to the WP’s B3.2 “All Electrical Wing” of the CS2 ITDAirframe, specifically to B-3.2.1 and B-3.2.2 that are devoted to the structural and system design of
the aileron and spoiler driven by EMA respectively
The WP1 comprises 6 Tasks. The task 1.1 is devoted to aerodynamic design of an innovative spoiler
and is followed by tasks 1.2 and 1.3 devoted to the aerodynamics characterization of the aileron and
spoiler respectively. The task 1.4 includes WTT that serves for validation of simulations in previous
tasks and to obtain a dataset combined with CFD to evaluate the loads control capabilities of
combined use of aileron and spoiler. The next task 1.5 investigates those aspects not adressed by the
WTT, like the flexibility effects and the A/C. The last task 1.6 of the WP1 includes WTT at high
Reynolds number that will serve to generate and to transpose the data real flight and will allow also
to prescribe the optimal control control law skedules for loads control to be implemented in the FCS
as new functionalities.
Annexes – Page 96 of 378
1st Call for Proposals (CFP01)
The WP2 covers the passive technologies and includes 2 tasks, one (T2.1) devoted to aerodynamic
concepts and devices; and another (T2.1) devoted to aeroelastic tailoring (AT) concepts applied to
the winglet, although the structural solutions and implementation are not included in the CfP
The reference A/C configuration to be employed is the departure A/C configuration existing before
the modifications for the FTB2. The aileron already exists altough some geometrical modifications
have to be performed by by the company of the Topic Manager in order to perform the LC
functionalities adequately. The spoiler is new and has to be designed and accomodated in the wing
region of the outer flap beign its size and shape susceptible to be refined based on the outcomes of
the activities of this call.
It is desirable that the activities will be carried out using accurate tools and models for the
aerodynamics and the structural behaviour, specially considering the nature of the flows behind the
spoiler and some fying conditions near wing stall and the wing deformations under extreme wing
loads conditions.
Two Wind Tunel Test (WTT) campaigns are planed by by the company of the Topic Manager for all
new concepts of the FTB2, one at low Reynolds number to evaluate and assess the different
configurations and concepts and another at high Re number for the final assessment and provision of
data trasposed to fligh conditions.
The WT Model is propertry of by the company of the Topic Manager and will be at disposal of the
Beneficiary for specific tests related to the aileron and spoiler during the general test campaings
accomodated by by the company of the Topic Manager along the CS2. The beneficiary will assume
only the wind tunnel costs and the responsibility of those especific tests devoted to aileron and
spoiler.
Tasks
Ref. No.
Title – Description
Due Date
Task 1.1
Aerodynamic Design of the Spoiler
The company of the Topic Manager will provide the description of the
location on wing and the maximum dimensions available for the spoiler. The
beneficiary will perform the aerodynamic design of the spoiler and will
perform the trade-offs and optimization of the spoiler shape and size for its
maximum loads alleviation.
Any proposal and analysis of innovative aerodynamic concepts applied to
the spoiler in order to improve its performances is welcome.
January2016
Annexes – Page 97 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title – Description
Due Date
Task 1.2
Aerodynamic characterization of the Aileron
The beneficiary must to perform aerodynamic computations of symmetrical
and anti-symmetrical aileron up and down for nominal deflections. Test
cases number and deflections (range and settings) TBD by the beneficiary
upon results. The company of the Topic Manager, will specify two flying
conditions for three A/C configurations (flaps up and flaps down in Take Off
and Landing). CFD model can be restricted to the wing-body configuration
(no tails). Surface pressure distributions and span loads distributions have to
be reported.
Aerodynamic characterization of the Spoiler
The beneficiary must to perform aerodynamic computations with spoiler
deflections. Test cases number and nominal deflections and limits defined
by the beneficiary. The same configuration and flying conditions than in the
Task 1.2 will be applied.
Surface pressure distributions and span loads distributions to be reported.
Assessment of the Aileron and Spoiler capabilities.
To perform Wing Tunnel Test at low Reynolds number in WT facilities of
selected Core Partner for aerodynamics characterization of aileron and
spoiler installed on the wing and to assess the simulation results from
previous tasks.
A data set must be provided gathering WT data in the whole range of
controls deflections for the analysis of loads control. At least span loads
distributions have to be reported parameterized with controls deflections
Using these available data, the beneficiary shall perform a study of the
capabilities of the combined deflections of aileron and spoiler for loads
control as well as the compatibility of the symmetrical and anti-symmetrical
aileron deflections for loads control in maneuvers. Results must be provided
in some kind of efficiency map vs. angles of incidence and controls
deflections.
January2016
Task 1.3
Task 1.4
January2016
Dec-2016
Annexes – Page 98 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title – Description
Due Date
Task 1.5
Evaluation of flexibility effects and dynamic response effects.
The combination of aileron and spoiler deflections shall be analysed to
perform loads control and loads alleviation in real scenarios of manoeuvres
and gust. For doing it, the beneficiary has to perform aerodynamic
computations of the complete A/C configuration taken into account the
flexibility effects (FEM model) and the A/C dynamic response (6DOF and
mass model) coupled to the CFD model.
The Complete A/C model have to be considered in three configurations
(flaps up and flaps down in TO and Landing) and computed in at least two
steady flight conditions and two gust conditions for each configuration to be
specified by the company of the Topic Manager.
The same previous test cases with controls (spoiler and aileron) deflections
(for two selected prescribed law of controls deflections) have to be
computed as well.
Surface pressure distributions and span loads distributions to be reported.
Analysis and conclusions of loads control and alleviation capabilities must be
reported.
Data transposition to flight and optimal schedules of controls deflections
Wing Tunnel Test campaign at high Reynolds number in pressurized WT
facilities (TBD) is scheduled. The beneficiary will propose and perform
specific test devoted to aileron and spoiler. The beneficiary will collect,
analyse and correct the hi-Re test results and compare them against lo-Re
WTT results.
Experimental data analysis and corrections have to be performed in order to
transpose the WT results to real flight.
The beneficiary has to generate and provide Data Sets for Loads and
Handling Qualities respectively parameterized for the spoiler and aileron
deflections. They will be used by by the company of the Topic Manager.
for structural dimensioning, for the integration of loads control devices in
the FTB2, and for the permit to fly.
Based in these Data Sets and on all previous simulations, the beneficiary will
also analyse and propose the most adequate schedules for aileron and
spoiler deflections for their implementation in the FCS loads control
functionalities.
June-2017
Task 1.6
Dec-2017
Annexes – Page 99 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title – Description
Due Date
Task 2.1
Aerodynamic Devices and Concepts for Passive Loads alleviation.
Prospection, selection and evaluation of innovative aerodynamic devices
and concepts for passive loads control suitable for the FTB2. The evaluation
will be done by CFD (RANS) on a simplified wing model with winglets with
flaps up and down. Upon results, selected concepts will be tested in the low
Re WTT.
Aeroelastic Tailoring on Winglets
The Beneficiary must investigate the feasibility of an aeroelastic tailored
winglet for passive loads alleviation in maneuvers and gust.
The company of the Topic Manager will provide the aerolines of the winglet.
The Beneficiary must develop the structural concept which provides the
aforementioned loads alleviation. Generation of new FEM model for
winglets that allows tuning flexibility effects on winglets. Coupled CFD and
FEM models of the wing and winglet with flap retracted must be computed.
Fuselage and tails are not mandatory to be modelled for this task.
To perform a tradeoff of loads alleviations due to flexibility effects of winglet
FEM models based in computation of different test cases to be defined by
the beneficiary for one steady flight condition and one gust condition to be
specified by by the company of the Topic Manager.
June-2017
Task 2.2
June-2017
Table 2: Tasks definition and description of activities.
Requirements and Specifications
Activities must be carried out using accurate tools and models for the aerodynamics and the
structural analysis, especially considering the flying conditions near wing stall and the wing
deformations under extreme wing loads conditions. At least RANS/URANS methods are required. CFD
coupled to FEM models have to be employed for the loads prediction with flexibility effects.
As part of the innovative approaches, the use of additional innovative methods and tools (M&T) are
welcome (e.g. variable fidelity methods, surrogate models, etc). They have to be intended to
enhance the accuracy and resolution of the outputs as well as to expand and to speed up the
exploratory space.
Inputs and Outputs
The company of the Topic Manager will provide to the beneficiary the following information:
 CAD model files of the A/C (CATIA, STEP or IGES)
 FEM model (NASTRAN) of the A/C
Annexes – Page 100 of 378
1st Call for Proposals (CFP01)

Mass models of the A/C (CONM2 –NASTRAN cards-)
The output files from the beneficiary for the different deliverables are as follows. Files format TBD
based on standards available by the beneficiary whenever possible. Other files (loads and data bases)
can be provided on specific formats in conjunction with the API S/W to read them. The output data
have to include at least:
 Outputs from CFD: A/C Pressure distributions
 Outputs from FEM: Wing surfaces displacements
 Loads results:
o wing span loads (forces and moments) distribution along the span (1D distribution).
o Hinge forces and moments for the wing aerodynamic controls (aileron and spoiler)
o Surface pressure distributions would be desirable
 Aerodynamic data sets:
o Handling Qualities: global A/C aerodynamic coefficients vs angles of incidence and
controls deflections
o Loads: pressure distributions vs angle of incidence and controls deflections mapped
into a reduced surface grid (~3-5K nodes) to be provided by the company of the
Topic Manager
3. Major Deliverables / Milestones and schedule (estimate)
The deliverables and milestones are in accordance with the general work plan of the Regional
Aircraft FTB2 demonstrator as shown in
Figure 9. The main reference milestones are the Preliminary Design Review (PDR) and the Critical
Design Review (CDR) and therefore relevant results and outcomes from this activity have to be
provided in advance to these review meetings.
M0
M1
M2
M3
M4
M5
Figure 9: Milestones for the Regional Aircraft FTB2 and related Milestones (M1 to M5) of the CfP (at the bottom
line)
Annexes – Page 101 of 378
1st Call for Proposals (CFP01)
The Deliverables and Milestones are correlated to the different tasks as described in the previous
section and are provided in the following two tables.
Milestones (when appropriate)
Ref. No.
Title - Description
M0
Project Kick-off
M1
Spoiler design and controls characterization
FDR
Jan 2016
M2
Low Reynolds WTT
PDR
June 2016
M3
Assessment of Loads Control Capabilities (active)
CDR
Dec 2016
M4
High Reynolds WTT
Assessment of Loads Control Capabilities (passive)
ADB for integration of devices in FTB2
CDR
June 2017
TRR
Dec 2017
M5
Type
Due Date
May 2015
Table 3: List of Milestones.
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Aileron Design
Data files & Documents
Jan 2016
D2
Aileron characterization
Data files & Documents
Jan 2016
D3
Spoiler characterization
Data files & Documents
Jan 2016
D4
Aileron and Spoiler concepts data sets (lo-Re)
Data files & Documents
July 2016
D5
Active Loads Control assessment
Data files & Documents
Dec 2016
D6
Passive Loads Control assessment
Data files & Documents
D7
Active Loads Control assessment
Data files & Documents
D8
Data Sets for HQ and Loads transposed to flight
Data files & Documents
June
2017
June
2017
Dec 2017
Table 4: List of Deliverables.
Effort and costs
The whole activities devoted to all passive concepts (WP2) should not exceed 20% of the total
budget. The effort devoted to the spoiler design and the characterization of control devices is
recommended to be confined within the 25% of the total budget.
It is claimed that the proposal would include an estimation of cost share for some items like the WTT,
HPC, and R&T effort. In general, details about budget distribution are welcome.
The cost for the hi-Re WT, which is the most expensive one, is of 6-7K€/h, and the estimated time
blowing the aileron and spoiler concepts is around 12 hours. Low Re WT is not yet known because it
depends on the final CP selection providing the WT facility, but in any case, it’s expected to be much
lower than the Hi-Re WTT cost (ROM 30%)..
Annexes – Page 102 of 378
1st Call for Proposals (CFP01)
The Applicant Mission and IPR‘s
The mission of the applicant will be to support the company of the Topic Manager in the
development of the Loads Control capabilities to be tested in the FTB2. The applicant will work in
close cooperation with company of the Topic Manager who will provide the adequate information
and models. Further innovations and improvements and recommendations from specific studies and
analisys proposed by the applicant will be welcomed.
All the information and data to be exchanged between company of the Topic Manager and the
Beneficiary of this CfP will be regulated under specific NDA and IPR regulations that will recognice
mutually the their property following the recommendations and directives of the CS JU.
4. Special skills, Capabilities, Certification expected from the Applicant(s)
-
Experience in aeronautics
Involvement with airframe industry
Knowledge of turboprop A/C type
Knowledge/Experience in Aerodynamics of the Aircraft
Knowledge/Experience in Loads processes and loads control in Aircrafts
Knowledge and experience in CFD and other coupled processes to CFD (Matlab, CATIA, FEM).
HPC resources
Engineering software and licenses for CAD/CAE, CFD, CSM
Participation in R&T projects cooperating with industrial partners.
Experience in technological research and development in aerodynamics fields.
Capacity of evaluating results in accordance to Horizon 2020 environmental and productivity
goals following Clean Sky 2 Technology Evaluator rules and procedures.
Annexes – Page 103 of 378
1st Call for Proposals (CFP01)
5. Glossary
6DOF
AoA
CAD
CAE
CFD
CL
6 Degrees of Freedom
Angle of Attack
Computed Aided Design
Computed Aided Engineering
Computational Fluid Dynamics
Lift Coefficient
FTB2
GLA
GRA
HPC
HQ
IADP
CP
CfP
CSM
Core Partner
Call for Proposal
Computational Structural
Mechanics
Capability and Technology Domain
Airbus Defence and Space
European Aeronautics Defense and
Space
– Construcciones Aeronaúticas S.A.
European Aviation of Safety Agency
Electro Mechanical Actuator
Federal Aviation Administration
Federal Aviation Regulations
Finite Element Method
Flight Tests
ITD
JTP
LC
Flight Test Bed 2
Gust Loads Alleviation
Green Regional Aircraft
High Performance Computing
Handling Qualities
Innovative Aircraft Demonstrator
Platforms
Integrated Technology Demonstrator
Joint Technical Proposal
Loads Control
MLA
OAD
R&T
Manoeuvre Loads Alleviation
Overall Aircraft Design
Research and Technology
REG
STM
TRL
WBS
WT
WTT
Regional Platform of Clean Sky 2
Strategic Topic Manager
Technology Readiness Level
Work Breakdown Structure
Wind Tunnel
Wind Tunnel Tests
CTD
ADS
EADS-CASA
EASA
EMA
FAA
FAR
FEM
FT
Annexes – Page 104 of 378
1st Call for Proposals (CFP01)
1.3. Clean Sky 2 – Fast Rotorcraft IADP
I.
Support to the aerodynamic and aeroelastic analysis of a trimmed, complete
compound R/C and related issues.
Type of action (RIA or IA)
RIA
Programme Area
FRC
Joint Technical Programme (JTP) Ref.
2.1.3 – [Digital Wind Tunnel]
Indicative Funding Topic Value (in k€)
800 k€
Duration of the action (in Months)
48 months
Start
Date13
T0
Identification
Title
JTI-CS2-2014-CFP01-FRC02-01
Support to the aerodynamic and aeroelastic analysis of a trimmed,
complete compound R/C and related issues.
Short description (3 lines)
Within the Digital Wind Tunnel activity line of the Fast RotorCraft IADP the selected partner is asked
to support the topic leader, from predevelopment until demonstrator first flight, in performing
trimmed, free flight complete rotorcraft simulations accounting for complex aerodynamic and
aeroelastic phenomena.
13
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 105 of 378
1st Call for Proposals (CFP01)
1. Background
The final goal of the “Low Impact, Fast & Efficient RotorCraft (LifeRCraft)” demonstration program is
to mature the compound rotorcraft configuration and pave the way for the development of future
products fulfilling expectations in terms of door-to-door mobility, protection of the environment and
citizens’ wellbeing better than conventional helicopters.
To accompany the acoustic, aerodynamic, flight mechanic and aeroelastic development of such a
novel architecture, comprehensive simulations (digital wind tunnel approach) are required, able to
model the complete rotorcraft in trimmed flight conditions, accounting for complex aerodynamic
interactional phenomena and acoustic emissions at low, as well as high speed, in ground effect (IGE)
and out of ground effect (OGE).
The requested level of complexity of such simulations shall increase during the program
development: during pre-development it might be sufficient to describe the rotors via their effects
on the flow field (Actuator Disk approach – figure left), whereas during development it will be
necessary to have a very detailed, reliable modelling of the rotorcraft in order to predict its
aerodynamic/acoustic behaviour in complex flight conditions (figure right), in order to reduce
technical risks before the demonstrator’s first flight. The effect of the engine, i.e. exhaust jet and air
inlet suction, on the global flow filed through engine boundary conditions shall be also accounted for.
CFD Simulation of a compound Rotorcraft with the rotors
modelled as Actuator Discs
CFD-CAMRAD II coupled simulation of a
helicopter with the rotor blades modelled
This Call for Partners looks for assistance in acoustic-aerodynamic-aeroelastic coupled numerical
simulations and specific tool developments. The partners shall be prepared to propose and
cooperate on a common method set-up, and to harmonise and share developments and findings.
Tool developments shall be delivered on source code basis. The partner shall install the software and
train the Engineers in situ at the Topic leader location. Moreover the partner shall perform complex,
CPU-intensive numerical simulations in agreement with the topic leader and deliver results and data.
Annexes – Page 106 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The applicant is asked to structure its proposal into four main Tasks (see Table below), with the
associated Deliverables and Milestones as described in the following.
Tasks
Ref. No.
Title - Description
Due Date
0
Project Management
T0 - T0+48
1
Method development – Enhance existing software at the applicant to
account for trimmed complete compound rotorcraft aerodynamic and
acoustic simulations
Aerodynamic simulations – Aerodynamic and aero-elastic computations
of a complete compound rotorcraft
Acoustic Analysis – Aeroacoustic analysis of unsteady CFD simulations of
a compound rotorcraft
Data exchange and synthesis – Data and software delivery to the Topic
Leader and Summary of the achieved results.
T0 - T0+36
2
3
4
T0+2 T0+40
T0+2 - T0+46
T0 - T0+48
Task 0: Project Management
The task accounts for all project management activities of the Applicant.
Task 1: Method development
At the kick-off of the project the applicant shall define in agreement with the topic leader the
software modules and the coupling scripts necessary to carry out the simulations of Tasks 2 and 3
(M1.0). If necessary, the topic leader will provide the partner with proprietary software under
signature of dedicated NDA (Non-Disclosure Agreement).
The applicant will either enhance the existing software provided by the topic leader or write new
modules. Finally the enhanced or newly developed software shall be installed at the topic leader
location and a manual documentation provided (M1.1, M1.2, M1.3 and M1.4) at dedicated intervals
whenever a major development has been achieved.
The tool chain will consist of pre-processing modules (e.g. CATIA and ANSYS ICEMCFD), CFD flow
solvers coupled to a comprehensive rotorcraft code accounting for blade elasticity and rotorcraft
trim (e.g. CAMRAD II), and post processing modules (e.g. Tecplot). A scripting interface implementing
preferably a GUI shall manage the coupling between CFD and the comprehensive rotorcraft code.
Acoustic computations shall be conducted by using tools based on Ffowcs-Williams Hawkings (FWH)
formulation.
Each delivery milestone M1.i is achieved when the applicant has installed the tool chain at the topic
leader location, delivered the software manuals and trained engineers at the topic leader location,
assuring they can use the new tool chain. Therefore, a stay of at least 4 Months in 4 years of one
engineer of the applicant institution at the topic leader location is highly probable and shall be
Annexes – Page 107 of 378
1st Call for Proposals (CFP01)
planned.
Task 2: Aerodynamic simulations
To accompany the topic leader in the development of a novel compound rotorcraft, the applicant is
asked to perform computations of increasing complexity. Moving from pre-development to
development and finally approaching first flight, the geometrical detail requested in the coupled
aerodynamic and acoustic simulations will of course increase. Accordingly, the level of complexity of
the simulations will rise, and the physical interaction phenomena to be simulated will be more and
more challenging. In the pre-development phase the rotors shall be modelled by means of Actuator
Disks. In this case the applicant will be asked to simulate a maximum of 20 different steady flight
conditions ranging from Hover out of ground effect (OGE) and in ground effect (IGE) to very high
speed Forward Flight. During development, when the rotor geometries will be known the applicant
will be asked to compute unsteady simulations of a maximum of 12 different flight conditions being
a subset of the previous 20 steady ones.
6DOF-trim of the rotorcraft shall be applied during a later stage of the pre-development phase in
connection with the AD method, and in the development phase in connection with an aero-elastic
modelling of the rotor blades of each rotor. The elasticity of the drive train, which is modelled in the
comprehensive rotorcraft code and results in non-constant rotational speed, shall be considered in
the aero-elastic coupling at the rotors. Furthermore, trimmable control surfaces (such as rudders)
and the airflow through engine intakes and exhausts shall be modelled by implementing engine
boundary conditions as specified by the topic leader (In-4.1).
During development it is highly probable that the geometry of the compound rotorcraft will change.
For each relevant modification the topic leader will issue a new specification (In-4.i), and the
applicant in agreement with the topic leader will repeat a given number of the above mentioned
flight cases.
Task 3: Acoustic analysis
A subset of the flight conditions simulated in Task 2 will be relevant for acoustic evaluation, which
shall be based on CFD simulations of the complete compound rotorcraft. Additionally, CFD
simulations of sub-components of the rotorcraft may be selected for acoustic analysis. Acoustic footprints shall be computed by using the FWH approach, considering noise shadowing by the fuselage /
wing if possible. An acoustically optimized solution shall be proposed and its effectiveness be
demonstrated by simulation (D3.1 and D3.2).
Task4: Data exchange and synthesis
At project kick-off the applicant will receive some preliminary data and information from the topic
leader concerning the geometry and the flight mechanics model of the compound rotorcraft to be
simulated (In-4.1). Regularly during the project the input provided by the topic leader will be updated
(In-4.2, In-4.3 and In-4.4) according to evolution of the rotorcraft development. Roughly four loops
Annexes – Page 108 of 378
1st Call for Proposals (CFP01)
have been envisaged. The applicant shall plan a stay at the topic leader location to get this
information and data. At the same time the applicant might deliver intermediate versions of the
software as described in Task 1.
At the end of the project the applicant shall deliver an exhaustive document D4 summarising the
achievements, the difficulties encountered and the lessons learned.
3. Major Deliverables / Milestones and schedule (estimate)
Proposed Deliverables and Milestones, as well as the topic leader inputs, are listed in the following:
Deliverables
Ref. No.
Title - Description
Type
Due Date
D2.1
Synthesis of the aerodynamic predictions – Collection of
results about the complete rotorcraft with the rotors
simulated by Actuator Disks (AD) and or inlet and exhaust
by engine boundary conditions.
Synthesis of the aerodynamic predictions – Collection of
preliminary results about the 6-DOF trim of the complete
rotorcraft with the rotors modelled as AD and as elastic
blades
Synthesis of the aerodynamic predictions – Collection of
preliminary results about the 6-DOF trim of the complete
rotorcraft with the rotors modelled as AD and as elastic
blades
Synthesis of the aerodynamic predictions – Collection of
the final results about the 6-DOF trim of the complete
rotorcraft with the rotors modelled as AD and as elastic
blades.
Synthesis of the acoustic predictions – Collection of
preliminary results of the CFD simulations carried out for
acoustic analysis, and of the related acoustic evaluation.
Suggestion of an optimized design.
Synthesis of the acoustic predictions – Collection of
preliminary results of the CFD simulations carried out for
acoustic analysis, and of the related acoustic evaluation.
Suggestion of an optimized design.
Synthesis of the acoustic predictions – Collection of final
results of the acoustic evaluation and the proposed
improvement.
Document
T0+6
Document
T0+12
Document
T0+24
Document
T0+40
Document
T0+12
Document
T0+24
Document
T0+46
D2.2 Issue 1
D2.2 Issue 2
D2.3
D3.1 Issue 1
D3.1 Issue 2
D3.2
Annexes – Page 109 of 378
1st Call for Proposals (CFP01)
In-4.1
In-4.2
In-4.3
In-4.4
D4
Specification 1 – Data (CATIA geometry and flight
mechanic model) of the current version of the compound
rotorcraft. The flight conditions to be simulated will be
delivered too.
Specification 2 – Data (CATIA geometry and flight
mechanic model) of the current version of the compound
rotorcraft. The flight conditions to be simulated might be
revised.
Specification 3 – Data (CATIA geometry and flight
mechanic model) of the current version of the compound
rotorcraft. The flight conditions to be simulated might be
revised.
Specification 4 – Data (CATIA geometry and flight
mechanic model) of the current version of the compound
rotorcraft. The flight conditions to be simulated might be
revised.
Final synthesis – Synthesis of the main results, difficulties
and lessons learned.
Topic Leader
data delivery
to Partner
T0
Topic Leader
data delivery
to Partner
T0+12
Topic Leader
data delivery
to Partner
T0-24
Topic Leader
data delivery
to Partner
T0+36
T0+48
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1.0
Definition of the computational method – The topic
leader in agreement with the partner shall define the
aerodynamic (CFD), acoustic (FWH), the comprehensive
rotorcraft simulation software and the basic interfacing
architecture to be used within the partner project, and
which will be finally installed at the topic leader site.
Delivery of software package vr. 1 – Pre and postprocessing tools, interfacing modules and any further
software in addition to M1.0, enabling the computation
of the compound rotorcraft with the rotors and
propellers modelled as actuator disks, and with modelling
of the engine intake and exhaust.
Delivery of software package vr. 2 – Pre and postprocessing tools, interfacing modules and any further
software in addition to M1.1, enabling the computation
of the 6-DOF trimmed complete compound rotorcraft
with AD or with elastic blades (baseline version)
Decision
T0+1
Software and
Manual
delivery to
topic leader
T0+3
Software and
Manual
delivery to
topic leader
T0+10
M1.1
M1.2
Annexes – Page 110 of 378
1st Call for Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
M1.3
Delivery of software package vr. 3 – Enhanced software
package of M1.2, able to compute the 6-DOF trimmed
complete compound rotorcraft with AD or with elastic
blades, and with trimmable control surfaces (enhanced
version)
Delivery of software package vr. 4 – Final delivery of a
software package, able to compute the 6-DOF trimmed
complete compound rotorcraft with AD or with elastic
blades, with engine intake and exhaust and with
trimmable control surfaces, and able to carry out the
acoustic analysis. (final version)
Software and T0+24
Manual
delivery to
topic leader
M1.4
Software and
Manual
delivery to
topic leader
Due Date
T0+36
4. Special skills, Capabilities, Certification expected from the Applicant(s)
-
Qualified and demonstrated skills with Computational Fluid Dynamics (CFD) for Rotorcrafts
including the ability to model and simulate blade elasticity and rotorcraft trim through coupling
with Comprehensive rotorcraft codes such as the CAMRAD II commercial software of W.
Johnson. The CFD solver selected by the applicant shall implement at least a URANS (Unsteady
Averaged Navier-Stokes) formulation. Of crucial importance is the capability of the selected flow
solver to preserve wakes long enough to account for aerodynamic interactions and a reliable
acoustic modelling. Therefore, higher-order numerical conservative schemes or vortex
confinement techniques shall be preferred, as wells as the ability to efficiently compute on
Cartesian meshes. To account for rotation, for bodies in relative motion and for elastic
deformation, the ability of the CFD solver to compute on overlapping (Chimera) or sliding meshes
is a must. In its proposal the applicant shall dedicate a section to the selected flow solver in
which compliance to these conditions shall be demonstrated.
-
Qualified and demonstrated skill with acoustic emission prediction for rotorcrafts.
-
Qualified and demonstrated skill in developing interfaces for the coupling of CFD and
Comprehensive rotorcraft codes is essential.
-
Moreover, the detailed knowledge of the following commercial software, from data preprocessing to solvers and post-processing, will be fully appreciated during the selection phase:
CATIA V5®, ANSYS-ICEMCFD®, CAMRAD II®, and Tecplot®.
-
List of publications on relevant international journals and participation to conferences is required
to certify the expertise in the field.
-
Access to High Performance Computing (HPC) facilities is mandatory to perform the requested
simulations. It is expected here that the applicant is able to compute on CFD meshes above 100
Million cells: This is state-of-the-art at the topic leader location.
Annexes – Page 111 of 378
1st Call for Proposals (CFP01)
II.
Aerodynamic and functional design study of a full-fairing semi-watertight concept for
an articulated rotor head.
Type of action (RIA or IA)
IA
Programme Area
FRC
Joint Technical Programme (JTP) Ref.
2.4.1 – [Lifting Rotor / Hub adaptation & drag reduction
design & stress]
Indicative Funding Topic Value (in k€)
400 k€
Duration of the action (in Months)
48 months
Start
Date14
10/2015
Identification
Title
JTI-CS2-2014-CFP01-FRC02-02
Aerodynamic and functional design study of a full-fairing semi-watertight
concept for an articulated rotor head.
Short description (3 lines)
Within the Lifting Rotor activity line of the Fast RotorCraft IADP the selected partner is asked to
support the topic leader, from predevelopment until demonstrator first flight, in performing
aerodynamic and functional design study of a full-fairing semi-watertight concept for an articulated
rotor head hub fairing.
14
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 112 of 378
1st Call for Proposals (CFP01)
1. Background
The final goal of the “Low Impact, Fast & Efficient RotorCraft (LifeRCraft)” demonstration program is
to mature the compound rotorcraft configuration and pave the way for the development of future
products fulfilling expectations in terms of door-to-door mobility, protection of the environment and
citizens’ wellbeing better than conventional helicopters.
To meet the expected aerodynamic performances of this platform, rotor head aerodynamic
performance is a key topic to address. Rotor head fairings are known to bring a high level gain of
aerodynamic drag reduction in forward flight, as flown on Airbus Helicopters X3.
Airbus Helicopters X3 without rotor head fairing
Airbus Helicopters X3 with rotor head fairing,
configuration holding a speed record
Yet, to make rotor head fairings practically feasible on an actual aircraft, some other critical topics
have to be addressed properly, first being the impact of these fairings on global rotor head
aerodynamics (hover flight condition, wake minimization to avoid to generate aerodynamic
excitations on the stabilizing aerodynamic surfaces located at the rear of the aircraft), and second the
practical feasibility (mechanical design, taking into account costs and maintenance issues).
To accompany the aerodynamic development of such a critical topic, aerodynamics simulations
including the precise rotor head kinematics are thus required, together with a good portion of
mechanical design work, to ensure reduced costs, light weight, accurate mechanical sizing and easy
maintenance. Besides, an almost airtight rotor head may call for a check on internal aerodynamics
inside the fairing, to check if any overheating appears and if so, to work on gaps to ease aerodynamic
cooling. Flight conditions to take into account include obviously forward flight, but there is also to
check the influence of rotor head fairings on hover in ground effect (IGE) and out of ground effect
(OGE).
The requested level of complexity of simulations shall increase during the program development:
during pre-development it might be sufficient to work on the rotor head fairings with simplified
computations (fixed, non-spinning rotor head with blade stubs only, put on a realistic fuselage),
whereas during development it will be necessary to have a very detailed, reliable modelling of the
operating rotor head (complex kinematics including cyclic movements to study impact on wake, main
rotor blades addition on blade sleeves for hover cases, some computations giving the link between
Annexes – Page 113 of 378
1st Call for Proposals (CFP01)
external and internal aerodynamics for cooling aspects) so to reduce technical risks before
demonstrator first flight.
This Call for Partners looks mainly for assistance in aerodynamic numerical simulations and specific
tool developments, with some mechanical design work to be done as well. The partners shall be
prepared to propose and cooperate on a common method set-up, and to harmonise and share
developments and findings. Tool developments shall be delivered on source code basis. The partner
shall install the software and train the Engineers in situ at the Topic leader location. Moreover the
partner shall perform complex, CPU-intensive numerical simulations in agreement with the topic
leader and deliver results and data.
2. Scope of work
The applicant is asked to structure its proposal into five main Tasks (see Table below), with the
associated Deliverables and Milestones as described in the following.
Tasks
Ref. No.
Title - Description
Due Date
0
Project Management
10/2019
1
Method development – Enhance existing software at the applicant to be
able to automatically optimize (automated surface morphing) a blade sleeve
fairing, a full-fairing beanie, and the pylon fairing. Computations are for a
series of simplified flow conditions, representative of later, more complex
flow conditions.
Preliminary aerodynamic optimisation – Aerodynamic optimization of blade
sleeves, beanie and hub fairing for drag reduction in forward flight, with a
non-spinning rotor head. First assessment of various levels of hub fairing
diameters on complete rotor aerodynamics in hover, taking into account the
fuselage underneath.
Refined aerodynamic optimization – Introduction of rotation. Shape
optimization refinement accounting for rotor spinning (interactional drag).
Check internal flow for thermics, fairing openings definition to ensure
cooling if necessary. High precision aerodynamic simulations to assess the
effect on wakes, of different reduced drag shapes.
Fairings mechanical design –.Hub-fairing mechanical design accounting for
complex kinematics, low cost and weights, and easy maintenance.
Data exchange and synthesis – Data and software delivery to the Topic
Leader and Summary of the achieved results.
10/2016
2
3
4
5
04/2018
10/2018
04/2019
10/2019
Task 0: Project Management
The task accounts for all project management activities of the Applicant.
Annexes – Page 114 of 378
1st Call for Proposals (CFP01)
Task 1: Method development
At the kick-off of the project, the applicant shall define in agreement with the topic leader the
coupling scripts necessary to carry out the optimizations of Tasks 2 and 3 (M1.0). If necessary, the
topic leader will provide the partner with proprietary software under signature of dedicated NDA
(Non-Disclosure Agreement).
The applicant is expected to write new relevant scripts to ensure automated surface morphing and
automated optimization. The newly developed scripts shall be installed at the topic leader location
and a manual documentation provided (M1.i) at dedicated intervals whenever a major development
has been achieved.
The tool chain will consist in pre-processing modules (CATIA, ANSYS ICEMCFD, others), CFD flow
solvers (elsA, TAU, FLUENT, others) coupled with an open-source optimizer software (DAKOTA). A
first series of scripts shall manage the automated generation of 3D grids from relevant
parameterizations of bodies. Dedicated scripts shall manage the coupling between pre-processing
modules and CFD codes on the one hand, and between the CFD codes and the optimizer software on
the other hand. The scripts are expected to extract relevant data from CFD results and provide
relevant inputs to the optimizer software, which will provide updated inputs for the surfacemorphing scripts.
The applicant will demonstrate the operation of newly developed scripts on the generation of
optimized sleeve fairings, beanies and hub full fairings when coupled to CFD codes in steady-state
(non-spinning) mode with relevant flow conditions.
Each delivery milestone M1.i is achieved when the applicant has installed the tool chain at the topic
lead location, delivered the script manuals and trained engineers at the topic leader location,
assuring they can use the new tool chain. Therefore, a stay of at least 1 Month in 4 years of one
engineer of the applicant institution at the topic leader location is highly probable and shall be
planned.
Task 2: Preliminary aerodynamic optimisation
To accompany the topic leader in the development of a novel compound rotorcraft, the applicant is
asked to perform rotor head shape optimization of increasing complexity. Moving from predevelopment to development, to finally approach first flight the geometrical details.
The preliminary aerodynamic optimization phase will be aimed at generating a first set of low-drag
shapes, with a first good insight of the influence of the rotor head fairing on hover performances.
The optimization work, using simplified flow conditions (non-spinning rotor head, two different
forward-flight conditions) will be conducted as follows:
— Isolate elements and optimize them in relevant conditions to go faster could be done at
first. For instance, a single blade sleeve fairing could be optimized alone, starting first from 2D thick
profiles.
— Going then to the 3D optimization of a set of sleeve fairings in interactions with fuselage.
Intermediate steps will consist in:
o Designing a 3D reference fairing solution based on the newly developed 2D thick
profiles
Annexes – Page 115 of 378
1st Call for Proposals (CFP01)
o
Placing them in different azimuthal positions on a non-spinning rotor head and
assessing drag
o Automatically optimizing these fairings in 3D. It consists in updating one sleevefairing shape; then automatically updating the other fairings’ shape as well; the
optimization objective will be a minimization of the overall rotor head drag.
Concerning the full-fairing beanie, the applicant is asked to perform an assessment of the influence
of the diameter and shape for both hover and forward flight. A full automation is not mandatory for
these investigations. In hover, the influence of 4 different diameters of beanie on the global mainrotor’s (so, including the complete blades spinning) aerodynamic performances must be assessed. In
forward flight, the influence of 2 different diameters, in conjunction with 3 different full-fairing
beanie’s heights, must be assessed. For these forward-flight investigations, only a part of main-rotor
blades can be retained.
Task 3: Refined aerodynamic optimization
In this task, the applicant is asked to further optimize shapes of blade sleeves and full-fairing beanies,
considering a spinning rotor head with cyclic-kinematics inputs. For this purpose, the applicant is also
asked to investigate the influence of at least 4 pylon-fairing’s shapes.
Objectives for these optimizations will be:
— to minimize the overall drag (rotor-head drag and interaction drag at the fuselage);
— to reduce the wake generated by the rotor head.
To achieve these objectives, a 2-step approach is recommended.
1. Step #1 consists in searching for optimal combinations of shapes’ modifications (sleeves,
full-fairing beanie, pylon fairing) for maximal drag reduction and reduced wake in the
vicinity of the rotor head;
2. Step #2 consists in convecting numerically the wake generated by 2 sets of new shapes
selected in step #1, up to the rear parts’ location.
Depending on the diameter of the full-fairing beanies and their fairing capabilities (i.e. including the
lead-lag dampers inside the fairing or not), further aerothermic investigations may be carried out. In
particular, if the lead-lag dampers are inside the fairing, there will the need to ensure its cooling,
using openings in the initially airtight full-fairing beanie. To this purpose, aerodynamics simulations
accounting for both internal and external flows with temperature sources inside the fairing should be
performed. These studies will be aimed at defining the minimal openings’ surface ensuring sufficient
cooling while not causing important penalty on drag.
Task4: Fairings mechanical design
This task is dedicated to mechanical design of the full fairing elements. The applicant will deliver CAD
geometries of full-fairing beanies, optimized blade sleeves and pylon fairings. These CAD geometries
must take into account the complex kinematics, low cost and weights, and easy maintenance
objectives and constraints. In particular, the step between an optimized aerodynamic surface to a
practical mechanical part is critical (attachment to the existing elements and mechanical sizing of
various thicknesses accounting for aerodynamic and inertia loads). For this purpose, a strong
interaction with the topic leader will be set up.
Annexes – Page 116 of 378
1st Call for Proposals (CFP01)
Task5: Data exchange and synthesis
At project kick-off the applicant will receive some preliminary data and information from the topic
leader concerning the geometry of the compound rotorcraft, including the full, articulated rotor
head, to be simulated. Regularly during the project the input provided by the topic leader will be
updated according to evolution of the rotorcraft development. Roughly four loops have been
envisaged. The applicant shall plan a stay at the topic leader location to get this information and
data. At the same time the applicant might deliver intermediate versions of the scripts as described
in Task 1.
At the end of the project the applicant shall deliver an exhaustive document D5 summarising the
achievements, the difficulties encountered and the lessons learned.
3. Major Deliverables / Milestones and schedule (estimate)
Proposed Deliverables and Milestones, as well as the topic leader inputs, are listed in the following:
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Optimization tool chain delivered at the topic
leader location
3D optimized sleeve fairings together with the
scripts, based on D1, employed to generate the
optimized shapes
Best combinations of updated optimized surfaces
ensuring best benefits on drag & wake
Influence of new shapes on the main-rotor wake,
and aerothermic risk mitigation, including if
necessary CAD files of fairings with openings
Mechanical design, including a report about the
sizing of the structure design
Updated mechanical design, including a report
about the sizing of the structure design
Final synthesis
Software, manuals
& script examples
CAD files
10/2016
Software, manuals
& script examples
Document, CAD
files
10/2018
Document, CAD
files
Document, CAD
files
Document, CAD
files, software,
manuals
04/2018
D2
D3.1
D3.2
D4.1
D4.2
D5
04/2018
10/2018
04/2019
10/2019
Annexes – Page 117 of 378
1st Call for Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1.0
Definition of the computational method –
Decision
11/2015
M1.1
Delivery of software package vr. 1 –
04/2016
M2.3
Software and
Manual delivery
to topic leader
Delivery of software package vr. 2 –
Software and
Manual delivery
to topic leader
Delivery of 2D optimized thick profiles for sleeve CAD files or list
fairings
of points
Delivery of 3D reference sleeve fairings based on 2D CAD files
optimized shape
Delivery of 3D optimized sleeve fairings
CAD files
M3.1
Delivery of optimized shape combinations
CAD files
06/2018
M3.2
Report on the influence of new shapes on the mainrotor wake
Report on the aerothermic risk mitigation, including
if necessary CAD files of fairings with openings
Report and CATIA files allowing the practical
implementations of newly developed fairings
All the data exchange & software/methodology
delivered at the topic leader location
Document
08/2018
Document and
CAD files
Document and
CAD files
Software/
Manuals/CAD
files/Document
10/2018
M1.2
M2.1
M2.2
M3.3
M4
M5
10/2016
04/2017
10/2017
04/2018
04/2019
10/2019
Annexes – Page 118 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
-
Qualified and demonstrated skills with Computational Fluid Dynamics (CFD) for Rotorcrafts
including :
o
the ability to model and simulate complex blade kinematics (collective and cyclic
components);
o
the ability to model and simulate complete main rotor (rotor head + rigid blades) with
the fuselage underneath in hover OGE and IGE;
o
the ability to model and simulate low speed internal flow with thermal source in
interaction through openings with higher speed external aerodynamics;
o
the ability to model and simulate complex wakes, and to reasonably conserve them until
the rear parts location
-
The CFD solver selected by the applicant shall implement at least a URANS (Unsteady Averaged
Navier-Stokes) formulation. Of crucial importance is the capability of the selected flow solver to
preserve wakes long enough to account for aerodynamic interactions. Therefore, higher-order
numerical conservative schemes or vortex confinement techniques shall be preferred, as wells as
the ability to efficiently compute on Cartesian meshes. To account for rotation, and bodies in
relative motion (flap, pitch and lag articulations), the ability of the CFD solver to compute on
overlapping (Chimera) or sliding meshes is a must. In its proposal the applicant shall dedicate a
section to the selected flow solver in which compliance to these conditions is demonstrated.
-
Qualified and demonstrated skill in developing aerodynamic optimisation using CAD, surface
morphing, meshing, CFD and an optimisation algorithm is essential.
-
Moreover, the detailed knowledge of the following commercial software, from data preprocessing to solvers and post-processing, will be fully appreciated during the selection phase:
CATIA V5®, ANSYS-ICEMCFD®, FLUENT®, and Tecplot®.
-
List of publications on relevant international journals and participation to conferences is required
to certify the expertise in the field.
-
Access to High Performance Computing (HPC) facilities is mandatory to perform the requested
simulations. It here expected that the applicant be able to compute on CFD meshes above 100
Million cells: this is today state-of-the-art at the topic leader location.
Annexes – Page 119 of 378
1st Call for Proposals (CFP01)
III.
Support to the aerodynamic analysis and design of propellers of a compound
helicopter
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
FRC
2.5-1
400 k€
24 months
Start
Date15
10/2015
Identification
Title
JTI-CS2-2014-CFP01-FRC- Support to the aerodynamic analysis and design of propellers of a
02-03
compound helicopter
Short description (3 lines)
The selected partner is asked to compute with CFD method the performance (power and thrust as
function of pitch angle, airspeed and speed of rotation) and aerodynamic control loads of propellers
of a compound helicopter. Local parameters (angles of attack, airspeed Mach number) as function of
radius and chord will be analyzed.
15
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 120 of 378
1st Call for Proposals (CFP01)
1. Background
The final goal of the “Low Impact, Fast & Efficient RotorCraft (LifeRCraft)” demonstration program is
to mature the compound rotorcraft configuration and pave the way for the development of future
products fulfilling expectations in terms of door-to-door mobility, protection of the environment and
citizens’ wellbeing better than conventional helicopters.
To accompany the aerodynamic, flight development of such a novel architecture, comprehensive
simulations (digital wind tunnel approach) are required, able to model the propellers in trimmed
flight conditions, accounting for complex aerodynamic phenomena at low as well as high speed.
CFD simulation of a propeller in cruise flight (streamlin velocities and blade pressure distribution)
This Call for Partners looks for assistance in aerodynamic numerical simulations. The partner shall
perform complex, CPU-intensive numerical simulations in agreement with the topic leader and
deliver results and data.
Annexes – Page 121 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The applicant is asked to structure its proposal into two main Tasks (see Table below), with the
associated Deliverables and Milestones as described in the following.
Tasks
Ref. No.
Title - Description
Due Date
0
Project Management
1
Aerodynamic simulations – Aerodynamic computations of a compound
rotorcraft propellers
Data exchange and synthesis – Data and software delivery to the Topic
Leader and Summary of the achieved results.
10/2015 10/2017
10/2015 10/2017
10/2015 10/2017
2
Task 0: Project Management
The task accounts for all project management activities of the Applicant.
Task 2: Aerodynamic simulations
To accompany the topic leader in the development of a novel compound rotorcraft, the applicant is
asked to perform computations of:
 performance i.e. thrust and power of propeller as function of pitch angle, airspeed and speed of
rotation
 aerodynamic control loads of blades i.e. pitching moment at blade root
In a first phase, the topic leader will provide a first definition of the propeller to be computed with
objectives of thrust for different flight cases (In1). The applicant shall compute associated required
power and aerodynamic control load and propose blade modifications (airfoil, twist, chord, sweep
angle, …) in order to minimize these power and aerodynamic control load and deliver his proposal
(D1). Several modifications maybe proposed as some flight cases (at least 3) may be antagonistic. The
topic leader will choose and integrate this modification in the complete rotorcraft design and make a
definitive choice. This choice will be sent (In2) to the applicant for a second batch of computations to
be delivered (D2). A third loop will be foreseen (In3, D3).
Task 3: Data exchange and synthesis
At project kick-off the applicant will receive some preliminary data and information from the topic
leader concerning the propeller of the compound rotorcraft to be simulated (In1). The input provided
by the topic leader will be updated (In2, In3) according to evolution of the rotorcraft development.
At the end of the project the applicant shall deliver an exhaustive document D4 summarising the
achievements, the difficulties encountered and the lessons learned.
Annexes – Page 122 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Synthesis of aerodynamic computations and
proposal for a modified propeller V1
Synthesis of aerodynamic computations and
proposal for a modified propeller V2
Synthesis of aerodynamic computations and
proposal for a modified propeller V3
Final synthesis – Synthesis of the main results,
difficulties and lessons learned.
Specification 1 – Data (CATIA geometry) of the
initial version of the propeller. The flight
conditions to be simulated will be delivered too.
Specification 2 – Data of the current version of
the compound rotorcraft. The flight conditions to
be simulated might be revised.
Specification 3 – Data of the current version of
the compound rotorcraft. The flight conditions to
be simulated might be revised.
Document + data file of
performance and loads
Document + data file of
performance and loads
Document + data file of
performance and loads
Document
02/2016
Topic Leader data
delivery to Partner
10/2015
Topic Leader data
delivery to Partner
4/2016
Topic Leader data
delivery to Partner
10/2016
D2
D3
D4
In1
In2
In3
08/2016
02/2017
10/2017
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
4. Special skills, Capabilities, Certification expected from the Applicant(s)
-
-
Qualified and demonstrated skills with Computational Fluid Dynamics (CFD) for propellers.
The CFD solver selected by the applicant shall implement at least a URANS (Unsteady
Averaged Navier-Stokes) formulation
Moreover, the detailed knowledge of the following commercial software, from data preprocessing to solvers and post-processing, will be fully appreciated during the selection
phase: CATIA V5®, ANSYS-ICEMCFD®, ANSYS-CFX®.
List of publications on relevant international journals and participation to conferences is
required to certify the expertise in the field.
Access to High Performance Computing (HPC) facilities is mandatory to perform the
requested simulations. It here expected that the applicant be able to compute on CFD
meshes above 100 Million cells: this is today state-of-the-art at the topic leader location.
Annexes – Page 123 of 378
1st Call for Proposals (CFP01)
IV.
Tools Development For Aerodynamic Optimization On Engine Air Intake
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
Identification
JTI-CS2-2014-CFP01-FRC02-04
IA
FRC
2.7.3 – [Engine Air Intake]
400 k€
18 months
Start
Date16
10-2015
Title
Tools Development For Aerodynamic Optimization On Engine Air Intake
Short description (3 lines)
Within the Digital Wind Tunnel activity line of the Fast RotorCraft IADP the selected partner is asked
to support the topic leader to set up a workflow dedicated to engine air inlet aerodynamic
optimization. This workflow will be used to define the next generation of rotorcraft engine air inlets.
16
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 124 of 378
1st Call for Proposals (CFP01)
1. Background
The final goal of the “Low Impact, Fast & Efficient RotorCraft (LifeRCraft)” demonstration program is
to mature the compound rotorcraft configuration and pave the way for the development of future
products fulfilling expectations in terms of door-to-door mobility, protection of the environment and
citizens’ wellbeing better than conventional helicopters.
To accompany the acoustic, aerodynamic, flight mechanic and aeroelastic development of such a
novel architecture, comprehensive simulations (digital wind tunnel approach) are required, able to
model the complete rotorcraft in all flight conditions, accounting for complex aerodynamic
interactional phenomena and acoustic emissions.
A rotorcraft engine air inlet has the mandatory requirement to be able to feed the engine with the
minimum pressure losses and total pressure distortion in all flight conditions (ie. In hover rearward
and forward flight cases)
.
Example of engine air inlet duct
V1
V1
V0
V0 = 0
V2
V2
Examples of aerodynamic behaviour of a dynamic air inlet
This Call aims in developing a workflow using latest technics of 3D optimization for aerodynamic of
air inlets.
Annexes – Page 125 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The applicant is asked to structure its proposal into four main Tasks (see Table below), with the
associated Deliverables and Milestones as described in the following.
Tasks
Ref. No.
Title – Description
Due Date
0
Project Management
1
Method development – Develop workflow for 3D optimization process
(links between CAD, mesh, CFD code and optimizer)
Aerodynamic simulations – Aerodynamic optimization computations of a
classical dynamic air inlet
Data exchange, installation and synthesis – Software and data delivery to
the Topic Leader, installation of software in Topic Leader’s company and
Summary of the achieved results.
Inlet Barrier Filter simulation – Develop a methodology to simulate
macroscopic behaviour of IBF
Aerodynamic simulations – Aerodynamic optimization computations of a
filtered air inlet
10/2015 10/2016
10/2015
- 4/2016
4/2016 6/2016
4/2016 10/2016
2
3
4
5
6/2016 –
12/2016
12/2016 –
4/2017
Task 0: Project Management
The task accounts for all project management activities of the Applicant.
Task 1: Method development
The partner shall developp a workflow adapted to the specificities of rotorcraft engine air inlet
optimization.
The aerodynamic objectives will be the minimization of all the engine interation criteria (figures will
be provided by the Topic Manager at the beginning of the project. These criteria are the folowing:
1- IDR
IDR 
pring min  ptot
ptot
Where
ptot : Mean total pressure at AIP
p ring min : Minimum value of mean total pressure at any ring sector of AIP (Aerodynamic Interface
Plane)
2- DC60
DC 60 
ptot60  ptot
pdyn
Where
Annexes – Page 126 of 378
1st Call for Proposals (CFP01)
ptot60 : Minimum value of mean total pressure at any 60° sector of AIP.
ptot : Mean total pressure at AIP.
p dyn : Mean dynamic pressure at AIP.
3- Local total pressure variation
dp p tot (r ,  )  p tot

q
p dyn
Where ptot (r , ) is local total pressure at AIP
4- Total pressure loss
dp ( ptot ) AIP  p ref

p
p ref
Where ( ptot ) AIP is the mean total pressure at AIP
α:
5- Local and average speed swirl angle
The angle between the ortho-radial and the axial components of the speed at AIP
Rotor effects shall be taken into account through an actuator disc approach. Rotor loads will be
provided by the Topic Leader.
3 flight cases shall be analyzed:
1- Hover out of ground effect
2- Climbing flight conditions (forward flight at speed around 70 kts)
3- High forward flight speed (around 200 kts)
The engine mass flow rate will evolve with rotorcraft velocity.
The shape optimization should be led thanks to a CFD-Optimizer chain able to modify the reference
geometry provided as input. The air intake lips, duct and limited part of the cowlings are part of the
optimization. Addition of guide vanes (ribs) in the air inlet shall be possible in the final delivery of the
tool.
Current state of the art design of experiment methods are envisaged, but the applicant shall also
consider sensitivity based apporaches or Adjoint method.
Any software developed within this package must be made available as source code to the Topic
manager.
The tools used shall be part of the list below:
 Catia V5®
 SpaceClaim®
 ANSYS ICEMCFD®
 ANSYS Meshing®
 ANSYS Fluent Meshing®
Annexes – Page 127 of 378
1st Call for Proposals (CFP01)





ANSYS Fluent®
ANSYS Workbench®
DAKOTA
Tecplot®
FieldView®
Task 2: Aerodynamic simulations
The topic manager will provide to the applicant a reference geomtry to be optimized.
The applicant shall apply the newly developped optimization wrokflow in order to get an optimized
design of the reference geometry.
Task 3: Data exchange, installation and synthesis
At project kick-off the applicant will receive some preliminary data and information from the topic
leader concerning the reference geometry, engine mass flow rates and the quantitative limitations of
installation criteria.
The applicant might deliver intermediate versions of the software as described in Task 1.
At the end of the project the applicant shall install the workflow in the Topic Leader’s company,
launch a part of the process performed in task 2 aiming at demonstrating the non-regression of the
workflow and deliver an exhaustive document D3 summarising the achievements, the difficulties
encountered and the lessons learned.
Task 4: Inlet Barrier Filter simulation
Inlet Barrier Filters (IBF) are pleated filters with very high filtration ratio. IBF are defined by some
geometric parameters (size of pleats) and filter media.
The partner shall develop a methodology to simulate the global behaviour of any IBF, aiming at
taking this macroscopic behaviour into account during engine air inlet simulations and so during
optimization loop.
The partner can propose On-the-shelf tools coupling or develop methodology within ANSYS-FLUENT
in order to generate data base to be used during inlet computation.
The developed methodology shall permit to estimate the pressure losses generated by a clean IBF,
but also the clogging process and the pressure losses associated.
The topic leader will provide test data base of pressure losses variation as a function of incidence,
sideslip and mass flow rate. The partner shall validate its methodology, at least, thanks to this data
base (any other validation data will be appreciated).
Task 5: Aerodynamic simulations
The topic manager will provide to the applicant a filetred air inlet geomtry to be optimized.
The applicant shall apply the newly developped optimization wrokflow in order to get an optimized
design of the filtered air inlet geometry.
Annexes – Page 128 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
In the following the proposed Deliverables and milestones are given:
Deliverables
Ref. No.
Title - Description
Type
Due Date
In1
CATIA model of the loft of the reference configuration
T0
In2
Engine mass flow rates and installation criteria
D1-1
Document describing the workflow of optimization
and detailed tools used
Final document, installation, user and developer
manual of the workflow
Software package and test case delivery
Topic Leader data
delivery to Partner
Topic Leader data
delivery to Partner
Document
Document
T0 + 6m
Software
T0 + 6m
Difficulties encountered by Topic leader to install and
run tool developed
Synthesis of the aerodynamic optimization.
Document
T0 + 7m
Document
T0 + 8m
Exhaustive document summarising the achievements,
the difficulties encountered and the lessons learned of
optimization workflow development
IBF definition and test data base to be used for
validation
Software package and test case delivery
Document
T0 + 12m
Document
T0 + 8m
Software
T0 + 14m
Exhaustive document summarising the achievements,
the difficulties encountered and the lessons learned of
IBF simulation methodology
Synthesis of the aerodynamic optimization.
Document
T0 + 14m
Document
T0 + 18m
D1-2
D1-3
In3
D2
D3
In4
D4-1
D4-2
D5
T0
T0 + 3m
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1
Tools selection for optimization
Decision
T0 + 1m
M2
Workflow selection
Decision
T0 + 4m
M3
Tools selection for IBF simulation
Decision
T0 + 9m
Annexes – Page 129 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
Successful applicants will have a qualified and demonstrable skill set in aerodynamic, CFD and
numerical tools disciplines and a track record in relevant industry sectors. Evidence of publications in
the relevant journals or forums would be a good indicator of expertise in the field. An intimate and
working knowledge of the following commercial packages is expected: CATIA V5® and ANSYSFLUENT®. All software used must be compatible with that used by the industrial partner.
Annexes – Page 130 of 378
1st Call for Proposals (CFP01)
V.
HVDC Starter/Generator
Type of action (RIA or IA)
IA
Programme Area
LPA / REG / FRC / AIR / ENG / SYS / SAT / ECO / TE
Joint Technical Programme (JTP) Ref.
WP FRC2.8.7
Indicative Funding Topic Value (in k€)
800 k€
Duration of the action (in Months)
42 months
Identification
Title
JTI-CS2-2014-CFP01-FRC02-05
HVDC Starter/Generator
Start
Date17
06/2015
Short description (3 lines)
Objective: to develop up to TRL6 a High Voltage Direct Current (HVDC) controlled Starter/Generator
(S/G) intended to be installed on the LifeCraft helicopter for Demonstration in flight.
17
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 131 of 378
1st Call for Proposals (CFP01)
1. Background
The activity of this sWP 2.8.1.4 is a part of the “electrical Generation and Distribution & Lighting
system” for the Life Craft demonstrator: WP 2.8.1.
The electrical generation and distribution system will be an 270Vdc innovative electrical system.
WP 2.8.1 Organization:
2.8.1
2.8.1.1
Electrical Generation, distribution
system & Lighting
System activity and adaptation
2.8.1.2
Power management strategy &
electrical System optimization
2.8.1.3
HVDC Generators
2.8.1.4
Engine starter generator
2.8.1.5
Power storage
2.8.1.6
HVDC Network management
2.8.1.7
Power converter
2.8.1.8
Interior and exterior lighting
2.8.1.9
Laser landing light
2.8.1.10
Electrical system testing
Activity AH:
Architecture, load analysis, system spec,
equipment spec, partner selection, partner follow
up, verification plan for Permit to flight Extrapolation to serial Aircraft.
Activity partner:
Electrical system component optimization and
energy management strategy. Validation of
optimization and strategy with simulation,
verification on bench
Activity partner:
20/40kVA HVDC generator
Activity partner:
Starter generator - starter HVDC, generator 28Vdc
Activity partner:
HVDC battery for engine starting
Activity partner:
HVDC electrical master box & secondary
distribution (SSPC)
Activity partner:
HVDC/28Vdc converter
AC115Vac/HVDC converter
HVDC/115vac converter
Activity AH:
Interior and exterior lighting system for
demonstrator
Activity partner:
Laser landing light for demonstrator
Activity AH:
Bench test integration and verification for permit
to flight
Annexes – Page 132 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The aim of this document is to detail the activities required for designing and developing the
innovative HVDC Controlled starter generator to be integrated in the life craft helicopter.
The controlled starter generator is a major component of the HVDC Network.
The aims of the HVDC Network are:

To manage power sources connection to the network

To satisfy the electrical power protection and distribution requirements both in flight and on
ground

To satisfy the engine starting operation requirements

To improve safety conditions on board in observance of official safety regulations:
o Compliance with CS29: Certification Specification for Large Rotorcraft
o Compliance with FAR PART 29

To improve reliability and reduce maintenance costs
HVDC Network management system description:
The following picture depicts the electrical system of the demonstrator:
CFP
The electrical system supplies all installed equipment from available power generation equipment:
starter-generators (SG1 and SG2), HVDC generator (HVGEN), batteries (HV BAT and EMER BAT) or
Annexes – Page 133 of 378
1st Call for Proposals (CFP01)
External Power Unit (EPU); while satisfying safety conditions. The HVDC Network management
system is composed of one High Voltage Direct Current Electrical Master Box (HVEMB).
The following guidelines establish the main operational modes of the HVDC Network management
system:

Under normal operation of the helicopter, the HVEMB provides power to high power
consumers via dedicated interfaces (F2, F3 and F4). The 28Vdc network is supplied via the
DC/DC Converter and the both starter generator.

In case of a single starter-generator failure, EMB3 is automatically reconfigured so that it can
supply power from the DC/DC Converter to that side of the network (either EMB1 or EMB2).

If both starter-generators fail, EMB3 is reconfigured so that the HVdc generator, via the
DC/DC converter, supplies the essential equipment necessary to ensure the flight safety
(“Emergency flight" operation). A secondary backup solution is implemented by means of the
28Vdc emergency battery.

On ground, before starting the engine, power supply to the distribution network is provided
via the HV BAT and/or EPU.
2.1. S/G Technical description
270VDC H/C
network
270Vdc
84A max
~2m
DRIVING
MODE
GEN
MODE
~2m
STARTER
MODE
SM :
050% of GM speed
17kW
~7m
28VDC H/C
network
30Vdc
300A
GEN
MODE
ECU
RM
N phases
GM :
Engine
12~15krpm*
Secondary
Distribution
S/G
Only in Starter Mode (SM):
28V, 5A max
Annexes – Page 134 of 378
1st Call for Proposals (CFP01)
As described on above picture the S/G is composed of two components: Electrical Control Unit (ECU),
installed in the cabin compartment, and the Rotating Machine (RM), installed in the engine
compartment on the Engine Gaz Generator auxiliary unit. The main characteristics of the S/G are the
following:
- Output nominal speed: GM=12~15krpm* and SM=050% of GM speed
* to propose best speed for weight reduction and compatible with grease lubrication
- Minimum Starter torque (SM): as per below figure
MINIMUM S/G TORQUE FOR A SPEED AT 12 000 RPM (EXAMPLE)
70
66
60
66
AUTHORISED TORQUE
50
Torque (N.m)
66
52.7
52.7
43.7
40
30
40.57
NOT AUTHORISED TORQUE
20
17.56
10
0
0
2500
3500
6480
Speed (rpm)
- Starter duration: worst case of below sequences (Xdefined by partner without oversizing the S/G):
Annexes – Page 135 of 378
1st Call for Proposals (CFP01)
≥20s
≥30s
≥20s
Crank
Crank
Aborte
d
≥30s
≥15s
≥30s
Successful
≥20s
≥20s
X
Crank
X
Crank
≥30s
X
Successful
- Overspeed: 125% for 5 minutes
- Electrical Current generated: In=300A from 18Vdc up to 28,5Vdc
- GM Overload:
 In x 150% for 5 minutes with no impact on reliabilty of S/G
 In x 200% for 5 seconds with no impact on reliabilty of S/G
- Starter current and generator voltage characteristics as per EN2282
- Voltage precision in generator: ± 1% of Point Of Regulation
- Efficiency: Motor≥75% / Generator≥80%
- Torque ripple ≤10% min Torque in Starter and Generator mode
- Communication: anolog, discreet and numeric BUS (preferred CAN)
- Testability: at least PBIT and CBIT
- Mechanical interface with Engine:
 Shaft with spline compliant with AS972
 Shear section (Max torque x 2,5)
 S/G removal and replacement within 30 minutes
- MTBF: 2000h
- RM Lubrication: Grease
- Weight objective for ECU+RM+cables btw ECU and RM: 28kg
- Volume objective: RM=as per below drawing / ECU=max. 1L/kg
Annexes – Page 136 of 378
1st Call for Proposals (CFP01)
- Cooling: RM=self air-cooled via a duct from outside / ECU=self cooled
- Max T°C: RM cooling air≤55°C / RM ambient≤125°C / ECU (cabin)≤70°C
- Min T°C: Storage≥-55°C
- FDAL: as per below table
Ref
S/G function
F DAL
F1
Starter Mode
C
F2
Generator Mode
B
F2.1
Provide electrical power to H/C network
B
(Independent from 2.2)
F2.2
Monitor electrical power generation
B
(Independent from 2.1)
F3
Overvoltage protection
B
F4
Fire or overheating
A
- Fire/hot surface for RM:
Annexes – Page 137 of 378
1st Call for Proposals (CFP01)

Behaviour without S/G failure:
o S/G not activated: RM temperature < ambient + 15°C.
o S/G activated: RM shall not lead to hot surfaces/points higher than 315°C
 Behaviour in case of S/G failure(s):
o No single failure shall lead to create sparks and overheating higher than 175°C
o Upon single failure, RM temperature shall not exceed 315°C
- Induced skin T°C on H/C structure for ECU ≤150°C
- At least, 3 independent failures shall be necessary to create an equipment fire
2.2. Activities description
Ref. No.
Title - Description
Due Date
TS 2.8.1.4-1
Product Description
The main objective of this task is to review the customer
specification, and describe the product to be design,
manufactured, qualified and provided to the customer for
testing.
 This activity will be closed by a review: Product Description
Review.
Preliminary design
The main objective of this activity is to validate the Equipment
requirements and check that equipment preliminary design is
consistent with these requirements: architecture concept
according to performance and safety requirements, sizing,
interfaces definition, substantiation of design choice.
The test plan and procedure will also be defined.
 This activity will be closed by a review: Preliminary Design
Review (PDR).
Critical design
The main objective of this activity is to realize the detailed design
(mechanical, electrical, thermal, …), realize drawings, finalize
safety analysis, prior to launch equipment manufacturing.
 This activity will be closed by a review: Critical Design Review
(PDR).
B1 model manufacturing
The main objective of this activity consists of manufacturing the
first prototypes B1 model for test (B1 model is model identical in
fit, form and function with the specified equipment).
 This activity will be closed by a First Article Inspection.
June 2015
To
September
2015
TS 2.8.1.4-2
TS 2.8.1.4-3
TS 2.8.1.4-4
June 2015
To
December
2015
January 2016
To
June 2016
July 2016
To
March 2017
Annexes – Page 138 of 378
1st Call for Proposals (CFP01)
Ref. No.
Title - Description
Due Date
TS 2.8.1.4-5
TRL5 tests
As part of the development verification, this activity consists of
testing the equipment against the key aspects of the operational
environment (functional, environmental).
This activity will be completed by a TRL5 analysis.
 This activity will be closed by TRL5 validation.
Integration tests at Customer’s
In parallel of TRL5 testing activity, the applicant will have to
deliver B1 models to the customer for bench integration tests.
 This activity will be closed after bench tests.
Loop on Critical Design
Objective of this activity is to define design correction after TRL5
assessment and integration tests in order to prepare B2 model
manufacturing (B2 model is a model identical in fit, form and
function with the specified equipment model at latest design that
will be qualified for flight test clearance).
 This activity will be closed by a new Critical Design Review.
B2 model manufacturing
The applicant will have to manufacture B2 model according to
design file validated in last Critical Design Review.
 This activity will be closed by a First Article Inspection.
Flight Clearance Tests
Objective of this activity is to perform the necessary tests and
analysis to demonstrate B2 models are flight cleared.
 This activity will be closed by Declaration of Design and
Performance.
Flight test
The applicant will deliver B2 models and support the customer
during tests on flight demonstrator.
 This activity will be closed at the end of testing activity
TRL6 demonstration
The applicant will provide the complementary evidence for TRL6
validation.
 This activity will be closed by TRL6 validation.
April 2017
To
June 2017
TS 2.8.1.4-6
TS 2.8.1.4-7
TS 2.8.1.4-8
TS 2.8.1.4-9
TS 2.8.1.4-10
TS 2.8.1.4-11
April 2017
To
June 2017
July 2017
To
August 2017
September
2017
To
March 2018
April 2018
To
June 2018
July 2018
To
December
2018
December
2018
3. Major Deliverables / Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
Annexes – Page 139 of 378
1st Call for Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
Type
Due Date
September
2015
September
2015
Product Description Documents
D2.8.1.4-1.1
Compliance matrix to customer specification
Document
D2.8.1.4-1.2
Product Description with requirements tracking
Document
Preliminary Design Documents
D2.8.1.4-2.1
Preliminary design file including:
- Architecture choice
- Sizing substantiation
- Software and/or Hardware architecture
- Thermal analysis
Interface Control Document (electrical,
mechanical, thermal, cooling, …)
Preliminary safety and reliability assessment (FHA)
Document
December 2015
Document
December 2015
Document
December 2015
Document
December 2015
D2.8.1.4-2.5
Test plan and procedure (Acceptance Procedure
and Qualification Procedure)
Weight and balance report
Document
December 2015
D2.8.1.4-2.6
3D model
Software
December 2015
Document
June 2016
D2.8.1.4-3.5
Detailed design file & drawings:
- Detailed design description
- Mechanical drawings
- Electrical and electronics drawings
Substantiation file including update of:
- Architecture choice
- Sizing substantiation
- Software and/or Hardware architecture
- Mechanical static and fatigue
substantiations
- Thermal analysis
Safety and reliability assessment (SSA, FHA, Fault
Trees, FMEA, CCA)
Software and/or Hardware Complex requirement
specification and design document if applicable
Weight and balance report update
D2.8.1.4-3.6
3D model update
D2.8.1.4-2.2
D2.8.1.4-2.3
D2.8.1.4-2.4
Critical Design Documents
D2.8.1.4-3.1
D2.8.1.4-3.2
D2.8.1.4-3.3
D2.8.1.4-3.4
June 2016
Document
June 2016
Document
June 2016
Document
June 2016
Document
June 2016
B1 model manufacturing
Annexes – Page 140 of 378
1st Call for Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D2.8.1.4-4.1
First Article Inspection
Document
March 2017
Document
June 2017
2 equipment prototypes (B1 models) with
Acceptance Tests Reports
Loop on Critical Design Documents
Hardware +
Document
March 2017
D2.8.1.4-7.1
Document
August 2017
Hardware +
Document
March 2018
TRL5 Demonstration Documents
D2.8.1.4-5.1
TRL5 questionnaire + evidences
Integration tests at Customer’s
D2.8.1.4-6.1
Updated CDR documentation
B2 model manufacturing
D2.8.1.4-8.1
First Article Inspection
Flight Clearance Documents
D2.8.1.4-9.1
Qualification Reports
Document
June 2018
D2.8.1.4-9.2
Declaration of Design and performance
Document
June 2018
D2.8.1.4-9.3
Software and/or Hardware Complex verification
results
Document
June 2018
3 equipment prototypes (B2 models) with
Acceptance Tests Reports
TRL6 Demonstration Documents
Hardware +
Document
March 2018
D2.8.1.4-11.1
TRL6 complementary evidences
Document
December 2018
D2.8.1.4-11.2
Serial application extrapolation
Document
December 2018
Ref. No.
Title - Description
Type
Due Date
M2.8.1.4-0
Kick off Meeting
Review
June 2015
M2.8.1.4-1
Product Description Review
Review
September 2015
M2.8.1.4-2
Preliminary design Review
Review
December 2015
M2.8.1.4-3
Critical Design Review
Review
June 2016
M2.8.1.4-4
First Article Inspection
B1 models delivery
TRL5 Review
Delivery
March 2017
Review
June 2017
Critical Design Review 2
Review
August 2017
Flight Tests
D2.8.1.4-10.1
Milestones
M2.8.1.4-5
&
M2.8.1.4-6
M2.8.1.4-7
Annexes – Page 141 of 378
1st Call for Proposals (CFP01)
Milestones
Ref. No.
Title - Description
Type
Due Date
M2.8.1.4-8
Review
March 2018
M2.8.1.4-9
First Article Inspection 2
B2 models delivery
Declaration of Design and Performance
Delivery
June 2018
M2.8.1.4-10
First Flight
Milestone
July 2018
M2.8.1.4-11
End of Project review – Extrapolation to serial
product
Review
December 2018
Annexes – Page 142 of 378
1st Call for Proposals (CFP01)
General Schedule
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant must have design and manufacturing capability in electric machine Field.
The applicant shall demonstrate ability to design and manufacture aeronautic equipment, he must
show experience in utilization of DO160, DO178, DO254 standards.
The applicant must show equivalent activities for airborne equipment in his technical field.
Minimum qualification required: ISO9001, EN9100, CS PART21, PART 145 if possible.
Annexes – Page 143 of 378
1st Call for Proposals (CFP01)
VI.
High Voltage Network Battery
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
Identification
JTI-CS2-2014-CFP01-FRC-02-06
IA
FRC
WP FRC2.8.8
800 k€
36 months
Start
Datei
06-2015
Title
High Voltage Network Battery
Short description (3 lines)
The work consists of design, development, manufacturing, qualification and support of a prototype
battery for flight tests. This battery is connected to a helicopter high voltage electrical network and
used for pre-flight power supply and starting.
Annexes – Page 144 of 378
1st Call for Proposals (CFP01)
1. Background
The activity of this workpackage is required to build the electrical Generation and Distribution &
Lighting system for the Life Craft demonstrator: WP 2.8.1.
The electrical generation and distribution system will be an 270Vdc innovative electrical system.
WP 2.8.1 Organization:
2.8.1
2.8.1.1
Electrical Generation,
distribution system & Lighting
System activity and adaptation
Activity AH:
Architecture, load analysis, system spec, equipment spec,
applicant selection, applicant follow up, verification plan
for Permit to flight - Extrapolation to serial Aircraft.
2.8.1.2
Power management strategy &
electrical System optimization
Activity applicant:
Electrical system component optimization and energy
management strategy. Validation of optimization and
strategy with simulation, verification on bench
2.8.1.3
HVDC Generators
2.8.1.4
Engine starter generator
Activity applicant:
20/40kVA HVDC generator
Activity applicant:
Starter generator - starter HVDC, generator 28Vdc
2.8.1.5
Power storage
2.8.1.6
HVDC Network management
2.8.1.7
Power converter
2.8.1.8
Interior and exterior lighting
2.8.1.9
Laser landing light
2.8.1.10
Electrical system testing
Activity applicant:
HVDC battery for engine starting
Activity applicant:
HVDC electrical master box & secondary distribution (SSPC)
Activity applicant:
HVDC/28Vdc converter
AC115Vac/HVDC converter
HVDC/115vac converter
Activity AH:
Interior and exterior lighting system for demonstrator
Activity applicant:
Laser landing light for demonstrator
Activity AH:
Bench test integration and verification for permit to flight
Annexes – Page 145 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The aim of this document is to detail the activities required for designing and developing the
innovative High Voltage Network Battery (HVNB) to be integrated in the life craft helicopter.
This battery ensures the following functions:
 Power supply of the distribution network, on ground, before starting up the engine, when no
other power supply is available on the network, via a DC/DC Converter.
 Power supply, on ground or in flight, of the starter-generator for starting up the engine.
The electrical generation and distribution system will be an High Voltage 270Vdc according to MILSTD-704-F.
CfP
HVEPU
HVGEN
HVNB
SG2
SG1
HVEMB
HVdc
HVEPLC
HVBATC
S/G1 ECU
HVGLC
HV MAIN BUS
ECUC1
F2
F3
HPC
F2
HLC
F3
F1
ECUC2
S/G2 ECU
F4
CONC
F1
F4
DC/DC
Converter
EMER
BAT
28Vdc
EMB1
EPU
EMB3
EMB2
Objective of this workpackage is to design, develop, manufacture, test and qualify a High Voltage
Network Battery (HVNB) for the purpose of flight tests.
Before main electrical generation is providing power to the HVDC network, the battery shall provide
2kW to the helicopter systems.
Annexes – Page 146 of 378
1st Call for Proposals (CFP01)
To size the HVNB, the supplier shall consider the following sequence of operation, as per following
figure:
- Power supply of helicopter systems on ground before engine start, when no other DC power
supply is available on the network;
- One aborded engine start;
- One successful engine start.
Power
25kW
Aborded
Successful
Helicopter system power supply
2kW
5 minutes
30 seconds
30 seconds
30 seconds
The battery voltage shall never go under 200V.
The battery will recharge directly on the HVDC bus, which steady state maximum voltage never goes
above 280V. The battery shall integrate a charger (current limitation, voltage protection).
The applicant shall propose an external charger.
Tha battery mass shall be 25kg as target and shall not exceed 35kg including charger. The volume
shall not be higher than 30 liters.
Operation shall be ensure considering helicopter environment.
The battery functions are MAJOR and shall be developped with DAL C, but undesired event (emission
of gaz nont contained / fire / explosion) are catastrophic event and must be developped with DAL A.
The battery shall be tested and complied with the very last version of DO311 version A.
All monitoring and protection mean shall be designed to ensure safe operation in all helicopter
environment conditions.
Communication shall be propose in CAN bus and analog/discret.
A MTBF of 10 000 Fh shall be reach, considering 1.5 starting per hour.
Annexes – Page 147 of 378
Time
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
TS 2.8.1.5-1
Product Description
The main objective of this task is to review the customer
specification, and describe the product to be design, manufactured,
qualified and provided to the customer for testing.
 This activity will be closed by a review: Product Description
Review.
Preliminary design
The main objective of this activity is to validate the Equipment
requirements and check that equipment preliminary design is
consistent with these requirements: architecture concept according
to performance and safety requirements, sizing, interfaces
definition, substantiation of design choice.
The test plan and procedure will also be defined.
 This activity will be closed by a review: Preliminary Design Review
(PDR).
Critical design
The main objective of this activity is to realize the detailed design
(mechanical, electrical, thermal, …), realize drawings, finalize safety
analysis, prior to launch equipment manufacturing.
 This activity will be closed by a review: Critical Design Review
(PDR).
B1 model manufacturing
The main objective of this activity consists of manufacturing the first
prototypes B1 model for test (B1 model is model identical in fit, form
and function with the specified equipment).
 This activity will be closed by a First Article Inspection.
TRL5 tests
As part of the development verification, this activity consists of
testing the equipment against the key aspects of the operational
environment (functional, environmental).
This activity will be completed by a TRL5 analysis.
 This activity will be closed by TRL5 validation.
June 2015
To
September
2015
TS 2.8.1.5-2
TS 2.8.1.5-3
TS 2.8.1.5-4
TS 2.8.1.5-5
June 2015
To
December
2015
January 2016
To
June 2016
July 2016
To
March 2017
April 2017
To
June 2017
Annexes – Page 148 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
TS 2.8.1.5-6
Integration tests at Customer’s
In parallel of TRL5 testing activity, the applicant will have to deliver
B1 models to the customer for bench integration tests.
 This activity will be closed after bench tests.
Loop on Critical Design
Objective of this activity is to define design correction after TRL5
assessment and integration tests in order to prepare B2 model
manufacturing (B2 model is a model identical in fit, form and
function with the specified equipment model at latest design that
will be qualified for flight test clearance).
 This activity will be closed by a new Critical Design Review.
B2 model manufacturing
The applicant will have to manufacture B2 model according to
design file validated in last Critical Design Review.
 This activity will be closed by a First Article Inspection.
Flight Clearance Tests
Objective of this activity is to perform the necessary tests and
analysis to demonstrate B2 models are flight cleared.
 This activity will be closed by Declaration of Design and
Performance.
Flight test
The applicant will deliver B2 models and support the customer
during tests on flight demonstrator.
 This activity will be closed at the end of testing activity
TRL6 demonstration
The applicant will provide the complementary evidence for TRL6
validation.
 This activity will be closed by TRL6 validation.
April 2017
To
June 2017
TS 2.8.1.5-7
TS 2.8.1.5-8
TS 2.8.1.5-9
TS 2.8.1.5-10
TS 2.8.1.5-11
July 2017
To
August 2017
September
2017
To
March 2018
April 2018
To
June 2018
July 2018
To
December
2018
December
2018
Annexes – Page 149 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
September
2015
September
2015
Product Description Documents
D2.8.1.5-1.1
Compliance matrix to customer specification
Document
D2.8.1.5-1.2
Product Description with requirements tracking
Document
Preliminary Design Documents
D2.8.1.5-2.1
Preliminary design file including:
- Architecture choice
- Sizing substantiation
- Software and/or Hardware architecture
- Thermal analysis
Interface Control Document (electrical,
mechanical, thermal, cooling, …)
Preliminary safety and reliability assessment (FHA)
Document
December 2015
Document
December 2015
Document
December 2015
Document
December 2015
D2.8.1.5-2.5
Test plan and procedure (Acceptance Procedure
and Qualification Procedure)
Weight and balance report
Document
December 2015
D2.8.1.5-2.6
3D model
Software
December 2015
Document
June 2016
D2.8.1.5-2.2
D2.8.1.5-2.3
D2.8.1.5-2.4
Critical Design Documents
D2.8.1.5-3.1
D2.8.1.5-3.2
D2.8.1.5-3.3
D2.8.1.5-3.4
D2.8.1.5-3.5
Detailed design file & drawings:
- Detailed design description
- Mechanical drawings
- Electrical and electronics drawings
Substantiation file including update of:
- Architecture choice
- Sizing substantiation
- Software and/or Hardware architecture
- Mechanical static and fatigue
substantiations
- Thermal analysis
Safety and reliability assessment (SSA, FHA, Fault
Trees, FMEA, CCA)
Software and/or Hardware Complex requirement
specification and design document if applicable
Weight and balance report update
June 2016
Document
June 2016
Document
June 2016
Document
June 2016
Annexes – Page 150 of 378
1st Call for Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D2.8.1.5-3.6
3D model update
Document
June 2016
Document
March 2017
Document
June 2017
2 equipment prototypes (B1 models) with
Acceptance Tests Reports
Loop on Critical Design Documents
Hardware +
Document
March 2017
D2.8.1.5-7.1
Document
August 2017
Hardware +
Document
March 2018
B1 model manufacturing
D2.8.1.5-4.1
First Article Inspection
TRL5 Demonstration Documents
D2.8.1.5-5.1
TRL5 questionnaire + evidences
Integration tests at Customer’s
D2.8.1.5-6.1
Updated CDR documentation
B2 model manufacturing
D2.8.1.5-8.1
First Article Inspection
Flight Clearance Documents
D2.8.1.5-9.1
Qualification Reports
Document
June 2018
D2.8.1.5-9.2
Declaration of Design and performance
Document
June 2018
D2.8.1.5-9.3
Software and/or Hardware Complex verification
results
Document
June 2018
3 equipment prototypes (B2 models) with
Acceptance Tests Reports
TRL6 Demonstration Documents
Hardware +
Document
March 2018
D2.8.1.5-11.1
TRL6 complementary evidences
Document
December 2018
D2.8.1.5-11.2
Serial application extrapolation
Document
December 2018
Flight Tests
D2.8.1.5-10.1
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M2.8.1.5-0
Kick off Meeting
Review
June 2015
M2.8.1.5-1
Product Description Review
Review
September 2015
M2.8.1.5-2
Preliminary design Review
Review
December 2015
M2.8.1.5-3
Critical Design Review
Review
June 2016
M2.8.1.5-4
First Article Inspection
B1 models delivery
Delivery
March 2017
Annexes – Page 151 of 378
1st Call for Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M2.8.1.5-5
&
M2.8.1.5-6
M2.8.1.5-7
TRL5 Review
Review
June 2017
Critical Design Review 2
Review
August 2017
M2.8.1.5-8
Review
March 2018
M2.8.1.5-9
First Article Inspection 2
B2 models delivery
Declaration of Design and Performance
Delivery
June 2018
M2.8.1.5-10
First Flight
Milestone
July 2018
M2.8.1.5-11
End of Project review – Extrapolation to serial
product
Review
December 2018
General schedule
2015
Q3
2016
Q4
Q1
Q2
2017
Q3
Q4
Q1
Q2
2018
Q3
Q4
Q1
Q2
Q3
TS 2.8.1.5-1 Equipment specificatio
TS 2.8.1.5-2 Preliminary design
TS 2.8.1.5-3 Critical design
TS 2.8.1.5-4 B1 model manufacturing
TS 2.8.1.5-5 TRL5 tests
TS 2.8.1.5-6 Integration tests at Customer’s
TS 2.8.1.5-7 Loop on Critical design
TS 2.8.1.5-8 B2 model manufacturing
TS 2.8.1.5-9 Flight Clearance Tests
TS 2.8.1.5-10 Flight test
TS 2.8.1.5-11 TRL6 demonstration
Annexes – Page 152 of 378
Q4
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant must have design and manufacturing capability in high voltage rechageable battery
field.
The applicant shall demonstrate ability to design and manufacture aeronautic equipment, he must
show experience in utilization of DO160, DO178, DO254, D0311, ARP4754A standards.
The applicant must show equivalent activities for airborne equipment in his technical field.
Minimum qualification required: ISO9001, EN9100, CS PART21, PART 145 if possible.
Annexes – Page 153 of 378
1st Call for Proposals (CFP01)
VII.
Power conversion
Type of action (RIA or IA)
IA
Programme Area
FRC
Joint Technical Programme (JTP) Ref.
WP FRC2.8.6
Indicative Funding Topic Value (in k€)
400 k€
Duration of the action (in Months)
42 months
Identification
Title
JTI-CS2-2014-CFP01-FRC-02-07
Power conversion
Start
Date18
06-2015
Short description (3 lines)
The work consists of design, development, manufacturing, qualification and support prior flight tests
of power conversion equipment dedicated to be embedded on board of the life craft helicopter.
18
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 154 of 378
1st Call for Proposals (CFP01)
1. Background
The activity of this workpackage is necessary to build the electrical Generation and Distribution &
Lighting system for the Life Craft demonstrator: WP 2.8.1.
The electrical generation and distribution system will be based on an innovative 270Vdc electrical
system. WP 2.8.1 Organization:
2.8.1
Electrical Generation, distribution system & Lighting
2.8.1.1
System activity and adaptation
2.8.1.2
Power management strategy &
electrical System optimization
2.8.1.3
HVDC Generators
2.8.1.4
Engine starter generator
2.8.1.5
Power storage
2.8.1.6
HVDC Network management
2.8.1.7
Power converter
2.8.1.8
Interior and exterior lighting
2.8.1.9
Laser landing light
2.8.1.10
Electrical system testing
Activity AH:
Architecture, load analysis, system spec,
equipment spec, partner selection, partner follow
up, verification plan for Permit to flight Extrapolation to serial Aircraft.
Activity partner:
Electrical system component optimization and
energy management strategy. Validation of
optimization and strategy with simulation,
verification on bench
Activity partner:
20/40kVA HVDC generator
Activity partner:
Starter generator - starter HVDC, generator 28Vdc
Activity partner:
HVDC battery for engine starting
Activity partner:
HVDC electrical master box & secondary
distribution (SSPC)
Activity partner:
HVDC/28Vdc converter
AC115Vac/HVDC converter
HVDC/115vac converter
Activity AH:
Interior and exterior lighting system for
demonstrator
Activity partner:
Laser landing light for demonstrator
Activity AH:
Bench test integration and verification for permit
to flight
Annexes – Page 155 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The aim of this document is to describe the preliminary main technical requirements for the
developpment of the innovative high power density converters, parts of the power generation
system to be integrated in the lifecraft helicopter.
Overview of the electrical system of the lifecraft demonstrator
System operation in short:
 Under normal operation, the HVEMB provides DC power to high power consumers via
dedicated interfaces (F2, F3 and F4). The 28Vdc network is supplied via the DC/DC Converter
and the both starter generators.
 In case of a single starter-generator failure, EMB3 is reconfigured so that it can supply power
from the DC-DC Converter to that side of the network (either EMB1 or EMB2).
 If both starter-generators fail, EMB3 is reconfigured so that the HVDC generator, via the DCAnnexes – Page 156 of 378
1st Call for Proposals (CFP01)

DC converter, supplies the essential equipment necessary to ensure the flight safety
(“Emergency flight" operation). A secondary backup solution is implemented by means of the
28Vdc emergency battery.
On ground, before starting the engine, power supply to the distribution network is provided
via the HV BAT and/or EPU.
WP 2.8.1.7 Power conversion work package:
The aim of this document is to detail the activities required for designing and developing the
innovative conversion bricks which are strategic parts of the electrical generation system of the
helicopter.
The converters shall be designed with innovant architecture and last technologies in order to
reach the targeted power density and to be compliant with Helicopter stringent environment and
constraints (Safety, reliability, temperature, vibration, EMC, HIRF, Indirect lightning effects..)
WP 2.8.1.7.1 DC-DC converter
The aim of the DC-DC converter is to manage energy tranfer between the HVDC and the LVDC (28V)
Helicopter networks.
The aim of the bidirectional DC-DC converter is dual:
- to provide power to the LVDC bus "EMB3" from the HVDC bus: [Buck mode]
- to provide power to the HVDC bus from the LVDC bus:[Boost mode].
Buck mode:
 Rated output voltage : 28V (adjustable from 26V to 30V) compliant with EN2282
 Output voltage accuracy: ± 1%
 Rated output current : 300A (ILn)
 Long overload: >1.5 x ILn during 5 minutes ( output voltage > 22V (TBC))
 Short overload: > 2 x ILn during 10 seconds ( output voltage > 16V(TBC))
 Input voltage: 270V according to MIL-STD-704-F.(TBC – extendable range)
Boost mode:
 Rated output voltage : 270V (adjustable TBD)
 Output voltage accuracy: ± 1%
 Rated output current : 30A (IHn)
 Overload: (TBD)
 Input voltage: 28Vdc according to EN 2282
DC-DC converter main features:
 Galvanic insulation barrier between the HVDC and LVDC buses.
 Protections at least against overvoltage, short circuits/overloads, overheating
Annexes – Page 157 of 378
1st Call for Proposals (CFP01)








Integrated BIT functions (PBIT, CBIT)
Control and monitoring with discrete and CAN bus
Cooling: self-cooled by ambient air (-45°C - +70°C)
MTBF: > 20 000 FH (ARW +30°C)
Safety:
o overvoltage generated by the converter outside the standard limits are catastrophic
events in buck and boost modes
o Fire initiated by the converter is catastrophic event
o Loss of power generation in buck mode is a major event
DAL:
o power generation: DAL B
o Protection chains (overvoltage/ overheating) : DAL A
Not to exceed weight: 10 kg.
Not to exceed volume: 10 dcm3.
WP 2.8.1.7.2 DC-AC inverter
The aim of the DC-AC inverter is to provide a three phase ac network for single and three phases
helicopter loads from the HVDC bus.








Rated output voltage : 115Vac compliant with EN2282
Output wave shape : sinusoidal -THDV< 2,5 %
Output frequency: 400HZ ± 1%
Output voltage accuracy: ± 3%
Rated output power : 5kVA (Pn)
Long overload: >1.5 x Pn during 5 minutes ( output voltage (TBC))
Short overload: > 2 x ILn during 10 seconds ( output voltage (TBC))
Input voltage: 270V according to MIL-STD-704-F.(TBC – extendable range)
Inverter main features:
 Galvanic insulation barrier between the HVDC input and ac output
 Availability of the neutral for single phase loads (neutral could be connected to airframe)
 Compatible with non-linear and ± 0,7% to unity power factor loads
 Compatible with very unbalanced loads
 Protections at least against overvoltage, output out range frequency, input reverse polarity,
short circuits/overloads, overheating
 Integrated BIT functions (PBIT, CBIT)
 Control and monitoring with discrete and CAN bus
 Cooling: self-cooled by ambient air (-45°C - +70°C)
 MTBF: > 20 000 FH (ARW +30°C)
 Safety:
o overvoltage generated by the converter outside the EN2282 limits is a catastrophic
Annexes – Page 158 of 378
1st Call for Proposals (CFP01)
/hazardous event
Fire initiated by the converter is catastrophic event
Loss of ac power generation is a minor event
o
o
 DAL:
o AC power generation: DAL C
o Protection chains (overvoltage/ overheating) : DAL A
 Not to exceed weight: 8 kg.
 Not to exceed volume: 8 dcm3.
WP 2.8.1.7.3 AC-DC rectifier (ATRU)
The aim of this rectifier is to provide the main HVDC network from the HVGEN alternator.
This rectifier will take place if a conventional alternator is selected instead a HVDC machine, the need
will be confirmed during preliminary studies phases.






Rated output voltage : 270Vdc compliant with MIL-STD-704-F
Output voltage accuracy: non-regulated
Rated output power : 35KW (Pn)
Long overload: >1.5 x Pn during 5 minutes ( output voltage (TBC))
Short overload: > 2 x ILn during 10 seconds ( output voltage (TBC))
Input voltage: 115Vac according to EN2282
Inverter main features:
 No galvanic insulation required between the ac input and the HVDC output (ATRU)
 Input current THDI: < 10 % (12 pulse rectification or more)
 Protections at least against overvoltage, short circuits/overloads, overheating
 Integrated BIT functions (PBIT, CBIT)
 Control and monitoring with discrete and CAN bus
 Cooling: self-cooled by ambient air (-45°C - +70°C)
 MTBF: > 40 000 FH (ARW +30°C)
 Safety:
o overvoltage generated by the converter outside the limits is a catastrophic
/hazardous event
o Fire initiated by the converter is catastrophic event
o Loss of HVDC power generation is a major event
 DAL:
o DC power generation: DAL B
o Protection chains (overvoltage/ overheating) : DAL A
 Not to exceed weight: 12 kg.
 Not to exceed volume: 12 dcm3.
Annexes – Page 159 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
TS 2.8.1.7-1
Product Description
The main objective of this task is to review the customer
specification, and describe the product to be design,
manufactured, qualified and provided to the customer for
testing.
 This activity will be closed by a review: Product Description
Review.
Preliminary design
The main objective of this activity is to validate the Equipment
requirements and check that equipment preliminary design is
consistent with these requirements: architecture concept
according to performance and safety requirements, sizing,
interfaces definition, substantiation of design choice.
The test plan and procedure will also be defined.
 This activity will be closed by a review: Preliminary Design
Review (PDR).
Critical design
The main objective of this activity is to realize the detailed design
(mechanical, cooling, electrical, electronics, firmware …), realize
drawings, finalize safety analysis, prior to launch equipment
manufacturing.
 This activity will be closed by a review: Critical Design Review
(PDR).
B1 model manufacturing
The main objective of this activity consists of manufacturing the
first prototypes B1 model for test (B1 model is identical in fit,
form and function with the specified equipment).
 This activity will be closed by a First Article Inspection.
TRL5 tests
As part of the development verification, this activity consists of
testing the equipment against the key aspects of the operational
environment (functional and environmental tests).
This activity will be completed by a TRL5 analysis.
 This activity will be closed by TRL5 validation.
Integration tests at Customer’s
In parallel of TRL5 testing activity, the applicant will have to
deliver B1 models to the customer for bench integration tests.
 This activity will be closed after bench tests.
June 2015
To
September
2015
TS 2.8.1.7-2
TS 2.8.1.7-3
TS 2.8.1.7-4
TS 2.8.1.7-5
TS 2.8.1.7-6
June 2015
To
December
2015
January 2016
To
June 2016
July 2016
To
March 2017
April 2017
To
June 2017
April 2017
To
June 2017
Annexes – Page 160 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
TS 2.8.1.7-7
Loop on Critical Design
Objective of this activity is to define design correction after TRL5
assessment and integration tests in order to prepare B2 model
manufacturing (B2 model is a model identical in fit, form and
function with the specified equipment model at latest design that
will be qualified for flight test clearance).
 This activity will be closed by a new Critical Design Review.
B2 model manufacturing
The applicant will have to manufacture B2 model according to
design file validated in last Critical Design Review.
 This activity will be closed by a First Article Inspection.
Flight Clearance Tests
Objective of this activity is to perform the necessary tests and
analysis to demonstrate B2 models are flight cleared.
 This activity will be closed by Declaration of Design and
Performance.
Flight test
The applicant will deliver B2 models and support the customer
during tests on flight demonstrator.
 This activity will be closed at the end of testing activity
TRL6 demonstration
The applicant will provide the complementary evidence for TRL6
validation.
 This activity will be closed by TRL6 validation.
July 2017
To
August 2017
TS 2.8.1.7-8
TS 2.8.1.7-9
TS 2.8.1.7-10
TS 2.8.1.7-11
September
2017
To
March 2018
April 2018
To
June 2018
July 2018
To
December
2018
December
2018
Annexes – Page 161 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
September
2015
September
2015
Product Description Documents
D2.8.1.7-1.1
Compliance matrix to customer specification
Document
D2.8.1.7-1.2
Product Description with requirements tracking
Document
Preliminary Design Documents
D2.8.1.7-2.1
Preliminary design file including:
- Architecture choice
- Sizing substantiation
- Software and/or Hardware architecture
- Thermal analysis
Interface Control Document (electrical,
mechanical, thermal, cooling, …)
Preliminary safety and reliability assessment (FHA)
Document
December 2015
Document
December 2015
Document
December 2015
Document
December 2015
D2.8.1.7-2.5
Test plan and procedure (Acceptance Procedure
and Qualification Procedure)
Weight and balance report
Document
December 2015
D2.8.1.7-2.6
3D model
Software
December 2015
Document
June 2016
D2.8.1.7-2.2
D2.8.1.7-2.3
D2.8.1.7-2.4
Critical Design Documents
D2.8.1.7-3.1
D2.8.1.7-3.2
D2.8.1.7-3.3
D2.8.1.7-3.4
D2.8.1.7-3.5
Detailed design file & drawings:
- Detailed design description
- Mechanical drawings
- Electrical and electronics drawings
Substantiation file including update of:
- Architecture choice
- Sizing substantiation
- Software and/or Hardware architecture
- Mechanical static and fatigue
substantiations
- Thermal analysis
Safety and reliability assessment (SSA, FHA, Fault
Trees, FMEA, CCA)
Software and/or Hardware Complex requirement
specification and design document if applicable
Weight and balance report update
June 2016
Document
June 2016
Document
June 2016
Document
June 2016
Annexes – Page 162 of 378
1st Call for Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D2.8.1.7-3.6
3D model update
Document
June 2016
Document
March 2017
Document
June 2017
2 equipment prototypes (B1 models) with
Acceptance Tests Reports
Loop on Critical Design Documents
Hardware +
Document
March 2017
D2.8.1.7-7.1
Document
August 2017
Hardware +
Document
March 2018
B1 model manufacturing
D2.8.1.7-4.1
First Article Inspection
TRL5 Demonstration Documents
D2.8.1.7-5.1
TRL5 questionnaire + evidences
Integration tests at Customer’s
D2.8.1.7-6.1
Updated CDR documentation
B2 model manufacturing
D2.8.1.7-8.1
First Article Inspection
Flight Clearance Documents
D2.8.1.7-9.1
Qualification Reports
Document
June 2018
D2.8.1.7-9.2
Declaration of Design and performance
Document
June 2018
D2.8.1.7-9.3
Software and/or Hardware Complex verification
results
Document
June 2018
3 equipment prototypes (B2 models) with
Acceptance Tests Reports
TRL6 Demonstration Documents
Hardware +
Document
March 2018
D2.8.1.7-11.1
TRL6 complementary evidences
Document
December 2018
D2.8.1.7-11.2
Serial application extrapolation
Document
December 2018
Flight Tests
D2.8.1.7-10.1
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M2.8.1.7-0
Kick off Meeting
Review
June 2015
M2.8.1.7-1
Product Description Review
Review
September 2015
M2.8.1.7-2
Preliminary design Review
Review
December 2015
M2.8.1.7-3
Critical Design Review
Review
June 2016
M2.8.1.7-4
First Article Inspection
B1 models delivery
Delivery
March 2017
Annexes – Page 163 of 378
1st Call for Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M2.8.1.7-5
&
M2.8.1.7-6
M2.8.1.7-7
TRL5 Review
Review
June 2017
Critical Design Review 2
Review
August 2017
M2.8.1.7-8
Review
March 2018
M2.8.1.7-9
First Article Inspection 2
B2 models delivery
Declaration of Design and Performance
Delivery
June 2018
M2.8.1.7-10
First Flight
Milestone
July 2018
M2.8.1.7-11
End of Project review – Extrapolation to serial
product
Review
December 2018
General schedule:
2015
Q3
2016
Q4
Q1
Q2
2017
Q3
Q4
Q1
Q2
2018
Q3
Q4
Q1
Q2
Q3
TS 2.8.1.7-1 Product specification
TS 2.8.1.7-2 Preliminary design
TS 2.8.1.7-3 Critical design
TS 2.8.1.7-4 B1 model manufacturing
TS 2.8.1.7-5 TRL5 tests
TS 2.8.1.7-6 Integration tests at Customer’s
TS 2.8.1.7-7 Loop on Critical design
TS 2.8.1.7-8 B2 model manufacturing
TS 2.8.1.7-9 Flight Clearance Tests
TS 2.8.1.7-10 Flight test
TS 2.8.1.7-11 TRL6 demonstration
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant must have design, development and manufacturing capabilities in state of the art high
power density power electronics for harsh environment.
The applicant shall demonstrate ability to design and manufacture aeronautic equipment, he must
show experience in utilization of DO160, DO178, DO254, ARP4754A standards.
The applicant must show equivalent activities for airborne equipment in his technical field.
Minimum qualification required: ISO9001, EN9100, CS PART21 and PART 145 if possible.
Annexes – Page 164 of 378
Q4
1st Call for Proposals (CFP01)
VIII.
HVDC Network Management
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
Identification
JTI-CS2-2014-CFP01-FRC-02-08
IA
FRC
WP FRC2.8.2
400 k€
42 months
Start
Date19
06-2015
Title
HVDC Network management
Short description (3 lines)
Partner shall design and develop a HVDC electrical master box (HVEMB) for the Cleansky 2 helicopter
demonstrator. The partner shall support the integration of this equipment into Airbus Helicopters
system rigs, prior to perform flight tests in the aircraft.
19
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 165 of 378
1st Call for Proposals (CFP01)
1. Background
The activity of this WP is necessary to build the electrical Generation and Distribution & Lighting
system for the Life Craft demonstrator: WP 2.8.1.
The electrical generation and distribution system will be a 270Vdc innovative electrical system.
WP 2.8.1 Organization:
2.8.1
2.8.1.1
Electrical Generation, distribution
system & Lighting
System activity and adaptation
2.8.1.2
Power management strategy &
electrical System optimization
2.8.1.3
HVDC Generators
2.8.1.4
Engine starter generator
2.8.1.5
Power storage
2.8.1.6
HVDC Network management
2.8.1.7
Power converter
2.8.1.8
Interior and exterior lighting
2.8.1.9
Laser landing light
2.8.1.10
Electrical system testing
Activity
AH:
Architecture, load analysis, system spec,
equipment spec, partner selection, partner follow
up, verification plan for Permit to flight Extrapolation to serial Aircraft.
Activity
partner:
Electrical system component optimization and
energy management strategy. Validation of
optimization and strategy with simulation,
verification on bench
Activity
partner:
20/40kVA HVDC generator
Activity
partner:
Starter generator - starter HVDC, generator 28Vdc
Activity
partner:
HVDC battery for engine starting
Activity
partner:
HVDC electrical master box & secondary
distribution (SSPC)
Activity
partner:
HVDC/28Vdc
converter
AC115Vac/HVDC converter
HVDC/115vac converter
Activity
AH:
Interior and exterior lighting system for
demonstrator
Activity
partner:
Laser landing light for demonstrator
Activity
AH:
Bench test integration and verification for permit
to flight
Annexes – Page 166 of 378
1st Call for Proposals (CFP01)
2. Scope of work
WP 2.8.1.6 HVDC Network management. Topic description:
The aim of this document is to detail the activities required for designing and developing the
innovative HVDC Network management system to be integrated in the life craft helicopter.
The voltage level of this network is 270Vdc according to MIL-STD-704-F.
The aims of the HVDC Network management system are:
 To manage power sources connection to the network
 To satisfy the electrical power protection and distribution requirements both in flight and on
ground
 To satisfy the engine starting operation requirements
 To improve safety conditions on board in observance of official safety regulations:
o Compliance with CS29: Certification Specification for Large Rotorcraft
o Compliance with FAR PART 29
 To improve reliability and reduce maintenance costs
The selected partner will design, develop and test a High Voltage Electrical Master Box (HVEMB).
Annexes – Page 167 of 378
1st Call for Proposals (CFP01)
HVDC Network management system description:
The following picture depicts the electrical system of the demonstrator:
CFP
The electrical system supplies all installed equipment from available power generation equipment:
starter-generators (SG1 and SG2), HVDC generator (HVGEN), batteries (HV BAT and EMER BAT) or
External Power Unit (EPU); while satisfying safety conditions. The HVDC Network management
system is composed of one High Voltage Direct Current Electrical Master Box (HVEMB).
The following guidelines establish the main operational modes of the HVDC Network management
system:
 Under normal operation of the helicopter, the HVEMB provides power to high power
consumers via dedicated interfaces (F2, F3 and F4). The 28Vdc network is supplied via the
DC/DC Converter and the both starter generator.
 In case of a single starter-generator failure, EMB3 is automatically reconfigured so that it can
supply power from the DC/DC Converter to that side of the network (either EMB1 or EMB2).
 If both starter-generators fail, EMB3 is reconfigured so that the HVdc generator, via the
DC/DC converter, supplies the essential equipment necessary to ensure the flight safety
(“Emergency flight" operation). A secondary backup solution is implemented by means of the
28Vdc emergency battery.
 On ground, before starting the engine, power supply to the distribution network is provided
Annexes – Page 168 of 378
1st Call for Proposals (CFP01)
via the HV BAT and/or EPU.
The HVdc battery ensures the following functions:
 Power supply of the distribution network, on ground, before starting up the engine, when no
other power supply is available on the network. Via the DC/DC Converter.
 Power supply, on ground or in flight, of the starter-generator for starting up the engine.
Brief description of the HVEMB:
The HVEMB is the main item of the HVDC Network management system. It shall ensure the
following functions:
 Network protection against power source failures
 Battery monitoring
 Conjunction of the power sources on to the networks
 Operating logic (network reconfigurations to ensure the safety requirements)
 Protection against short-circuits
 Protection of distribution networks
 Interface between the generation and distribution system and the indication, control and
monitoring system
 Testability
The following power ratings are provided for each of the power interfaces of the HVEMB:
 HVGEN: rated power is 40KW
 EPU: rated power is 40KW
 HVDC Battery: Its discharge modes are:
o 2KW in permanence
o 25KW for starting the engines (during 30 seconds)
 ECU1 and ECU 2: Maximum power for starting the engines is 20KW (during 30 seconds)
 DC/DC Converter: rated power is 10KW
The HVEMB consists in:
High Voltage Electrical Master Box
HVdc
EMB Control Unit
Power Unit

An EMB Control Unit for external EMB communication (CAN & analog), internal EMB control
and monitoring, power network control logics and protections. The partner shall propose
Annexes – Page 169 of 378
1st Call for Proposals (CFP01)

technical solution to allow easy evolution of the EMB logics without Hardware redesign
An EMB Power Module Unit including HVdc power functions: power relay, bus bars, current
protection, current sensors, voltage sensors…
And includes the following items:
 Protection circuitry against power source failures (Generators, EPU, DC/DC Converter…)
 Battery monitoring circuitry
 Conjunction and switching devices (contactors)
 Command and control circuitry
 Testability circuitry
 Power bus bars
 Distribution protection devices
For the HVdc secondary distribution of the demonstrator, 270Vdc State Power Controllers (SSPCs)
can be proposed by the partner.
The equipment to be developed is also intended to allow evolution to future systems and functions.
The limits of possible future evolution shall be agreed between AH and the partner during the design
phase, and frozen at the Critical Design Review.
Equipment realization concepts, diagrams, digital values, associated to different components defined
in this specification, are liable to be modified, further to the technical analysis evolution, and will be
frozen in development phase.
The following table states all the activities linked to the design and development of the electrical
master boxes.
Annexes – Page 170 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
TS 2.8.1.6-1
Product Description
The main objective of this task is to review the customer
specification, and describe the product to be design,
manufactured, qualified and provided to the customer for
testing.
 This activity will be closed by a review: Product Description
Review.
Preliminary design
The main objective of this activity is to validate the Equipment
requirements and check that equipment preliminary design is
consistent with these requirements: architecture concept
according to performance and safety requirements, sizing,
interfaces definition, substantiation of design choice.
The test plan and procedure will also be defined.
 This activity will be closed by a review: Preliminary Design
Review (PDR).
Critical design
The main objective of this activity is to realize the detailed design
(mechanical, electrical, thermal, …), realize drawings, finalize
safety analysis, prior to launch equipment manufacturing.
 This activity will be closed by a review: Critical Design Review
(PDR).
B1 model manufacturing
The main objective of this activity consists of manufacturing the
first prototypes B1 model for test (B1 model is model identical in
fit, form and function with the specified equipment).
 This activity will be closed by a First Article Inspection.
TRL5 tests
As part of the development verification, this activity consists of
testing the equipment against the key aspects of the operational
environment (functional, environmental).
This activity will be completed by a TRL5 analysis.
 This activity will be closed by TRL5 validation.
Integration tests at Customer’s
In parallel of TRL5 testing activity, the applicant will have to
deliver B1 models to the customer for bench integration tests.
 This activity will be closed after bench tests.
June 2015
To
September
2015
TS 2.8.1.6-2
TS 2.8.1.6-3
TS 2.8.1.6-4
TS 2.8.1.6-5
TS 2.8.1.6-6
June 2015
To
December
2015
January 2016
To
June 2016
July 2016
To
March 2017
April 2017
To
June 2017
April 2017
To
June 2017
Annexes – Page 171 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
TS 2.8.1.6-7
Loop on Critical Design
Objective of this activity is to define design correction after TRL5
assessment and integration tests in order to prepare B2 model
manufacturing (B2 model is a model identical in fit, form and
function with the specified equipment model at latest design that
will be qualified for flight test clearance).
 This activity will be closed by a new Critical Design Review.
B2 model manufacturing
The applicant will have to manufacture B2 model according to
design file validated in last Critical Design Review.
 This activity will be closed by a First Article Inspection.
Flight Clearance Tests
Objective of this activity is to perform the necessary tests and
analysis to demonstrate B2 models are flight cleared.
 This activity will be closed by Declaration of Design and
Performance.
Flight test
The applicant will deliver B2 models and support the customer
during tests on flight demonstrator.
 This activity will be closed at the end of testing activity
TRL6 demonstration
The applicant will provide the complementary evidence for TRL6
validation.
 This activity will be closed by TRL6 validation.
July 2017
To
August 2017
TS 2.8.1.6-8
TS 2.8.1.6-9
TS 2.8.1.6-10
TS 2.8.1.6-11
September
2017
To
March 2018
April 2018
To
June 2018
July 2018
To
December
2018
December
2018
Annexes – Page 172 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
Product Description Documents
D2.8.1.6-1.1
Compliance matrix to customer specification
Document
D2.8.1.6-1.2
Product Description with requirements tracking
Document
September
2015
September
2015
Preliminary Design Documents
D2.8.1.6-2.1
D2.8.1.6-2.2
Preliminary design file including:
- Architecture choice
- Sizing substantiation
Document
- Software and/or Hardware architecture
- Thermal analysis
Interface Control Document
(electrical,
Document
mechanical, thermal, cooling, …)
December 2015
December 2015
D2.8.1.6-2.3
Preliminary safety and reliability assessment (FHA)
Document
December 2015
D2.8.1.6-2.4
Test plan and procedure (Acceptance Procedure
Document
and Qualification Procedure)
December 2015
D2.8.1.6-2.5
Weight and balance report
Document
December 2015
D2.8.1.6-2.6
3D model
Software
December 2015
Critical Design Documents
D2.8.1.6-3.1
D2.8.1.6-3.2
D2.8.1.6-3.3
D2.8.1.6-3.4
D2.8.1.6-3.5
Detailed design file & drawings:
- Detailed design description
Document
- Mechanical drawings
- Electrical and electronics drawings
Substantiation file including update of:
- Architecture choice
- Sizing substantiation
- Software and/or Hardware architecture
- Mechanical
static
and
fatigue
substantiations
- Thermal analysis
Safety and reliability assessment (SSA, FHA, Fault
Document
Trees, FMEA, CCA)
Software and/or Hardware Complex requirement
Document
specification and design document if applicable
Weight and balance report update
Document
June 2016
June 2016
June 2016
June 2016
June 2016
Annexes – Page 173 of 378
1st Call for Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D2.8.1.6-3.6
3D model update
Document
June 2016
Document
March 2017
Document
June 2017
B1 model manufacturing
D2.8.1.6-4.1
First Article Inspection
TRL5 Demonstration Documents
D2.8.1.6-5.1
TRL5 questionnaire + evidences
Integration tests at Customer’s
D2.8.1.6-6.1
2 equipment prototypes (B1
Acceptance Tests Reports
models)
with Hardware +
March 2017
Document
Loop on Critical Design Documents
D2.8.1.6-7.1
Updated CDR documentation
Document
August 2017
B2 model manufacturing
D2.8.1.6-8.1
Hardware +
March 2018
Document
First Article Inspection
Flight Clearance Documents
D2.8.1.6-9.1
Qualification Reports
Document
June 2018
D2.8.1.6-9.2
Declaration of Design and performance
Document
June 2018
D2.8.1.6-9.3
Software and/or Hardware Complex verification
Document
results
June 2018
Flight Tests
D2.8.1.6-10.1
3 equipment prototypes (B2
Acceptance Tests Reports
models)
with Hardware +
March 2018
Document
TRL6 Demonstration Documents
D2.8.1.6-11.1
TRL6 complementary evidences
Document
December 2018
D2.8.1.6-11.2
Serial application extrapolation
Document
December 2018
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M2.8.1.6-0
Kick off Meeting
Review
June 2015
M2.8.1.6-1
Product Description Review
Review
September 2015
M2.8.1.6-2
Preliminary design Review
Review
December 2015
M2.8.1.6-3
Critical Design Review
Review
June 2016
M2.8.1.6-4
First Article Inspection
B1 models delivery
Delivery
March 2017
Annexes – Page 174 of 378
1st Call for Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M2.8.1.6-5
&
M2.8.1.6-6
M2.8.1.6-7
TRL5 Review
Review
June 2017
Critical Design Review 2
Review
August 2017
M2.8.1.6-8
Review
March 2018
M2.8.1.6-9
First Article Inspection 2
B2 models delivery
Declaration of Design and Performance
Delivery
June 2018
M2.8.1.6-10
First Flight
Milestone
July 2018
M2.8.1.6-11
End of Project review – Extrapolation to serial
product
Review
December 2018
General schedule:
2015
Q3
2016
Q4
Q1
Q2
2017
Q3
Q4
Q1
Q2
2018
Q3
Q4
Q1
Q2
Q3
Q4
TS 2.8.1.6-1 Product specification
TS 2.8.1.6-2 Preliminary design
TS 2.8.1.6-3 Critical design
TS 2.8.1.6-4 B1 model manufacturing
TS 2.8.1.6-5 TRL5 tests
TS 2.8.1.6-6 Integration tests at Customer’s
TS 2.8.1.6-7 Loop on Critical design
TS 2.8.1.6-8 B2 model manufacturing
TS 2.8.1.6-9 Flight Clearance Tests
TS 2.8.1.6-10 Flight test
TS 2.8.1.6-11 TRL6 demonstration
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant must have design and manufacturing capability in Electrical Power Management and
Distribution field.
The applicant shall demonstrate ability to design and manufacture aeronautic equipment, he must
show experience in utilization of DO160, DO178, DO254 standards.
The applicant must show equivalent activities for airborne equipment in his technical field.
Minimum qualification required: ISO9001, EN9100, CS PART21, PART 145 if possible.
Annexes – Page 175 of 378
1st Call for Proposals (CFP01)
1.4. Clean Sky 2 – Airframe ITD
I.
Flightworthy Flush & Lightweight doors for unpressurized Fast Rotorcraft
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
AIR
B-0.3 Rotorcraft OAD & Configuration Management
1000 k€
60 months
Start
06-2015
20
Date
Identification
Title
JTI-CS2-2014-CFP01-AIR- Flightworthy Flush & Lightweight doors for unpressurized Fast Rotorcraft
00-01
Short description (3 lines)
Three different doors have to be developed and manufactured for the Fast Rotorcraft (FRC). It
comprises of the Pilot-, Passenger- and Cargo Doors for e.g. rescue mission. The doors have to be
developed, manufactured and acceptance tested according to the requirements for a Fast Rotorcraft
(min. impact on drag & max. operational performance).
20
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 176 of 378
1st Call for Proposals (CFP01)
1. Background
The Fast Rotorcraft Project (FRC) aims at demonstrating that the compound rotorcraft configuration
implementing and combining cutting-edge technologies, as from the current Clean Sky Programme,
opens up to new mobility roles that neither conventional helicopters nor fixed wing aircraft can
currently cover in a sustainable way, for both the operators and the industry.
The project will ultimately substantiate the possibility to combine in an advanced rotorcraft the high
cruise speed, low fuel consumption and gas emission, low community noise impact, and productivity
for operators. A large scale flightworthy demonstrator embodying the new European compound
rotorcraft architecture will be designed, integrated and flight tested.
In addition to the complex vehicle configurations, Integrated Technology Demonstrators (ITDs) will
accommodate the main relevant technology streams for all air vehicle applications. They allow the
maturing of verified and validated technologies from their basic levels to the integration of entire
functional systems. They have the ability to cover quite a wide range of technology readiness levels.
Annexes – Page 177 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The subject of this Call for Partner are all the activities needed for developing and manufacturing the
Doors as part of the ITD Airframe for further application and use in the High Speed Rotorcraft
LifeRCraft IADP. Therefore activities such as engineering activities, manufacturing and test are to be
performed in this call.
In addition to the technical activities the relevant management activities have to be performed also.
Tasks
Ref. No.
Title - Description
T1
Development, layout, design and certification of the Pilot door for a High T+9
Speed H/C.
Features to be included:
 Minimum impact on over-all drag (minimized gap btw. Frame and
door, no protruding handles, flush window, etc.)
 Light weight design
 Locking and latching mechanism incl. emergency release capability
(in/out)
 Arrest able in open position
 Easy window attachment (replicable)
 Transparencies (incl. Bad Weather window)
 Optimized for Pilot’s view capability
 Ergonomic design of handles and inner fairings/insulation
The development has to be done in close cooperation with the Topic
Manager.
Development, layout, design and certification of a light weight Passenger T+9
door for a Fast Rotorcraft.
Features to be included:
 Minimum impact on over-all drag (e.g. minimized gap btw. Frame
and door, no protruding handles, flush window, etc.)
 Light weight design
 Locking mechanism incl. emergency release capability (in/out)
 Arrest able in open position
 Easy window attachment (replaceable)
 Ergonomic design of handles and inner fairings/insulation
 Integrated and foldable steps (tbd)
The development has to be done in close cooperation with the Topic
Manager.
T2
Due Date
Annexes – Page 178 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
T3
T5
Development, layout, design and certification of a light weight Hoist door
for a High Speed H/C
T+9
Features to be included:
 Minimum impact on over-all drag (e.g. minimized gap btw. Frame
and door, no protruding handles, flush window, etc.)
 Light weight design
 Locking and latching mechanism incl. emergency release capability
(inside/outside)
 Opening/closing mechanism
 Arrest able and secure able in open position
 Flight with open Cargo door up to XXX kts
 Transparencies
 Easy window attachment (replaceable)
 Ergonomic design of handles and inner fairings/insulation
 Provisions for remote operation/weight balancing
 Guiding/sliding rails
The development has to be done in close cooperation with the Topic
Manager.
Depending on the selected cargo door concept, the door may have to carry
the loads caused by the rescue hoist system (to be determined).
Development, layout, design and certification of a light weight Cargo door T+9
for a High Speed H/C
Features to be included:
 Minimum impact on over-all drag (e.g. minimized gap btw. Frame
and door, no protruding handles, flush window, etc.)
 Light weight design
 Locking and latching mechanism
 Opening/closing mechanism
 Arrest able and secure able in open position
 Ergonomic design of handles and inner fairings/insulation
The development has to be done in close cooperation with the Topic
Manager.
Manufacturing of the Pilot door
T+26
T6
Manufacturing of the Passenger door
T+26
T7
Manufacturing of the Hoist door
T+26
T8
Manufacturing of the Cargo door
T+26
T9
Acceptance testing of the doors in order to demonstrate the required T+27
characteristics
T4
Due Date
Annexes – Page 179 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
T10
Support to installation
T+28
T11
Contributing to obtain permit to flight documentation for the doors
T+34
T12
Contributing to flight test campaign
T+60
General remarks:
 The architecture of the doors will be done in close cooperation with the Topic Manager.
 Minimum impact on drag and minimum weight are the main conditions.
 All doors have to be equipped with a door locking/latching- and hinge mechanism.
 The systems of door and door-frame must be designed such to allow a fine-adjustment when
installed in the fuselage.
 The development of the door (shape, dimensions, interface to fuselage, etc) has to be done
in close cooperation with the Topic Manager.
 Door must be air-, water- and sound tight by appropriate sealing(s).
 The doors must be designed in a way to prevent detrimental structural vibrations of the
doors.
 Door locking/latching mechanism, door structure and windows must be designed,
manufactured and tested such as to fulfil all qualification requirements according to CS29
and Special Conditions.
 The substantiation documentations have to be done according the requirements of the Topic
Manager. A harmonization process of the terms of conditions will take place at start of the
project (e.g. tools to be used).
Sketches & Dimensions
ca.
ca.
ca.
Figure 10 Pilot Door
Annexes – Page 180 of 378
1st Call for Proposals (CFP01)
Figure 11 Passenger Door
ca. 600mm
Figure 13 Cargo Door
Figure 12 Hoist Door
Annexes – Page 181 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
T+9
D2
Concept for doors (material, structure, locking Doc
mechanism, etc.)
Detailed dwgs.
Doc
D3
Doors (hardware) for Mockup
HW
T+24
D4
Doors (hardware) for FRC
HW
T+28
D5
Test and Certification documentation
Doc
T+32
D6
Report about contribution to flight test
Doc
T+60
T+18
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1
PDR
MS
T+9
M2
CDR
MS
T+21
M3
Flight test survey
MS
T+60
Annexes – Page 182 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The Topic Manager is the responsible in front of the airworthiness agency, and it is therefore
mandatory that the Topic Manager will be supported by the Partner with respect to all certification
related activities in relation with the doors. Therefore the Partner has to provide all documentation
necessary to achieve “Permit to Fly”:
 Providing material data which are required to achieve a “Permit to Fly”.
 Using material, processes, tools, calculation tools etc. which are commonly accepted in the
aeronautic industry and certification authorities.
 Harmonization (through Topic Manager) of calculation processes/tools.
 Acting interactive with the Topic Manager at any state of work.
 Access to the production and test sites.
 It is expected, that latest 2015 TRL level 4 is achieved for each system/technology proposed.
If this is not achieved on time, Partner has to initiate a mitigation plan how to reach the
target of TRL 6 at the end of demonstration.
 The Partner has to perform the updates of documentation in case of in-sufficient
documentation for authorities.
Special Skills
- Experience in design and manufacturing of structures in non-conventional and conventional
composite materials (thermoset and thermoplastic plus high temperature systems) and
innovative metallic components.
- Design, analysis and configuration management tools of the aeronautical industry (i.e. CATIA
v5 release 21, NASTRAN, VPM)
- Competence in management of complex projects of research and manufacturing
technologies.
- Experience with TRL Reviews or equivalent technology readiness assessment techniques in
research and manufacturing projects for aeronautical industry
- Proven experience in collaborating with reference aeronautical companies with industrial air
vehicle developments with “in – flight” components experience.
- Capacity to support documentation and means of compliance to achieve experimental
prototype “Permit to Fly” with Airworthiness Authorities (i.e. EASA, FAA and any others
which may apply).
- Capacity to specify material and structural tests along the design and manufacturing phases
of aeronautical components, including: material screening, panel type tests and
instrumentation.
- Capacity to perform structural and functional tests of aeronautical components: test
preparation and analysis of results
- Capacity to repair “in-shop” components due to manufacturing deviations.
- Capacity of performing Life Cycle Analysis (LCA) and Life Cycle Cost Analysis (LCCA) of
materials and structures.
Annexes – Page 183 of 378
1st Call for Proposals (CFP01)
Capacity of evaluating design solutions and results along the project with respect to Ecodesign rules and requirements.
- Design Organization Approval (DOA).
- Product Organization Approvals (POA).
- Quality System international standards (i.e. EN 9100:2009/ ISO 9001:2008/ ISO 14001:2004)
- Qualification as Material and Ground Testing Laboratory of reference aeronautical
companies (i.e. ISO 17025 and Nadcap).
Technologies for composite manufacturing with OoA processes: e.g. RTM, Infusion, SQRTM
Thermoforming, Roll-forming
Mechanical processes, in both composite material and metallic. Hybrid joints (CFRP + Metal)
Manual composite manufacturing: hand lay-up
Tooling design and manufacturing for composite components.
Advanced Non Destructive Inspection (NDI) and components inspection to support new
processes in the frame of an experimental Permit to Fly objective:
-
-
Material and Processes
In order to reach the main goals of the project two major aspects have to be considered for materials
and processes, namely: maturity and safety for the project.
Because of the ambitious plan to develop a flying prototype in a short time frame, the manufacturing
technology of the partner must be on a high maturity level (TRL4) in order to be able to safely reach
the required technology readiness for the flying demonstrator.
To secure this condition, the core partner will have to demonstrate the technology readiness for his
proposed materials and process and manufacturing technology with a TRL review, to be held
together with the Topic Manager.
The TRL review must be held within one year after beginning of the project and must confirm a
maturity of TRL5 or at least TRL4 if a solid action plan to reach TRL5 within the scope of one further
year and finally meet the TRL target for the demonstrator is validated and accepted by the Topic
Manager. Furthermore, since the schedule of the project and the budgetary framework don’t allow
for larger unanticipated changes in the middle of the project, it is required that at the start of
activities the partner demonstrates his capability to develop and manufacture the required items
with a baseline technology (which can be e.g. Prepreg, RTM or equivalent) which will be a back-up
solution if the new technology to be introduced, proves to be too challenging.
This back-up plan, which shall secure the meeting of the project goals shall also be agreed between
AH and the Partner within half a year after start of the activities and approved by the JU.
Furthermore the M&P activities in the ITD shall support the safe inclusion of the partner technology
into the complete H/C.
Certification:
 Design Organization Approval (DOA).
 Product Organization Approvals (POA).
Annexes – Page 184 of 378
1st Call for Proposals (CFP01)



Quality System international standards (i.e. EN 9100:2009/ ISO 9001:2008/ ISO 14001:2004)
Qualification as Material and Ground Testing Laboratory of reference aeronautical
companies (i.e. ISO 17025 and Nadcap).
Qualification as strategic supplier of structural test on aeronautical elements.
Annexes – Page 185 of 378
1st Call for Proposals (CFP01)
II.
Bird strike - Erosion resistant and fast maintainable windshields
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
AIR
WP B-0.3 Rotorcraft OAD & Configuration Management
600 k€
60 months
Start
06-2015
21
Date
Identification
Title
JTI-CS2-2014-CFP01-AIR- Bird strike - Erosion resistant and fast maintainable windshields
00-02
Short description (3 lines)
A complete set of lightweight windshields for the Fast Rotorcraft has to be developed, manufactured
and tested. This encompasses both sides of the front area as far as the upper pilot- and the lowerwindshields. The requirements for a High Speed Helicopter (min. impact on drag & max. operational
performance) and the requirements for bird strike resistance according to EASA CS29 have to be
fulfilled.
21
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 186 of 378
1st Call for Proposals (CFP01)
1. Background
High Speed demonstrator, expanded flight envelope, low drag design, bird strike resistance,
enhanced maintainability
The Fast Rotorcraft Project (FRC) aims at demonstrating that the compound rotorcraft configuration
implementing and combining cutting-edge technologies as from the current Clean Sky Programme
opens up new mobility roles that neither conventional helicopters nor fixed wing aircraft can
currently cover in a way sustainable for both the operators and the industry.
The project will ultimately substantiate the possibility to combine in an advanced rotorcraft the high
cruise speed, low fuel consumption and gas emission, low community noise impact, and productivity
for operators. A large scale flightworthy demonstrator embodying the new European compound
rotorcraft architecture will be designed, integrated and flight tested.
In addition to the complex vehicle configurations, Integrated Technology Demonstrators (ITDs) will
accommodate the main relevant technology streams for all air vehicle applications. They allow the
maturing of verified and validated technologies from their basic levels to the integration of entire
functional systems. They have the ability to cover quite a wide range of technology readiness levels.
2. Scope of work
Innovation target is to achieve a weight reduction of 40% for double-curved bird-strike resistant
windshields with included and improved de-fogging and de-icing capability, fast maintainability and
long-term scratch resistance with optimal optical quality.
Helicopter windshields have to ensure superior optical quality and bird strike resistance (only CS29
types) under all kinds of environmental conditions and operations. Today, these requirements cause
tremendous extra cost and weight. For instance: Before take-off, De-Fogging and De-Icing of
helicopters is realized by air conditioning that leads to long-time delay and (unnecessary) high fuel
consumption. During operation, polymeric windshields suffer under insufficient scratch resistance
that causes frequent demand for repair/exchange of windshields by/at the customers. These
requirements induce additional weight to recent heavy double curved windshield design granting
sufficient bird strike resistance.
The subject of this Call for Partners are all the activities needed for developing and manufacturing
the windshields of the LifeRCraft Demonstrator as part of the ITD Airframe for further application
and use in the High speed Rotorcraft LifeRCraft IADP. Therefore activities such as engineering
activities, manufacture and test are to be performed in this call. In addition to the technical activities
the relevant management activities have to be performed also.
Annexes – Page 187 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title – Description
Due Date
1
T0+21
2
Development, layout, design and certification of the windshields for a High
Speed H/C.
Features to be included:
 Bird strike resistance according to CS29
 Optimized for Pilot’s view capability
 Superior optical quality
 Scratch/abrasion resistance (also gravel, wisher/wiper)
 Light weight design
 Easy and fast maintainability and assembly (bonding)
 De-fogging capability (coating)
 Repellent characteristics
 Compatible with electrical anti-icing
 Low recurring costs
 Media resistance
 Noise reduction
 HUD compatibility (only for the upper pilot windshields)
 Mitigation laser threats
The development has to be done in close cooperation with the Topic
Manager
Manufacturing of left and right pilot windshields for test article
3
Manufacturing of left and right lower windshields for test article
T0+25
T0+25
Annexes – Page 188 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title – Description
Due Date
4
T0+27
5
Testing of the windshields will comprise e.g. optical quality, scratch
resistance, bird strike…
Manufacturing of left and right pilot windshields for FRC
6
Manufacturing of left and right lower windshields for FRC
T0+30
7
Support to installation
T0+30
8
Contributing to obtain the permit to flight
Contributing to obtain permit to flight documentation for the windows
Contributing to flight test campaign
T0+34
9
T0+30
T0+60
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
T0+09
D2
Concept for windshields (materials, coatings, Doc
composite approach, de-fogging, de-icing, etc.)
Concept for windshields assembly + maintainability Doc
D3
Detailed drawings
Doc
T0+21
D4
Windshields (hardware) for Mock-up
HW
T0+25
D5
Windshields (hardware) for FRC
HW
T0+30
D6
Contributing to “Permit to Fly”
Doc
T0+34
D7
Report about contribution to flight test
Doc
T0+60
D1
T0+12
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1
PDR
MS
T0+12
M2
CDR
MS
T0+24
M3
Flight test survey
MS
T0+60
Annexes – Page 189 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The Topic Manager is the responsible in front of the airworthiness agency, and it is therefore
mandatory that the Topic Manager will be supported by the Partner with respect to all certification
related activities in relation with the windshields. Therefore the Partner has to provide all
documentation necessary to achieve “Permit to Fly”:
 Providing material data which is required to achieve a “Permit to Fly”.
 Using material, processes, tools, calculation tools, etc. which are commonly accepted in the
aeronautic industry and certification authorities.
 Harmonization (through the Topic Manager) of calculation processes/tools.
 Acting interactive with Topic Manager at any state of work.
 Access to the production and test sites.
 It is expected, that latest 2015 TRL level 4 is achieved for each system/technology proposed.
If this is not achieved on time, Partner has to initiate a mitigation plan how to reach the
target of TRL 6 at the end of demonstration.
 The Partner has to perform the updates of documentation in case it appears to be insufficient in front of the authorities.
Special Skills
-
-
-
Experience in design, manufacturing and testing of polymeric transparencies.
Design, analysis and configuration management tools of the aeronautical industry (i.e. CATIA
v5 release 21, NASTRAN, VPM).
Competence in management of complex projects of research and manufacturing
technologies.
Experience with TRL Reviews or equivalent technology readiness assessment techniques in
research and manufacturing projects for aeronautical industry.
Proven experience in collaborating with reference aeronautical companies with industrial air
vehicle developments with “in – flight” components experience.
Capacity to support documentation and means of compliance to achieve experimental
prototype “Permit to Fly” with Airworthiness Authorities (i.e. EASA, FAA and any others
which may apply).
Capacity to specify material and structural tests along the design and manufacturing phases
of aeronautical components, including: material screening, panel type tests and
instrumentation.
Capacity to perform structural and functional tests of aeronautical components: test
preparation and analysis of results.
Capacity to repair/rework “in-shop” components due to manufacturing deviations.
Capacity of performing Life Cycle Analysis (LCA) and Life Cycle Cost Analysis (LCCA) of
materials and structures.
Capacity of evaluating design solutions and results along the project with respect to Ecodesign rules and requirements.
Annexes – Page 190 of 378
1st Call for Proposals (CFP01)
-
- Design Organization Approval (DOA).
- Product Organization Approvals (POA).
- Quality System international standards (i.e. EN 9100:2009/ ISO 9001:2008/ ISO 14001:2004)
Qualification as Material and Ground Testing Laboratory of reference aeronautical companies
(i.e. ISO 17025 and Nadcap).
Technologies for polymeric material manufacturing.
Mechanical processes, regarding assembly of windshield to surrounding structure.
Material and Processes
In order to reach the main goals of the project two major aspects have to be considered for materials
and processes, namely: maturity and safety for the project.
Because of the ambitious plan to develop a flying prototype in a short time frame, the manufacturing
technology of the partner must be on a high maturity level (TRL4) in order to be able to safely reach
the required technology readiness for the flying demonstrator.
To secure this condition, the partner will have to demonstrate the technology readiness for his
proposed materials and process and manufacturing technology with a TRL review, to be held
together with Topic Manager.
The TRL review must be held within one year after the beginning of the project and must confirm a
maturity of TRL5 or at least TRL4 if a solid action plan to reach TRL5 within the scope of one further
year and finally meet the TRL target for the demonstrator is validated and accepted by AH.
Furthermore, since the schedule of the project and the budgetary framework don’t allow for larger
unanticipated changes in the middle of the project, it is required that at the start of activities the
partner demonstrates his capability to develop and manufacture the required items with a baseline
technology (which can be e.g. PMMA or PC windshields with established coatings and adhesives as
well as screwed windshield frames) which will be a back-up solution if the new technology to be
introduced, proves to be overly challenging.
This back-up plan, which shall secure the meeting of the project goals, shall also be agreed between
AH and the Partner within half a year after the start of the activities and approved by the JU.
Furthermore the M&P activities in the ITP shall support the safe inclusion of the partner technology
into the complete H/C.
Certification:




Design Organization Approval (DOA).
Product Organization Approvals (POA).
Quality System international standards (i.e. EN 9100:2009/ ISO 9001:2008/ ISO 14001:2004)
Qualification as Material and Ground Testing Laboratory of reference aeronautical
companies (i.e. ISO 17025 and Nadcap).
Annexes – Page 191 of 378
1st Call for Proposals (CFP01)
III.
Aerodynamic and acoustic capabilities developments for close coupling, high bypass
ratio turbofan Aircraft integration
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
AIR
TS-A_WP1.2.1– Turbofan Powerplant
2400 k€
24 months
Start
Date22
06-2015
Identification
Title
JTI-CS2-2014-CFP01-AIR- Aerodynamic and acoustic capabilities developments for close coupling,
01-01
high bypass ratio turbofan Aircraft integration.
Short description (3 lines)
In order to prepare the capabilities for future Powerplant system integration into Aircraft, the
applicant will extend existing numerical capabilities to be able to tackle the specificities of those
integrations: strong coupling between Powerplant and Aircraft; Reduced size nacelles; Low drag
nacelle solutions.
22
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 192 of 378
1st Call for Proposals (CFP01)
1. Background
The powerplant Integration activities in ITD AIRFRAME Technology stream A-1 workpackage 1.2 are
generally aiming at identifying and developping innovative integration solutions for both, future large
by-pass ratio turbofan engines and contra rotating open rotor engines.
The specificities of both CROR and UHBR integration into the Aircraft lead to develop further the
capabilities for aerodynamic and acoustic characterisation in the context of strong interaction
between the Engine and the Aircraft.
These capabilities will be used within ITD Airframe to identify and perform the initial maturation of
candidate technologies. They will be used as well within the Large Passenger Platform for further
maturation up to in flight demonstration.
The major aerodynamics objectives of this topic are the understanding of fan/airframe aerodynamic
integration and development of associated capabilities. For acoustic, the applicant is expected to
bring significant contributions in the characterization, the understanding and potentially low noise
solutions with regards to the following noise challenges:
 Shorter inlet and bypass duct: reduction of treated area + Inlet flow distorsion noise
 Geared Turbofan Engine: Lower regime but shift of the global spectrum to lower
frequencies, more difficult to attenuate with classical liners. Possible BSN in cruise. Reduction
of Fan-OGV space, low count OGV.
 Increased close-coupling between engine and wing during takeoff and approach leading to
jet-wing interaction noise. New architectures of bypass nozzle and pylons
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
1
Generic Fan /OGV configuration definition
The applicant will propose a generic configuration to be used for the
application and development of methods
Aerodynamic CFD capabilities development linked to large by-pass ratio
turbofan engines integration
Acoustics CFD-CAA capabilities development linked to large by-pass
ratio turbofan engines integration
Acoustics experimental means development linked to large by-pass
ratio turbofan engines integration
T0+6months
2
3
4
TO+24months
TO+24months
TO+24months
Task 1 description
In order to properly develop the numerical capabilities that will allow to assess UHBR engine
integration in close interaction with the Aircraft, the applicant will perform the geometrical definition
Annexes – Page 193 of 378
1st Call for Proposals (CFP01)
of a generic Fan/ OGV combination, representative of future UHBR Engine. This geometry will be
reviewed and complemented by nacelle /installations with the topic Manager.
Task 2 description
New challenges linked to large by-pass ratio turbofan engines, such as more close-coupled engine
installation, require to better understand fan/airframe aerodynamic integration; to do so, the
development of aerodynamic capabilities is mandatory.
In this respect, the applicant will develop:
 Capabilities for installed rotating fan computations.
 Capabilities for Fan blade transition prediction: CFD development, blade laminarity
diagnosis.
 CFD-CSM for installed fan aero-elastic characterization.
 Capabilities for evaluation of 1P loads and moments prediction from various methods.
 CFD capability for air intake in crosswind with ground.
 CFD to qualify A/C system integration within powerplant.
 Active and passive flow control capabilities for close coupled powerplant under-wing
integration.
 Capabilities for skin friction prediction on hot and / or non smooth surfaces (acoustic,
grooves…).
Some of the capabilities developed in this frame could be calibrated through experiments and Flight
tests (in LPA platform).
Task 3 description
The applicant is expected to bring significant contributions in the prediction and the understanding
of the following noise challenges in order to drive further mitigation or low noise reduction
technologies
- Shorter inlet and bypass duct: reduction of treated area + Inlet flow distortion noise
- GTF Engine: Lower regime but shift of the global spectrum to lower frequencies, more
difficult to attenuate with classical liners. Possible BSN in cruise. Reduction of Fan-OGV
space, low count OGV.
- Increased close-coupling between engine and wing during take-off and approach leading
to jet-wing interaction noise. New architectures of bypass nozzle and pylons
In this respect, the applicant will develop the following CFD-CAA capabilities:
- Heterogeneous OGV and pylon/bifurcations/splitter predictions. Impact on Fan-OGV
interactions,
- Non-linear propagation of shocks (BSN) with heterogeneous 3D geometry/flow and
acoustics treatments.
- Acoustics treatment modelling in time-domain propagation
- Fan-OGV broadband noise modelling
Annexes – Page 194 of 378
1st Call for Proposals (CFP01)
-
DES/LES simulation for tonal & broadband Fan noise
High order CFD/CAA coupling for noise propagation in non uniform inflow.
Modelling of fuselage turbulent boundary layer acoustic refraction effects
Fan noise scaling laws methods
Evaluation of multichorochonic CFD approach for acoustics
Impact of Fan blade transition on acoustics
Installed Jet noise prediction for aggressive UHBR integration
Task 4 description
In order to foster the experimental characterisation of UHBR close-coupled Integrated PPS noise
(mainly installed Fan noise and Jet noise), The applicant is expected to develop the following
experimental means :
Inflow Instrumentation for WTT
- Metrology development for in-flow acoustic instrumentation for WTT and for FTD (to be
followed in LPA platform)
- Specific Instrumentation for Fan acoustic characterization of Turbofan in Wind Tunnel
such as modal detection, hot wire, LDV, wall kulites close to blades and OGVs, …
- PIV (static /dynamic) and time-resolved turbulence measurements (e.g. LDV) for installed
jet noise characterization
Acoustic WTT post processing with corrections
- Screen recessed microphone development and correction (wire mesh…), Penny washer
correction
- Near field : TBL (steady and unsteady) refraction correction, WTT Acoustic liner
development for HS tests
- Far field : Open test section shear layer refraction correction
- Denoising (non acoustic source noise, TBL noise), Dereverberation in WTT, method
development and validation
Specific means and features for noise reduction (acoustics liners)
- Acoustics treatments characterisation means with grazing flow and thermal gradient
- Innovative liners technologies for broader and low frequency attenuation
Annexes – Page 195 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
1
Work plan description covering all the aspects
identified on tasks 1 to 4
Generic Fan /OGV configuration definition
Document
T0+3
CAD
T0+3
Capabilities development review – prioritization,
go/no go decision on the full scope of activities from
task 1 to 4.
Capabilities development review – final evaluation
and identification of way forward for further
developments on the full scope of activities from task
1 to 4.
Review,
documents
T0+12
Review,
documents
T0+24
2
3
4
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
1
Workplan agreed
Review
T0+3
2
3
4
List of capabilities identified and improvement
objectives agreed
Initial capability development assessed
T0+6
Plan defined for further capability calibration after this
topic closure
T0+24
T0+12
Annexes – Page 196 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
Due to the large scope of problematic, it is recommended that the applicant is a consortium.
This project could develop into further activities, including maturation of those capabilities through
calibration against experiments (Wind Tunnel test and/or Flight tests within the IADP-LPA platform).
The applicant shall be able to demonstrate sound technical knowledge in the field of proposed
contributions; he shall be able to demonstrate that this knowledge is widely recognized.
The applicant shall demonstrate experience in project management in Time, Cost and Quality
together with evidence of past experience in large project participation.
The applicant shall have the following special skills:
 Aerodynamic CFD modelling skills, from simplified to unsteady methods
 Aeroelasticity skills (fluid-structure coupling approach integrated force/displacement/mesh
deformation approaches)
 Flow control simulations
 Aeroacoustics predictions numerical/analytical/semi-empirical
modelling skills (CFD-CAA,
unsteady CFD, analytical tools)
 Aeroacoustics experimental instrumentation, signal processing
 Acoustics liners characterisation
Annexes – Page 197 of 378
1st Call for Proposals (CFP01)
IV.
Advanced predictive models development and simulation capabilities for Engine design
space exploration and performance optimization
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
AIR
TSA-WP1.2.1 – UHBR Engine integration
350 k€
48 months
Start
06-2015
23
Date
Identification
Title
JTI-CS2-2014-CFP01-AIR- Advanced predictive models development and simulation capabilities for
01-02
Engine design space exploration and performance optimization
Short description (3 lines)
Advanced predictive models development and simulation capabilities for Engine design space
exploration and performance optimization
23
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 198 of 378
1st Call for Proposals (CFP01)
1. Background
This work package is dedicated to the overall performance assessment and optimization of a future
engine architecture Propulsion system (Contra-Rotative Open Rotor (CROR), Ultra High Bypass Ratio
TurboFan (UHBR), combined gas turbine cycles …) which is getting more and more complex. As such,
at a preliminary design stage, it is of prime importance to develop a reliable and robust predictive
model to assess not only the performance (in term of thrust capabilities and fuel consumption) but
also the design impact on the engine weight, the life of the engine components, the overall mission
fuel burn, and, finally, the direct maintenance costs for the aircraft. While there are models already
existing for the engine core which is similar between different architectures (UHBR TurboFan, Open
Rotor, Hybrid propulsion systems…), there is a strong need to develop and adapt models dedicated
to specific components for the future engine architecture such as the propulsor (including additional
systems like propellers, gearbox, pitch control mechanism (PCM), variable nozzle area …).
An overall and modular approach is here proposed in order to develop the main modules/models
and to ensure their integration into an unique preliminary design process. In parallel, the process
efficiency will be supported by the development of advanced solvers and adequate numerical
methods to address complex systems simulations which involve significant interactions between
various models. Advanced simulation techniques will be developed to improve the monitoring of
communication between those models, to ensure stability in calculations through better coupling
(engine models with secondary cycles) and managing convergence issues. A more integrated and
stable process will favour optimization of complex propulsion systems performance within multiconstraints. In addition to steady state performance calculations, it is also proposed to develop
extended transient capabilities and functions to simulate complex systems transients and control.
Advanced solvers will be then required for engine dynamic systems simulations and real-time
applications.
An appropriate partnership can be settled for the above and dedicated tasks. The partner should
have competences and industrial software capabilities for gas turbine and complex systems
simulation and modelling development involving various disciplines (thermodynamic, heat exchange,
mechanic, electrical, systems control). The partner should also have strong experiences in software
development and industrial applications (cycle and power plant sectors).
Annexes – Page 199 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
1.
Process development and models functional integration
T0 + 24





2.
Gas turbine components modelling and developments





3.
Develop advanced functions and numerical methods for gas turbine
design and robust modelling.
Improve and develop advanced solvers for complex systems
simulation (models combinations and interactions, engine including
secondary cycles, new systems and propulsors…)
Contribute to process implementation and integrate models for
optimization studies at aircraft level. Manage models stability and
convergence issues.
Develop and refine optimization techniques for design space
exploration for Aircraft +Engines simulations
Refine engine components scaling techniques based on multipoint
design and constraints
T0 + 24
Adapt and upgrade generic models for optimization studies
Identify and evaluate the relevant design criteria for key
components associated to the chosen engine architecture.
Examples: Propeller, PCM, gearbox for CROR; UHBR Fan, PCM,
gearbox for a UHBR Geared TurboFans…
Propose and develop methods or correlations for trade studies.
Examples Propeller and UHBR Fan efficiency, Thermal management
in gearbox, sizing of UHBR Fan hub…
Assess and perform sensitivity of key components on overall engine
performance
Elaborate an integrated preliminary sizing and prediction model for
the propulsor, including those key components.
Advanced gas turbine transient performance and Control
T0 + 48

4.
Develop control functions and library for gas turbine transient
performance simulations, including additional transient models.
Objective is to predict transient behaviour and trends of new
powerplant systems.
 Refine and develop real-time simulations capabilities based on
models linearization processes or implementation of new solvers.
Demonstrate feasibility for a new gas turbine system.
Process demonstrator for aircraft performance evaluation, considering
T0 + 48
various engine concepts and multidisciplinary optimization
Annexes – Page 200 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description



5.
Evaluate the influence of engine design and configuration on aircraft
performance and mission fuel burn (Impact of engine fuel
consumption and weight)
Integrate the gas turbine and surrogate aircraft performance model
into the preliminary design process for overall performance
optimization studies.
Simulate aircraft design process with various engine concepts and
more complex architectures using advanced modelling techniques.
Ranking of concepts performance
Gas turbine Lifing prediction models

6.
Due Date
T0 + 36
For conventional turbofans, there are some existing prediction
models developed in the past for the engine lifing assessment
(mainly correlated with the engine life limited parts such as high
pressure turbines blades and disks). It is proposed to revisit these
existing methods, update them and propose complementary
correlations for other engine architecture specific components (like
UHBR Fans hub or either contra-rotating gearbox, pitch control
mechanism).
A good understanding of the drivers that limit the life of those
components is crucial (components cooling and thermal
management, maintenance cycles, failure mechanisms and lifing of
these components).
Direct Operating Cost and Maintenance cost predictions

T0 + 36
On the basis of Engine lifing predictions and engine design data, it is
proposed to develop a dedicated prediction model for economic
impact assessment based on existing literature. This model shall
take into account key aspects such as maintenance cost and direct
operating cost relying on relevant factors (like maintenance cycles,
fuel price, materials use…)
Annexes – Page 201 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
1.1
Numerical approach and modelling for gas turbine design
Tech Note T0 + 6 months
1.2
New tool/software for gas turbines performance
simulation including required functions, solvers and
monitoring of convergence issues
Advanced engine multipoint design capabilities for
representative engine sizing and scaling process
Modelling capability for non-conventional power plant
systems, high-flexibility simulation code
Adapted optimization techniques for combined aircraft
and gas turbine performance predictions
Engine performance evaluation based on relevant design
criteria for key components and various engine
architectures
Review of design criteria and semi-empirical sizing
correlations for propellers
Review of design criteria and semi-empirical sizing
correlations for UHBR Fan
Review of design criteria and semi-empirical sizing
correlations for Gearbox design dedicated to CROR or
UHBR architecture
Sensitivity study of key components and impact on
overall engine performance (Propeller, UHBR Fan,
Gearbox, PCM …)
Integrated preliminary sizing and performance prediction
models, test on various propulsion systems.
Development and implementation of transient functions
for gas turbine simulations in retained tool
Development and implementation of control functions
for gas turbine simulations in retained tool
Software offering real-time simulations and applications
for gas turbines
Sensitivity and impact of engine design and configuration
on aircraft performance and mission fuel burn calculation
Surrogate engine and aircraft models coupling, with
selected concepts studies
Tech Note T0 + 24 months
1.3
1.4
1.5
2.1
2.2
2.3
2.4
2.5
2.6
3.1
3.2
3.3
4.1
4.2
Due Date
Tech Note T0 + 24 months
Tech Note T0 + 24 months
Tech Note T0 + 24 months
Tech Note T0 + 24 months
Tech Note T0 + 24 months
Tech Note T0 + 24 months
Tech Note T0 + 24 months
Tech Note T0 + 24 months
Tech Note T0 + 24 months
Tech Note T0 + 48 months
Tech Note T0 + 48 months
Tech Note T0 + 48 months
Tech Note T0 + 48 months
Tech Note T0 + 48 months
Annexes – Page 202 of 378
1st Call for Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
Type
4.3
Preliminary optimization capabilities for aircraft-engine
combinations
State of the art of engine lifing prediction methods,
identification of specific needs depending on architecture
(CROR, UHBR…)
Analysis of engine specific architecture life limiting
parameters (CROR, UHBR…)
Life prediction model setting and implementation in the
engine design process (CROR, UHBR…)
Identification of DMC and DOC drivers for specific engine
architectures (CROR, UHBR…)
DMC and DOC estimation models setting and
implementation in the engine design process (CROR,
UHBR…)
Tech Note T0 + 48 months
5.1
5.2
5.3
6.1
6.2
Due Date
Tech Note T0 + 36 months
Tech Note T0 + 36 months
Tech Note T0 + 36 months
Tech Note T0 + 36 months
Tech Note T0 + 36 months
Annexes – Page 203 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
Skills required for industrial codes development and complex systems simulations
 Flexible tool/software development to simulate different engine architectures: objectoriented model architecture and detailed components library, setting of constraints in engine
model, schematic principle, library of components and model generation, flexible engine
architectures
 Multipoint design capabilities and advanced solvers for complex systems simulations
 Tool capabilities for engine decks generation (customer/parametric sizing), datapack
(consistent with SAE standard for gas turbines)
 Use efficiency proposed by the simulation tool (GUI, experiment, monitoring, postprocessing)
 Tool interface/Connections with external programs (Matlab, Excel, Optimizer Isight, C++
programs)
 Capabilities for gas turbine transient simulations and control (specific solvers for transient
calculations)
Skills required for aerospace applications
 Aircraft gas turbines performance modeling and simulation
 Multidisciplinary and complex systems simulations
 Mechanical systems design
 Gas turbine dynamics and transient simulations
 Engine thermal management and simulations
 Propulsor systems and subsystems modelling
 Thermo-mechanical analysis
 Failure mechanisms & life estimation
Annexes – Page 204 of 378
1st Call for Proposals (CFP01)
CROR Engine debris Impact. Shielding design, manufacturing, simulation and Impact
test preparation
V.
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
AIR
TS-A_WP1.2.2
360K€
24 months
Start
Date24
07-2015
Identification
Title
JTI-CS2-2014-CFP01-AIR- CROR Engine debris Impact. Shielding design, manufacturing, simulation
01-03
and Impact test preparation
Short description (3 lines)
These work package deals with the development and maturation of innovative shielding and panels
able to sustain high and low energy debris linked to the engine burst. It also includes the
manufacturing and preparation for impact test for such shielding and panels.
24
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 205 of 378
1st Call for Proposals (CFP01)
1. Background
New, eco-efficient aircrafts are challenged by a demand to significantly reduce the CO2 and NOx
emission. To achieve these goals, the topic manager is exploring new configurations for integrating
advanced engines and propulsion concepts to the aircraft. Most of such promising concepts as the
CROR-engine, Boundary Ingestion Layer (BIL), Ultra High Bypass Ratio engines (UHBR), multiple fan
cannot be targeted simply by replacing engines of the current generation, but require a substantial
change of the principle aircraft configuration.
Results from recent research programmes have provided much evidence that many of these
concepts do lead to better gains of ecologic and economic efficiency by installing them on the rear
end of the fuselage.
The advantage of an installation on the rear fuselage is motivated by the favorable spatial integration
conditions in particular for large fan or rotor diameters or multiple fans which can be the key for
achieving unprecedented fuel efficiencies. In case of un-ducted engine architecture as the CROR, the
rearward shift of the engines away from the wing provides additional advantages in cabin noise and
passenger comfort and safety improvement.
Regarding the safety, main issue is the CROR engine debris that can be release with high energy
when there is a failure. It is mandatory to develop innovative solutions for panels and shielding able
to shield and reduce damage at impact, to secure the airframe integrity, so that aircraft can make
safe continuation of flight and landing after engine burst event.
This topic deals with the development and maturation of innovative shielding and panels able to
sustain high and low energy debris linked to the engine burst.
Figure 2. R&T concept study with rear mounted open rotor engines
Annexes – Page 206 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The objective of the work is to develop, design and manufacture, structural and nonstructural panels
for aircraft shielding against high and low energy debris release. The solutions will need to arrest
middle/high representative engine debris impact, producing minimum damage on the structure with
minimum penalty weight. The target is to reduce at least 60% areal weigh of the shielding compare
to reference shield of AL 2024 T351 monolithic plate. The solution should weight 60% less than
minimum thickness of mentioned reference solution able to stop the final impact test, describe
below as level 2.
The applicant is also responsible also to manufacture representative impactor specimens made of
composite and metallic to be defined indetail below.
Physical test is part of another work package but applicant is responsible to develop pre-test
simulations, support final test definition and test evaluation and perform Test simulation and
correlations, describing both the panel and the impactor behavior. Applicant is responsible to
demonstrate the final validation of the solutions at final impact test, describen below as level 2.
There will be two level of validation:
1) Level 1. Lower representative level preliminary evaluation and screening of solutions. Flat panels
impacted by simplified impactor. Details described below.
2) Level 2. Higher representative level final evaluation. Curved panels with final geometry will be
impacted with representative real impactor segment of a blade and metallic disc. Details
described below.
For level 1 the work will be performed by the applicant following the steps:
1) To review, refine and consolidate shielding detail requirements with topic manager and compile
such requirements.
2) To perform identification of a collection of solutions based on different architectures and materials
applicable to structural and no in structural solution. This collection will be a minimum of 30
solutions. It will be provided evidences based on bibliography and preliminary analytical assessment
and pre-simulations, that provided solutions could cope with given requirements. At least 10
nonstructural and 10 structural solutions will be down-selected by the topic manager from the
collection for evaluation on more detail on subsequent steps. Provided solutions must cope with
environment requirement required for integration on an aircraft that will be defined in detail on step
1.
3) To perform a detailed evaluation of the solutions based on pre-test detailed impact explicit
simulation with simulation codes as Abaqus, dyna, etc….for the test level 1 impact conditions defined
below. Details of the simulation results and predictions will be provided to topic manager that will
select at least 5 structural and nonstructural solution for evaluation on more detail on subsequent
Annexes – Page 207 of 378
1st Call for Proposals (CFP01)
steps. Results and models should be provided to topic manager in Abaqus exploitable format. Also
detailed refined test specification will be provided and agreed with topic manager following level 1
description below and requirement consolidation step.
4) To perform final design and manufacturing of the selected 5 structural and 5 nonstructural
solutions to be validated at level 1 test. Level 1 test will be of two kinds, with metallic impactor and
composite impactor:
Impact test level 1.1:


Steel ball impactor (30mm diameter), 111g
Room Temperature Dry
Applicant should provide at least 500 ball impactors
Impact test level 1.2:
•
•
•
•
•
•
•
Material: CFRP
Mass: 111g
Thickness: 11mm (60 plies) approx.
Length: 150m
Width: 42mm
Chamfered
Projectile velocity, V_init (60-250m/s)
Applicant should manufacture and provide at least 300 composite impactors
Detail test conditions are orientative and could be adapted by the topic manager on the requirement
consolidation phase.
At least 30 flat panels of different thickness for each selected solutions of a dimension of
500x500mm will be manufactured by the applicant, in order to be able to capture ballistic limit at
both test for each solution.
5) To perform a detailed evaluation of the solutions based on post-test impact explicit simulation
correlations with simulation codes as Abaqus, Dyna, etc….for the test level 1 impact conditions
defined below. Details test and simulation results, models and material properties, and predictions
will be provided to topic manager that will select at least 3 structural and 3 nonstructural solutions
for evaluation on more detail on subsequent steps. Results and models should be provided to topic
manager in Abaqus exploitable format.
For level 2 the work will be performed by the applicant following the steps:
Annexes – Page 208 of 378
1st Call for Proposals (CFP01)
1)To review, adapt and consolidate shielding detail requirements with topic manager and perform
update of compilation such requirements.
2)To perform a detailed evaluation of the selected solutions based on pre-test impact explicit
simulation with simulation codes as Abaqus, dyna, etc….for the test level 2 impact conditions defined
bellow. Details test and simulation results, models and material properties, and predictions will be
provided to topic manager that will select at least 3 structural and 3 nonstructural solutions for
evaluation on more detail on subsequent steps. Also detailed refined test specification will be
provided and agreed with topic manager following level 2 description below and requirement
consolidation step. Results and models should be provided to topic manager in Abaqus exploitable
format.
3)To perform final design and manufacturing of the 6 final selected structural and nonstructural
solutions, including the integration supports, structural or nonstructural, to be validated at level 2
test. Level 2 test will be of two kinds, with metallic impactor and composite impactor:
Impact test level 2.1:
•
•
•
Steel segment disc impactor (at least 300mm diameter approx.)
Upto 80KJ impact energy
Room Temperature Dry
Impact test level 2.2:
•
•
Material: CFRP blade section( at least 350x350 mm)
Upto 150KJ impact energy
Applicant should manufacture and provide at least 80 metallic impactors
Detail test conditions are orientative and could be adapted by the topic manager on the requirement
consolidation phase.
At least 15 curved panels of different thickness for each selected solutions of a dimension of
2500x2500mm, will be manufactured by applicant, in order to be able to capture ballistic limit at
both test for each solution. Integration supports for each solution, structural or nonstructural need
to be also manufactured.
4)To perform a detailed evaluation of the solutions based on post-test impact explicit simulation
correlations with simulation codes as Abaqus, Dyna, etc….for the test level 2 impact conditions
defined above. Details of test, simulation results, models and material properties, and predictions
will be provided to topic manager as final validation of the solutions, including final performance
results compared to initial target.
Annexes – Page 209 of 378
1st Call for Proposals (CFP01)
Results and models should be provided to topic manager in Abaqus exploitable format.
Tasks
Ref. No.
Title - Description
Due Date
T1
Requirement consolidation (Level 1)
T0+1month
T2
Shielding collection identification, preliminary evaluation and down
T0+3 months
selection (Level 1)
T3
Detailed pre-test simulation and evaluation (Level 1)
T4
Panel and shield solution detailed definition, design and manufacturing
T0+10month
(Level 1)
T5
Test analysis, post-test simulation and correlation and down selection
T0+12months
T6
Requirement consolidation (Level 2)
T0+8month
T7
Detailed pre-test simulation and evaluation (Level 2)
T0+14month
T8
T9
T0+6 months
Panel and shield solution detailed definition, design and manufacturing
T0+18month
(Level 2)
Test analysis, post-test simulation and correlation and final
T0+24months
performance evaluation (Level 2)
Annexes – Page 210 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Requirement consolidation (Level 1)
Report
T0+1month
D2
Report
T0+3 months
D3
Shielding collection identification, preliminary
evaluation and down selection (Level 1)
Shielding down selection
Report
T0+3 months
D4
Detailed pre-test simulation and evaluation (Level 1)
T0+6 months
D5
Panel and shield solution detailed definition, design and
manufacturing (Including impactors) (Level 1)
Test analysis, post-test simulation and correlation and
down selection
Report &
simulation
models
Drawing and
specimens
Report &
simulation
models
Report
Report &
simulation
models
Drawing and
specimens
Report &
simulation
models
T0+14month
D6
D7
Requirement consolidation (Level 2)
D8
Detailed pre-test simulation and evaluation (Level 2)
D9
Panel and shield solution detailed definition, design and
manufacturing (Including impactors) (Level 2)
Test analysis, post-test simulation and correlation and
final performance evaluation (Level 2)
D10
T0+10month
T0+12months
T0+8month
T0+18month
T0+24months
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1
Requirement consolidation (Level 1)
Report
T0+1month
M2
Report
T0+3 months
M3
Shielding collection identification, preliminary evaluation
and down selection (Level 1)
Shielding down selection
Report
T0+3 months
M4
Detailed pre-test simulation and evaluation (Level 1)
T0+6 months
M5
Panel and shield solution detailed definition, design and
manufacturing (Including impactors) (Level 1)
Report &
simulation
models
Drawing
and
specimens
T0+10month
Annexes – Page 211 of 378
1st Call for Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M6
Test analysis, post-test simulation and correlation and
down selection
T0+12months
M7
Requirement consolidation (Level 2)
Report &
simulation
models
Report
M8
Detailed pre-test simulation and evaluation (Level 2)
T0+14month
M9
Panel and shield solution detailed definition, design and
manufacturing (Including impactors) (Level 2)
M10
Test analysis, post-test simulation and correlation and
final performance evaluation (Level 2)
Report &
simulation
models
Drawing
and
specimens
Report &
simulation
models
T0+8month
T0+18month
T0+24months
4. Special skills, Capabilities, Certification expected from the Applicant
•
•
•
•
•
•
•
•
•
•
Extensive experience in manufacturing of composite, Hybrid structure and shielding panels
for Aircraft structures.
Demonstrated experience and hardware availability for manufacturing composite structures
and shielding panels , using Resin transfer molding, liquid resin infusion, automatic type layout, automatic fiber placement and other composite manufacturing technics
Expertise use and development of Impact simulations with explicit solver Abaqus.
Expertise in translation of different models from other equivalent software to Abaqus
explicit.
Expertise in composite, metallic and hybrid shielding design and development for engine
debris impacts: uncontained engine rotor failure, blade release, ice shedding, etc…
World class experience in airframe structure analysis, simulations, test, impact and
mechanical characterization.
Expertise in correlation of Impact and mechanical characterization by test and simulation for
blade impact problematic and other high energy similar problematic (Bird impact, crash
impact, UERF, etc…) up to full scale.
Multidisciplinary and complex systems simulations
Mechanical systems design
Failure mechanisms & life estimation
Annexes – Page 212 of 378
1st Call for Proposals (CFP01)
VI.
Aero-acoustic experimental characterization of a CROR (Contra Rotating Open Rotor)
engine WT model with core flow in propellers architecture
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
AIR
TS-A_WP1.2.2
960 k€
18 months
Start
Date25
01/07/2015
Identification
Title
JTI-CS2-2014-CFP01-AIR- Aero-acoustic experimental characterization of a CROR (Contra Rotating
01-04
Open Rotor) engine WT model with core flow in propellers architecture.
Short description (3 lines)
The CROR engine architecture with primary flow ejection into propellers is a promising technology to
reduce CROR engine weight. Unfortunately, state-of-the-art numerical methods are not mature
enough to predict the impact of this technology on broadband noise. Wind-tunnel test is then
necessary to assess the noise.
25
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 213 of 378
1st Call for Proposals (CFP01)
1. Background
The objective of the WP is to assess the impact on tonal and broadband noise of the “core flow into
propeller” architecture versus the conventional CROR architecture through wind tunnel test in low
speed conditions. The targeted scale is around 1/5th. The wind-tunnel model will be based on existing
hardware belonging to the topic manager. Two wind-tunnel tests will be required: one for core flow
jet turbulence assessment in aerodynamic testing environment with possibly special measurement as
PIV or hot wires and the other for noise characterization assessment in acoustic testing environment.
The WBS is as follow:
Annexes – Page 214 of 378
1st Call for Proposals (CFP01)
Core flow in
propeller CROR
WTT
WP1 - Wind-tunnel
model design,
manufacturing and
integration
WP2 - Turbulence
characterisation windtunnel test in BLSWT
WP1.1 - A170C CROR air motor repair and
WP2.1 - Floor mouting on BLSWT
maintenance
WP2.2 - Connection to low compressor
WP1.2 - Blades
system
WP1.3 - Dummy pylon and nacelle with
WP2.3 - WT test operation
core flow + pylon BL blowing
WP1.4 - Device for helium injection and
WP2.4 - Helium supply
mixing
WP2.5 - Core flow turbulence and
velocity characterization
WP2.6 - Test engineering and
management
WP2.7 - Rigging
WP3 - Noise
characterisation windtunnel test
WP3.1 - Mounting - Support
WP3.2 - Mounting - Core nozzle air
supply adaptation
WP3.3 - WT test operation
WP3.4 - Helium supply
WP3.5 - Test engineering and
management
WP3.6 - Rigging
BLSWT = Bremen Low Speed Wind-Tunnel (Airbus internal)
The wind tunnel test work packages are preparation, derigging and all needed to run the test
included.
The different characteristics to run the model (engines, core blowing and pylon blowing) are
estimated below:
Engine
Requirements for CFP
Mass flow
5,80 kg/s
Motor intake total pressure supply at 300kW
51,00 bar
Model entry total pressure supply at 300kW
60 bar
Model entry total temperature
50 °C
Return line total pressure capability (drive air has to 20
be bar
routed completely out of the test section
Annexes – Page 215 of 378
1st Call for Proposals (CFP01)
Core flow
Requirements for CFP
Air density
Air total temperature
Mass flow
Nozzle pressure ratio
Model entry total pressure supply
TBD
50 °C
1.5 TBC kg/s
1,1
3 TBC bar
Ensure use of Helium is feasible in WTT
Pylon blowing
Requirements for CFP
Mass flow for 2 slots
Pressure
0,05 kg/s
5 bar
2. Scope of work
List of the task where the applicant is contributing (fully or partially). The Due Dates correspond to a
Start Date T0 of 1/7/2015, the whole project could be executed earlier, shifted as the start date T0.
The mentions T0 + nb of months provide the time relative to T0. :
Tasks
Ref. No.
Title – Description
Due Date
WP1
Wind-tunnel model design, manufacturing and integration
(TO+10)
WP1.2
Blades
(TO+10)
WP1.3
Dummy pylon and nacelle with core flow + pylon BL blowing
(TO+10)
WP1.4
Device for helium injection and mixing
(TO+10)
WP2
Turbulence characterization wind-tunnel test
(TO+13)
WP2.1
Floor mounting in BLSWT
(TO+10)
WP2.2
Connection to low compressor system
(TO+10)
WP2.4
Helium supply
(TO+9)
WP2.5
Core flow turbulence and velocity characterization
(TO+13)
WP2.6
Test engineering and management
(TO+18)
WP2.7
Rigging
(TO+11)
WP3
Noise characterization wind-tunnel test
(TO+15)
WP3.1
Mounting – Support
(TO+12)
WP3.2
Mounting – Core nozzle air supply adaptation
(TO+11)
WP3.3
WT test operation
(TO+13)
WP3.4
Helium supply
(TO+11)
Annexes – Page 216 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title – Description
Due Date
WP3.5
Test engineering and management
(TO+18)
WP3.6
Rigging
(TO+13)
In the WBS below, the task in which the applicant is expected to contribute are marked by WP
underlined in grey.
WP1 – Wind-tunnel model design, manufacturing and integration
WP1.1 – A170C CROR air motor repair and maintenance
This task is dealt by the topic manager as it is its own hardware and does not involve the applicant.
WP1.2 – Blades
Applicant is expected to design and manufacture blades at an approximate scale 1/5th. Shapes will be
provided by the topic manager. Blades are clipped to existing hubs and RSB hardware. 11 blades are
considered for the front rotor and 9 for the rear one. Inner part of the blades which is on the core
flow is at a fixed blade pitch while the outer part should be representative of 2 different pitch
settings. 2 different set of blades could be planned to represent these 2 settings. Unsteady pressure
sensors are requested on blade inner part. Survey instrumentation should be planned as well. The
WP includes design, manufacturing, inspections reports. Design and manufacturing of a specific
device to clip the blades on the hub could be requested if the existing device is not adapted.
Balancing of the rotors is included in the WP as well as the instrumentation supply. A third blade
configuration to be defined is included in this call. Applicant will provide all the necessary
documentation (stress report, geometric inspection, instrumentation report…)
WP1.3 – Dummy pylon and nacelle with core flow + pylon BL blowing
This WP includes design, manufacturing and integration on the existing hardware the dummy pylon
and nacelle with core flow and pylon BL blowing. It includes also the instrumentation needed.
Software to control the flow shall be supplied as well. The topic manager will provide the blowing
characteristics. Applicant will provide all the necessary documentation (stress report, geometric
inspection, instrumentation report…)
WP1.4 – Device for helium injection and mixing
This WP includes the device for injection and mixing of helium that could be used for WP2 and WP3.
It includes hardware and software. The use of helium is required to have representative primary flow
density (hot air for real engine). In fact the topic manager anticipates a show-stopper for the use of
hot primary flow due to the proximity of high accuracy rotating shaft balances.
WP2 – Turbulence characterisation wind-tunnel test in BLSWT
WP2.1 – Floor mouting on BLSWT
This WP is dealt by the topic manager and consist in adapting mounting of the model on BLSWT floor.
The mounting on BLSWT is already existing and the adaptation is highly dependent of technical
solution found in WP1.3. A support from the applicant could be requested (supply of material and
instrumentation).
Annexes – Page 217 of 378
1st Call for Proposals (CFP01)
WP2.2 – Connection to low compressor system
This WP is to adapt the air pressure circuit of BLSWT to the mounting and the device for helium
injection and mixing. The BLSWT facility has a low pressure compressor that will supply the blowing.
Following WP1.3 and WP1.4 outputs, the connection between model and this low compressor
system should be done.
WP2.3 – WT test operation
This task is dealt by topic manager.
WP2.4 – Helium supply
This WP deals with the renting of helium and all necessary hardware to use it.. The applicant will
determine the quantity needed for this test entry, contact the helium supplier, order the helium and
necessary hardware (regulators), ensure that the supplier is shipping the helium frames in this
facility, organize and ensure the shipment to the WP3 test facility, ensure there is the place
necessary to store the frames during the test campaign
WP2.5 – Core flow turbulence and velocity characterization
PIV and/or hot wire solution are expected to be installed and operated by the applicant in BLSWT. It
includes the post processing and the data delivery.
WP2.6 – Test engineering and management
This WP is dealt by by the topic manager, a support from applicant is requested for active
participation to the review, global management support and wind-tunnel test engineering (test
preparation, specification and test program writing, data validation and test report writing).
WP2.7 – Rigging
This WP deals with the operation on WT model to be carried out during the WT test and is partially
dealt by topic manager. The applicant should partipate to this by providing a rigger during the test
who will perform in collaboration with topic manager staff the configuration changes on the windtunnel model or on compressed air circuit.
WP3 – Noise characterisation wind-tunnel test
WP3.1 – Mounting – Support
This WP deals with design, manufacturing and integration of all the hardware needed to adapt
mechanical support to this test and all interfaces with the model. This topic and its cost is highly
linked to the applicant Wind-Tunnel test facility choice. Applicant will provide with different concept
solution to be validated by the topic manager, will design and manufacture the part and provide all
the necessary documentation (stress report, geometric inspection, instrumentation report…)
WP3.2 – Mounting – Core nozzle air supply adaptation
This WP is to adapt the air pressure circuit selected wind-tunnel to the mounting and the device for
helium injection and mixing. This topic and its cost is highly linked to the WP3.1. Applicant will
provide with different concept solution to be validated by the topic manager, will design and
manufacture the part and provide all the necessary documentation (stress report, geometric
inspection, instrumentation report…)
WP3.3 – WT test operation
This WP deals with the WT test slot in anechoic low speed conditions. 8 productive testing days are
expected. It includes the test operation, the test requirement studies, the resources to perform the
WT, the test occupancy cost, the energy cost necessary to achieve the requested conditions.
Annexes – Page 218 of 378
1st Call for Proposals (CFP01)
WP3.4 – Helium supply
This WP deals with the renting of helium and all necessary hardware to use it. The applicant will
determine the quantity needed for this test entry, contact the helium supplier, order the helium and
necessary hardware (regulators), ensure that the supplier is shipping back the helium frames after
the test, ensure there is the place necessary to store the frames during the test campaign.
WP3.5 – Test engineering and management
This WP is dealt by topic manager, a support from applicant is requested for active participation to
the review, global management support and wind-tunnel test engineering (test preparation,
specification and test program writing, data validation and test report writing)..
WP3.6 – Rigging
This WP deals with the operation on WT model to be carried out during the WT test and is partially
dealt by topic manager. The applicant should partipate to this by providing a rigger during the test
who will perform in collaboration with topic manager staff the configuration changes on the windtunnel model or on compressed air circuit..
3. Major deliverables/ Milestones and schedule (estimate)
2015
2016
Tasks
J F M A M J J A S O N D J F M A M J J A S O N D
WP1 - Wind-tunnel model design, manufacturing and integration
WP1.1 - A170C CROR air motor repair and maintenance
WP1.2 - Blades
WP1.3 - Dummy pylon and nacelle with core flow + pylon BL blowing
WP1.4 - Device for helium injection and mixing
WP2 - Turbulence characterisation wind-tunnel test in BLSWT
WP2.1 - Floor mouting on BLSWT
WP2.2 - Connection to low compressor system
WP2.3 - WT test operation
WP2.4 - Helium supply
WP2.5 - Core flow turbulence and velocity characterization
WP2.6 - Test engineering and management
WP2.7 - Rigging
WP3 - Noise characterisation wind-tunnel test
WP3.1 - Mounting - Support
WP3.2 - Mounting - Core nozzle air supply adaptation
WP3.3 - WT test operation
WP3.4 - Helium supply
WP3.5 - Test engineering and management
WP3.6 - Rigging
TRL3
TRL4
TRL5
TRL6
Annexes – Page 219 of 378
1st Call for Proposals (CFP01)
Deliverables
Ref. No.
Title – Description
Type
Due Date
D1.2
Blade delivery
(TO+10)
D1.3
Dummy pylon and nacelle
(TO+10)
D1.4
Device for Helium
(T0+10)
D2.1
Floor mounting on BLSWT
(TO+10)
D2.2
Connection for low compressor system
(TO+10)
D2.4
Helium renting
(TO+9)
D2.5
PIV results
(TO+11)
D2
BLSWT test results delivery
(TO+11)
D3.1
New upstream part / mounting
(TO+12)
D3.2
Core nozzle air adaptation
(TO+12)
D3.4
Helium renting
(TO+11)
D3
Acoustic test results
(TO+15)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1
Preliminary design review (TRL3) – Feeder
milestones accepted but left to applicant’s
initiative, for blades for example
Critical Design review (TRL4) – Feeder milestones
accepted, for blades or BLSWT adaptation pieces
Test Readiness Review (TRL5) – Feeder milestone
accepted, for BLSWT test
Data Delivery (TRL6) – Feeder milestones accepted
for BLSWT test
TRL3
(TO+3)
TRL4
(TO+7)
TRL5
(TO+12)
TRL6
(TO+15)
M2
M3
M4
Annexes – Page 220 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
- Model blades design and manufacture
- Anechoic LS wind-tunnel
- PIV set-up, operation and post processing
- Wind-tunnel model and test engineering
As these skills are highly specialized it is suggested the applicant be a consortium of several
companies offering each of it the best skills to contribute.
Annexes – Page 221 of 378
1st Call for Proposals (CFP01)
VII.
Blade FEM, impact simulations and sample manufacturing for CROR Aircraft
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
AIR
TS-A_WP1.2.2
360K€
24 months
Start
Date26
07-2015
Identification
Title
JTI-CS2-2014-CFP01-AIR- Blade FEM, impact simulations and sample manufacturing for CROR
01-05
Aircraft
Short description (3 lines)
These work package deals with the development and maturation of blade impact simulation model
and physical specimen manufacturing to be used for Impact simulations and test, to mature both the
blade itself and the Aircraft shield.
26
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 222 of 378
1st Call for Proposals (CFP01)
1. Background
New, eco-efficient aircrafts are challenged by a demand to significantly reduce the CO2 and NOx
emission. To achieve these goals, the topic manager is exploring new configurations for integrating
advanced engines and propulsion concepts to the aircraft. Most of such promising concepts as the
CROR-engine, Boundary Ingestion Layer (BIL), Ultra High Bypass Ratio engines (UHBR), multiple fan
cannot be targeted simply by replacing engines of the current generation, but require a substantial
change of the principle aircraft configuration.
Results from recent research programmes have provided much evidence that many of these
concepts do lead to better gains of ecologic and economic efficiency by installing them on the rear
end of the fuselage
.
The advantage of an installation on the rear fuselage is motivated by the favourable spatial
integration conditions in particular for large fan or rotor diameters or multiple fans which can be the
key for achieving unprecedented fuel efficiencies. In case of un-ducted engine architecture as the
CROR, the rearward shift of the engines away from the wing provides additional advantages in cabin
noise and passenger comfort and safety improvement.
Regarding the safety, main issue is the CROR engine debris that can be release with high energy
when there is a failure. It is mandatory to develop innovative solutions for panels and shielding able
to shield and reduce damage at impact, to secure the airframe integrity so that aircraft can continuity
to flight and have a safe landing after engine burst event.
In order to be able to develop innovative shielding, it is mandatory to have as realistic as possible
definition of the threat. It is necessary to have very precise definition of the blade on simulations
models and physical specimens that can be used for Impact test with shield at representative level of
energy and scale. In addition, these developments on blade will allow adapting its design to explore
its energy absorption mechanism at impact, to minimize the damage on the shield and weight
penalty
This topic deals with the development and maturation of blade impact simulation model and physical
specimen to be used for Impact simulations and test, to mature both the blade itself and the Aircraft
shield.
Annexes – Page 223 of 378
1st Call for Proposals (CFP01)
Figure 2. R&T concept study with rear mounted open rotor engines
Annexes – Page 224 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The objective of the work is divided in two parts:
1. To develop Impact simulation models of the CROR blade.
The applicant is responsible to develop the design and Abaqus explicit or equivalent simulation
explicit model. In this last case, model must be translated to Abaqus explicit, template in which the
model will be delivered.
The applicant must demonstrate by means of test and simulation that the provided design is
able to cope with the blade certification and performance requirements with the minimum weight
compared to state of art blades.
It is also responsible to develop low level mechanical and impact test to demonstrate the
properties used on the Blade model. Test results and resulting properties will be shared with topic
manager.
The applicant is responsible to define all the design details and material properties on the
FEM model so that the FEM model will be realistic and predictive of impact behaviour.
The work will be performed in two steps, a first step in which it will be developed several
FEM model of at least 3 different partial representative section of the span of the blade, including tip,
root and intermediate section. On second step, a full aerofoil model FEM simulation model with all
required level of details will be developed.
2. To manufacture blade samples representative of the CROR blade to be used for Impact test with
the shielding.
The applicant must demonstrate that the provided blade samples follow the final design of step 1,
and also that it is able to cope with the blade certification and performance requirements with the
minimum weight compared to state of art blades.
The work will be performed in two steps, a first step in which it will be manufactured partial
representative section of the chord of the blade, including tip, root and intermediate section. The
blade samples should represent a section of the blade of 300mm of blade span. It is required to
produce at least 50 samples to be used at middle level impact demonstration test..
On second step, a full aerofoil blade with all required level of details will be manufactured. It
is required to deliver at least 5 samples of the full aerofoil to be used at high level impact
demonstration test.
Annexes – Page 225 of 378
1st Call for Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
T1
Blade design concept
T0+1month
T2
FEM Impact simulation model partial sections
T0+4months
T3
FEM Impact simulation model full sections
T0+9months
T4
Blade physical partial sections
T0+9months
T5
Blade physical full sections
T0+24months
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Blade design concept dossier
Dossier and review
T0+1month
D2
FEM Impact simulation model partial sections
FEM model and report
T0+4months
D3
FEM Impact simulation model full sections
FEM model and report
T0+9months
D4
Blade physical partial sections
T0+9months
D5
Blade physical full sections
Blade fragment
specimens
Blade specimens
T0+24months
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1
Blade design concept review
Review
T0+1month
M2
Review
T0+4months
M3
FEM Impact simulation model partial sections delivery
review
FEM Impact simulation model full sections delivery review
Review
T0+9months
M4
Blade physical partial sections delivery review
Review
T0+9months
M5
Blade physical full sections delivery review
Review
T0+24months
Annexes – Page 226 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant
Skills required for industrial codes development and complex systems simulations:
 Expert use and development of Impact simulations explicit solver (Abaqus, LS-dyna, Pam,…)
 Expertise in translation of different models from other software to Abaqus explicit.
 Expertise in blade composite materials impact and mechanical characterization.
 Expertise in correlation of Impact and mechanical characterization by test and simulation for
blade impact problematic and other high energy similar problematic (Bird impact, crash
impact, etc…) up to full scale.
Skills required for aerospace applications:







Intensive experience in blade structure developments, test and certification validation and
demonstration up to full scale
Expertise in manufacturing of engine blades for Turbo-prop and other related aircraft or
blade industries.
Aircraft gas turbines and propellers performance modelling and simulation
Multidisciplinary and complex systems simulations
Mechanical systems design
Gas turbine and propellers dynamics and transient simulations
Failure mechanisms & life estimation
Annexes – Page 227 of 378
1st Call for Proposals (CFP01)
VIII.
Design and demonstration of a laminar nacelle concept for business jet
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
AIR
WP A-2.1 – Advanced Laminarity / Laminar Nacelles
750 k€
20 months
Start
01/05/2015
27
Date
Identification
Title
JTI-CS2-2014-CFP01-AIR- Design and demonstration of a laminar nacelle concept for business jet
02-01
Short description (3 lines)
This topic is devoted to design and validate a structural concept of laminar nacelle. Target benefit is
to increase the laminarity area up to 30%-40% of nacelle length by taking into account many
constraints and functions and to achieve a gain of at least 1% drag at aircraft level compared to a
classical design at same weight and effort in production and operation.
27
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 228 of 378
1st Call for Proposals (CFP01)
1. Background
The activity is a contribution to WP A-2.1 (Advanced Laminarity / Laminar Nacelles), part of the High
Performance and Efficiency activity line and of the Advanced Laminarity Technology Stream.
With more advanced, more fuel efficient next generation turbofan engines growing even bigger in
diameter, weight and friction drag penalties are the key parameters to determine the equilibrium
between net benefit or net penalty when integrated and operated at aircraft level. Improvements in
the nacelle global aerodynamic qualities are then required, and laminarity is a technology stream
with a good potential of achievement.
With the significant progress made in laminar technology in Clean Sky SFWA and in on-going
nationally funded R&T programs, the transfer and application to the nacelle design and structure
concept is of high relevance to secure the fuel saving potential of the engine technology. Target
benefit is to achieve a gain of ~1% drag at aircraft level compared to a nacelle of same size without
laminar technology at same weight and effort in production and operation, and also to address this
significant potential for even larger size engines expected for the next generation aircraft.
The key technical objective is of fully multidisciplinary nature: combine a low weight structure that
enables high surface quality and low tolerances in waviness, steps and gaps, while ensuring
appropriate integration and access to all relevant aircraft and engine systems, and avoiding any
engine performance degradation. R&T of the manufacturing and assembling strategy and methods is
a key element of the work package.
The innovation results in the challenge of designing a nacelle with laminarity up to 30%-40% by
taking into account many constraints and functions and for smaller aircraft:
- Accessibility to equipments for maintenance (rethink integration of the engine and related
equipments),
- Integrated noise protection,
- Engine burst protection,
- Operational potential surface degradation.
The size of the nacelle to be studied in this topic is from 40 inches to 44 inches. It will be integrated
on a rear fuselage in lateral position. It is a “long” nacelle with thrust reversers.
Annexes – Page 229 of 378
1st Call for Proposals (CFP01)
2. Scope of work
The following tasks are to be performed by the Partner:
Tasks
Ref. No.
Title - Description
Due Date
T1
Study several new concepts (TRL2)
T0+2 months
T2
Analysis of two concepts and selection of the best (TRL3)
T0+3 months
T3
Full scale Demonstrator (TRL4)
T0+15 months
T4
Partial mechanical tests
T0+18 months
T5
Analysis of bird-strike effect
T0+18 months
T6
Synthesis Report (TRL5)
T0+20 months
Task T1 – Study of several new concepts (TRL2)
The applicant will explore different concepts of nacelle to access the laminar quality and constraints
and study these new concepts. The shape of the nacelle is an input from the Topic Manager (TM).
The geometric criteria for the laminarity are also an input from the TM. A scoring table should be
defined by the applicant taking into account a set of criteria including at least:
 Aerodynamic gain and related performances (which is an input from TM),
 Technical feasibility,
 Maintenance impact,
 Weight and cost impact,
 Robustness of laminarity performance along a flight and along the lifecycle.
Other relevant parameters will be considered as well to support laminar / turbulent tradeoffs. The
applicant will sort all the different concepts using the scoring table. The ranking will be discussed in
detail with the TM.
Task T2 – Analysis of two concepts and selection of the best (TRL3)
The applicant will explore in more details the two concepts selected at end of task T1, in agreement
and close cooperation with the TM.
The objective of the task is to produce conceptual designs and reach a TRL3 level for both concepts.
The comparison of both concepts will be conducted by considering the above criteria for a final
selection of the concept to mature through further demonstration. This concept will be the baseline
for the full scale demonstrator.
The task will be concluded by a PDR of the selected concept.
Annexes – Page 230 of 378
1st Call for Proposals (CFP01)
Task T3 - Full scale Demonstrator (TRL4)
A detailed design of the concept selected at end of task T2 will be carried out with a critical design
review.
A demonstration plan will be elaborated and optimized to cover all technological risks in order to
mature the concept up to TRL 4. The demonstration plan will lead to the definition of one
demonstrator of a complete nacelle or, maybe more efficiently, several demonstrators of critical
parts. In both cases a complete digital demonstrator will deliver (CAD files)
The applicant shall manufacture the demonstrator(s) defined before.
Task T4 – Partial mechanical tests
The applicant will perform some partial mechanical tests to demonstrate that all the constraints are
satisfied and that the concept is robust. The demonstration will cover:
 Robustness of the technology and manufacturing process to reach shape requirements
(surface smoothness, steps and gaps…),
 Acceptability of the maintenance and repair tasks with respect to impact on laminarity
performance,
This task will contribute to raise the TRL level to 5.
Task T5 – Analysis of bird-strike effect
Bird-strike effect shall be studied by dynamic simulation and/or tests on partial specimen.
This task will contribute to raise the TRL level to 5.
Task T6 – Synthesis Report (TRL5)
The applicant shall write a synthesis report of this study.
Annexes – Page 231 of 378
1st Call for Proposals (CFP01)
3. Major Deliverables / Milestones and schedule (estimate)
Major deliverables and milestones are summarized on the following tables:
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Report to explain the choice of the chosen concept
Document
T0+4 months
Full scale demonstrator(s) of the laminar nacelle
+ T0+15 months
T0+20 months
D3
Data of the mechanical tests and analysis
CAD files
Hardware
Data
D4
Synthesis report
Document
D2
T0+18 months
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1
Design Review
T0+4 months
M2
Choice of the final concept - PDR
T0+6 months
M3
Full scale demonstrator(s) detailed design – CDR
T0+15 months
M4
Delivery of the full scale demonstrator(s)
T0+15 months
The overall proposed schedule is represented on the following figure:
Tasks
Title - Description
T1
T2
T3
T4
T5
T6
Study several new concepts (TRL2)
Analysis of two concepts and selection of the best (TRL3)
Full scale Demonstrator (TRL4)
Partial mechanical tests
Analysis of bird-strike effect
Synthesis Report (TRL5)
M J
J
2015
A S O N D J
M1
M2
2016
F M A M J J
A
S O N D
M3
M4
Annexes – Page 232 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant shall have a large experience in designing nacelles, integrating and operating them at
business jet aircraft level.
This topic must be executed by or in close collaboration with a motorist. The applicant must indeed
have access to entire characteristics of the engine and have the skills to rethink the localization of the
engine equipments and instrumentations to improve the architecture of the Integrated Power Plant
System. In particular the applicant shall have a large experience in:
 Ventilation systems design to define the better place for the inlet and outlet of all the
ventilations.
 Engine synthesis to evaluate the penalties or benefits on the engine behavior
 Integration of the IPPS
 Accessibility to equipments for maintenance Integrated noise protection
 Engine burst protection
 Operational potential surface degradation
 Detailed weight break down
 Certification of engine / support to OEM in aircraft including IPPS certification
Iterations with Topic Manager will take place in order to converge the external shape of the nacelle
with respect to IPPS integration constraints.
The applicant will sign a specific agreement or the grant agreement for the confidential aspects with
all partners participating in the AIRFRAME platform.
Annexes – Page 233 of 378
1st Call for Proposals (CFP01)
IX.
Eco-Design for Airframe – Re-use of Thermoplastic Composites
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
ITD Airframe A
WP Level 1 – 3.4
350 k€
24 months
Start
Date28
06-2015
Identification
Title
JTI-CS2-2014-CFP01-AIR- Eco-Design for Airframe – Re-use of Thermoplastic Composites
03-01
Short description (3 lines)
In the context of re-use of Thermoplastic Composites, the objective of the work package is to
contribute to the development of technologies to enable the reuse of thermoplastic composite waste
with the creation of concrete demonstrators. This project is limited to define typical material
characterization needed and development one typical process. The recycled material (ready for reuse) should be compatible with press moulding and injection moulding processes.
28
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 234 of 378
1st Call for Proposals (CFP01)
1. Background
TS A-3: High Speed Airframe
WP A-3.1
Multidisciplinary
wing for high &
low speed
DAv , SAAB, AIB
WP A-3.2
Tailored front
fuselage
DAv
WP A-3.3
Innovative shapes
& structure
SAAB, DAv, SAAB, AIB
WP A-3.4
Eco-Design
DAv, FhG, AIB
WP A-3.4.1
Technology
Development
The general technical objective is to make available to the aerospace industry and its supply chain
a set of new technologies reducing the environmental foot print of the aircraft production from
the global life cycle view point by developing new processes, methods, manufacturing & recycling
technologies that enable “Green” manufacturing, maintenance and disposal.
Status Quo: Thermoplastic Composite (TPC) waste production is increasing every year within the
aerospace industry and its reuse is a key point of the aerospace industry.
The costs of thermoplastic composites are very high and therefore the reusing of recycled TPC
could reduce the part price and open also the range of applications. Therefore the recycled TPC
can be used for such applications where the virgin material price is too high.
The buy to fly ratio of thermoplastic composite parts has to be improved considering TPC
waist/cut-offs at the material manufacturer and the part manufacturing (including nonconformed parts)
Innovation: Give the waste a second life. Participate in circular economy. Create new application
and optimization of manufacturing process flow
Objectives: Develop technologies to enable the reuse of composite waste with the creation of
concrete demonstrators
Potential benefit on recurring cost because new components will be made from scraped material;
; weight reduction; improvement of global environmental footprint
Technology Target & Content of Work:
- Re-Use -Concepts needs to be validated
- Evaluation
of
the
properties
of
recycled
CFRP
materials
in
order to assign potential towards interior and structure applications
- Recycling process should lead to reproducible material quality/ properties
- Quality control aspects need to be considered and addressed in order to define a quality
strategy (manufacturing, material batch definition, etc.)
- Availability of material needs to be evaluated, considering the ramp-up of A350, but also the
cutting optimization
Annexes – Page 235 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
Task 1
Definition of material waste / left over
T0+6
Task 2
Definition of material characterization
T0+12
Task 3
Process definition / development
T0+18
Task 4
Manufacturing and delivery of test samples and
demonstrators
T0+24
Task 1 description:
- Definition of material waste / left over (e.g. amount, type of material, geometry) coming
from material and part suppliers
Task 2 description:
- Definition of relevant material characterization for the relevant manufacturing process: Flake size
dependencies (“ball model” etc.)
- Identification of granulate dependencies (sizes, process step for infusion etc.)
- Determination of additional resin content for final product (e.g. for injection moulding)
- Testing of several “recycling loop” in order to detect material degradation incl. necessary
mechanical test program
- Production and testing of test samples (e.g. based on injection moulding and press moulding
processes)
- Definition of the material test program to be defined with Topic Manager
Task 3 description:
Development of a cutting and manufacturing process for the recycling of a thermoplastic composite
material leftover:
- Definition and development of a cutting and splitting process (incl. flake size and geometry
development/assessment)
- Definition and development of a manufacturing process (thermoforming) for the recycled
material (flakes) to produce a semi-finished product (e.g. plates)
- Definition and development of a manufacturing process (injection moulding) for the recycled
material (granulate) to produce a finished product (e.g. clips, brackets)
- Definition of a quality concept (e.g. batch definition, quality tests, reproducibility) incl. of
shipping strategy (e.g. collection of waste / leftover at material and part suppliers and bringing
back recycled material for re-using in state of the art processes)
Task 4 description:
Production and delivery of test samples and demonstrators
Annexes – Page 236 of 378
1st Call for Proposals (CFP01)
-
Plates (500 x 300) with different thicknesses (1, 2, 4mm)
Clip/brackets: 3 Prototypes with thermoforming and injection molding process (size and
geometry approved by Airbus)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
1
Definition of material waste / left over (e.g. amount, type
of material, geometry) coming from material and part
suppliers
Definition of material characteristics
Model/Report
T0+6
Model
specification/Re
port
Test samples
T0+12
Model
T0+12
Model
specification
Specification
T0+18
Component
T0+20
Component
T0+24
2
3
7
Production and testing of different test samples made
from recycled thermoplastic composite (test program will
be defined by the topic manager)
Process definition / development (gradation and
preparation process chain for waste / left over )
Definition of a quality concept for re-using thermoplastic
composites (e.g. batch definition, quality control)
Definition of process control parameters incl. Process
Specification
Production and delivery of prototype demonstrators
8
Production and delivery of final demonstrators
4
5
6
T0+12
T0+18
Annexes – Page 237 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
-
Skill1 : deep knowledge on thermoplastic composite materials
Skill 2: chemical processes associated to thermoplastics
Skill 3: knowledge in Health & Safety regulation and associated limitations
Skill 4: design of composite component
Skill 5: manufacturing of thermoplatic component
Skill 6: process definition that must respect the aeronautical specifications
-
Capability 1: Design tool for new component development
Capability 2: Laboratory for thermoplastic component protype manufacturing, for preliminary
developments and component realization
Annexes – Page 238 of 378
1st Call for Proposals (CFP01)
X.
Curved stiffened panels in thermoplastics by pre-industrial ISC process
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
AIR
WP B2.2 - High lift wing
WP B3.3 - Advanced integrated cockpit
WP B2.1 - High lift / large Tprop nacelle configuration
425 K€
18 months
Start
01-06-2015
29
Date
Identification
Title
JTI-CS2-2014-CFP01-AIR- Curved stiffened panels in thermoplastics by pre-industrial ISC process
07-01
Short description (3 lines)
The aim of this CfP is to manufacture a curved stiffened structure in thermoplastic representative of
an aero-structure (i.e wing, fuselage panel or engine cowling) preferably with double curvature using
thermoplastic high strength material (i.e PEEK) and an advanced pre-industrial “in situ consolidation”
process through adaptation and enhancements of existing machine into a more advanced prototype
29
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 239 of 378
1st Call for Proposals (CFP01)
1. Background
With reference to the Airframe structure ITD, the technologies in the High Lift Wing WP B2.2 are
related to the objective of increase lift performance on larger wing aspect ratio by means of high lift
systems, advanced structural architecture involving innovative materials and manufacturing
processes and embedded system integration.
WP B3.3 objectives are technological lines applied to aircraft integrated cockpit in order to reduce
manufacturing costs, reduce weight due to multidisciplinary, introduce new multifunctional materials
and improve manufacturing and assembly skill and capabilities. The activities in CS2 linked with the
composite cockpit developed in CS1 will start after its end in CS1.
The objective of WPB2.1 is devoted to architectural concepts for advanced structural design of
Nacelles Airframe integration by means of multi-disciplinary approach: Engine Mounting, Cowling,
Nacelle-Engine integration and Engine Air intake (low power ice protection).
The topic Manager activities in 2014 and 2015 involved structural conceptual studies of high aspect
ratio external wing box, involving Core Partners who will be involved in component detailed design,
innovative OoA manufacturing processes and new material applied to components to be fully tested
on-ground and in-flight in the FTB2 demonstrator
2. Scope of work
This work being performed is allocated into AIRFRAME ITD applicable to research streams described
within WP B2-2, B3-3 and B2.1 to complement other composite technologies being explored for wing
or fuselage demonstrators manufacturing.
The aim of this CfP is to manufacture a curved stiffened structure representative of an aero-structure
(i.e wing or fuselage panel) preferably with double curvature using thermoplastic high strength
material (i.e PEEK) and an advanced pre-industrial “in situ consolidation” process.
The manufacturing concept prescribes usage of multi-tow head machine and industrial lamination
speeds and Life Cycle Assessment to be compared with state of the art process agreed with ITD.
The geometry is foreseen to be adapted to aero-structure panel concept prone of being fitted on
double curvature external skin and fully stiffened longitudinally and/or transversally to meet stiffness
requirements with pad-ups and reinforcements providing different thicknesses, integrating, as it
became required, lightning protection.
2.1. Requirements
-
Conceptual design of stiffened panel will be proposed by the topic manager for detailed
assessment
-
The basic manufacturing process must be ISC when it becomes suitable and practical
according to the general project schedule and time constraints
-
Double supplier material will be assessed accounting variability into the head machine
systems performance
-
Stiffeners might be manufactured under thermo conformal process or equivalent industrial
Annexes – Page 240 of 378
1st Call for Proposals (CFP01)
process (i.e roltrusion) tailored accordingly to fit demo internal geometry (i.e joggles)
-
Skin might be laid-up at the external surface with metallic mesh to improve electromagnetic
or impact protection characteristics
-
Design allowable will be characterized in parallel to the manufacturing process of each
structural element to be documented at the end of the project
2.2. Tasks
Tasks
Ref. No.
Title - Description
Due Date
T1
Detail design of applicable demonstrator in agreement with the topic
manager. Foreseen double curved stiffened structure representative of an
aero-structure (i.e wing or fuselage panel) using thermoplastic high strength
material (i.e PEEK). Geometry is foreseen to be adapted to aero-structure
panel concept with pad-ups and reinforcements providing different
thicknesses integrating as it became required lightning protection and fully
stiffened longitudinally and/or transversally to meet stiffness requirements
Manufacturing concept development through fibre placement multi-tow and
industrial lamination speeds and correspondent machine heading systems
enhancement. Head machine systems design & implementation
Tooling design & manufacturing observing 1st layer holding and tolerances
requirements together with disassembly issues covering skin local
reinforcements (thickness for quotation 1:10 & 1:20), double curvature,
longitudinal stiffeners, optimized for suitable geometry
Demonstrator manufacturing according to acceptability indications and repair
suitability evidence
Evaluation of LCA to feed research carried on ecological aspects in comparison
with equivalent manufacturing on thermoset material and correspondent
process
Design allowable substantiation from appropriate test results on coupons
extracted from flat panels manufactured with pre-industrial heading machine
and process used for curved demonstrator
T0+04
T2
T3
T4
T5
T6
T0+8
T0+10
T0+18
T0+18
T0+18
Annexes – Page 241 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Conceptual assessment for industrialization including head
machine systems enhancements
Article & head machine detail design
Document
T0+02
CATIA Mod. &
Doc.
Hardware &
Doc.
Hardware &
Doc.
Hardware &
Doc.
Document
T0+04
Type
Due Date
D2
D3
D4
Description of head machine enhancements
implementation
Tooling design & manufacturing
D5
Demo production
D6
Design allowable characterization
T0+08
T0+10
T0+18
T0+18
Milestones (when appropriate)
Ref. No.
Title - Description
M1
Head machine readiness for manufacturing
T0+10
M2
Demonstrator manufacturing
T0+18
4. Special skills, Capabilities, Certification expected from the Applicant(s)





Experience in ISC high strength thermoplastic industrial process & demonstrators
Experience in head machine systems design and implementation
Experience in tooling design for thermoplastic items integration
Experience and capability of thermoplastic material characterization
Experience on thermoplastic inspection and “in shop” or/and “in service” repair
5. Remarks
The meetings for project monitoring will be held physically on a regular basis at Topic manager
premises. It is foreseen a meeting every three months. Those meetings will be complemented by
non-physical meetings if needed.
For quotation proposal purpose, the overall dimensions of demonstrator to be considered should be
1600 mm x 1200 mm and average thickness 3.5 mm.
Curvature radius will be decided in coordination with Topic manager once physical performances of
enhanced head machine had been assessed, depending on the configuration of pre-industrial head
machine configuration. For reference, a minimum value of 350 mm should be aimed, always
subjected to other physical or functional constraints.
Annexes – Page 242 of 378
1st Call for Proposals (CFP01)
XI.
New enhanced acoustic damping composite material
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
Identification
JTI-CS2-2014-CFP01-AIR-08-01
RIA
ITD AIRFRAME part B
WP 3.3 – Highly Integrated Cockpit
350 k€
36 months
Start
Date30
09-2015
Title
New enhanced acoustic damping composite material
Short description (3 lines)
The activities will be oriented on development of innovative composite materials, from different
suppliers, to meet future aircraft program needs and requirements. Both structural and nonstructural materials will be considered
30
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 243 of 378
1st Call for Proposals (CFP01)
1. Background
Into the ITD Airframe part B, this call for proposal is linked to WP B-3.3 oriented to highly integrated
cockpit and specifiquely to WP B-3.3.2 LPA Cockpit innovative structural components – New
enhanced materials topic as represented by the workbreakdown structure hereunder.
This task is devoted to the development of new composite materials, from different suppliers, to
meet future aircraft program needs and requirements. Different types of materials will be
considered:
 Structural composite materials: materials that need to perform a structural function in the
aicraft and, then, to support structural loads. Whithin this type, specific materials that, apart
from the structural function, include other type of functions, like acoustic attenuation or
electrical conductivity, will also be developed.
 Non-structural composite materials: novel and advanced add-on material concepts (materials
to be added to the structure), that do not need to meet a structural function but other different
functionalities (electrical conductivity …)
 Ancillary materials: low cost, integrated, reusable and removable concepts of materials that are
used to produce structural composite aircraft parts, but they do not remain in the flying part.
Among the different types of materials to be developed in this task, this call for proposal is focused
on the development of structural composite materials with an additional embedded and/or
Annexes – Page 244 of 378
1st Call for Proposals (CFP01)
integrated functionality: acoustic damping.
2. Scope of work
Tasks
Ref. No.
Title – Description
Due Date
01
Material development
T0 + 12 Months
02
Material screening
T0 + 24 Months
03
Material process ability
T0 + 36 Months
Task 01 – Material Development:
In current Aircraft programs, the sound and vibration attenuation function is carried out by cabin
materials, insulations (glass wool, silicone layers…) to ensure the passenger well-being (required
noise level inside the cabin). However, for future programs, the aim is to integrate such function in
fuselage structural composite materials, in order to reach a further integration between cabin and
fuselage, and, then, an important associated weight saving.
In the present call for proposals, the objective is to develop a structural composite material with fully
integrated and /or embedded technology, component and/or material to fulfil the acoustic and
vibration requirements of a future Single Aisle program pressurized fuselage area, being cost
decrease and high production rate two of the main drivers of this research frame. The topic manager
will supply the specific target requirements to be met by the composite material with integrated
damping function, in terms of:


Acoustic damping (frequency range to be covered, loss factor, acoustic pressure…)
Structural / mechanical performance: first and key objective is to maintain the same level as
current fuselage materials
 HSE (Health, Safety & Environment) requirements
 Resistance to environmental factors (temperature, moisture, chemical resistance to
aeronautical fluids, …)
 FST (Fire, Smoke & Toxicity)resistance requirements, due to fuselage application
 Automatic manufacturing, process ability
 Cost
The partner will develop a material concept to meet the provided specifications by integrating and/or
embedding a damping element in the composite, based on thermoset resin and carbon fiber, being
the prepreg format the preferred one for the final application. Within this development phase,
different material options / solutions can be approached to meet the requirements, and the selection
will be done in function of key criteria preliminary testing.
Annexes – Page 245 of 378
1st Call for Proposals (CFP01)
Task 02 – Material screening
The selected material will be deeply characterized, as per a complete test matrix at coupon level
defined by the topic manager, including the following properties, which will be tested in both the raw
damping material and the complete CFRP with the embedded damping system:








Damping behaviour (loss factor…)
Physico-chemical properties (DSC, HPLC, IR, water absorption…), at least 3 specimens per test
Mechanical properties, dry and after Hot/Wet aging (tensile, compression, ILSS, IPSS, G1c,
G2c, CAI…): at least 6 specimens per test
Non Destructive Inspection (NDI)
Resistance to aggressive media (Skydrol, Skydrol + water, fuel, MEK)
Fire, Smoke and Toxicity (FST) properties
Electrical properties (electrical conductivity, lightning strike protection)
Paint ability: paint adhesion
Thus, the topic manager will supply a screening program containing all the tests to be performed at
coupon level for the evaluation of the new proposed damping material concept, which will be
prioritized as per Technology Readiness Levels, discused and agreed with the partner. As per this test
matrix, the needed panels and coupons (damping material and/or CFRP + damping material) will be
produced. Finally, these coupons will be tested as per the proposed screening program, the failure
modes will be analysed, and the results will be reported in a technical report.
Task 03 – Material processability
The composite material with embedded damping function, proposed by the partner, shall be suitable
for automatic fuselage production. That is why this material needs to be evaluated at the plant /
shop floor, by using automatic production means (Automatic Fiber Placement - AFP…). For this,
specific manufacturing trials will be done at demonstrator, stiffened curved panel level (dimensions
of A320, Single Aisle Fuselage panel) in order to demonstrate the capabilities of the developed
material for final part manufacturing. These panels will be analysed by NDI and additional testing can
also be required (compression and/or shear...), which will be defined by the topic manager .
As per the results of these trials, specific material adjustments could be needed to improve its
process ability. Provided these changes can affect the final material performance, they need to be
taken into account in previous task (material screening), which can involve the need to repeat
specific coupon level testing.
Annexes – Page 246 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables & Milestones
Ref. No.
Title - Description
Type
Due Date
D1
Material development Proposed material solutions to meet the
requirements and preliminary evaluation
Material selection
Deliverable
Report
T0 + 10 months
Milestone
T0 + 12 months
Material screening coupons
Panels and coupons produced for material
screening
Material screening results
Coupon level test results
Deliverable
Report +
Coupons
Deliverable
Report
T0 + 16 months
M2
Material screening assessment
Milestone
T0 + 24 months
D4
Material process ability
Demonstrator / stiffened fuselage panel produced
T0 + 30 months
D5
Demonstrator tests
Results of tests performed for demonstrator
evaluation
Final review
Deliverable
Report
+Demonstrator
Deliverable
Report
Milestone
T0 + 36 months
M1
D2
D3
M3
T0 + 22 months
T0 + 34 months
Time Schedule
Year2015
Activity
Task 01
Task 02
Task 03
Year 2016
Year 2017
Year 2018
month 
Annexes – Page 247 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
Skills:
- Airframe composite materials (carbon fiber, prepregs…)
- Resin (thermoset, elastomers…) chemistry
- Damping (sound and vibration)
Capabilities:
- Material (coupon level) testing equipments: Topic manager test methods

Damping behaviour (loss factor…)

Physico-chemical properties of the raw materials as well as of the cured laminate:
HPLC, DSC, IR, rheology, gel time, volatile content…

Mechanical properties (dry and after aging): tensile, compression, interlaminar shear
strength, in plane shear strength, G1c, G2c, CAI…

NDI: ultrasounds technique

Resistance to aggressive media: Skydrol, Skydrol + water, fuel, MEK …

Hot/wet chambers

Fire, Smoke and Toxicity resistance

Electrical properties: conductivity, lightning strike

Paint ability

Aeronautical qualified material test lab
Annexes – Page 248 of 378
1st Call for Proposals (CFP01)
XII.
Structural bonded repair of monolithic composite airframe
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
ITD AIRFRAME part B
WP 3.3 – Highly Integrated Cockpit
500 k€
48 months
Start
Date31
06 2015
Identification
Title
JTI-CS2-2014-CFP01-AIR- Structural bonded repair of monolithic composite airframe
08-02
Short description (3 lines)
The activities will focus on mid-term needs for innovative faster repair process of monolithic
composite airframe (fuselage and box structures) and long-term repair processes for future epoxy
and thermoplastic materials.
31
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 249 of 378
1st Call for Proposals (CFP01)
1. Background
Into the ITD Airframe part B, the call for proposal is linked to WP B-3.3 oriented to highly integrated
cockpit subdivided in 08 sub workpackages, with specifiquely WP B-3.3.2 orientated on LPA Cockpit
innovative structural componentsincluding Structural bonded repair innovative process
development.
This call for proposal will be focused mid-term needs for faster repair processes for monolithic
composite airframe such as structural fuselage and box components, and, long-term needs on repair
processes for future epoxy and thermoplastic materials.
The objectives of these bonded repairs are two-fold. First to deliver benefits in terms of cost savings,
such as avoid part scraping in composite plants, by another solution than bolted repair. Secondly to
allow lead time saving with more rapid repair processes that will decrease the time to implement a
repair, which is a key factor for Airlines operations.
The topic manager will define:
- typical damages to be repaired , such as lightning strike and accidental impact
- state of the art on associated repair design principles, and processes ( damage removal, NDT, repair
patch polymerization…)
- three structure configurations, on fuselage and wing structure, with different layup design,
accessibility conditions and concerned composite material requiring specific repair process
The partner will develop innovative repair processes that will comply with the objectives identified
here above, applicable in aircraft maintenance repair shops and in manufacturing lines environment.
2. Scope of work
Developments will be driven by 3 tasks described hereunder.
Tasks
Ref. No.
Title - Description
Due Date
01
Process development for airlines operation context
T0+24
02
Demonstration of performance
T0+36
03
Validation of the selected solution
aeronautical qualification process
based on an
T0+48
Task 01 – Process development for airlines operation context:
On the selected repair design configurations, the partner will develop specific repair processes,
identifying specific design of the repair lay-up adapted to the structure one. Define new material
combination, ancillary tools, polymerisation cycling and associated tools, that could be applied in
Annexes – Page 250 of 378
1st Call for Proposals (CFP01)
airline repair shops or in manufacturing line configurations defined at the beginning of the project by
the topic manager.
Within the full repair process (from damage localisation to completion of the repair, the partner will
choose one or several step for which they develop innovative process (es) to meet the provided
specifications finalized T0+6. For example:
 Repair material system development (not only process development):
o Repair material: 140ºC curing, high mechanical performance, low void content
o Repair adhesive: 140°C curing, low sensitivity to pre-bond moisture (humidity inside the
composite structure to repair, that migrates to the adhesive)
 Fast / efficient out-of-autoclave repair process development for in-service application, including
surface preparation for bonding (able to eliminate source of contamination), curing, NDI / quality
assurance process (e.g. propose alternative Process Control Specimen to G1c fracture toughness)
 Smarter heating blanket (e.g. with independently controlled zones onto the same heating
blanket) and hot bonder technology
Within this development phase, different material options / technological solutions can be
approached to meet the requirements, and the selection will be done in function of key criteria given
T0+6.
Task 02 –Performance Demonstration
The selected processes, maximum 3, will be characterized, as per a test matrix defined by the topic
manager, including, the following properties:
 Time saving vs. state of the art repair process
 Mechanical properties of the repair patch
 NDI capability of the repair patch
 Resistance to aggressive media
 FST Properties
 Electrical properties
All testing will be performed by the partner. Some will be performed out of classical clean or grey
room, in order to be representative of the envirronmental conditions, dust, temperature variation,
we may have on an airport or in maintenance hallrepresentative of airlines context. Innovative NDI
will be proposed and realized by the partner, that will be applicable on site for in service
maintenance checks.
Partner will offer the best innovative solutions per design/operation context.
Operation contexts will be related to structure accessibility and environmental such as technical and
health & safety constraints defined by the project.
Annexes – Page 251 of 378
1st Call for Proposals (CFP01)
Task 03 – Validation of the selected solution based on an aeronautical qualification process
Based on a defined qualification process applicable in aeronautical context given by the topic
manager, the partner will complete the testing and deliver reports to finalize the validation process.
It consists in implementation and realization of typical test that will demonstrate the different repair
process compatibility with surface coatings generally used in aeronautics, typical ageing with
temperature and humidity cycling corresponding to normal use of aircraft. The test conditions will be
given by the topic manager.
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
01
02
Embodiment of repair in real conditions
03
Performance and selected process reporting
Technical
dossier
Processes
specifications
3 Physical
Demonstrators
Report
T0+12
02
Definition of three typical repairs onto three locations
of fuselage or wing structure.
Repair process development
04
Test reporting on performance demonstration
Report
T0+36
05
Test reporting on validation expertise’s
Report
T0+48
T0+20
T0+22
T0+31
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
01
Validation of the typical repair process designs
T0+19
02
Validation of the physical composite structures to repair
03
Critical review of the repair implementations
Decision
GoNogo
Decision
GoNogo
TRL review
04
Interim maturity evaluation of the repair processes
TRL review
T0+36
05
Maturity evaluation of the repair processes
TRL review
T0+47
T0+20
T0+27
Annexes – Page 252 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
- Skill 1 – Knowledge in typical composite materials used in the airframe structure (carbon fiber,
prepregs…)
- Skill 2 – Knowledge in Resin (thermoset, elastomers…) chemistry
- Skill 3 - Familiar with typical standards applied in the frame of repair processes in aerospace
- Skill 4 - Design of heating blankets and hot bonder
Capabilities:
- Material (coupon level) testing equipments: Airbus test methods

Physico-chemical properties of the raw materials as well as of the cured laminate:
HPLC, DSC, IR, rheology, gel time, volatile content…

Mechanical properties (dry and after aging): tensile, compression, interlaminar shear
strength, in plane shear compression, G1c, G2c, bearing…

NDI

Resistance to aggressive media: fuel, Skydrol, MEK…

Hot/wet portable tools

Fire, Smoke and Toxicity resistance

Electrical properties: conductivity, lightning strike

- Design and manufacture of tools and means for repair
o Heating blancket and hot bonder
o Tools to machine the composite structure (stepping” / scarfing)
o Etc
Certifications
- Qualified material test lab
Annexes – Page 253 of 378
1st Call for Proposals (CFP01)
XIII.
Simulation tool development for a composite manufacturing process default prediction
integrated into a quality control system
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
ITD AIRFRAME part B
WP 3.3 – Highly Integrated Cockpit
700 k€
36 months
Start
Date32
06-2015
Identification
Title
JTI-CS2-2014-CFP01-AIR- Simulation tool development for a composite manufacturing process
08-03
default prediction integrated into a quality control system
Short description (3 lines)
In the frame of non desctructive testing integration on the manufacturing line, the activities will be
oriented on the development of an innovative simulation tool of a composite manufacturing process
capable to predict typical default that will interact with non desctrutive inspection tools, it will be
oriented on a specific process defined by aeronautical stakeholders.
32
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 254 of 378
1st Call for Proposals (CFP01)
1. Background
Into the ITD Airframe part B, the call for proposal is linked to WP B-3.3 oriented to highly integrated
cockpit and specifiquely to WP B-3.3.2 LPA Cockpit innovative structural components that includes
development to integrate non desctructive testing into the manufacturing line.
The selected manufacturing process is Resin Transfer Molding, named RTM in this document.,
consisting in injection of resin into dry composite fiber maintained into a tool as shown in figure 1
hereunder.
Figure 1 – Basics of RTM process
The RTM Process main characteristics are:
 Low pressure resin injection (<7 bar) in a fibrous reinforcement in a mold
 Injected length limited (decrease when fibre rate increase)
 Applications to complex structures
The aim of the simulation tool development is to contribute to perform classical inspection only
where requested, therefore reducing NDT operations in production and saving cycle costs. High
attention will be paid on the suspicious areas with high defect probability occurrence. Manufacturing
process simulation tools will be used to support the identification of the potential areas with higher
risk of non-quality.
The simulation tool development will be done to facilitate implementation of “Online NDI/Process
Monitoring” in composite manufacturing processes. The tool will be integrated into the
manufacturing system and interact with specific software for two typical components such as one
complex shape as visible in figure 2, and an integrated rib into a spare shown in figure 3.
Annexes – Page 255 of 378
1st Call for Proposals (CFP01)
Figure 2 – Small complex shape
Figure 3 – Integrated rib into structure
Typical defect to be detected are wrong lay up of composite tissues, part distortion and lack of resin,
such as visible in figure 4 hereunder.
Figure 4 – Typical lack of resin
Annexes – Page 256 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
01
Predictive tool development of typical defaults
T0+24
– Based on the manufacturing process selected (Resin transfer moulding RTM) by project contributors, a simulation tool will be developed that will
permit to model injection process in order to optimise parameters, predict
possible defects and distortions and definitely reduce manufacturing cost
and time. The models will be validated by use of Online NDI concept and
conventional NDI. It will be developed into selected parts and then step by
step applicable to the 2 selected serial RTM production.
Integration on a manufacturing line – the predictive tool will be T0+36
implemented on a RTM manufacturing line available at the topic manager
facility, the demonstration will be done on each of the 2 selected
component complexity
02
Due Date
3. Major Deliverables / Milestones and schedule (estimate)
Deliverables/Milestones
Ref. No.
Title - Description
D1
Definition of the defect characterization related to the
non-destructive
detection
capability
and
the Report
manufacturing step related to
T0+06
M1
Acceptance of the deliverable N°01
T0+07
D2
D3
Type
Due Date
Milestones
Definition of interfaces within the manufacturing process
Report
system
Definition of interfaces with the non-destructive testing
Report
system
T0+12
T0+12
M2
Acceptance of the deliverables 02 and 03
Milestone
T0+13
D4
Simulation tool codes
prototype
T0+24
D5
Integration and demonstration tests into manufacturing Proof
lines of each of the 2 selected components
Report
M3
Demonstration tests completed
Milestone
&
T0+36
T0+36
Annexes – Page 257 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
Skill 1 : Knowledge in RTM process in CFRP aeronautical parts
Skill 2 : Experienced in design, modelling and in simulation tool development
Skill 3 : Have a good background in defectology in composite parts
Skill 4 : Have a good background in non destructive inspection techniques applied on composite
materials
Capability:
- Computer system for modelling softwares
Annexes – Page 258 of 378
1st Call for Proposals (CFP01)
XIV.
Design Against Distortion: Part distortion prediction, design for minimized distortion,
metallic aerospace parts
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
ITD Airframe B
WP Level 1 – 3.4
450 k€
36 months
Start
Date33
09-2015 (based
on call period)
Identification
Title
JTI-CS2-2014-CFP01-AIR- Design Against Distortion: Part distortion prediction, design for
08-04
minimized distortion, metallic aerospace parts
Short description (3 lines)
Develop rapid distortion prediction methods for machining and additive layer manufacturing
(selective powder sintering of metals). Topology optimisation accounting for distortion.
33
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 259 of 378
1st Call for Proposals (CFP01)
1. Background
Into the ITD Airframe part B, the call for tender is linked to WP B-4.3 oriented to more affordable
composite fuselage and specifically to WP B-4.3.4 on design against distortion topic as represented
by the workbreakdown structure hereunder.
Distortion of aerospace parts is a significant burden on the European aerospace industry, in terms of
recurring cost, and in terms of waste production / avoidable impact on the environment. Numerical
modelling allows to foresee distortion issues and take corrective measures. These corrective
measures are often not taken until a design is already in production. The number of “adjustable
variables” is reduced at that stage. The Design Against Distortion Work-Package (WP) aims at
developing a means to take corrective action already during part design. In its most innovative form,
this means having topology-, shape- and lay-up optimisation tools that account for the risk of part
distortion, and provide the basis for part designs that are more robust against distortion.
“Robustness” in this context can mean two things:
1. Distorting very little;
2. Distorting always in the same, predictable way – irrespective of possible variations in
material and processing.
The Work Breakdown Structure for this WP is given in Figure 14:
 The topic manager will contribute relevant uses cases, in collaboration with the CleanSkyII
Demonstration Platform;
 Within the scope of this Call, partners will make distortion predictions and devise ways to
exploit these in design;
 Towards the end of the work, the topic manager will demonstrate the new technology on the
Annexes – Page 260 of 378
1st Call for Proposals (CFP01)
use cases – with support from the partners.
Scope of CfP
Use cases (from
Demonstration
Platform)
Manufacturing of
validation coupons;
Distortion
measurement
Prediction of
distortion
Exploit distortion
prediction in design:
first time right
Improvement of SoA
on distortion
prediction
Develop topology- &
shape optimisation
methods that exploit
distortion predictions
Validation of
improved models
Investigate best ways
of using distortion
prediction in design
Demonstration on
use cases
Figure 14
To perform these tasks, it will be necessary to develop sufficiently capable distortion prediction
methods, for the processes of machining and Selective Melting (SM) (Selective Laser Sintering,
Selective E-beam Melting). These must be validated against experiments on coupons. The coupons
must be manufactured.
Annexes – Page 261 of 378
1st Call for Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
T1
Develop rapid distortion prediction methods for machining and additive
layer manufacturing (selective powder sintering of metals, laser or ebeam)
Topology optimisation accounting for distortion
t0+24
T2
t0+36
T1
The manufacturing process of metal machining is widely used in the aerospace industry and will
remain so for many years to come. Distortion during and after machining is mainly due to residual
stresses present in the material prior to machining. The source of these residual stresses is usually
heat treatment, required for obtaining the desired microstructure and material properties, and
cannot be avoided. It is, however, possible to predict these residual stresses. In many cases, it is
also possible to simulate the process of machining in a simplified and rapid way, by mapping the
residual stress of the material or forged part onto the finite element mesh of the machined part and
solving for static equilibrium with appropriate boundary conditions (e.g. isostatic). Given the above,
the following is called for here:
 Combine existing models for the prediction of residual stress with a rapid machining
simulation such as the one described above, in order to obtain a versatile and rapid
machining distortion prediction tool;
 Cover rolled aerospace plate as well as aerospace forgings, both in the most used aluminiumand titanium alloys (AA7050 T7451; Ti-6Al-4V);
 Implement the combination, either in a widely used commercial software (e.g. CATIAv5;
Abaqus) or an open source alternative (e.g. FreeCAD; CalculiX);
 Demonstrate predictive capability of the developed tool by applying it to at least one usecase, in collaboration with the topic manager, then manufacturing that use-case, measuring
the distortion and comparing prediction with measurement;
 Express predicted risk of distortion in such a way that it can be used in topology optimisation
(link with T2);
 Not called for: local simulation of chip forming, prediction of machining-induced stress.
The Additive Manufacturing (AM) process of building metal aerospace parts from on bed of powder
using selective melting is gradually finding wide use in aerospace. Distortion during and after this
process is mainly due to thermal gradients and local strains caused by with phase changes. It cannot
be avoided, but the support structure can be designed in such a way that distortion is minimised.
Within this workpackage, it can even be investigated whether changes in the part design itself can
reduce distortion, or make the process more robust. Many researchers are already working on the
simulation of relevant AM-processes, but most simulation approaches are still very time-consuming
(both human time and processor time). Given the above, the following is called for here:
Annexes – Page 262 of 378
1st Call for Proposals (CFP01)






Develop a method for rapid prediction of part distortion during- and after the AM-process of
laser sintering or e-beam melting;
Cover Ti-6Al-4V powder;
Implement the method in a widely used commercial software (e.g. CATIAv5; Abaqus) or an
open source alternative (e.g. FreeCAD; CalculiX);
If coupons are required for calibration of the simulation (e.g. eigenstrain approach),
manufacture the required coupons and accurately measure distortion (or other quantity of
interest);
Demonstrate predictive capability of the developed toolset by applying it to at least one usecase, in collaboration with the topic manager, then manufacturing that use-case, measuring
the distortion and comparing prediction with measurement;
Express predicted risk of distortion in such a way that it can be used in topology optimisation
(link with T2).
The effort invested in machining distortion prediction should be kept to a minimum in order to
dedicate sufficient resources to the work on AM.
T2
Both of the above processes, machining and AM, allow extensive design freedom. This is more and
more exploited designers by inspiring their part topologies on the results of topology optimisations.
However, the risk of part distortion is never taken into account in this design process. Also, for AM,
the support structure is never part of the topology optimisation. However, to account for distortion
within the topology optimisation loops, it will probably be necessary to account for support structure
in some (simplified) way. The following is therefore called for here:
 Develop one or more methods to account for the risk / magnitude of part distortion during
the topology optimisation, using the rapid methods developed in T1;
 Develop (a) prototype implementation(s) of these methods, preferably in an open source
code (e.g. Python; FreeCAD; CalculiX; …);
 Together with the topic manager, apply this (these) to at least one aerospace use-case, such
as a wing rib or corner fitting.
Annexes – Page 263 of 378
1st Call for Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Numerical model(s) for machining distortion prediction
Model
T0+12
D2
Model
T0+24
Report
T0+18
D4
Numerical model(s) for prediction of distortion during and
after Selective Melting (SM) (Selective Laser Sintering,
Selective E-beam Melting).
Machining distortion prediction implementation on selected
use case
SM distortion prediction application on selected use case
Report
T0+30
D5
Machining of distortion coupons or validation part
Coupons
T0+15
D6
SM of distortion coupons and/or validation part
Coupons
T0+27
D7
Distortion measurements machined coupons/part
Report
T0+18
D8
Distortion measurements SM coupons/part
Report
T0+30
D9
Experimental validation of machining model by comparison to
measurements
Experimental validation of SM model by comparison to
measurements
Prototype topology optimisation code capable of accounting
for risk of part distortion, as predicted by above models.
Report
T0+21
Report
T0+33
Code (e.g.
C, Python,
…)
T0+36
D3
D10
D11
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1
Machining distortion prediction
T0+12
M2
SM distortion prediction
Technology
review
M3
Machining distortion prediction
T0+21
M4
SM distortion prediction
Validation
review
M5
Topology optimisation code capable of accounting for risk of
part distortion, as predicted by above models
Technology
review
T0+36
T0+24
TO+33
Annexes – Page 264 of 378
1st Call for Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
T1
Experience with non-linear simulation of metal transformation processes, such as welding, forging,
machining and selective sintering: coupled metallurgical-thermal-mechanical analysis. Experience
with prediction of distortion of aerospace components made by machining (out of forging, out of
additive layer manufactured net-shape).
Additive Manufacturing machine, powder-bed selective melting type, capable of building Titanium
and Aluminium test articles. Laboratory-type environment: experiment with build strategies,
measure shape distortions accurately.
T2
Experience with topology optimisation, prior work on topology optimisation algorithms.
Annexes – Page 265 of 378
1st Call for Proposals (CFP01)
1.5. Clean Sky 2 – Engines ITD
I.
Engine Mounting System (EMS) for Ground Test Demo
Type of action (RIA or IA)
IA
Programme Area
ENG
Joint Technical Programme (JTP) Ref.
WP 2 – Ultra High Propulsive Efficiency (UHPE)
Indicative Funding Topic Value (in k€)
1500 k€
Duration of the action (in Months)
72 months
Start
09-2015
†††††††††
Date
Identification
Title
JTI-CS2-2014-CFP01-ENG01-01
Engine Mounting System (EMS) for Ground Test Demo
Short description
Design, manufacture, assembly and instrumentation of an Engine Mounting System for UHPE Ground
Test Demo ; EMS Set for characterization and validation through Partials tests : manufacture,
assembly and instrumentation, mechanical tests.
†††††††††
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 266 of 378
1st Call for Proposals (CFP01)
1. Background
The UHPE Demonstration Project aims at designing, manufacturing & testing a Ultra High Propulsion
Efficiency Engine Demonstrator. It involves most of the best European Engine & Engine Modules &
Sub-systems Manufacturers.
The UHPE demonstrator will be installed on a pylon located on a test bench (ground tests).
An Engine Mount System (EMS)must be designed and manufactured so as to connect the engine and
its pylon.
Front
Mounts
Aft Mounts
Figure 15 : Example of Mount system - Engine side
This Engine Mount System will be isostatic. In particular,

The front mount will comprise a yoke, rods, ball joints that will be consistent with the engine
interfaces.
 The aft mount will comprise a yoke, rods, and ball joints and a beam that will be consistent
with the exhaust frame interfaces (to be designed by the topic manager)
 The dynamic behaviour of the test mount system will be representative of the aircraft /
engine interface behaviour.
Concept studies are performed in WP2.1.2. EMS specifications are provided in WP2.1.1. Engine
mount parts are matured (if needed), designed and manufactured in WP2.5.6.
The breakdown in this WP2 is the following :
Annexes – Page 267 of 378
1st Call for Proposals (CFP01)
WP2.0 :
Project Management
WP2
UHPE demonstrator for SMR aircraft
WP2.1 :
Demo Architecture and
Integration
WP2.2 :
Propulsive System
WP2.3 :
Transmission system
WP2.4 :
Low Pressure Turbine
(LPT)
WP2.5 :
Control & Other systems
WP2.6 :
Demo built up and
ground Tests
WP2.1.1 :
Whole demonstrator
design
WP2.2.1 :
Fan Module
WP2.3.1 :
Fan shaft
WP2.4.1 :
Turbine center Frame
WP2.5.1 :
Control system
WP2.6.1 :
HP core
WP2.1.2 :
Aircraft engine
integration
WP2.2.2 :
Intermediate frame
WP2.3.2 :
Power Gear Box
WP2.4.2 :
Low Turbine
Pressure
WP2.5.2 :
Oil system
WP2.6.2 :
Engine Assembly
WP2.2.3 :
Fan Nacelle and
variable Fan Nozzle
WP2.3.3 :
Low Pressure shaft
WP2.4.3 :
Turbine rear Frame
WP2.5.3 :
Auxiliary Gearbox &
Equipment
WP2.6.3 :
Test bench adaptation
WP2.2.4 :
Core Cowls
WP2.3.4 :
Alternate Gearbox
WP2.4.4 :
Primary nozzle and
plug
WP2.5.4 :
Heat exchangers
WP2.6.4 :
Engine ground test
WP2.2.5 :
Booster
WP2.3.5 :
Bearings
WP2.5.5 :
Engine Dressing and
Equipment
WP2.2.6 :
Intermediate
compressor frame
WP2.3.6 :
Transmission System
Integration
WP2.5.6 :
Mounts
Annexes – Page 268 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
The scope of work of this CfP is covering the perimeter of the Engine Mounts System. The applicant is
required for participating in up-stream tasks as concept selection and EMS specifications ; in this
phase, the interfaces between Aircraft and Engine will be defined, using the previous experience of
the Airframer, the Engine Manufacturer and the Mount System Manufacturer and the level of
activity of the applicant will be moderate.
In the second phase which is the core of this CfP, after issuance of EMS Specifications of UHPE
Demonstrator, the applicant will perform preliminary design, detailed design, manufacture of both
UHPE demonstrator EMS and Component Test EMS, instrumentation and partial tests of Component
Test EMS, instrumentation and support for ground test of UHPE demonstrator EMS.
DIAGRAMME GANT - UHPE - cfp
MOUNTS
2015
REF
1
3
T0
M1
T1
T2
M2
T3
M3
T4
M4
T5
T6
M5
Label
CFP MOUNTS
Engine
Mount
System
–
Management and reporting
Mount systems development
plan review
Engine Mount System – Concept
studies
Demonstrator
EMS
–
Contribution to specifications
Contribution to the Demo :
Mounts System Specifications
Demonstrator EMS – Preliminary
design of mounts
Demo
Mounts
System
:
Preliminary Design Review
Demonstrator EMS – Detailed
design of mounts
Demo Mounts System :Critical
Design Review
Demonstrator EMS – Parts
delivery of mounts
Demonstrator EMS – test report
of mounts behavior
Demo Mounts System : engine
readiness review
2016
4
1
2
2017
3
4
1
2
2018
3
4
1
2
2019
3
4
1
2
2020
3
4
1
2
Annexes – Page 269 of 378
2021
3
4
1
2
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 0
Engine Mount System – Management and reporting
T0 + 72 months
Progress Reporting & Reviews:
 Quarterly progress reports in writing shall be provided by the
partner, referring to all agreed workpackages, technical
achievement, time schedule, potential risks and proposal for risk
mitigation.
 Monthly coordination meetings shall be conducted via telecom.
 The partner shall support reporting and agreed review meetings
with reasonable visibility on its activities and an adequate level of
information.
 The review meetings shall be held at the topic manager’s facility.
Task 1
General Requirements:
 The partner shall work to a certified standard process.
Engine Mount System – Concept studies
T0 + 7 months
Task 2
EMS Concept studies with Topic Manager to support a score card with
Airframer. Evaluation of 3 different pylons and engine mount support
concepts for a UHBR engine for SMR.
Demonstrator EMS – Contribution to specifications
T0 + 10 months
Task 3
To contribute to the UHPE demonstrator EMS specifications written
under Topic Manager leadership
Demonstrator EMS – Preliminary design of mounts
T0 + 25 months
Task 4
To perform preliminary design of UHPE demonstrator EMS complying
with the specifications provided by WP2.1.1
Demonstrator EMS – Detailed design of mounts
T0 + 37 months
Task 5
To perform detailed design of UHPE demonstrator EMS complying with
the specifications provided by WP2.1.1
Demonstrator EMS – Parts delivery of mounts
T0 + 46 months
To manufacture and deliver both UHPE demonstrator EMS and
Component Test EMS complying with the specifications provided by
WP2.1.1
Annexes – Page 270 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 6
Demonstrator EMS – test report of mounts behavior
T0 + 70 months


To perform partial Test of Component Test EMS and to support for
ground test of UHPE demonstrator EMS complying with the
specifications provided by WP2.1.1 .
To issue reports of these tests for EMS.
Annexes – Page 271 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type (*)
Due Date
D1
Mount systems development plan
R
T0 + 4 months
Including detailed risk analysis and mitigation proposal and a
preliminary test pyramid
Mount system preliminary design substantiation document
for Preliminary design review
R and
RM
T0 + 25 months
R and
RM
T0 + 31 months
R and
RM
T0 + 37 months
R and
RM
T0 + 43 months
D2
D3
D4
To check the feasibility and to freeze the architecture and
interfaces, to identify the validation plan
Design progress reports for mount systems
Design activities status
Mount system detailed design substantiation document for
the critical design review
D5
To approve design before hardware manufacturing
engagement. Including Test pyramid, structural FEM model
adapted for integration to test bench
Mount systems Components Tests benches readiness review
D6
To verify test benches capability to meet validation plan
requirements
Mount system hardware delivery for component test
D
T0 + 46 months
D7
Hardware for component test
Mount system hardware delivery for demo engine
D
T0 + 46 months
Hardware for Engine Assembly
Mount systems Components Tests completed – hardware
inspection review
R and
RM
T0 + 49 months
D8
To substantiate mount systems design & permit to test
Annexes – Page 272 of 378
1st Call for
Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
Type (*)
Due Date
D9
Engine readiness review documentation:
 Delivered Hardware status compared
 Instrumentation
 Test plan requirements
R and
RM
T0 + 58 months
R
T0 + 70 months
D10
To contribute to engine test readiness review
Engine Ground test report for mount systems
To contribute to engine after-test review
*Type:
R: Report
RM: Review Meeting
D: Delivery of hardware/software
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
MS 1
Mount systems development plan review
RM
T0 + 4 months
MS 2
RM
T0 + 10 months
MS 3
Contribution to the Demo : Mounts System
Specifications
Demo Mounts System : Preliminary Design Review
RM
T0 + 25 months
MS 4
Demo Mounts System :Critical Design Review
RM
T0 + 37 months
MS 5
Demo Mounts System : engine readiness review
RM
T0 + 61 months
Annexes – Page 273 of 378
1st Call for
Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
•
Experience in design, manufacturing, testing and certification of aircraft engine mounts is
mandatory
•
Experience in elastomeric dampers is mandatory
•
Experience in dynamic and vibration engine complex environment analysis is mandatory
•
Experience in test bench design and modification is mandatory
•
Experience in endurance tests or other relevant tests contributing to risks abatement is
mandatory
•
Availability of test benches to support test campaign is mandatory
•
English language is mandatory
Annexes – Page 274 of 378
1st Call for
Proposals (CFP01)
II.
Development of an all-oxide Ceramic Matrix Composite (CMC) Engine Part
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
ENG
WP4 Geared Engine Configuration
3000 k€
48 months
Start
07-2015
Date‡‡‡‡‡‡‡‡‡
Identification
Title
JTI-CS2-2014-CFP01-ENG- Development of an all-oxide Ceramic Matrix Composite (CMC) Engine
02-01
Part
Short description (3 lines)
Based on functional requirement of an Inter Turbine Duct component, the partner is expected to
provide codes , optimisation strategies and mechanical simulation tools for the design of such a
component as well as to characterize the chosen material and to provide qualified parts for engine
demonstrator testing.
‡‡‡‡‡‡‡‡‡
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 275 of 378
1st Call for
Proposals (CFP01)
1. Background
A first generation of geared turbofan engine (GTF) technology has found its way into the regional and
narrow body market due to significant reductions in fuel consumption and noise.
The purpose of the advanced geared turbofan demonstrator as part of the Engine ITD WP4 platform
is to further advance these technologies and to achieve a next step change in fuel burn reduction
combined with an additional decrease in noise emission. Components and modules with new
technologies are to be developed, implemented and validated through suitable testing as required
before integration into the engine demonstrator for full engine demonstration. The successful
demonstration in real engine environment is substantial part of the overall validation strategy with
the clear intention to achieve TRL6.
The present Call for Proposal supports the further development of ceramic materials with a high
optimization potential to allow alternate designs of environment-friendly aero-engine components.
Advanced Ceramic Matrix Composites (CMC) applied in the hot section part of an engine offer two
main advantages.
 provide a 3 times lower specific weight than metallic alloys and can significantly contribute to
the weight reduction of aero engines.
 provide a higher temperature resistance than the existing metallic alloys. This allows to reduce
parasitic cooling air for the affected hot section parts at specified life requirements.
This is a major contribution to further reduce the specific fuel consumption and gaseous emissions.
Objective of the Task
The objective is the development and manufacturing of a segment/s for the turbine intermediate
duct. The part has to provide the inner and/or outer diameter flow path leading the main hot gas
flow between the High Pressure Turbine (HPT) exit and the inlet of the Low Pressure Turbine (LPT).
The Topic Manager will provide the design of the part, the partner will provide the necessary
information regarding manufacturing methods and constraints and perform the mechanical
simulation according manufacturing constraints. This will result in a final component design provided
by the Topic Manager. The part has to be designed and optimized for minimum weight and cooling
air requirement meeting a specified life requirement.
The necessary material data for a proper design are either available or will be provided as part of the
task by the partner.
The part will be manufactured according a defined manufacturing process which shall include all
aspects of industrialization and quality control. All necessary qualification tests on parts level will
ensure compliance for the use in the demonstrator engine.
Annexes – Page 276 of 378
1st Call for
Proposals (CFP01)
The partner will support the review process of the Topic Manager with the necessary information.
This will be defined at the beginning of the task.
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
1.
Management
During the
Organisation:
whole Project
The partner shall nominate a team dedicated to the project and should
inform the Topic Manager about the name/names of this key staff. At
least the responsibility of the following functions shall be clearly
addressed: Program (single point contact with Topic Manager),
Techniques & Quality.
Time Schedule & Work package Description:
• The partner is working to the agreed time-schedule & work package
description.
• Both, the time-schedule and the work package description laid out
in this call shall be further detailed as required and agreed at the
beginning of the project.
Progress Reporting & Reviews:
• Quarterly progress reports in writing shall be provided by the
partner, referring to all agreed work packages, technical
achievement, time schedule, potential risks and proposal for risk
mitigation.
• Regular coordination meetings shall be installed (preferred as
telecon).
• The partner shall support reporting and agreed review meetings
with reasonable visibility on its activities and an adequate level of
information.
• The review meetings shall be held at Topic Manager premises.
General Requirements:
• The partner shall work to an established standard process.
Annexes – Page 277 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
2.
Mechanical Simulation of Part for inter Turbine Duct:
According to a functional requirement the part shall be designed for
specified life requirement. The Topic Manager will provide the design of
the part, the partner will provide the necessary information regarding
manufacturing methods and constraints and perform the mechanical
simulation. For the mechanical simulation the codes and optimisation
strategies from the partner shall be used. The results of the mechanical
simulation task have to be provided to the Topic Manager for
discussion and review.
Material Characterisation (qualified material properties)
The development process for a high temperature Ox-Ox material
including environmental barrier coating (EBC) starts with the
composition of a fiber/matrix system with high strength and low inner
strains. Specific design rules for laminate thickness and fiber orientation
shall be developed. In the following step the acceptable limits in terms
of stress and environmental resistance must be tested by certifiable
test methods. The acceptable stress limits and thermo-physical
properties shall be evaluated at different test temperatures up to
1100°C. Material testing must be conducted in aged and un-aged
condition, testing details and conditions (e.g. aging, strength, fatigue,
creep,…) are to be agreed on at the start of the program by the leader.
The material data can be derived off former activities; a sufficient
documentation of the tests is available. The material characterisation
and the design process have to be consistent to the selected and
specified manufacturing process, based on a qualified material data
base.
The results of the material’s characterisation have to be provided to the
Topic Manager.
during design
and review
process of
Topic Manager
T0+48M
3.
Preliminary
T0+24M
Final T0+36M
Annexes – Page 278 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
4.
Manufacturing of Hardware for tests on specimen, parts and engine
demonstrator level
The quality management of the part and specimens manufacturing
must be defined by specifications. This includes destructive and nondestructive test methods to control the quality of the part (tolerances ,
properties, manufacturing defects). The acceptance limits are jointly
defined at the beginning of the program. The manufacturing of the part
has to be performed according to a specified manufacturing process
(process specification). The validation strategy has to be passed to
provide sufficient evidence to exclude a basic failure of the part during
demo engine testing. This strategy has to be reviewed by the Topic
Manager close to the program start. Interim and final reports to
document the tests will be provided by the partner for review by the
Topic Manager.
Delivery of parts
The part will be delivered according jointly defined quality documents
and acceptance standards. The necessary documentation will be
specified explicitly at the beginning of the program.
The following hardware has to be delivered:
- 20 parts for destructive and non-destructive tests
- 15 engine parts.
T0+36M
5.
T0+36M
T0+40M
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
1
Progress Reporting & Reviews:
• Project Plan
• Risk management plan.
D, R
T0+1M
D, R
T0+3M
2
Annexes – Page 279 of 378
1st Call for
Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
3
• Quarterly progress reports in writing shall be provided by
the partner, referring to all agreed work packages, technical
achievements, time schedule,
• Regular coordination meetings shall be installed (preferred
as telecon).
• The partner shall support reporting and agreed review
meetings with reasonable visibility on its activities and an
adequate level of information.
The review meetings shall be held at Topic Manager premises.
Interim and final Report for part design including
manufacturing constraints to support the review process of the
leader
Material data (static, dynamic, thermo-mechanical,…) in
statistically sufficient number of each test, with respect to the
anisotropy of the material. (Details to be defined at the start of
the program).
Specified Manufacturing process; Certificate of conformity for
all tested materials
4
5
6
7
Delivered parts (Engine Hardware) must meet acceptance
limits.
20 parts for destructive and non-destructive tests
15 engine parts.
R=Report, D-Data, HW=Hardware
Type
Due Date
During the
whole
project
D, R
T0+24
D, R
Preliminary
data T0+12
R
T0+36
HW, R
T0+36M
T0+40M
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
1
Preliminary Material Specification
T0+12
2
Manufacturing and coating process frozen and demonstrated
T0+24
3
Final Material Spec and manufacturing specification
T0+36
4
Delivery of HW for component tests
T0+40
5
Delivery of HW for engine demo
T0+45
Annexes – Page 280 of 378
1st Call for
Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
In order to safeguard the completion, technology insertion and successful demonstration in the
engine demonstrator the selected partner have to provide substantial and essential contribution.
Therefore, the partner needs to have the expertise and the technical means to fulfill the tasks
outlined in chap. 2.
The selected partner needs to feature the following competences and skills:
1. Proven knowledge in structural simulation of hot section engine parts in CMC material. This
comprises of the availability of a validated simulation tools to describe the morphology of
composite based material (CMC) including all specific characteristics in material properties. It is
also essential that the partner has the capability to use optimization tools to optimize the
structure of the CMC- part according the loads applied on the part.
2. Proven knowledge in material characterization of the CMC parts. This means that either the
partner has available the necessary properties, or is capable to specify the process and
requirements for material tests as well as to derive the material properties in an auditable
manner. The material properties have to be representative to the selected manufacturing
process for the engine part.
3. Proven knowledge and capability in manufacturing the part for the engine demonstrator. The
partner has to have the capability to control the manufacturing process as part of a controlled
quality process. This includes the knowledge to create the necessary documentation.
Annexes – Page 281 of 378
1st Call for
Proposals (CFP01)
III.
Characterisation of Thermo-mechanical Fatigue Behaviour
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
Engines - ITD
WP 5 – VHBR – Middle of Market Technology
560 k€
60 months
Start
09-2015
§§§§§§§§§
Date
Identification
Title
JTI-CS2-2014-CFP01-ENG- Characterisation of Thermo-mechanical Fatigue Behaviour
03-01
Short description (3 lines)
The proposed project is focused on the development of predictive tools and experimental techniques
to characterise thermo-mechanical fatigue (TMF) crack initiation (CI) and crack propagation (CP).
Experimental data will support the calibration and validation of the predictive tools, where
characterisation of the metallurgical damage mechanisms is required to support this.
§§§§§§§§§
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 282 of 378
1st Call for
Proposals (CFP01)
1. Background
Gas turbine components are subjected to ever more demanding mechanical and thermally loaded
environments to improve efficiency and to reduce fuel consumption and environmental impact.
Significant thermal transients during take-off and descent occur, and local stresses can peak at
temperatures far below the flight cycle maximum. The phenomenon of thermo-mechanical fatigue
(TMF) is characterised by the cyclical variation of temperature and load. This TMF behaviour is
common in disc rims, aerofoils and rear structures and may cause cracks to form.
Compared to isothermal fatigue and crack growth data there is little mechanical test data available
for these complex loading conditions. As a result, conservatism is applied in lifing calculations to
account for uncertainty in the application of isothermal fatigue or crack growth data and
assumptions made to address the effects of TMF. A deeper understanding of the metallurgical
phenomena and development (and validation) of improved lifing methods will allow more accurate
prediction of design lives. This will support future engine designs and products, such as Ultrafan.
2. Scope of work
The proposed scope of work is centred on the development of both experimental techniques and
constitutive material models to enable the characterisation of TMF behaviour and the corresponding
damage mechanisms affecting this in relation to gas turbine applications. To achieve this, the
following investigations have been identified, separated into themes of crack initiation and crack
propagation:
Crack Initiation (CI)
 The characterisation of the idealised cycle TMF CI behaviour of a disc alloy(s) of interest
 The characterisation of the damage mechanisms driving the variation in TMF lives across
different idealised cycles and the direction of loading relative to these
 The development of a robust, user friendly UMAT based on a constitutive (Chaboche-type)
model to predict the cyclic stress-strain evolution of the material
Crack Propagation (CP)
 The comparison of conventional furnace and induction coil isothermal fatigue crack growth
tests
 The characterisation of the dynamic response of the heat transfer across the crack tip from
an induction coil
 The characterisation of the idealised cycle TMF CG behaviour of a disc alloy(s) of interest
 The comparison of different CG models to predict the observed behaviour seen in
experimental tests
 The development of a crack growth model to characterise crack shape evolutions (such as
Annexes – Page 283 of 378
1st Call for
Proposals (CFP01)
crack tunnelling) due to TMF loading
The initial phase of the activity will define the experimental test requirements and then complete
these as required. The second phase will then utilise these results to provide validated modelling
capability of the thermo-mechanical behaviour of the identified alloys. The final phase will ensure
write-up of the results from this research and technology action.
Tasks
Ref.
No.
T.1
Title - Description
Due Date
Management of all activities
T0 + 60 months
T2 Experimental related Tasks
T.2.1
Acquisition of relevant disc material(s) for testing and manufacture of
test coupons
T.2.2
Characterisation of static and dynamic thermal gradient across test
coupons to be used for fatigue and crack propagation tests
T.2.3
Complete like-for-like conventional furnace and induction coil heated
isothermal fatigue crack growth tests
T.2.4
Define and complete set of experiments to assess presence of crack tip
heating in induction field
T.2.5
Define and complete a set of experiments to characterise the straincontrolled isothermal and thermo-mechanical fatigue response of the
alloy(s)
T.2.6
Define and complete a set of experiments to characterise the
isothermal and thermo-mechanical crack propagation response of the
alloy(s)
T.2.7
Define and complete a series of experiments to characterise the
thermo-mechanical loading at a component representative feature(s) of
interest
T3 Modelling related Tasks
T0 + 12 months
T.3.1
T0 + 8 months
T.3.2
T.3.3
T.3.4
T.3.5
Completion of literature review of state of the art in the testing and life
prediction of thermo-mechanical fatigue
Define fundamental material model requirements to inform isothermal
fatigue experiments
Develop UMAT model to characterise cyclic stress-strain evolution of
the material(s)
Develop and incorporate complimentary life prediction methods into
UMAT model and/or additional model
Incorporate statistical assessment(s) in life prediction method
T0 + 8 months
T0 + 6 months
T0 + 10 months
T0 + 10 months
T0 + 10 months
T0 + 10 months
T0 + 10 months
T0 + 18 months
T0 + 24 months
T0 + 40 months
Annexes – Page 284 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref.
No.
T.3.6
T.3.7
T.3.8
Title - Description
Due Date
Define fundamental crack growth model requirements to inform
isothermal crack growth experiments
Develop crack growth methods to predict onset of non-planar crack
growth and/or crack tunnelling resultant from thermo-mechanical
fatigue loading
Incorporate statistical assessment(s) in crack growth method
T0 + 42 months
T0 + 48 months
T0 + 52 months
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D.1
Source code (including comments) and User-friendly
guide for the developed UMAT material model describing
initiation and/or crack growth
T0 + 24 months
D.2
Literature Review on State of the Art Thermo-mechanical
Fatigue Life and Crack Propagation Prediction Methods
Test plan of thermo-mechanical loaded component
feature representative test matrix
Completed Technical Summary Report
Source
Code +
User
Guide
Report
Report
T0 + 30 months
Report
Report
T0 + 36 months &
T0 + 60 months
T0 + 60 months
D.3
D.4
D.5
Report pack detailing all experimental test data,
modelling and validation completed.
T0 + 9 months
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M.1
Characterisation of static and dynamic thermal gradient
across test coupons to be used for fatigue and crack
propagation tests
Completion of Benchmark Strain-controlled Fatigue and
Crack Propagation Tests to Demonstrate Test Rig
Capability across Desired Strain, Load and Temperature
Ranges
Review
T0 + 8 months
Review
T0 + 10 months
M.2
Annexes – Page 285 of 378
1st Call for
Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M.3
Review
T0 + 12 months
Status
T0 + 12 months
M.5
Present basis and plans for UMAT model theory and
development
Completion of 50% of planned isothermal fatigue and
crack propagation tests
Technical Review of Year 1 Activities
Review
T0 + 12 months
M.6
Technical Review of Year 2 Activities
Review
T0 + 24 months
M.7
Completion of 50% planned thermo-mechanical fatigue
and crack propagation tests
Completion of 50% planned thermo-mechanical fatigue
and crack propagation tests
Technical Review of Year 3 Activities
Status
T0 + 23 months
Status
T0 + 28 months
Review
T0 + 36 months
T0 + 37 months
M.12
Plan representative test matrix for component feature
Plan
application
Completion of 50% of component representative thermo- Status
mechanical fatigue and crack propagation tests
Technical Review of Year 4 Activities
Review
M.13
Close-out and Technical Review of Year 5 Activities
T0 + 60 months
M.4
M.8
M.9
M.10
M.11
Review
T0 + 39 months
T0 + 48 months
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant must have a servo-electric or servo-hydraulic test rig with a proven TMF CI and CG
capability.
The strain-controlled fatigue capability of the test rig should ideally be compliant with ISO
12111:2011(en) “Metallic Materials – Fatigue Testing – Strain-controlled Thermomechanical Fatigue
Testing Method”. Test coupons are expected to use a thin-walled cyclidrical gauage section.
The fatigue crack growth capability of the test rig should use corner crack geometry in a square crosssection. Measurement of the crack growth rate should be by use of an alternating current potential
difference (ACPD) method.
The test rig should be able to apply loads up to a maximum of 100kN. The extensometry should at a
minimum be able to apply mechanical strain amplitude of 5%. The thermal profile should be applied
by an induction coil with controlled forced air cooling to provide rapid thermal cycles. The desired
control temperature range should envelope 300°C to 1200°C.
The applicant should demonstrate a proven track record in both modelling and experimental
capabilities.
Annexes – Page 286 of 378
1st Call for
Proposals (CFP01)
IV.
Advanced analytical tool for the understanding and the prediction of core noise for
large civil aero engine with low emission core
Type of action (RIA or IA)
RIA
Programme Area
Engine ITD
Joint Technical Programme (JTP) Ref.
WP 5 – VHBR – Middle of Market Technology
Indicative Funding Topic Value (in k€)
1000 k€
Duration of the action (in Months)
36 months
Start
June 2015 (T0)
**********
Date
Identification
Title
JTI-CS2-2014-CFP01-ENG03-02
Advanced analytical tool for the understanding and the prediction of core
noise for large civil aero engine with low emission core
Short description (3 lines)
The current proposal is aimed at understanding the flow physics involved in the generation and
propagation of combustion noise through turbine blade rows in low emission core aero engines and
developing advanced analytical combustion noise prediction tool for industrial purpose. This tool will
be used to design a quieter (i.e. low noise) low-emission technology for the middle-of-market VHBR
engine in WP5 of Engine ITD, and for the large engine market VHBR engine demonstrator in WP6 of
Engine ITD.
**********
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 287 of 378
1st Call for
Proposals (CFP01)
1. Background
As a part of engine projects in Clean Sky 2, the topic manager will lead the design and development
of VHBR technologies for middle of market (WP5 of Engine ITD) and VHBR engine demonstrator
(WP6 of Engine ITD) for large engine market. One of the key technologies developed to meet the
goals of WP5 is a low emission combustion system. A low emission combustion process is highly
unsteady and may produce high levels of combustion noise (refers to only ‘broadband’ combustion
noise in this proposal).
There are two noise sources for the broadband combustion noise: ‘direct’ and ‘indirect’. The direct
noise is produced by the unsteady heat release during the combustion process, and the indirect
noise is produced when the ‘hot spots’ generated during the combustion process are accelerated
through the turbine stages. Hence, in order to reduce the overall combustion noise, the generation
mechanisms of both the sources, i.e. direct and indirect, need to be well understood.
As other noise sources of engine come down in magnitude as a result of advancement in technology,
the combustion noise source is expected to dominate the total noise generated by an aircraft. Hence
it is imperative to understand the generation and propagation mechanism of combustion noise, and
to develop mitigation strategies based on simple design rules and hot stream liners.
The current understanding held by the topic manager is built upon low TRL experiments and has the
following shortcomings:
1) Combustor geometry: The combustor geometry used for experimental tests is simple lab scale
combustor geometry, and is not representative of those found in aero engines.
2) Combustor Boundary conditions: The test cases mostly involved only choked boundary
conditions downstream of combustor. These conditions are largely representative of high power
conditions encountered by aero-engines. As far as noise generation is concerned, there is a need
to understand the combustor flow field at both high and low power conditions. In addition, the
impact of combustor cooling flows, as encountered in real engine environment, on the
combustion noise source needs to be understood.
3) Noise Source identification: The understanding of flame structure is one of the key elements for
quantifying the heat release in a combustion process. The experimental data available to the
topic manager are qualitative in nature, and are limited to very low frequency range (~10Hz). For
real engine cases, frequency range up to 1 kHz needs to be resolved accurately.
4) Combustor flame: The flame generated in the lab scale experiments is a premixed flame, whilst
one of the options considered for the low emission combustion system in WP5 involves a
partially pre-mixed flame.
The current proposal is expected to deliver higher TRL level understanding of the generation and the
propagation of combustion noise by low emission core aero engines.
Annexes – Page 288 of 378
1st Call for
Proposals (CFP01)
The objectives of the current proposal are to:
-
understand the turbulent reacting flow field inside a low-emission combustor
understand the generation of indirect noise and the propagation of combustor unsteadiness
through a high-pressure turbine stage in a low-emission core aero-engine
-
develop advanced combustion noise prediction tool that can be readily used by industry
-
quantify experimentally the combustor unsteadiness (i.e. pressure, temperature) in an aeroengine representative low-emission combustor
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
T1
Management
T0 + 12 months
T2
High fidelity computations of turbulent combustion in a low emission
combustor
High-fidelity computations of combustor unsteadiness through
turbines
Advanced analytical tool for broadband combustion noise prediction
T0 + 36 months
Unsteady measurements of flow field in an aero-engine
representative low-emission combustor
T0 + 24 months
T3
T4
T5
T0 + 36 months
T0 + 36 months
A brief description of the tasks is given below:
Task-1: Management
Organisation:
 The partners shall nominate a team dedicated to the project and should inform the consortium
programme manager about the name (s) of this key staff
Time schedule and work-package description:
 The partners will work to the agreed time-schedule and work-package description
 Both the time-schedule and the work-package description laid out in this call shall be further
detailed and agreed at the beginning of the project.
Progress reporting and reviews:
 Seven progress reports (i.e. deliverables) will be written over the duration of the programme
 For all work packages, technical achievements, timescales, potential risks and proposal for risk
mitigation will be summarised
Annexes – Page 289 of 378
1st Call for
Proposals (CFP01)



Regular coordination meetings shall be conducted via telecom or webex where appropriate
The partners shall support reporting and review meetings with reasonable visibility on the
activities and an adequate level of information
The partners shall support quarterly face-to-face review meetings to discuss the progress
Task-2: High-fidelity computations of turbulent combustion in a low emission combustor
A thorough understanding of combusting turbulent flow field inside a combustor is imperative to
identify and understand the noise sources related to broadband combustion noise. High fidelity
simulations will be carried out to resolve the turbulent combustion flow field inside a topic
manager’s low emission combustor at two test conditions, i.e. low and high power settings as
defined by the topic manager. The low power condition should correspond to a case where the
combustor is operating in ‘pilot only’ mode, and the high power should correspond to a case where
the combustor is operating in both ‘pilot and mains’ mode. The test conditions will be supplied by
the topic manager.
The combustion of Jet-A fuel in the combustor and its interaction with the turbulence will be
modelled using well established models for partially premixed combustion. The high fidelity
simulations will involve URANS and LES methodologies, and will be performed using the topic
manager’s in-house CFD tool along with its default spray model for handling the liquid fuel.
In order to understand the role of burner-to-burner interaction on the noise generation mechanisms,
two separate simulations will be carried out: one with a single-sector model i.e. only one burner in
the computational geometry, and the other with a double-sector model, i.e. two burners in the
geometry. The topic manager will supply the computational geometry that extends from the
compressor exit OGV to the throat of the HP NGV downstream of the combustor.
In addition to the simulations inside the topic manager’s combustor (as detailed above), simulations
(at high and low power conditions) will be carried out inside a test rig geometry as defined in Task-5.
These simulations are carried out as a validation exercise for the well-established model for partially
premixed combustion.
Task-3: High-fidelity computations of combustor unsteadiness through turbines
High fidelity single row simulations are to be carried out to understand the propagation and
scattering of direct combustion noise and the generation of indirect combustion noise across a HP
turbine stage. The simulations will also be carried out to quantify the diffusion of hot spots across the
turbine stage.
Two cases are investigated: the first case involves a single row HP NGV only model, and the second
case involves a single row of a HP NGV and a HP rotor. For each case, simulations are to be carried
out for two test conditions, i.e. low and high power conditions, as defined in Task-2. The high fidelity
simulations will involve URANS methodology. The geometry and the relevant mean flow conditions
will be supplied by the topic manager. The unsteady inlet boundary conditions will be based on the
results from Task-2. Findings from the current simulations may be further used to develop the loworder analytical tool described in Task-4.
Annexes – Page 290 of 378
1st Call for
Proposals (CFP01)
Task-4: Advanced analytical tool for broadband combustion noise prediction
The results from the high fidelity simulations of Task-2 and Task-3 will be used to develop an
advanced analytical tool for predicting the broadband combustion noise at turbine exit for low
emission core aero engines. This is achieved by improving the low TRL analytical tool currently held
by the topic manager. The low TRL analytical tool of the topic manager is a combination of a loworder thermo-acoustic network model for a combustor and a semi-actuator disk model for turbine
stages.
The low-order network model of the combustor predicts the unsteady waves in a combustor and
provides the ability to calculate the transfer function between the specified unsteadiness in the rate
of combustion and the waves, i.e. entropy, vorticity and acoustic, incident on the HP NGV assuming
the combustor exit to be choked. The results from the high fidelity simulations of Task-2 may be used
to understand the influence of the simplified assumptions used in the model, and to develop this
low-order network tool.
The semi-actuator disk model for turbine stages predicts the interaction of waves (i.e. entropy,
vorticity and acoustic) at each stage of the turbine, enabling the prediction of wave propagation
through turbine stages. The results from the high fidelity simulations of Task-3 will be used to
understand the influence of the simplified assumptions used in the model, and to develop the semiactuator disk model.
The results predicted by the advanced analytical tool will be compared against experimental results
(to be supplied by the topic manager) and analytical results obtained by the topic manager’s
preliminary analytical tool.
Task-5: Unsteady measurements of flow field in an aero-engine representative low emission
combustor
Experimental investigation of unsteady flow field of a low emission combustor is indispensable to
gain insight into the noise sources of combustion noise. In addition, the experimental results provide
valuable data for the validation of the high fidelity simulations carried out in Task-2, which is used for
the development of the advanced analytical tool in Task-4.
Unsteady temperature and pressure measurements will be made inside and downstream (i.e.
combustor exit plane) of a low emission combustor incorporating a lean direct injection system
involving staged pilot and mains fuel streams. The frequency range of interest for the measured
temperature and pressure is 0 to 1 kHz. For the temperature field, point measurements over a plane
are required for both inside and downstream of the combustor. For the pressure field, combustor
wall dynamic pressures are required for both inside and downstream of the combustor. The results,
for both pressure and temperature, will include the mean and the RMS levels. Measurements will be
carried out at two operating conditions: low power and high power conditions as defined in Task-2.
Prior to starting the experiments, a literature survey of various techniques for unsteady
measurements of pressure and temperature inside an aero-engine representative combustor will be
carried out to identify the best way forward for the current experiments.
Annexes – Page 291 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Single-sector simulations of combustor flow field: results
from high-fidelity simulations using single-sector combustor
model describing the correlations required for the
understanding of combustion noise.
Combustor unsteadiness through turbines based on singlesector model: results summarising the propagation of direct
noise and the generation of indirect noise across a turbine
stage based on single-sector combustor model.
Double-sector simulations of combustor flow field: results
from high-fidelity simulations using a double-sector model
will be compared against the results from D1, and in
particular, the burner-to-burner interaction on broadband
combustion noise generation mechanisms will be quantified.
Combustor unsteadiness through turbines based on doublesector model: results summarising the propagation of direct
noise and the generation of indirect noise across a turbine
stage (i.e. NGV and rotor) based on double-sector combustor
model. Results will be compared against D2.
Literature survey of unsteady flow measurement techniques
in aero-engine combustor: report summarising the various
measurements techniques for resolving unsteady
temperature and pressure field inside an aero-engine
representative combustor. Recommendation will be made on
the appropriate techniques for the experiments in D6.
Unsteady measurements of flow field in a low-emission
combustor: report summarising the unsteady measurements
of pressure and temperature in an aero engine
representative low emission combustor.
Unsteady simulations of flow field in a low-emission
combustor: results summarising the high fidelity unsteady
simulations of flow field inside the low emission combustor
of D6. Comparisons will be made against the experimental
results.
Report
T0 + 15 months
Report
T0 + 15 months
Report
T0 + 36 months
Report
T0 + 36 months
Report
T0 + 2 months
Report
T0 + 24 months
Report
T0 + 24 months
D2
D3
D4
D5
D6
D7
Annexes – Page 292 of 378
1st Call for
Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title – Description
Type
Due Date
M1
Management report: summarise the project management of
the programme, including deliverables, level of spend and
dissemination
Advanced analytical tool for broadband combustion noise
based on single-sector model: report summarising the
advanced analytical tool based on single-sector combustor
model for predicting the broadband combustion noise.
Comparisons will be made against the results supplied by the
topic manager.
Advanced analytical tool for broadband combustion noise
based on double-sector model: report summarising the
advanced analytical tool based on double-sector combustor
model. Comparisons will be made against results of M2.
Report
T0 + 12 months
Report
T0 + 24 months
Report
T0 + 36 months
M2
M3
4. Special skills, Capabilities, Certification expected from the Applicant(s)
-
Experience in low-order turbomachinery thermo-acoustic modelling of combustor
Experience in semi-actuator disk modelling of turbines for acoustics
Experience of working with topic manager under non-disclosure agreement
Experience of combustor flow simulations with partially premixed combustion process
Detailed understanding and familiarity with generic CFD tools required. Where specific tools e.g.
code, these will be provided to the successful applicant, under agreed terms, and as required.
Experience in high temperature unsteady measurements inside an aero-engine representative
low emission combustor
Annexes – Page 293 of 378
1st Call for
Proposals (CFP01)
V.
VHBR Engine - Advanced bearing technology
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
Engines ITD
WP6 – VHBR – Large Turbofan Demonstrator [UltrafanTM ]
2400k€
60 months
Start
06-2015
††††††††††
Date
Identification
Title
JTI-CS2-2014-CFP01-ENG- VHBR Engine - Advanced bearing technology
03-03
Short description (3 lines)
To develop and demonstrate various individual technologies required to deliver rolling element
bearings with increased load carrying capacity. This should be interpreted as delivering up to 15%
higher rolling contact stress capability with no detrimental impact to component life and operational
speed than is available from today’s aerospace bearing materials.
††††††††††
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 294 of 378
1st Call for
Proposals (CFP01)
1. Background
Through Clean Sky 2, Topic Manager Company is developing and demonstrating the complete range
of technologies required for Very High Bypass Ratio engines.
Within the timescales of Clean Sky 2, Very high bypass ratio engines will realize significant
environmental benefits:
Up to 25% fuel burn and CO2 emission reduction relative to year 2000 baseline
(consistent with 10% reduction relative to year 2014 baseline)

Noise levels making a significant step towards to ACARE 2035 targets (- 11 EPNdB per
operation relative to 2000 situation: including engine, nacelle, aircraft technologies airframe noise reduction, novel aircraft configurations – and ATM benefits)

Contribute to delivery of NOX emission reductions through reduced fuel burn. Specific
objectives will not be defined owing to the strong dependency on overall core engine
cycle decisions.
Development of VHBR technology will also maintain European competitiveness in the development
and integration of engines for Middle of Market short range commercial aircraft, to ensure capability
across the full range of technologies required by geared engines, and develop a world-leading
European capability for Very High Bypass Ratio engines for the large aircraft market, establishing a
lead in this emerging market.
In a typical turbofan engine there are typically between six and ten main-shaft rolling element
bearings, both ball bearings and roller bearings; additionally there are a number of bearings
supporting the power off take. They locate and support the rotating turbo-machinery as well as
reacting the gas and structural loads through the engine. The development of advanced bearing
technology will be a key enabler, and therefore critical to the success of the VHBR engine. Through
Clean Sky 2, Topic Manager Company is developing and demonstrating the complete range of
technologies required for Very High Bypass Ratio engines. Key to this is the development of rolling
element bearings that are capable of higher speeds and loads, lower heat generation and increased
service reliability when compared to today’s product.
The work intended to be covered by the Partner selected will be to develop and demonstrate various
individual technologies required to deliver rolling element bearings with increased load carrying
capacity. This should be interpreted as delivering up to 15% higher rolling contact stress capability
with no detrimental impact to component life and operational speed than is available from today’s
aerospace bearing materials.
The successful Partner will demonstrate both the capability to deliver cutting edge technology based
on established track records of innovation, test facility capability and availability, as well as a proven
Annexes – Page 295 of 378
1st Call for
Proposals (CFP01)
and established capability for the delivery of this product range. This implies demonstration of strong
evidence of existing research and development facilities, design and manufacturing capabilities,
demonstrated readiness of the corresponding supply chain and the internal capacity to deliver in the
timescales required, as well as experience with EASA flight clearance aspects in order to deliver
world-class bearing technology for the Topic Manager as an outcome of the joint work within Clean
Sky 2
2. Scope of work
Tasks
Ref. No.
Title – Description
Due Date
WP1.1
Confirmation of existing boundary envelope
WP1.2
15% improvement in terms of rolling contact stress capability
WP1.3
Understanding and mitigation of fatigue related mechanisms
WP 1.4
Identiy a potential route to achieving a 30% improvement against
today’s material capability.
Develop the analysis tools and methodologies for component life
prediction
A planned suite of tests including component, sub and full scale.
3 months from
programme start
5 years from
programme start
3 years from
programme start
5 years from
programme start
4 years from
programme start
Throughout the
programme
WP 1.5
WP 2.1
The over-arching theme of the work scope is to deliver rolling element bearings with enhanced load
carrying capabilities and hence enable the rotating turbo-machinery to deliver an aerodynamic and
aeromechanical componentry and sub-system design for optimized multi-stage compressor and
turbine operation. Additional to the increased load carrying capability, complementary technologies
offering reduced heat generation and increased speed envelopes for rolling element bearings should
be developed as part of this work package. Targets for reduced heat generation and speed increase
should be taken as 25% when compared against today’s aerospace material and design capability.
The technology described herein may be ultimately deployed in a number of engine markets and
therefore scalability between middle-of-market and large civil applications are essential. Additionally
the technologies and understandings developed through this programme should be seen as the
building blocks for further work relating to material enhancements and potentially new materials
over a further period of time with the ultimate target of a 30% higher rolling contact stress capability
with no detrimental impact to component life and operational speed than is available today.
To enable the delivery of a successful programme two distinct work packages (WP) have been
identified. WP 1 for development of material enhancements and capability and WP 2 for testing. It
Annexes – Page 296 of 378
1st Call for
Proposals (CFP01)
likely that the two work packages will at times run concurrently enabling appropriate tests to follow
a specific development.
WP 1.0 - Development
WP 1.1
Initial work will confirm the boundary operational envelopes of today’s aerospace bearing steels
within a high speed medium to high load environment.
WP 1.2
A material enhancement and development programme which will focus on materials, manufacturing
processes and surface engineering and aim to deliver a 15% improvement in terms of rolling contact
stress capability and hence an increase in the load carrying capacity leading to life and reliability
improvements. It will be necessary for the proposer to work closely with a steel foundry to enable
different alloying treatments to be investigated.
WP 1.3
Although not limited to, key elements will be the understanding and mitigation of fatigue related
mechanisms. This will include classical sub-surface related fatigue and crack propagation and also
surface related fatigue and failure mechanisms.
WP 1.4
This work package will focus on the development of a new material suitable for use in rolling element
bearings. This, if successful may form the basis of a future development programme having identified
a potential route to achieving a 30% improvement against today’s material capability.
WP 1.5
Additional to the enhancement and development of materials it will be necessary to further develop
the analysis tools and methodologies for component life prediction consistent with any material
improvements and enhancements.
WP 2.0 – Validation Testing
WP 2.1
A planned suite of tests will be a requirement of the proposal. These will include but not be limited
to; fatigue; wear; skid resilience; indentation and pre-damage. A method of quantifying any
improvements above today’s materials capabilities will be required. The tests shall include
component level, sub-scale and full scale.
Testing will include single component, sub-scale and full scale of the appropriate material
combinations.
Annexes – Page 297 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1 (WP 1)
Agreement with the chosen materials
manufacturing house
Current materials test if required
Agreement
3 months
Test
8 months
Report
9 months
D4 (WP 1)
Confirmation of establishment of current materials
envelope
Confirmation of material/s for enhancement
Agreement
1 year
D5 (WP 1)
First iteration change to material
Task
1.5 years
D6 (WP 1 & 2)
Characterisation of chosen material
2 years
D7 (WP 1)
Second iteration change to materials
Test and
report
Task
D8 (WP 1 & 2)
Second characterisation of chosen material
3 years
D9 (WP 1)
Identification and implementation of process
changes
First iteration tests for process changes
Test and
report
Agreement
and task
Test
Second iteration for implementation of process
changes
Second iteration tests for process changes
Task
3.5 years
Test
4 years
Agreement
and task
Task
2 year
D14 (WP 1)
Identify and implement surface change
methodologies
First sample reflecting surface changes
D15 (WP 2)
Testing for surface enhancement
Test
3 years
D16 (WP 1)
Second sample reflecting surface changes
Task
3.5 years
D17 (WP 2)
Testing for surface enhancement
Test
4 years
D18 (WP 2)
Testing of final material for +15%
5 years
D19 (WP 1)
Decision on likely material for further development
Test and
report
Agreemnt
D20 (WP 1)
Fundamental research into new material: Alloy
composition; manufacturing process; heat
treatments
Agreement,
task, tests
report
5 years
D2 (WP 2)
D3 (WP 1)
D10 (WP2)
D11 (WP 1)
D12 (WP2)
D13 (WP 1)
2.5 years
2 year
3 years
2.5 years
5 years
Annexes – Page 298 of 378
1st Call for
Proposals (CFP01)
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M1 (WP 1)
Confirmation of establishment of current materials
envelope
Confirmation of material/s for enhancement
Milestone
9 months
Milestone
1 year
Milestone
2 year
M4 (WP 1 & 2)
Identification and implementation of process
changes
Second characterisation of chosen material
Milestone
3 years
M5 (WP2)
Second iteration tests for process changes
Milestone
4 years
M6 (WP 2)
Testing for surface enhancement
Milestone
4 years
M7 (WP 1)
Decision on likely material for further development
Milestone
5 years
M8 (WP 2)
Testing of final material for +15%
Milestone
5 years
M2 (WP 1)
M3 (WP 1)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
It is expected that a specific set of skills and facilities are required by the candidate and it is therefore
expected that the response will address the following areas of expertise as a minimum
WP 1
- Skill 1: Materials development including alloy modelling and verification, heat treatment and
surface engineering
- Skill 2: Materials evaluation including but not limited to micro structural assessment
- Skill 3: Methods development including component lifing methodologies
WP 2
- Skill 1: A proven record of test facility management
- Skill 2: Test facilities with the appropriate Aerospace approvals
- Skill 3: Test facilities capable as a minimum of the referenced tests
- Skill 4: A proven record for generating, post processing and interpreting bearing test data
Annexes – Page 299 of 378
1st Call for
Proposals (CFP01)
VI.
Crack growth threshold analysis in TiAl alloys
Type of action (RIA or IA)
IA
Programme Area
Engines - ITD
Joint Technical Programme (JTP) Ref.
WP6 – VHBR – Large Turbofan Demonstrator [UltrafanTM ]
Indicative Funding Topic Value (in k€)
440 k€
Duration of the action (in Months)
36 months
Start
06-2015
‡‡‡‡‡‡‡‡‡‡
Date
Identification
Title
JTI-CS2-2014-CFP01-ENG03-04
Crack growth threshold analysis in TiAl alloys
Short description (3 lines)
This programme will investigate the fatigue crack growth threshold of second generation TiAl alloys
suitable for use in the IP turbine of the UltraFan engine. The alloy will be defined by the Topic
Manager. This package of work will determine the fatigue crack growth threshold and crack growth
rates, evaluate the effects of temperature and also the effects of the variation in properties within
the designated heat treatment window. The influence of original defect size and morphology is also
within scope.
‡‡‡‡‡‡‡‡‡‡
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 300 of 378
1st Call for
Proposals (CFP01)
1. Background
The change in engine architecture from a typical three shaft engine to the UltraFan requires the
blades in the last stages of turbine to run at more elevated temperatures and higher rotational
speeds than previously seen. These blades are likely to run at temperatures up to 750°C and are
required to be as light as possible. The first generation TiAl alloys do not have the temperature
capability required and the Ni based alloys will add 65lbs per stage to the engine weight.
There is a programme of work being undertaken to evaluate the second generation TiAl alloys for use
in cast IP blades. As TiAl alloys are brittle and have high crack growth rates it is necessary to use a
defect tolerant design approach to give the components the required life. It is expected that this
programme will investigate the fatigue crack threshold for the alloy being developed within Topic
manager Company and the supply chain. This data will then support the work on lifing of these high
stress, high speed components.
This programme will investigate the fatigue crack growth (FCG) threshold of second generation TiAl
alloys suitable for use in the IP turbine of the UltraFan engine. The alloy will be defined by the Topic
Manager, as will the broad heat treatment window required to develop the required property mix.
This package of work will determine the fatigue crack growth threshold and crack growth rates,
evaluate the effects of temperature and also the effects of the variation in properties within the
designated heat treatment window. The influence of original defect size and morphology is also
within scope.
Annexes – Page 301 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
The analysis and evaluation of the fatigue crack growth threshold and growth in a second generation
TiAl alloy. This package of work will determine the fatigue crack growth threshold and crack growth
rates, evaluate the effects of temperature and also the effects of the variation in properties within
the designated heat treatment window. The influence of original defect size and morphology is also
within scope. It is expected that the evaluation will be at R ratios from 0.1 to 0.8.
Tasks
Ref. No.
Title - Description
Due Date
1
Room temperature fatigue testing of standard 15mm testbars in the
selected alloy at key R ratios of 0.1, 0.5 and 0.8. This will be focussed
on the determination of the FCG threshold and rate at Room Temp.
Fatigue testing of standard 15mm testbars in the selected alloy at key
R ratios of 0.1, 0.5 and 0.8, at a test temperature of 750degC. This will
be focussed on the determination of the FCG threshold and rate at
750°C
Room temperature fatigue testing of standard 15mm testbars in the
selected alloy at key R ratios of 0.1, 0.5 and 0.8. The testbars for this
work will be heat treated at the extremes of the heat treatment
process window and in the centre. This will allow the determination of
the variation of FCG threshold and rate at room temperature within
the allowable heat treatment window and hence enabling an
evaluation of the likely process spread in a production type run.
Fatigue samples will be manufactured with typical defects from the
manufacturing process, subsequent handling and foreign object
damage. Effects of defects morphology on FCG threshold and rate at
room temperature will be evaluated, and an assessment of the
property deficit for different types of defect will be made.
Fatigue samples will be manufactured with typical defects from the
manufacturing process, subsequent handling and foreign object
damage. Effects of defects morphology on FCG threshold and rate at
750degC will be evaluated, and an assessment of the property deficit
for different types of defect will be made.
T0 + 6 months
2
3
4
5
T0 + 12 months
T0 + 18 months
T0 + 24 months
T0 + 30 months
Annexes – Page 302 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Interim report on results related to FCG threshold
and rate (both room temperature and 750°C)
Interim report on results related to variation of
FCG threshold and rate (both room temperature
within the heat treatment window)
Interim report on results related to effects of
defect morphology on FCG threshold and rate (at
both room temperature and at 750°C)
Report
T0 + 14 months
Report
T0 + 18 months
Report
T0 + 30 months
Ref. No.
Title - Description
Type
Due Date
M1
Management report of project progress at end of
year 1
Management report of project progress at end of
year 2
Management report of project progress at end of
year 3
Report detailing the FCG behaviour of a second
generation TiAl alloy (composition will be
determined by RR)
Report
T0 + 12 months
Report
T0 + 24 months
Report
T0 + 36 months
Report
T0 + 36 months
D2
D3
Milestones
M2
M3
M4
4. Special skills, Capabilities, Certification expected from the Applicant(s)
This package of work will require expertise in the set up and measurement of fatigue crack growth at
room and elevated temperatures. It would be necessary to have familiarity with the alloys in
question.
1. Fatigue crack threshold measurement at temperatures up to 750degC in brittle materials
2. Fatigue crack growth measurement at temperatures up to 750degC in brittle materials
Annexes – Page 303 of 378
1st Call for
Proposals (CFP01)
VII.
Power Density improvement demonstrated on a certified engine
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
ENG
ITDEngine/WP7.1
Light weight and efficient Jet-fuel piston engine
500 k€
18 months
Start
Sept 2015
§§§§§§§§§§
Date
Identification
Title
JTI-CS2-2014-CFP01-ENG- Power Density improvement demonstrated on a certified engine
04-01
Short description (3 lines)
The purpose is to increase the power density from a state of the art engine by introduction of
adequate technologies for which TRL 6 is targeted.
To increase the power output/reduce weight, engine parts design could be modified (as crankcase
with unit pumps, cylinders/sleeves, cylinders head, rod, bearing...) using alternative materials (High
characteristics Aluminium, Titanium…). Alternative manufacturing process may be studied.
§§§§§§§§§§
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 304 of 378
1st Call for
Proposals (CFP01)
1. Background
The “compression ignition” engines burning the aeronautical kerosene/Jet fuels, otherwise called
“diesel” engines, can reduce fuel burn by 50% to 65% compared to a small turbine engine, and by
30% to 50% compared with an avgas engine. These points bring both an environmental benefit and a
drastic reduction of operating costs. Replacement of an Avgas piston engine by a diesel engine brings
a high cumulative benefit of fuel burn and fuel price reduction.
Jet fuels are also worldwide available, have a low flamability and are lead free.
On the first generation of diesel engines, the weight penalties were, for a medium range mission,
more or less compensated by the fuel weight savings, but with the new high power density diesel
engines, the global weight balance can be favourable to diesel versus avgas engines, even for short
flight legs. Thus, it provides an additional benefit of payload for a medium range mission.
A similar conclusion is obtained when new diesel engines and turbines are compared.
There are also additional benefits for the diesel engines as:
- The lower speed of rotation allowing important noise reduction, both inside (in the cabin) for
passengers and pilots comfort, and outside for the community. This last point may allow the
survival of airfields near cities and by consequence the development of the small aviation
transportation market.
- Reduction of the number of levers (no mixture) for a simpler control by the pilot,
- Reduction of inspection and maintenance (no magnetos, no sparks igniters ...).
Thus, the use of piston engines burning the affordable and worldwide available Kerosene fuel is a
logical step to overcome these drawbacks. Airframers producing small airplanes create strong
pressure to engine manufacturers to get their compression ignition power units more mature and
certified with high performance.
Annexes – Page 305 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
General Goal
The purpose is to increase the power density from a state of the art engine by introduction of
adequate technologies to reach TRL 6.
The current certified engine SR305-230E is refered as a baseline to evaluate improvements. This
engine is initialy rated at 169kW at 2200rpm for a dry weight of 207kg.
Baseline demonstrator to evaluate new technologies
The targets for improvement are :
- to increase the power (+20%),
- to reduce the weight (-10%).
Obviously, the durability of the engine shall be maintained at a reasonable level, as well as the
specific fuel consumption (215 g/kWh).
The parts shall be compliant with the Reach regulation, and the manufacturing cost will be a part of
the criteria.
Preliminary work
In order to provide elements of work to initiate the tasks, analysis and tests will be performed by the
Topic Manager to better define the improvement axis and provide the baseline for further
performance evaluation.
Partners scope of work
The role of the partner(s) is to participate to :
 Provide validated technologies or solutions,
 Redesign some parts,
 Manufacture prototype parts,
Annexes – Page 306 of 378
1st Call for
Proposals (CFP01)

Parts Analysis after the demonstrator tests.
Several partners may be associated in order to cover the field of work.
Tasks
Ref. No.
Title - Description
Due Date
Task 0
Preparation
Presentation of the current situation
Detail
schedule
and
T0 + 2 month
activities
consolidation
Analysis and part redesign
1- The engine arrangement:
- a new crankcase arrangement with unit high pressure fuel
pumps will be studied to evaluate weight savings,
- a new turbocharger location, impacting primary exhaust and
turbocharger
braket
system.
Task 1
2- Adaptation of existing parts using alternative materials as high
characteristics Aluminium or Titanium to accept higher temperatures
and pressures and/or to provide weight reduction. Typically herebelow parts that will be included in the analysis (partners can also
bring some ideas and solutions):
- Cylinders
and
sleeves, T0 + 9 months
(each one can be improved or may be merged)
- Cylinders head,
- Connecting Rod,
- Saddle,
- Bearing.
3- Evaluation of improvement proposal from partners.
The analysis will take into account the possibility to change the engine
speed of rotation, and the possibility to adapt the manufacturing
process.
Task 2
Manufacturing
of
prototype
parts
The prototype part production will be decided depending on a Pro
T0 + 14 months
and Con analysis for each part or system according to the criteria
described above.
Annexes – Page 307 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 3
Engine assembly ,tests , disassembly and
evaluation.
T0 +18 months
After the test the engine will be disassembled to analyse the parts
with the partners and conclude.
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D0
Design specifications
T0 + 2 months
D1
Design review
T0 + 9 months
D2
Prototype parts delivery
T0 + 14 months
D3
Demonstrator test results
T0 + 18 months
Milestones (when appropriate)
Ref. No.
Title - Description
M1
Readiness review
Type
Due Date
T0 + 15 months
4. Special skills, Capabilities, Certification expected from the Applicant(s)
-
Experience in Thermo-Mechanical analysis,
Experience in engine design,
Experience in prototype manufacturing,
Experience in production with aeronautical standard of quality,
English language is mandatory.
Annexes – Page 308 of 378
1st Call for
Proposals (CFP01)
VIII.
High performance Turbocharger
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
ENG
ITDEngine/WP7.1
Light weight and efficient Jet-fuel reciprocating engine
500 k€
18 months
Start
Sept 2015
***********
Date
Identification
Title
JTI-CS2-2014-CFP01-ENG- High performance Turbocharger
04-02
Short description (3 lines)
Participation to the development of a high performance aeronautical turbocharger with high pressure
ration/flow rate, low maintenance, and reasonable cost. This equipment could integrate the at most
state of the art of the already available elements into aeronautical certificable product.
***********
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 309 of 378
1st Call for
Proposals (CFP01)
1. Background
The “compression ignition” engines burning the aeronautical kerosene/Jet fuels, otherwise called
“diesel” engines, can reduce fuel burn by 50% to 65% compared to a small turbine engine, and by
30% to 50% compared with an avgas engine. These points bring both an environmental benefit and a
drastic reduction of operating costs. Replacement of an Avgas piston engine by a diesel engine brings
a high cumulative benefit of fuel burn and fuel price reduction.
Jet fuels are also worldwide available, have a low flamability and are lead free.
On the first generation of diesel engines, the weight penalties were, for a medium range mission,
more or less compensated by the fuel weight savings, but with the new high power density diesel
engines, the global weight balance can be favourable to diesel versus avgas engines, even for short
flight legs. Thus, it provides an additional benefit of payload for a medium range mission.
A similar conclusion is obtained when new diesel engines and turbines are compared.
There are also additional benefits for the diesel engines as:
- The lower speed of rotation allowing important noise reduction, both inside (in the cabin) for
passengers and pilots comfort, and outside for the community. This last point may allow the
survival of airfields near cities and by consequence the development of the small aviation
transportation market.
- Reduction of the number of levers (no mixture) for a simpler control by the pilot,
- Reduction of inspection and maintenance (no magnetos, no sparks igniters ...).
Thus, the use of piston engines burning the affordable and worldwide available Kerosene fuel is a
logical step to overcome these drawbacks. Airframers producing small airplanes create strong
pressure to engine manufacturers to get their compression ignition power units more mature and
certified with high performance.
Annexes – Page 310 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
2.1. Turbocharger Requirements
The turbocharger performance is a key parameter on turbo diesel to provide engine power in a wide
domain of altitude and temperature.
A turbocharger
The goal of this work is to develop a high performance aeronautical turbocharger:
Requirements (typically),
- High compressor pressure ratio (5) ,
- Capable to be used in a large domain of altitude (minimum 6000m) and temperatures
(ISA+/-35°C)
- High flow rate (compressor outlet close to 0.1 m3/s),
- High G and gyroscopic loads (9 G, 4 rad/s in all directions),
- Long endurance at high loads (2400 hr),
- Operability and control: Actuator and wastegate systems will be avoided if possible (Long
steady loads endurance are required rather than very fast transient performance),
- Low maintenance and robustness:
o Robust to oil pollution and oil flow variations (capable to survive without oil during a
certain duration to be defined),
o Introduction of “fail safe” technologies,
o Simple technologies will be preferred,
- Production capable at reasonable cost with a high process control and robustness,
- Low or reasonable weight (high density materials avoided),
- Aeronautical certificability.
Annexes – Page 311 of 378
1st Call for
Proposals (CFP01)
For better performance, robustness, operability and control, this equipment could integrate the state
of the art of technology in term of concept of:
- Bearing,
- Damping,
- Materials (ceramic, titanium…),
- Assembly,
- Balancing,
Wheels design and machining,
- Casing design with retention optimization,
- Etc.
2.2. Partners scope of work
The role of the partner(s) is to participate to :
 Specification, Parts design and integration simulation,
 Manufacture prototype parts,
 Gas stand testing,
 Parts Analysis after the turbocharger tests.
Several partners may be associated in order to cover the field of work.
Tasks
Ref. No.
Title - Description
Due Date
Task 0
Specification & Development plan
1. Requirements analysis taking into account the state of the art
of technologies in order to elaborate detailed specifications,
2. Pre-selection of the state of the art technologies,
3. Elaboration of the development plan and detailed schedule.
Design of the solution
1. Integration design,
2. Calculation and simulation,
3. Confirmation and detail of technologies,
for parts production and assembly.
4. Test plan and the test facilities requirements to be able to
demonstrate the turbocharger specifications.
Manufacturing of the turbocharger prototype
1. Parts manufacturing,
2. Assembly and Balancing.
T0 + 3 month
Task 1
Task 2
T0 + 9 months
T0 + 14
months
Annexes – Page 312 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 3
Turbocharger tests and analysis
1. Gas stand facility adaptation and preparation,
2. Tests,
3. Disassembly, parts analysis and conclusion.
T0 + 18
months
Annexes – Page 313 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D0
Design specifications & development plan
T0 + 3 months
D1
Design review
T0 + 9 months
D2
Prototype parts delivery
T0 + 14 months
D3
Turbocharger test results
T0 + 18 months
Milestones (when appropriate)
Ref. No.
Title - Description
M1
Readiness review
Type
Due Date
T0 + 15 months
4. Special skills, Capabilities, Certification expected from the Applicant(s)
-
Experience in turbocharger (or parts) design and production,
Experience in Thermo-Mechanical analysis,
Experience in Lubrication, bearings and cooling,
Experience in Dynamic analysis,
Experience in CFD analysis,
Experience in prototype manufacturing,
Experience in production with aeronautical standard of quality,
English language is mandatory.
Annexes – Page 314 of 378
1st Call for
Proposals (CFP01)
IX.
Alternative Architecture Engine research
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
RIA
ENG
ITD Engine/WP7.1
Light weight and efficient Jet-fuel reciprocating engine
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
2500 k€
34 months
Identification
JTI-CS2-2014-CPW01-ENG-04-03
Start
Sept 2015
Date†††††††††††
Title
Alternative Architecture Engine research
Short description (3 lines)
Very High Power density engine Research, targeting a power density of 2.5 KW/kg for dry engine,
with a specific fuel burn of 215 g/kWh. The project aims to develop new technologies that enable a
piston engine to reach such a power density never achieved before.
†††††††††††
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 315 of 378
1st Call for
Proposals (CFP01)
1. Background
The “compression ignition” engines burning the aeronautical kerosene/Jet fuels, otherwise called
“diesel” engines, can reduce fuel burn by 50% to 65% compared to a small turbine engine, and by
30% to 50% compared with an avgas engine. These points bring both an environmental benefit and a
drastic reduction of operating costs. Replacement of an Avgas piston engine by a diesel engine brings
a high cumulative benefit of fuel burn and fuel price reduction.
Jet fuels are also worldwide available, have a low flamability and are lead free.
On the first generation of diesel engines, the weight penalties were, for a medium range mission,
more or less compensated by the fuel weight savings, but with the new high power density diesel
engines, the global weight balance can be favourable to diesel versus avgas engines, even for short
flight legs. Thus, it provides an additional benefit of payload for a medium range mission.
A similar conclusion is obtained when new diesel engines and turbines are compared.
There are also additional benefits for the diesel engines as:
- The lower speed of rotation allowing important noise reduction, both inside (in the cabin) for
passengers and pilots comfort, and outside for the community. This last point may allow the
survival of airfields near cities and by consequence the development of the small aviation
transportation market.
- Reduction of the number of levers (no mixture) for a simpler control by the pilot,
- Reduction of inspection and maintenance (no magnetos, no sparks igniters ...).
Thus, the use of piston engines burning the affordable and worldwide available Kerosene fuel is a
logical step to overcome these drawbacks. Airframers producing small airplanes create strong
pressure to engine manufacturers to get their compression ignition power units more mature and
certified with high performance.
Annexes – Page 316 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
2.1. Requirements
In order to prepare long term evolutions of jet fuel piston engines, this work package is dedicated to
research about alternative architectures and technologies capable to provide a very high power
density (2,5 kW/kg) with a low specific fuel consumption (215 g/kWh) and obviously a significant
durability (> 2000 hr) at low maintenance cost.
The purpose of these research is to achieve the TRL 6 and to take into account the aircraft
certification rules.
2.2. Preparation
The Topic manager has developped a mono-cylinder bench in order to test many technologies (as a
first step) and preparing further multicylinders studies (next steps).
2.3. High power density features
The role of the partner(s) is to participate to the design analysis, to propose solutions and in fine to
elaborate some prototype parts to be mounted on the mono-cylinder bench.
The parts and system are :
o Piston,
o Crankcase,
o Cylinder head.
To achieve the objectives, some high characteristics materials will be studied (Carbon, high durability
steel, ceramics, light weight alloy, low friction coatings…) to sustain high temperature and pressure.
2.4. Multicylinder development
The goal is to extrapolate towards the multicylinder the result of the monocylinder.
2.5. Integration and Physical mock-up
Due to the very high power density, the heat rejection will be high. A specific study of the cooling
system will be performed in a realistic environment, followed by a physical mock-up to complete the
study.
2.6. Organisation
Several partners may be associated in order to cover the field of work.
Annexes – Page 317 of 378
1st Call for
Proposals (CFP01)
The main partner (project coordinator) to be identified will be responsible of the work package
integration for all the technologies.
Tasks
Ref. No.
Title - Description
Due Date
Task 0
Management (transversal activities for coordination)
T0 + 34 months
Time Schedule & Workpackage Description:
 The partner is working to the agreed time-schedule & work-package
description.
 Both, the time-schedule and the work-package description laid out in
this Call shall be further detailed as required and agreed at the
beginning of the project.
Progress Reporting & Reviews:
 Quarterly progress reports in writing shall be provided by the
partner, referring to all agreed workpackages, technical achievement,
time schedule, potential risks and proposal for risk mitigation.
 Monthly coordination meetings shall be conducted via telecom.
 The partner shall support reporting and agreed review meetings with
reasonable visibility on its activities and an adequate level of
information.
 The review meetings shall be held at the topic manager’s facility.
Task 1
General Requirements:
 The partner shall work to a certified standard process
Specification



T0 + 2 months
The partner shall propose an engine specification in order to reach
the power density and the fuel burn targets,
The partner will refer to Topic Manager requirements to suggest the
technologies to be tested,
The partner shall propose at least 3 technologies to improve the
power density on cylinderhead design, crankcase design and piston
design.
Annexes – Page 318 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 2
Development plan
T0+3 months


Task 3
The partner will propose a integrated plan of development to reach
the power density
Sub workpackages will be detailed in order to test the features on the
SCE engine.
High Power density features
(For each technology)
T0+22 months
Design studies


The partners will perform design, calculation and simulation studies,
The partner shall propose a verification plan for each technology and
will be approved by a technical review.
Manufacturing of prototype parts
Tests preparation
 detailed design of test benches and manufacturing or procurement
of components based on existing test plan & test bench sketches,
 design and procurement of instrumentation required for the
different tests,
 test benches modifications and commissionning including test bench
control and instrumentation.
SCE Demonstration & Analysis
Tests and disassembly for analysis
Annexes – Page 319 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 4
Multicylinder preparation
T0 + 34 months


The partner shall propose a cooperation plan with key players to
develop multicylinder features in order to reach the power density (
Engine control, air boosting system, fuel system layout, sensors)
Sub workpackages will be detailed in order to test the features on the
components bench tests
Multicylinder design
 The partner will develop a proposal of multicylinder engine based on
SCE engine features improvments
 The partner shall propose a complete engine targeting the power
density requirements given by the topic manager including all the
functios required to integrate the engine in an airframer
environnement ( lubrication, thermics, load, torque, vibrations,
power, engine control)
 The partner shall propose at least 1 technology for each function
defined by the topic manager to improve the power density on fuel
system, air management system, engine control system, engine
mounts, lubrication system, cooling system
 The partner shall propose a verification plan for each technology and
each will be approved by a technical review.
Manufacturing of prototype parts
Multicylinder tests
 The partner technology test activities shall include:
o detailed design of test benches and manufacturing or
procurement of components based on existing test plan &
test bench sketches
o design and procurement of instrumentation required for the
different tests
o test benches modifications and commissionning including
test bench control and instrumentation
o testing of the relevant parts
o tests results analysis
 test results report
Annexes – Page 320 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 5
High compactness powerplant design
T0 + 34 months






task 6
Specifications : An airframer could be associated to the partner in
order to provide specifications.
The partner shall manage a complete integration of the multicylinder
predevelopment layout in this airframer environnement (UAV, H/C,
A/C)
The partner shall develop a complete external cooling system
enabling to have compact and lightweight exchangers
The partner shall define and manage all interfaces in order to mount
the engine in the suggested environnment
The partner shall develop a complete packaging study to fit the
airframer environment
The partner activities shall include:
o 3D models and 2D drawings
o Calculations reports
o Tolerances stack up
o Airframer environment modifications request book
High compactness powerplant mock-up
T0 + 34 months
A physical mock up will be designed for demonstration purpose in the
airframer environment
The partner shall support the topic manager during the physical mockup
creation including
o Parts manufacturing
o Engine mounting
o Engine installation
Annexes – Page 321 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type(*)
Due Date
D1
Engine development plan
Including detailed risk analysis and mitigation proposal and a
preliminary test pyramid
Cooperations plans with 3 key players
To explain the way 3 technologies will be worked on SCE
engine in order to make a breakthrough in power density
Cylinderhead feature development plan
To explain what will be the detailed activities in order to
have a cylinderhead able to sustain 2.5 KW/Kg of power
density
Crankcase feature development plan
To explain what will be the detailed activities in order to
have a crankcase able to sustain 2.5 KW/Kg of power density
Piston feature development plan
To explain what will be the detailed activities in order to
have a piston able to sustain 2.5 KW/Kg of power density
Cylinderhead feature concept justification
To prove that the cylinderhead feature develop on the SCE
engine enable to reach 2.5 KW/Kg of power density
Crankcase feature concept justification
To prove that the crankcase feature develop on the SCE
engine enable to reach 2.5 KW/Kg of power density
Piston feature concept justification
To prove that the piston feature develop on the SCE engine
enable to reach 2.5 KW/Kg of power density
MCE development plan
o explain what will be the detailed activities in order to have
a multicylinder engine including the different functions,
FMEA analysis
MCE Specification delivery
To confirm with documents that functions are designed in
order to achieved the power density keeping aeronautic
constraints as mandatory (CS-e). Expectation are for all
functions ( lubrication, thermal management, control, air
management, loads, torque, vibrations
R
T0 + 1 month
R
T0+2 months
R
T0+3 months
R
T0+3 months
R
T0+3 months
R and RM
T0+22 months
R and RM
T0+22 months
R and RM
T0+22 months
R
T0+6 months
R and RM
T0+9 months
D2
D3
D4
D5
D6
D7
D8
D9
D10
Annexes – Page 322 of 378
1st Call for
Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
Type(*)
Due Date
D11 (
MCE cooperation planwith 3 key players
To explain the way 3 technologies will be worked on MCE
engine in order to make a breakthrough in power density (
ECU, Turbocharger, fuel system)
Engine control development plan
To explain what will be the detailed activities in order to
have an ECU able to manage a MCE in an airframer
environment
Turbocharger development plan
To explain what will be the detailed activities in order to
have a turbocharger able to reach a power density of 2.5
KW/Kg
Fuel system development plan
To explain what will be the detailed activities in order to
have a fuel system able to reach a power density of 2.5
KW/Kg
External cooling development plan
To explain what will be the detailed activities in order to
have a a lightweight and compact external cooling system
for high power density engines
ECU feature concept justification
R and RM
T0+7 months
R
T0+8 months
R
T0+8 months
R
T0+8 months
R
T0+8 months
R and RM
T0+33 months
R and RM
T0+33 months
R and RM
T0+33 months
R and RM
T0+33 months
R and RM
T0+15 months
D12
D13
D14
D15
D16
D17
D18
D19
D20
To prove that the ECU feature enable to drive the MCE on
aeraumotic field of use
Turbocharger concept justification
To prove that the turbocharger feature develop on the MCE
engine enable to reach 2.5 KW/Kg of power density
Fuel system concept justification
To prove that the Fuel system feature develop on the MCE
engine enable to reach 2.5 KW/Kg of power density
External cooling concept justification
To develop a lightweight and compact external cooling
system for high power density engines
Interfaces check list delivery
To freeze the interfaces between MCE and airframer
Annexes – Page 323 of 378
1st Call for
Proposals (CFP01)
Deliverables
Ref. No.
Title - Description
Type(*)
Due Date
D21
Complete package study report
To deliver 3D models and 2D drawings of the complete
packaging including the interfaces and the external cooling.
Air framer packaging modifications report
To detail what has been modified on aircraft to accept the
engine
BOM delivery
To detail all the parts including masses, sizes, material
definition, part numbering
Physical mock up manufacturing
To deliver all the parts with inspection report to mount the
mock up of MCE
Physical mock up mounting
To report the engine mounting and limitations
Physical mock up installation in aircraft
To assist the installation of the physical mock up in an
aircraft for demonstration
R and RM
T0+34 months
R
T0+34 months
R and RM
T0+34 months
R and D
T0+32 months
R
T0+33 months
R
T0+34 months
D22
D23
D24
D25
D26
*Type:
R: Report
RM: Review Meeting
D: Delivery of hardware/software
Annexes – Page 324 of 378
1st Call for
Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)








Experience in 4 strokes diesel technologies,
Experience in high power density demonstrator,
The partner will be responsible of the integration shall demonstrate expertise in engine
design and integration,
The partner shall have experience in material, processes, simulation and testing,
Experience in prototype manufacturing,
Experience in prototype testing,
Experience in test bench design and modification,
English langage is mandatory.
5. Glossary
CFP
HD
SCE
MCE
BOM
CS2
EC
WP
Call for Proposals
High power density
Single cylinder engine
Multicylinder engine
Bill of Material
Clean Sky 2
European Commission
Work Package
Annexes – Page 325 of 378
1st Call for
Proposals (CFP01)
X.
Engine Installation Optimization
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
ENG
ITDEngine/WP7.1
Light weight and efficient Jet-fuel reciprocating engine
1000 k€
24 months
Start
Sept 2015
43
Date
Identification
Title
JTI-CS2-2014-CFP01-ENG- Engine Installation Optimization
04-04
Short description (3 lines)
Aircraft Installation optimisation studies in order to improve the global powerplant performance
(cooling optimisation, compactness and drag reduction, and global weight savings).
43
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 326 of 378
1st Call for
Proposals (CFP01)
1. Background
The “compression ignition” engines burning the aeronautical kerosene/Jet fuels, otherwise called
“diesel” engines, can reduce fuel burn by 50% to 65% compared to a small turbine engine, and by
30% to 50% compared with an avgas engine. These points bring both an environmental benefit and a
drastic reduction of operating costs. Replacement of an Avgas piston engine by a diesel engine brings
a high cumulative benefit of fuel burn and fuel price reduction.
Jet fuels are also worldwide available, have a low flamability and are lead free.
On the first generation of diesel engines, the weight penalties were, for a medium range mission,
more or less compensated by the fuel weight savings, but with the new high power density diesel
engines, the global weight balance can be favourable to diesel versus avgas engines, even for short
flight legs. Thus, it provides an additional benefit of payload for a medium range mission.
A similar conclusion is obtained when new diesel engines and turbines are compared.
There are also additional benefits for the diesel engines as:
- The lower speed of rotation allowing important noise reduction, both inside (in the cabin) for
passengers and pilots comfort, and outside for the community. This last point may allow the
survival of airfields near cities and by consequence the development of the small aviation
transportation market.
- Reduction of the number of levers (no mixture) for a simpler control by the pilot,
- Reduction of inspection and maintenance (no magnetos, no sparks igniters ...).
Thus, the use of piston engines burning the affordable and worldwide available Kerosene fuel is a
logical step to overcome these drawbacks. Airframers producing small airplanes create strong
pressure to engine manufacturers to get their compression ignition power units more mature and
certified with high performance.
Annexes – Page 327 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
The goal of the this Work Package is to demonstrate a high efficient diesel engine installation.
Exemple of CFD simulation for a single engine installation
The study will try to focus on a twin engine aircraft, with wing mounted engines, as it is the
configuration with both a lot of constraints in term of compactness, and corresponding to the CS2
SAT (Small Air Transportation) target.
This WP should address the following points :
2.1. Specification & Design
The engine installation will be based upon both a :
- An aircraft model (at least a nacelle and a wing portion),
- Aircraft requirements for the engine installation,
- An engine model.
A CAD model including propeller, engine and aircraft equipments and accessories, the nacelle with
flaps, mountings, firewall… will support the study.
All the design will be performed with the capability to be certified.
2.2. Cooling design
The engine cooling should be efficient. It requires as low air flow rate as possible and/or as low
pressure drop as possible.This could lead to a downsizing of the cooling system providing
possibilities:
For high compactness and low drag,
- To maintain the installed weight under control.
Annexes – Page 328 of 378
1st Call for
Proposals (CFP01)
The cooling systems includes :
- Coolant (oil), cylinder baffles, turbocharger intercooler, fuel cooler…
- Ducts, cowl flaps,
- Links with the engine air inlet (usually alternate air for cold day).
Fluid dynamic simulation (CFD) will be a part of the analysis.
To define the boundary conditions of the ducts, it will include the propeller, the nacelle, and a
portion of the wing.
2.3. Installation compactness
The compactness is directly linked to the cooling analysis in order to reduce both:
- the size of coolers,
- the size of ducts.
Some requirements to the engine design could be done, as it participates to its installation
optimization.
The compactness will specifically focus on the frontal area.
2.4. Drag of the nacelle
A small frontal area studied for compactness will allow drag reduction. The drag calculation will take
into acount the “cooling drag”.
CFD simulation will evaluate the drag.
A comparison will be done with regular turbo engine installation. A similar drag for a diesel engine
should be considered as a success.
2.5. Weight
Based on the CAD model, a global weight analysis will be performed including :
- the weight for each system,
- A global weight included the fuel weight and calculated for different missions and reserves.
A similar value of regular turbo engine (if comparison possible) should be considered as a
success.
2.6. Demonstrator
Once the study will be theoritically completed, a physical demonstrator will be done.
In additition to the ground demonstration, a flight demonstration will be performed to better
evaluate the installation performance.
Annexes – Page 329 of 378
1st Call for
Proposals (CFP01)
2.7. Organization
Several partners may be associated in order to cover the field of work, but a major one should take
the lead of this work package, ideally an airframer of a twin engine aircraft.
Tasks
Ref. No.
Title - Description
Due Date
Task 1
Specification & Development plan
1. Elaboration of the development plan and detailed schedule.
2. A/C requirement analysis providing the installation
specifications
Design phase including validation preparation
1. CAD – digital mock-up elaboration
2. Weight analysis (details and global)
3. Inside CFD analysis and thermal analysis (engine cooling)
4. Outside CFD analysis (Drag calculation)
One iteration between these points.
These points include the presentation of the method to prove the
calculation by tests.
Ground Demonstration
1. Preparation, instrumentation,
2. Collect of parts, Assembly,
3. Ground Tests and analysis.
In flight demonstration
T0 + 3 months
Task 2
Task 3
Task 4
T0 + 12 months
T0 + 18 months
T0 + 24 months
Annexes – Page 330 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
A/C specification review
T0 + 3 months
D3
D4
Digital mock-up optimization including details of each subsystems and weight analysis
Global weight conclusion
T0 + 12 months
D5
Thermal conclusion
D6
Nacelle drag conclusion
D7
Ground demonstration results
T0 + 18 months
D8
In flight demonstration results
T0 + 24 months
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
T0 + 6 months
M2
Preliminary Digital mock-up including details of each subsystems and preliminary weight analysis
Design review
M3
Ground demonstrator assembly
T0 + 15 months
M4
Aircraft demonstrator assembly
T0 + 19 months
M1
T0 + 9 months
4. Special skills, Capabilities, Certification expected from the Applicant(s)
-
Experience in aircraft design, production and certification,
Experience in on wing engine installation and certification,
Capable to provide a nacelle / wing physical and digital model,
Experience in prototype manufacturing,
Experience in fluid and thermal calculation,
Experience in design and prototype manufacturing,
English language is mandatory.
Annexes – Page 331 of 378
1st Call for
Proposals (CFP01)
1.6. Clean Sky 2 – Systems ITD
I.
Smart Integrated Wing – Life extended hydrostatic & lubricated systems
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
LPA / REG / FRC / AIR / ENG / SYS / SAT / ECO / TE
WP3 – Innovative Electrical Wing
700 k€
36 months
Start Date44
07-2015
Identification
Title
JTI-CS2-2014-CFP01-SYS- Smart Integrated Wing – Life extended hydrostatic & lubricated systems
02-01
Short description (3 lines)
The partner will work on equipment and processes extending the life of lubricated components such
as gear boxes and spindle for Electro Mechanical Actuators (EMA), and high pressure hydraulic
components such as Electro-Hydrostatic Actuators (EHA). This should happen through the use of
innovative sealing technologies and sensor techniques and by associated methods.
44
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 332 of 378
1st Call for
Proposals (CFP01)
1. Background
Please provide here the WBS and explain the objectives of the WP.
The objective of the WP3.2.2 Sensor Concepts and Health Monitoring is to define how improved
sealing and new sensor capabilities could support the life extension and improved maintenance
planning of wing systems, such as actuation systems. The first steps will focus mainly on ElectroHydrostatic Actuators (EHA) and Electro-Mechanical Actuators (EMA). The life extension should occur
through innovative maintenance methods in combination with the utilisation of new sensors and
innovative sealing concepts.
Lifetime and maintenance intervals of actuators are mainly determinded by the quality of lubrication.
Lacking lubricant resp. hydraulic fluid, chemical condition (humidity, aging), and debris / particles,
deriving from mechanical wear, deteriorate the lubrication performance. Also the type lubricant
itself has a big influence on it.
The challenging aspects of the WP are:
- Environmental and operating conditions, such as
o temperature (-55 °C … +120 °C)
o pressure range up to 10.000 PSI (supply, burst) and 6000 PSI (return, burst)
o demanding vibration level
o high numer of duty cycles (up to 100.000 flight cycles, 7.500.000 Mio fatigue cycles)
o high degree of deformation, resulting in reasonable gaps to be sealed
- Aerospace approved material, processes and fluids
- Aerospace requirements
Annexes – Page 333 of 378
1st Call for
Proposals (CFP01)
-
Long life
Depending of the actuator type, the kind of lubrication (hydraulic fluid, oil or grease), appropriate
sensing and monitoring methods shall be identified in order to ensure proper lubrication.
For instance:
- Efficiency monitoring
- Thermal monitoring
- Humidity and oil quality sensing
New types of lubricants shall also be considered.
These sensing methods and requirements will be defined jointly by the selected partner and Topic
Manager.
Sensor types, analysing methods and data processing have to be matched to obtain a functional oil
sensing system, which is able to determine the on time lubrication performance. Also, innovative
sealing concepts and technologies shall be investigated as enabler for sealed systems life extension.
The overall concepts will be steered by Topic Manager as actuator designer and may involve
definition of additional topic descriptions along the program.
The identified concepts shall be elaborated analysed and evaluated. Retrofit solutions shall be
considered.
The function and applicability of the developped technologies shall be prooved by test. Therefore
corresponding functional demonstrators have to be provided in attunement with Topic Manager.
Topic Manager will provide demonstrator hardware (EHA, EMA or actuator components) which shall
be modified and equipped with the selected monitoring equipment and sealing systems by the
partner.
The partner is also in charge to provide the test facility, execute the tests and the documentation of
the test results.
Due to the short demonstration phase (6 months) the demonstration will principally consist of
functional tests. Performance and behaviour of the sealing and monitoring concepts will be prooved
under different conditions and operational modes. In addition it is conceivable to conduct
accelerated tests with used or primed lubricants.
Note: Specifications of EHA and EMA actuators will be provided by Topic Manager once the partner
has been selected after signature of a Non Disclosure Agreement (NDA) between the two companies.
Annexes – Page 334 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
T01
State of the Art analysis– Analysis of existing lubricating solutions and
sensing technologies, as well as upcoming technologies enabling
innovative concepts. New sealing and sensing concepts on generic sealed
systems proposal will be analysed
Technology use cases identification – Sensing, processing and lubricant
solutions to be faced to use cases and relevant solutions to be sorted.
The applicability of the proposed sensing and sealing concepts for the
defined use cases defined by Topic Manager will be screened. Analysis of
performance and aging. The technologies will be benchmarked with
regards to costs, duration and reliability impacts. Adequate sealing
concepts and lubrication monitoring methods will be determined.
Solution design – Together with Topic Manager, the partner will propose
full life extension solutions for lubricated mechanical and hydraulic
systems (Electro Mechanical Actuators and Electro Hydrostatic
Actuators). The selected concepts will be matured and adapted to Topic
Manager actuators in order to fit the demonstration platform of Clean
Sky 2. The costs, duration and reliability impacts should be estimated and
matched with market expectations.
Design of the demonstration – Support to bring the innovative solution
on the high level Demonstrators. The concepts shall be then designed in
accordance to the demonstration foreseen and proposed for prototyping
approval. Short test campaign will be communicated by Topic Manager.
The Demonstration should cover at least 2 different solutions on 3
different types of actuators (EHA, EMA rotary and linear).
Modification and equipping of the demonstrator hardware with the
developed lubrication/sensor solution (demonstrator hardware will be
provided by Topic Manager).
The applicant shall be responsible for:
- planning and provision of test equipment (rigs, supply),
- execution of verification tests,
- reporting and analysis of the test results.
T0 + 6 M
T02
T03
T04
T05
T0 + 16 M
T0 + 25 M
T0 + 30 M
T0 + 36 M
Annexes – Page 335 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
T0 + 6 M
D03
State of the Art analysis report on existing Document
lubrication solutions
Concept study improved lubrication, sensing and Document
processing methods
Solution design
Design
D04
System design for demonstration
Design
T0 + 30 M
D05
Demonstration hardware, Test equipment
Hardware
T0 + 36 m
D01
D02
T0 + 16 M
T0 + 25 M
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
M01
Use cases and requirements frozen
Use cases
T0 + 16 M
M02
Start of technology demonstration
T0 + 32 M
4. Special skills, Capabilities, Certification expected from the Applicant(s)
- Mechanical stress and finite elements calculation
- Fluid mechanics, tribology to enable fluid quality analysis
- Materials and coating, in particular for aging studies
- Sensors capabilities and environmental conditions
- Statistic models
- Sealing systems, other industrial background appreciated (automotive…)
Annexes – Page 336 of 378
1st Call for
Proposals (CFP01)
II.
Modular, scalable, multi-function, high power density power controller for electric
taxi
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Estimated Topic Value (funding in k€)
Duration of the action (in Months)
IA
SYS
WP 4 – Landing Gear Systems
1500 k€
51 months
Start Date
09-2015
Identification
Title
JTI-CS2-2014-CFP01-SYS- Modular, scalable, multi-function, high power density power controller
02-02
for electric taxi
Short description (3 lines)
This project will develop a next generation power controller for electric taxi. This controller shall
feature increased power density, bidirectional power conversion, modularity, scalability, and multifunctionality to support wide range of aircraft applications.
Annexes – Page 337 of 378
1st Call for
Proposals (CFP01)
1. Background
Active 2014-2015
Not active 2014-2015
Studies for the electric taxi system have shown that it will provide significant fuel savings (and
emissions reductions) for single aisle aircraft. The studies have also indicated fuel and emissions
reduction opportunities in other aircraft types ranging from helicopters, through business jets and
regional jets, up to a short-haul wide body aircraft.
The current demonstration systems, used for proof of concept, can be significantly improved in many
respects, including the following:
- Weight and size: Weight reduction of the electric taxi system has direct impact on aircraft
fuel burn; the power density of the power controller is an important driver with the potential
for dramatic improvement.
- Landing gear integration: Integration of the wheel actuators into the landing gear is
challenging due to the severe environment. There is an opportunity to develop a robust,
integrated system that can be used across multiple applications. To achieve optimal
integration of the overall system, both the wheel actuator and the power controller must be
developed in close collaboration.
- Cost reduction: Considering the range of target platforms, an efficient approach to
modularity must be taken, and the system and its elements should be carefully designed to
fulfill the varying range of requirements while maximizing re-use.
- Increased efficiency: The overall aircraft system energy efficiency needs to be maximized.
Annexes – Page 338 of 378
1st Call for
Proposals (CFP01)
This can be achieved by employing advanced energy management to ensure energy is not
wasted, and power sources are not oversized. Regenerated energy produced by braking
during taxi shall be absorbed by the system to perform useful work, rather than being
dissipated in resistors as is the case in the first generation of the system. This capability
requires the power controller to manage bi-directional energy flow, including conditioning
the regenerated power into a usable form with acceptable power quality.
This project shall develop the next generation power controller which will be part of a scalable and
modular electric taxi system. It will interface with the system controller, aircraft electric power
system, and the electric taxi system wheel actuators. Its functions are to provide controlled power to
the wheel actuator electric motor, and to condition/return regenerated power to energy storage or
the aircraft power system. Specific and detailed requirements will be defined during the initial
studies, to support an overall, optimized electric taxi system design.
These studies, led by the electric taxi system integrator, will consider: using direct drive vs. geared
actuators; different motor topologies; smart actuators (where the power/control electronics are colocated with the actuator); and approaches to regenerated energy management/use. The power
controller architecture will have to address all these requirements. The power system architecture
and power controller must developed taking into account aircraft integration constraints such as
volume, temperature/cooling, vibration, noise, EMI/EMC, cost, etc. to achieve a demonstration close
to TRL6 standard.
The proposed activity is aligned with the following Systems ITD Strategic Objectives:
- CO2 and fuel burn: The fuel burn (and related CO2 emisions) reduced by 61% during the taxi
phase. Depending on the mission type, up to 4% reduction of overall specific fuel
consumption.
- NOx emisions: The NOx emissions reduced by 51% during the taxi phase. Depending on the
mission type, up to 3% reduction of the overall NOx emissions.
- Population exposed to noise / Noise footprint impact: Reduction of the ground noise level
during taxiing by approximately 10 dB during the taxi phase.
While the existing demonstration systems are targetting specific aircraft, the development of the
modular and scalable system allows utilization on various aircraft types. This development is
therefore a necessary enabler for an industry-wide electric taxi system introduction.
Annexes – Page 339 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
The project will develop the modular, scalable, multi-function, high power density power controller
for the next generation electric taxi system.
A significant power density increase (reduced size and weight), compared to current state-of-the-art,
shall be achieved. The power controller shall feature bidirectional power conversion capability to
manage and condition the energy regenerated by electric taxi motors during aircraft deceleration. It
shall be modular and easily scalable to support a wide range of platform requirements with
maximized re-use. The power controller shall have the capability to perform multiple functions
should it be necessary in some aircraft applications. Cooling requirements shall be minimized, unless
it is proven that another approach is more beneficial from a system perspective. The controller shall
be designed for optimal integration with the electric taxi system traction motor and wheel actuator
design, as well as with the electric taxi system controller. Integration of the communication
interfaces, integration with the cooling system, and mechanical integration within the aircraft or
landing gear shall be included in the project scope, and will be conducted at the site of the activity
leader in Velizy - France.
The technology focus of the project will include:
- Innovative packaging, cooling, and filtering technologies
- Advanced controller topologies
- Optimized control algorithms
- Analysis and possible use of wide band-gap semiconductors
- Additional functions as agreed between the applicant and the activity leader
The specific requirements for the power controller include:
- Modularity/scalability – The power controller shall be reconfigurable/modular to support
wide range of power ranges without any significant redesign
- Multi-functionality – The power controller shall be designed to optionally control other
aircraft electrical actuators and motors as a redundant controller
- Bi-directional operation for braking energy regeneration
- Power range – The power controller shall be scalable within the range from 10kVA to 100kVA
- Bus voltage – The power controller shall operate from the +-270V DC bus
- Motor frequency – up to 1000Hz
- Torque – The power controller shall control motors with the torque range between 500 and
10000 Nm
- Environmental conditions – The power controller shall meet the DO-160 standard
- Electrical standards: The power controller shall meet DO-160 standard
Quantified objectives:
- Weight – target mass power density is 4kW/kg
Annexes – Page 340 of 378
1st Call for
Proposals (CFP01)
-
Volume – target volume power density is 2kW/l
An Implementation Agreement will be prepared and signed between the applicant, activity leader,
and its partners, to define the intellectual property rules and means to the exploitation of results.
Tasks
Ref. No.
Title – Description
T4.1.2.4.01
T4.1.2.4.06
Support analysis of the overall system requirements and definition of
power controller detailed requirements (provide inputs for system
optimization: optimum design between Power Electronic, Storage
device and Motor Characteristics)
Support analyses and trade-off studies of an approach to scalability
and modularity (provide input for aircraft integration & installation
system activities)
Analyses and trade-off studies of wide-band-gap semiconductors
usage, converter topologies, and filtering approach
Analysis and trade-offs of mechanical integration approaches,
including packaging and cooling
Support identification and analysis of potential additional functional
requirements
Definition of interface requirements and integration procedures
T4.1.2.4.07
Power Controller architecture definition
T0+9
T4.1.2.4.08
Power Controller safety and reliability analysis
T0+9
T4.1.2.4.09
Development of the Power Controller to TRL3
T0+27
T4.1.2.4.10
Laboratory evaluation of the Power Controller critical functions
T0+27
T4.1.2.4.11
Power Controller integration simulation model development
T0+33
T4.1.2.4.12
Development of the Power Controller to TRL5
T0+39
T4.1.2.4.13
Laboratory testing and evaluation of the Power Controller
T0+39
T4.1.2.4.14
EMI/EMC testing
T0+45
T4.1.2.4.15
Laboratory demonstrator integration
T0+51
T4.1.2.4.16
Laboratory testing
T0+51
T4.1.2.4.02
T4.1.2.4.03
T4.1.2.4.04
T4.1.2.4.05
Due Date
[T0+mm]
T0+3
T0+9
T0+9
T0+9
T0+9
T0+9
The initial stage of the project will analyze the high-level requirements and prepare detailed
requirements for the Power Controller. This will be followed by technology trade studies to analyze
and define:
Annexes – Page 341 of 378
1st Call for
Proposals (CFP01)
-
The best topology of the Power Controller
Suitability and benefits of using wide-band-gap semiconductors
The best approach to Power Controller cooling and packaging, accounting for different target
platforms, and scalability
The best approach to electrical modularity/scalability of the Power Controller and its multifunctionality
This will be followed by the interface definitions and an overall integration procedure preparation
together with the activity lead.
The next stage will define the Power Controller architecture, followed by the preliminary safety and
reliability analysis. In the following stage, the applicant will develop the power controller to TRL3,
perform laboratory validation tests for any critical functions. A power controller simulation will feed
an overall integrated system simulation performed by the activity leader. The development of the
Power Controller will then continue to reach TRL5. This will include additional laboratory
performance tests, and EMC/EMI testing. The TRL5 prototype will then be integrated with the rest of
the next generation electric taxi system which will be tested, validated, and demonstrated in
collaboration with the activity leader.
The project shall therefore develop the next generation Power Controller to TRL6 validated by
system tests. To achieve this, it is assumed that the applicant will build on existing designs and
knowledge, and that only specific portions of the effort (for example; those which address power
density, minimized cooling, etc.) will be developed from low TRLs.
Annexes – Page 342 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D4.1.2.4.1
Report
Q4 2015
Report
Q4 2017
D4.1.2.4.3
Power Controller system requirements analysis and
detailed requirements definition
Power Controller TRL3 critical function laboratory test
report
Power Controller simulation model
Model
Q2 2018
D4.1.2.4.4
Power Controller TRL5 laboratory test report
Report
Q4 2018
D4.1.2.4.5
TRL6: Power Controller integrated with system ground
demonstrator
Laboratory demonstrator test report
Hardware
Q3 2019
Report
Q4 2019
D4.1.2.4.2
D4.1.2.4.6
2015
H2
T4.1.2.4.01
T4.1.2.4.02
T4.1.2.4.03
T4.1.2.4.04
T4.1.2.4.05
T4.1.2.4.06
T4.1.2.4.07
T4.1.2.4.08
T4.1.2.4.09
T4.1.2.4.10
T4.1.2.4.11
2016
H1
H2
Report
2017
H1
H2
2018
H1
H2
2019
H1
H2
Report
Data and Report
T4.1.2.4.12
T4.1.2.4.13
T4.1.2.4.14
T4.1.2.4.15
T4.1.2.4.16
Report
Hardware
Report
TRL3
TRL5
Laboratory demonstration
Table 5 – Project estimated schedule
Annexes – Page 343 of 378
1st Call for
Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant
Technical:
- The applicant must have relevant expertise in aircraft power electronics development
- The applicant must have relevant experience in aircraft system integration and installation, it
should preferably be a mature aircraft electronic system supplier
- The applicant should have a proven track record in the development and demonstration of
components for electric taxi or similar high power systems, up to 100 kVA
- The applicant must have a proven track record in research
- The applicant must have a relevant experience in multi-disciplinary integration in aerospace
(covering at least the following: systems, electrical, mechanical, thermal, avionics)
Process:
- The applicant is required to follow appropriate aerospace development and quality
standards and must have internal processes to ensure compliance with them
- The related product development organization should be certified to a widely recognized
standard, and should have established and documented technology development and
Technology Readiness Level (TRL) assessment process
- The applicant must be certified for Quality regulations such as AS9100
- The applicant must have a proven track record of working with aerospace certification
authorities
- The applicant must have a proven track record in delivering to agreed time, cost and quality
- The applicant must have demonstrated project management and quality management
capability in aerospace
Organizational:
- The applicant must ensure resources are available for main taks in-house and should avoid
subcontracting for the research, development, simulation, and testing
- The applicant must have reliable supply chain for all the necessary components and material
Annexes – Page 344 of 378
1st Call for
Proposals (CFP01)
III.
Robust package for harsh environment and optimization of electrical characteristic of
rectifier bridge using high current diode
Type of action (RIA or IA)
RIA
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
LPA / REG / FRC / AIR / ENG / SYS / SAT / ECO / TE
WP 5 – [WP 5.1.1]
700 k€
18 months
Start
March 2015
45
Date
Identification
Title
JTI-CS2-2014-CFP01-SYS- Robust package for harsh environment and optimization of electrical
02-03
characteristic of rectifier bridge using high current diode
Short description (3 lines)
Electrical components need to meet harsher aircraft requirements; mechanical constraints combined
with high temperature conditions weaken the die and the packaging of the component. The target is
to develop a robust diode package (high reliability) based on an optimized die. The diode component
performances shall meet electrical and environmental constraints for a harsh environment. The
foreseen application is a high current rectifier leg and/or full bridge operating in harsh mechanical,
thermal and fluid constraints.
45
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 345 of 378
1st Call for
Proposals (CFP01)
1. Background
The WP5 WBS and objectives of the WP5.1.1 in which the CfP is proposed.
The major objective of “Main and APU Power Generation” project is to actively prepare the ATA24
System for the future generation of aircraft power network and to develop the next generation of
power starter generator. Through these studies, process and technologies will be evaluated and
challenged to usual solutions.
2. Scope of work
Please fill in the table to identify the tasks to be carried by the CfP (I would use either Topic, or
project; CfP is not appropriate), and provide a more detailed description of each task under the table.
Keep in mind that this CfP text is NOT a "justification" of your needs but an "explanation" of your
requirements. Make sure applicants understand precisely what they are expected to do.
Future Aircraft need more electrical power on board and electrical components need to meet aircraft
environment requirements. Mechanical constraints, high temperature (ambient temperature over
85°C and maximum junction temperature up to 200°C) and harsh environment (salt spray, humidity)
weaken the die of the component with consequences on the holding of electrical characteristics in
the cycle life of component
The foreseen application is a high current rectifier leg and/or three phases bridge. The main
Annexes – Page 346 of 378
1st Call for
Proposals (CFP01)
characteristics of the diode are forward current up to 240A, low forward voltage drop (targeted value
close to 0,5V at 175° junction temperature and IF = 240A, value including electrical contact resistance
in the case assembly), reverse voltage up to 200V with a targeted leakage current lower than 1mA.
The dissipated power is evacuated through a cooling plate. For this application, a solution with a
symmetrical diode (Anode –Cathode and cathode anode) should be proposed
The goal of this topic consists on proposing to progress the following activities:
- Design new and robust solutions to meet the requested electrical performances in thermal
constraints and sustaining the main environmental representative stress: vibrations; shocks,
humidity, fluids susceptibility, salt spray,
- State of the art of low forward voltage drop and for this dedicated application and analyze
the opportunities to update with the latest progress on semiconductor diode for high current
(Schottky, Junction Barrier Schottky (JBS) and Silicon carbide (SiC)).
- Develop methodology to optimize the choice of component with dedicated characteristics
and/or to reduce the dispersion of forward voltage drop for this application optimize the
selection of low forward voltage drop and study reason of the forward voltage dispersion.
note :
 The applicant shall manufacture an estimated batch of at least 80 pieces. (See the minimum
quantity for each test). This quantity could be adapted and increased if necessary. In the
estimated batch, 40 pieces shall be delivered to topic manager for specific tests.
 All indicated tests are usually required for this type of analysis. The applicant shall provide all
test benchs to achieve the required tests.
Tasks
Ref. No.
Title - Description
Due Date
Task 1
establish state of the art of semiconductor diode and packaging
solutions (1 leg and 3 phases bridge) for the dedicated
application
study the optimization of the forward voltage and leakage
current characteristics to reduce dispersion or fluctuation on this
characteristic in a batch of component
T0 + 2 Month
define the new die substrate with associated packaging (1 leg and
3 phases bridge) and design new diode
manufacture new diode mock-ups , batch of 80 pieces (samples
for different tests : quantity for topic manager is 40 diodes in the
new package, and 40 pieces for the applicant)
T0 + 5 Month
Task 2
Task 3
Task 4
T0 +12 Months
Annexes – Page 347 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 5
characterize electrical performances in thermal conditions (all
diode need to be characterized)
In addition of the electrical characterization, the following tests
shall be done:
- reverse voltage withstand at hot temperature (150 to
175°C) (Qty = at least 10 pieces)
- climatic environment (humidity) compliance with D0160
(Qty = at least 10 pieces)
evaluate mechanical and fatigue capabilities of the new diode in
compliance with DO160 (Qty = at least 5)
evaluate robustness to an environmental representative stress.
Robustness tests are destructive ones allowing a definition of a
margin design ( upper limit and lower limit of destruction) and a
drift of a key parameters. Robustness test will be led on statistical
batch ( Qty = at least 5).
define methodology to select diode through a specific electrical
characteristics (described above) with end of life criteria ( to be
defined in partnership with topic manager)
perform tests and reports. Topic manager will help in tests
procedure elaboration. Tests will be done by supplier. In case of
lack of test benches, supplier shall find adequate suppliers.
T0 +15 Months
Task 6
Task 7
Task 8
Task 9
T0 +15 Months
T0 +15 Months
T0 +15 Months
T0 +18 Months
Annexes – Page 348 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Report state of the art and optimizations solution
document
T0 + 2 Month
D2
document
T0 + 5 Month
component
T0 + 12 Months
D4
Definition file of the new diode (1 leg and 3 phases
bridge)
Delivery of prototypes (1 leg and 3 phases bridge)
Batch of 80 pieces (40 pieces for topic manager
and 40 pieces for applicant)
Report on performances
document
T0 + 15 Months
D5
Report on robustness
document
T0 + 17 Months
D3
Milestones (when appropriate)
Ref. No.
Title - Description
Trade Review
T0+2M
Article review 1
state of the art of semiconductor diode and
propositions of optimizations of characteristic
(solution to reduce dispersion on the forward
voltage and leakage current)
definition of the new die and choice of dedicated
semiconductor technology and
definition of the substrate material and die design
with optimized packaging able to satisfy
specification of Topic Managers company
deliver diode mock-up according to the definition
Article review 2
diode selection methodology
T0+15M
Test review
Evaluate electrical, mechanical and robustness
performances according to evaluation procedures
specification jointly by the applicant and Topic
Managers company
T0+18M
Design review 1
Design review 2
Type
Due Date
T0+5M
T0+8M
T0+12M
Annexes – Page 349 of 378
1st Call for
Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant will be able to:
 semiconductor diode manufacturer or contacts with manufacturer
 design and product dies
 packaging of semiconductors
 characterize electrical tests
 conduct fatigue and combined robustness tests
Annexes – Page 350 of 378
1st Call for
Proposals (CFP01)
IV.
Smart Oil pressure sensors for oil cooled starter/generator
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
IA
LPA / REG / FRC / AIR / ENG / SYS / SAT / ECO / TE
WP 5 – [WP 5.1.1]
600 k€
18 months
Start
March 2015
46
Date
Identification
Title
JTI-CS2-2014-CFP01-SYS- Smart Oil pressure sensors for oil cooled starter/generator
02-04
Short description (3 lines)
Development and test of a smart oil pressure sensor technology that will have to operate in harsh
environment (temperature, pressure, vibration …). This sensor will have to integrate” Health
Monitoring” capability in order to allow failures detection and prediction.
46
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 351 of 378
1st Call for
Proposals (CFP01)
1. Background
The major objective of “Main and APU Power Generation” project is to actively prepare the ATA24
System for the future generation of aircraft power network and to develop the next generation of
power starter generator. Through these studies, process and technologies will be evaluated and
challenged to usual solutions.
Annexes – Page 352 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
As starting point, future Aircraft will need more electrical power on board. Consequently, the
associated electrical rotating machine power will increase. Oil cooling machines seems the solution
as it enables more compact machines, along with long bearing life and higher rotation speeds. Today
the rotating electrical machine manufacturers have implemented oil cooling system comprising
hydraulic pump, regulator valve, and filters. In order to monitor the proper running of the cooling
system oil pressure indicators can be implemented into the machine.
Standard technology is limited for aircraft applications because of different reasons as industrial
environment (limited operating temperature) and electrical interface by using electronic treatment
inside the sensor. Current technology is also based on on/off switch working at a set pressure and
does not allow to anticipate any failure. The actuation thresholds are fixed and cannot be set up
according to the real conditions of the machine (variation of temperature, speed…).
In this aim, a smart oil pressure sensor technology must be developed able to make Health
Monitoring of the cooling system. Functional requirements are the followings:
Smart pressure sensor application: 0,5 to 8 bar
Smart differential sensor application: 0,5 to 5 bar
In both applications the accuracy pressure output (current or voltage, values defined later) must be
better than 5% on the whole operating temperature range.
This smart sensor technology must be compliant with very severe environmental constrain:
Sensor operating temperature: -40°C to +180°C
Electronic data processor operating temperature:
Full integrated option (preferred): -40°C to +180°C
Separated box option: -55°C to +125°CVibration level: DO160 category U&W with amplification
factor of 500% from 150 to 300Hz.
EMC : compliant with D0160 standard
Hydraulic fluid to be monitored: turbine oil MIL-PRF-7808 and MIL-PRF-23699
The sensor is placed in an oil mist environment (oil mist of turbine oil MIL-PRF-7808 and MIL-PRF23699)
The goal of this topic is to find partner(s) able to develop the technology and demonstrate a high
level of maturity on two demonstrators: one oil pressure sensor and one differential pressure sensor
and their data processor (Integrated solution preferred)
TRL5 is expected at the end of the project.
Annexes – Page 353 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 1
Specification freeze
the topic manager and the partner(s) shall contribute to freeze
the specification
State of the art
Applicant is requested to investigate general state of the art of
sensors and data processing for oil pressure application. At the
end of this phase, the partners shall provide a choice matrix
justifying the technology choice according to the specification
criteria provided in task 1.
Preliminary design
Applicant is requested to develop a mock-up able to demonstrate
the accuracy of the technology selected.
Applicant shall provide a preliminary design analysis including
functional justification, mechanical calculation, drawings and
electronic schematics. All the justification shall be based on a
DFMEA.
Design
Applicant is requested adapt the selected technology for the two
applications identified according to the specification. Applicant
shall provide updated design justifications and applied on whole
sensor perimeter.
Demonstrator manufacturing
Applicant is requested to manufacture at least 5 demonstrators
of each application. Two of each will be transmitted to Topic
Manager for integration tests. The remaining parts will be
dedicated to the partner(s) for qualification tests.
Qualification tests
Applicant is requested to carry-out qualification tests on the two
part numbers including:
- Performance at low and high temperature
- Vibration
- EMC susceptibility
- Endurance (vibration, pressure cycling, pollution,
temperature cycling, altitude….)
- Robustness (Vibration and temperature)
Applicant shall provide test reports and examination reports.
T0 + 1 Month
Task 2
Task 3
Task 4
Task 5
Task 6
T0 + 2 Months
T0 +6 Months
T0 + 9 Months
T0 +15 Months
T0 +18 Months
Annexes – Page 354 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
State of the Art
document
T0 + 2 Month
D2
Technology choice matrix
component
T0 + 4 Months
D3
Preliminary technology design justification
document
T0 + 6 Months
D4
Sensors design justification
document
T0 + 10 Months
D5
2 Demonstrators of each sensor delivery
hardware
T0 + 15 Months
D6
Tests and examination reports
document
T0 + 18 Months
Milestones (when appropriate)
Ref. No.
Title - Description
KOM
Kick Off meeting
T0
T0+6 months
TRR
Predesign review : sensor architecture and technology
selection
Design review : sensor definition and Test bench design freeze
reproducing
environmental
conditions
(mechanical
constraints and temperature variation, dedicated or combined
conditions)
Test readiness review : test specification freeze.
QR
Qualification review : Tests results and reports
T0+18 months
PDR
CDR
Type
Due Date
T0+10 months
T0+15 months
Annexes – Page 355 of 378
1st Call for
Proposals (CFP01)
4. Special skills, certification or equipment expected from the applicant(s)
The applicant should have the following knowledge & equipment:
- Strong knowledge of sensors technology and data processing
- Strong knowledge and extensive experience on mechanical calculation and EMC electronic design
- Strong knowledge in product development and design tools (Development plan, Product and
process FMEA)
- Facilities to conduct fatigue and combined robustness tests,
The applicant should have the following experience in management project:
The activity will be managed with a Phase & Gate approach and management plan has to be
provided. The Topic Manager will approve gates and authorise progress to subsequent phases.
Technical and programme documentations, including planning, drawings, FMEAs, manufacturing and
inspection reports, must be made available to the Topic Manager.
Experiences in R&T and R&D programs. Experience of aerospace related research programs would be
an advantage. In-house testing capability will have to be emphasized in order to propose an
integrated design, manufacturing and testing approach.
Availability of test benches to support test campaigns is mandatory.
English language is mandatory.
Activities shall be conducted using ISO standards.
Annexes – Page 356 of 378
1st Call for
Proposals (CFP01)
V.
Instrumented bearing for oil cooled starter/generator
Type of action (RIA or IA)
RIA
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
LPA / REG / FRC / AIR / ENG / SYS / SAT / ECO / TE
WP 5 – [WP 5.1.1]
500 k€
18 months
Start
March 2015
Date47
Identification
Title
JTI-CS2-2014-CFP01-SYS- Instrumented bearing for oil cooled starter/generator
02-05
Short description (3 lines)
The rotating electrical machine manufacturers are looking for solutions to reduce the mass of these
machines. One of them is to increase the rotation speed of these machines. So this solution requires
to conduct studies on the bearing health in high speed environment and establish the failure modes
in these conditions
47
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 357 of 378
1st Call for
Proposals (CFP01)
1. Background
The WP5 WBS and objectives of the WP5.1.1 in which the CfP is proposed.
The major objective of “Main and APU Power Generation” project is to actively prepare the ATA24
System for the future generation of aircraft power network and to develop the next generation of
power starter generator. Through these studies, process and technologies will be evaluated and
challenged to usual solutions.
Annexes – Page 358 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
As starting point, future Aircraft needs more electrical power on board, so the associated electrical
rotating machine weight increase can be a drawback for MEA architectures. Consequently the
rotating electrical machine manufacturers are looking for solutions to reduce the mass of these
machines. One of them is to increase the rotation speed of these machines.
Today bearing failure is one of the most important cause of breakdown or unscheduled maintenance.
In this aim, a high speed instrumented bearing must be developed. The Health Monitoring processor
shall be able to anticipate at least 100 Hours before the total bearing failure at a probability of 3
Sigma. Functional requirements are the followings:
Oil cooled and lubricated
Oil type: MIL-PRF-7808 and MIL-PRF-23699
Axial strength: 1000N
Radial strength: 180N
Inner diameter (on shaft): Ø 50 to 70 mm
Maximum operating speed: 26000 RPM
Maximum speed (overspeed): 30000 RPM
Maximum ambient temperature: 180°C
Oil inlet normal operating temperature: 60 to 120°C
Oil inlet extreme operating temperature -55°C to 135°C
Average time-weighted oil inlet temperature: 80°C
For the electronic data processor, operating temperatures:
Full integrated option (preferred): -40°C to +180°C (operating), minimum -55°C non operating.
Separated box option: -55°C to +125°C
Vibration level: DO160 category U&W with amplification factor of 500% from 150 to 300Hz.
EMC: compliant with the D0160 standard.
The goal of this topic is to find partner(s) able to develop the bearing and the data processor able to
foresee bearing failure.
Annexes – Page 359 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 1
Specification freeze: During this phase, the topic manager and the
partner(s) shall contribute to freeze the specification.
State of the art and methodology choice: Applicant is requested to
investigate general state of the art of failure detection methodology.
At the end of this phase, the partner(s) shall provide a choice matrix
justifying the methodology to monitor bearing health (temperature
evolution, vibration…)
Methodology freeze: Applicant is requested to develop a mock-up
able to demonstrate the accuracy of the methodology selected.
Applicant shall carry-out fatigue test with aged bearing and monitor
the selected parameter chosen in task 2.
Data processor mock-up design: Applicant is requested to develop the
electronic data processor laboratory demonstrator able to monitor
and detect bearing failure. Design justifications and schematics will be
supplied to Topic Manager for design freeze review.
Data processor mock-up manufacturing: Applicant is requested to
manufacture a mock-up according to design freeze of task 4.
Verification tests: Applicant is requested to carry-out tests on at least
2 aged bearings to demonstrate the proper running of the data
processor. Applicant shall provide test reports and examination
reports.
T0 + 2 Month
Task 2
Task 3
Task 4
Task 5
Task 6
T0 + 4 Month
T0 + 6 Month
T0 +12
Months
T0 +15
Months
T0 +18
Months
Annexes – Page 360 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
State of the Art : report of tasks 2
document
T0 + 4 Month
D2
Methodology choice matrix: report of tasks 2
document
T0 + 6 Month
D3
Tests and examination reports : report to task 3
document
T0 + 12 Months
D4
T0 + 15 Months
D5
Sensor and data processor design justifications: report to document
task 4
Mock-up delivery : report to task 5
component
D6
Tests and examination reports: report to task 6
T0 + 18 Months
document
T0 + 15 Months
Milestones (when appropriate)
Ref. No.
Title - Description
Type
Due Date
Trade Review
state of the art and methodology choice
T0+4M
Design review
Design justifications
T0+12M
Article review
deliver mock-up according to the definition
T0+15M
Final review
Final report
T0+18M
Annexes – Page 361 of 378
1st Call for
Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant should have the following knowledge & equipment:
- Strong knowledge of bearing selection and bearing failure mode analysis
- Strong knowledge and extensive experience on sensors and data processing
- Strong knowledge in product development and design tools (Development plan, Product and
process FMEA)
- Facilities to conduct fatigue and combined robustness tests,
The applicant should have the following experience in management project:
The activity will be managed with a Phase & Gate approach and management plan has to be
provided. The Topic Manager will approve gates and authorise progress to subsequent phases.
Technical and programme documentations, including planning, drawings, FMEAs, inspection reports,
must be made available to the Topic Manager.
Experiences in R&T and R&D programs: Experience of aerospace related research programs would be
an advantage. In-house testing capability will have to be emphasized in order to propose an
integrated design, manufacturing and testing approach.
Availability of test benches to support test campaigns is mandatory.
English langage is mandatory.
Activities shall be conducted using ISO standards
Annexes – Page 362 of 378
1st Call for
Proposals (CFP01)
VI.
Evaluate mechanical and fatigue capabilities for diode die in harsh environment
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Indicative Funding Topic Value (in k€)
Duration of the action (in Months)
RIA
LPA / REG / FRC / AIR / ENG / SYS / SAT / ECO / TE
WP 5 – [WP 5.1.1]
400 k€
24 months
Start
Date48
March 2015
Identification
Title
JTI-CS2-2014-CFP01-SYS- Evaluate mechanical and fatigue capabilities for diode die in harsh
02-06
environment
Short description (3 lines)
Electrical components need to withstand very harsh environment conditions, along with mechanical
constraints. Thus analysis need to be conducted to fully characterized mechanical and temperature
constraints applied on component die in high cycled stress and to elaborate a mechanical model
according to the product duty cycle.
48
The start date corresponds to actual start date with all legal documents in place.
Annexes – Page 363 of 378
1st Call for
Proposals (CFP01)
1. Background
The WP5 WBS and objectives of the WP5.1.1 in which the CfP is proposed.
The major objective of “Main and APU Power Generation” project is to actively prepare the ATA24
System for the future generation of aircraft power network and to develop the next generation of
power starter generator. Through these studies, process and technologies will be evaluated and
challenged to usual solutions.
Annexes – Page 364 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
Future Aircraft need more electrical power on board and electrical components need to meet aircraft
environment requirements. Electrical equipment need to withstand very harsh environment
conditions, with mechanical constraints in bending and torsion stress and with high temperature
variation from -55°C to 200°C for junction temperature. For these harsh conditions, the quality of
electrical contact inside the package is difficult to ensure.
The foreseen application is high power electronic die (diode button cell). The major characteristics of
the diode are forward current up to 200A, reverse voltage up to 1400V. Current diode use Silicon
based die. If the opportunity occurs, the Topic Manager could ask the applicant to use Silicon Carbide
(SiC) technology.
The high revolution speed leads to high cycled stress on the diode die:
Compression strength: 160MPa (Value will be confirmed during task 1)
Shear strength: 100MPa ( Value will be confirmed during task 1)
The goal of this topic consists on proposing to realize the following activities:
- analyze mechanical and temperature conditions
- develop mechanical and thermal constraint/fatigue model
- develop test bench and tests specification (including fatigue test).
- tests running and mechanical/thermal fatigue model optimization
Topic manager delivers:
- Harsh Environment specification and geometrical packaged diode model
- Standard diodes samples for fatigue tests
- Contribution in test procedure
Annexes – Page 365 of 378
1st Call for
Proposals (CFP01)
Tasks
Ref. No.
Title - Description
Due Date
Task 1
Evaluation mechanical and temperature constraints in the
dedicated applications
Identify the failure mode and characterization tests to carry out
based on Silicon die state of the Art
T0 + 2 Months
Design the proper test bench reproducing environmental
conditions (mechanical constraints and temperature variation,
dedicated or combined conditions)
T0 + 13 Months
Task 2
Task 3
Task 4
Task 5
Task 6
T0 + 4 Months
T0 + 13 Months
Develop a combined fatigue model
Evaluate electric, mechanical and robustness performance
according to evaluation procedures specification jointly by the
applicant and Topic Managers company
Proper final reports redaction, hardware examinations,
hardware delivery. Optimize the combined fatigue model
T0 + 21 Months
T0 + 24 Months
Annexes – Page 366 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables/ Milestones and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D1
Evaluation Report
document
T0 + 2 Month
D2
Preliminary model
model
T0 + 4 Month
D3
Test procedure & test bench design
Document
T0 + 13 Months
D4
multiphysics (mechanical/thermal) fatigue model
model
T0+ 13 Months
D5
Report on performances (preliminary)
document
T0 + 21 Months
D6
Final tests reports examination and optimized
fatigue model
document
T0 + 24 Months
Milestones (when appropriate)
Ref. No.
Title - Description
KOM
Kick Off meeting
T0
SOR
T0+2M
QR
Solution orientation review :
Based on first environmental constraints analysis
Solution functional review :
Identify the failure mode and characterization tests
to carry out based on Silicon die state of the Art.
Preliminary Design review :
- Test bench design freeze
Critical Design Review :
Finalized test bench design and multiphysics
(mechanical/thermal) model
Test readiness review :
Evaluate electric, mechanical and robustness
performance according to evaluation procedures
specification.
Qualification review : Tests results, examinations
FR
Final review : model optimization
T0+24M
SFR
PDR
CDR
TRR
Type
Due Date
T0+4M
T0+7M
T0+13M
T0+17M
T0+21M
Annexes – Page 367 of 378
1st Call for
Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant(s)
The applicant will be able to:
- Evaluate mechanical constraints in operating system,
- Propose combined fatigue model for electronic substrate
- Carry-out electrical characterizations,
- Conduct fatigue and combined robustness tests.
Annexes – Page 368 of 378
1st Call for
Proposals (CFP01)
VII. Development of MODELICA libraries for ECS and thermal management architectures
Type of action (RIA or IA)
Programme Area
Joint Technical Programme (JTP) Ref.
Estimated Topic Value (funding in k€)
Duration of the action (in Months)
RIA
LPA / REG / FRC / AIR / ENG / SYS / SAT / ECO / TE
WP 6 – major loads
500 k€
36 months
Start Date 09 - 2015
Identification
Title
JTI-CS2-2014-CFP01-SYS- Development of MODELICA libraries for ECS and thermal management
02-07
architectures
Short description (3 lines)
In order to support the definition of optimized E-ECS architectures extended to thermal management
perimeter, this project aims to develop MODELICA libraries (Dymola compatible) to simulate the
performance of such architectures. In particular the applicant will develop a VCS model optimized for
both steady state and dynamic modelling. A methodology for coupling electric and thermal
architectures will be addressed within this project in order to simulate complete architectures on
electrical and thermal aspect by optimizing time computing.
Annexes – Page 369 of 378
1st Call for
Proposals (CFP01)
1. Background
Please provide here the WBS and explain the objectives of the WP.
The objective of the WP6.1.1 Environmental Control System is to investigate Electrical ECS for more
electrical aircraft. The studies will be focused on the refinement of EECS architectures (including
thermal management perimeter) for a single-aisle application based on experience gained on Clean
Sky 1 . The studied perimeter will be extended for trans-ATA consideration and a full scale e EECS
demonstrator for Large aircraft application will be developed and validated up to TRL6 in the frame
of a flight test campaign.
Annexes – Page 370 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
T01
Specification of modelling requirements:
- components to be modelled:
- Vapour cycle system, including valves, heat exchangers),
reservoirs and refrigerant compressors and other specific
components
- Air cycle system, including compressor, turbines, air – air heat
exchangers, water extractors and sprayers, fans,…
- jet pumps
- Liquid loop systems, including piping, pumps, valves, cold plate,
heat exchanger, liquid and diphasic coolants
- Electrical components including, power electronics, electrical
motors
- Wing ice protection system
- Complete E-ECS architecture to be simulated in thermal and electric
point of view
MODELICA library structure definition (Dymola compatible):
- requirements definition for steady state and dynamic modelling
with optimized computation time (model with multi-level approach)
- switching between dynamic and steady state modelling for different
design phases)
Components models development according to member requirements with
focus on VCS and liquid loop modelling:
- in steady state and dynamic modelling approach
- implementation of multi-level approach to optimize the
computation time modelling according to development phase
Methodology for coupling electric and thermal architecture
2015
Modelling on use cases (EECS architecture will be defined by the Topic
manager)
2017
T02
T03
T04
T05
2016
2017
2016
Annexes – Page 371 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables and schedule (estimate)
Deliverables
Ref. No.
D01
D02
D03
Title - Description
Type
Due Date
Models development for steady state and dynamic
modelling
Methodology for EECS architectures modelling
(including thermal and electrical aspects)
Simulation reports on use cases (defined by topic
manager)
Model
library
Report
2017
Report
2017
2016
Annexes – Page 372 of 378
1st Call for
Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant
significant experience in:
- using object oriented physical model library development on Modelica (Dymola compatible)
- modelling of complex cooling and/or air conditioning system in aerospace field including mixed
vapour cycle and liquid loop technology
Annexes – Page 373 of 378
1st Call for
Proposals (CFP01)
VIII.
Embedded sensors technology for air quality measurement
Type of action (RIA or IA)
IA
Programme Area
LPA / REG / FRC / AIR / ENG / SYS / SAT / ECO / TE
Joint Technical Programme (JTP) Ref.
WP 6 – major loads
Estimated Topic Value (funding in k€)
300 k€
Duration of the action (in Months)
36 months
Start Date
07 - 2015
Identification
Title
JTI-CS2-2014-CFP01-SYS02-08
Embedded sensors technology for air quality measurement
Short description (3 lines)
This project aims to select and test sensors technologies enabling the measurement of VOCs and
ozon concentration in the cabin. An integration analysis in the overall ECs architectures will also be
carried out with the member’s support.
Annexes – Page 374 of 378
1st Call for
Proposals (CFP01)
1. Background
Please provide here the WBS and explain the objectives of the WP.
The objective of the WP6.1.4 is to investigate solutions to improve ai qualtiy and cabin comfort for
more electrical aircraft. The studies will include the development of devices enabling to remove VOCs
generated in the cabin (foods, material in the cabin) and entering in the cabin through the air
conditioning system. The removal of ozon at low temperature (specific request due to bleedless EECS) will also be adressed. Such air qualtiy systems will be associated to monitoring functions in
order to control the air quality in the cabin.
Annexes – Page 375 of 378
1st Call for
Proposals (CFP01)
2. Scope of work
Tasks
Ref. No.
Title - Description
Due Date
T01
Specification of sensors for air quality monitoring:
- pollutants to be detected and measured
- minimum and maximum concentrations to be measured
- integration constrains
- environmental constrains
- reliability requirements
The applicant will decline at component level the system requirements
defined by the topic manager
State of the art:
- Synthesis of the various aerospace standards.for cabin air quality
- literature review of sensors technologies that can be
implemented in the recicualtion loop for air quality monitoring
Differents type of sensors technology may be considered:
1- smart sensor using chromatography enabling to detect and the
measure the concentrations of several pollutants.
2- passive sensors using dielectric component whos electrical
conductivity evoluate according to the pollutants "trapped" in its surface.
Such component is used in automotive field and enable to detect a
preselected polutant only
There is no preferred solution from the topic manager.
Development and qualification of embedded sensors according to the
specification.
Tests will be performed by injecting air with controlled concentration
and with preselected tests pollutants (Ethanol, Ethylen, Acolhol)
Experimental validation:
- performance tests with selected pollutants
- validation of measure accuracy for different pollutants
concentration
2015
T05
Sensors technology optimization based on the performance tests
2018
T06
Tests in integrated ECS system demonstrator (will be performed in Topic
manager facilities)
2018
T02
T03
T04
2015
2017
2017
Annexes – Page 376 of 378
1st Call for
Proposals (CFP01)
3. Major deliverables and schedule (estimate)
Deliverables
Ref. No.
Title - Description
Type
Due Date
D01
Bibliographic report: sensors technologies for air quality
measurement
Sensors prototypes for performance tests
Report
2015
Hardware
2016
Experiment report: performance tests with selected
pollutants
Optimized sensors
Report
2016
Hardware
2017
Experiment report: performance tests in integrated ECS
system demonstrator
Report
2018
D02
D03
D04
D05
Annexes – Page 377 of 378
1st Call for
Proposals (CFP01)
4. Special skills, Capabilities, Certification expected from the Applicant
-
significant experience on air quality measurment sensors for embedded systems
Capabilties to perform tests with different pollutants (VOCs, ozon)
Annexes – Page 378 of 378