CLEAN SKY Info Day
Systems for Green Operations
Integrated Technology Demonstrator
(SGO-ITD)
Toulouse, 1er Février 2011
Marc Fabreguettes (Thales)
Contents
1. Context & ITD organisation
2. Management of Aircraft Energy (MAE)
- Overview
- Example of development of MAE – technology
3. Mission and Trajectory Management
- Overview
- Example of development of MTM – technology
4. Additional material, Q&A
Clean Sky: An integrated and
comprehensive
approach
Vehicle ITD
TOTAL Budget: 1,6 B€
over 7 years
Dassault Aviation &
Fraunhofer Institute
116 M€
Eco-design
For Airframe and Systems
Airbus & SAAB
393 M€
Smart Fixed-Wing
Aircraft
Alenia & EADS CASA
174 M€
Eurocopter
& AgustaWestland
159 M€
Green Regional
Aircraft
Transverse ITD
for all vehicles
Sustainable and
Green Engines
Rolls-Royce & Safran
421 M€
Clean Sky Technology Evaluator
31 M€
Systems for Green
Operations
Liebherr & Thales
304 M€
SGO contributions to other ITDs
Green
Rotorcraft
ITD SGO: Participants and Global Shares
304M€ Total Budget
ITD-leaders
 Airbus
 Alenia
 Fraunhofer
 Liebherr (co-Leader)
 Rolls – Royce
 Saab
 Safran
 Thales (co-Leader)
Associate Partners





Diehl Aerospace
DLR
EADS-IW
Galileo-Avionica
GSAF (cluster: UoC, NLR,
Aeronamic, TU Delft, UoM)


University of Nottingham
Zodiac-intertechnique
Main Stakeholders of the domain present in the ITD SGO:
• Airframers
• Innovative European research centers
• Systems suppliers
15 members represented by 35 legal entities
SGO partners
To date (1st of February)
• Von Karman institute
• Université libre de Bruxelles
• LMS
• SONACA
• GKN Industries
• Aerotex
• Fatronik
• Envisa
• U of Manchester
• Atmosphere
• U du Pirée
• Open Airlines
• Politecnico di Torino
• GTD
• Goodrich
• Aeroconseil
• Eaton
• Skysoft
• … many more to come !
Overall management Structure
European Commission
(EC)
Governing Board (GB)
Steering Committee (SC)
Periodic review (every 3 months)
Joint undertaking (JU)
Project Managers
MAE
MTM
Technical Managers
MAE
Project Management Committee
(PMC)
MTM
Reports every 3 months
WP Leaders
(level 1)
WP management "as if it
were a project by itself"
Strategic review
and funding aspects
WP Leaders
(level 2)
Sub WP level
Members
Company project manager WP participant
Day-to-day
management
From Challenges to Solutions
ACARE
October 2002 : The Strategic Research Agenda (SRA)
Quality and
Affordability
Environment
Safety
Air Transport
System Efficiency
Security
CLEAN SKY
October 2004 : The SRA 2
Very Low
Cost ATS
5 Challenges
Ultra Green
ATS
Reduced fuel
consumption (CO2 &
NOx reduction)
External noise
reduction
Customer
oriented ATS
High level Target Concepts
Highly timeefficient ATS
Ultra Secure
ATS
 Power plant
 Loads & Flow Control
 New Aircraft Configurations
 Low weight
 Aircraft Energy Management
 Mission & Trajectory Management




Power Plant
Mission & Trajectory Management
Configurations
Rotorcraft Noise Reduction
22nd
Century
SGO Environemental Objectives
Systems for Green Operation objectives and impact – cycle 1
Management of Trajectory and Mission
Optimized trajectories
Smart operation on Ground
Reduced use of
engine for taxi
-20% to –30% fuel
burn*
Management of A/C Energy
Cruise
optimisation
Climb
optimisation
-1% to -2% fuel
burn*
-10% to –15%
fuel burn*
-2 to –3dB**
Energy Off-take /
weight / drag
reduction trade off
Descent/approach
optimisation
-10% to -15%
fuel burn*
Contrail
reduction
Reduce
polluting fluids
-2 to –5dB**
Per Flight phase
Vehicle ITDs
Technology Evaluator
-5 to -9% C02 reduction*
-2 to -5dB**
* Values computed at aircraft level
** Single measurement points values – computed at aircraft level
-2% fuel burn*
Per mission
Interface with other ITDs
WP2.3.2
MAE
GRC
Electrical energy
generation and conversion
Concept A/C
models
WP2.3.4
Electrical energy
usage
WP2.3.5
GRA
Electrical energy
control
WP2.4.3
Architecture assessment
Technology
Evaluator
ECO
WP2.5
demonstrations
MTM
WP3.4
Large A/C applications
WP3.7
SOG
WP3.5
Regional applications
Trade-off
WP 4
AIRBUS
SFWA
Work Breakdown Structure
WP5
WP1
Aircraft level
assessment and
exploitation
Definition of
aircraft solutions
and V&V
strategies
WP0
WP4
Management
Aircraft level
demonstration
WP3
WP2
Energy
Management
Define:
Activities
• what to do,
• how to do it,
• how to prove it
Mission and
trajectories
Management
Develop and verify
solutions on
ground, in
simulators, …
Integrate
into A/C
and
demonstr
ate
Assess at
A/C level
SGO/MTM – SESAR interface
Through its actions on “Management of Trajectory and Mission”, the
CLEANSKY Project will define, assess and deliver solutions, for different types
of aircraft, to achieve fuel and noise-optimized profiles in a wide range of
airports configuration
TRL 3
Theoretical
analysis of
optimum (per
aircraft / airport)
TRL 4
Definition of the
best compromise
and fine tuning of
the requirements
(incl ops
procedures)
TRL 5
TRL 6
Design /
development of
FMS functions
implementing
the profile
Simulated
FLIGHT TESTS
with pilots in the
loop on
representative
test benches
ATM Conops
(Constraints /
Opportunities)
Design of Future ATM System: SESAR (Europe) / NextGen (US)
In other words …
Both are needed for the
future of air transport
SESAR works primarily on traffic efficiency,
CLEANSKY on “cars” improvement.
Contents
1. Context & ITD organisation
2. Management of Aircraft Energy (MAE)
- Overview
- Example of development of MAE – technology
3. Mission and Trajectory Management
- Overview
- Example of development of MTM – technology
4. Additional material, Q&A
Systems for Green Operation: the concepts
• Pillar 1: Management of Aircraft Energy (MAE)
– The use of all-electric equipment system architectures will
allow a more fuel-efficient use of secondary power, from
electrical generation and distribution to electrical aircraft
systems.
– Thermal management will address many levels, particularly
relating to electric aircraft, from hot spots in large power
electronics to motor drive system cooling, to overall aircraft
solutions.
• Pillar 2: Management of Trajectory and Mission (MTM)
– The silent and agile aircraft will generate a reduced noise footprint
during approach, both through design changes in aircraft systems
which generate a large amount of noise and by flying optimised
trajectories.
– Aircraft will be able to fly a green mission from start to finish, thanks
to technologies which allow to avoid fuel consuming meteorological
hazards and to adapt flight path to known local conditions
Why Electrical Aircraft Equipment Systems
• Energy Efficiency
– More efficient and less wasteful, even when
many of the resulting aircraft may be heavier
and have more drag
– Lower energy losses during conversion
– Engines are freed from the constraints of a
bleed off-take, improved SFC
• Environmental Issues
– Reduction in fuel consumption which relates to
the energy efficiency effect
– Elimination of hydraulic fluids
• Logistics and Operational Maintenance
– Deletion of hydraulic and pneumatic systems
– Easier interfaces to the aircraft than with
hydraulic or pneumatic connections
– Reduction of variety of support equipment used
today. Decreased life-cycle costs
Management of Aircraft Energy
• Energy Management is needed
– The next step in all-electric aircraft design is to manage the complete
energy on-board
• Electrical Load Management
• Thermal Management
► Management of Aircraft Energy (MAE) branch of SGO ITD
encompasses all aspects of on-board energy provision,
storage, distribution and consumption
► MAE aims at developing electrical system technologies and
energy management functions to reduce aircraft fuel
consumption through
– Development of all-electrical system architectures and equipment
– Validation and maturation of electrical technologies up to TRL 6 by
large scale ground and flight demonstrations.
MAE planning– Large Aircraft
Summary of achievements – Large Aircraft
MAE planning – Large Aircraft (cont‘d)
Summary of achievements – Large Aircraft
(cont‘d)
MAE planning 2010 update – Other Aircraft
Summary of Achievements – Other Aircraft
Focus on one Technology
Electrical Environmental Control System (E-ECS) Pack
for Large Aircraft
•
•
•
•
Context
Input for CLEAN SKY from previous research project MOET
Objectives for CLEAN SKY
Status
Demonstrator development within the
MOET project (FP6) – Input for CLEAN SKY
Achievements from MOET:
• Demonstration of architecture feasibility
• Development and validation of key technologies
• Identification of potential benefit and improvement at aircraft level
E-ECS Objectives for Clean Sky
Objectives for the JTI CLEAN SKY project:
-
Technology maturity validation up to TRL6
Flight test validation
Pack weight optimization
Studies of advanced E-ECS architectures
Global cooling optimization by integrating the pack within aircraft thermal
management system
From ground to flight tests
E-ECS Pack - Status
Status
–
–
–
–
Architecture specifications issued
Flight test demo: integration study based on installation requirements started
Preparation for safety of flight test campaign started
Ground test validation: for components performed, for the pack (system demo)
close to completion
Validation of turbomachinery
(performance, integration, cooling
Validation of air intakes
Pack performance validation
TRL Plan – E-ECS (Mid Size Pack Demonstrator)
2010
2011
2012
2013
2014
2015
TRL 7
Dec 14
Demonstration in flight
F.1
Dec 12
TRL 6
Complete system in a
representative environment
TRL 5
June 11
Sept 10
-TRL Plan defined with
detailed definition of
criteria at each gate
-TRL3 Review passed
November 2010
Components or models
in a representative
environment
TRL 4
Components or models
in laboratory environment
TRL 3
technological Bricks
Technology Readiness Level (TRL)
2009
Contents
1. Context & ITD organisation
2. Management of Aircraft Energy (MAE)
- Overview
- Example of development of MAE – technology
3. Mission and Trajectory Management
- Overview
- Example of development of MTM – technology
4. Additional material, Q&A
Systems for Green Operation: the concepts
• Pillar 1: Management of Aircraft Energy (MAE)
– The use of all-electric equipment system architectures will
allow a more fuel-efficient use of secondary power, from
electrical generation and distribution to electrical aircraft
systems.
– Thermal management will address many levels, particularly
relating to electric aircraft, from hot spots in large power
electronics to motor drive system cooling, to overall aircraft
solutions.
• Pillar 2: Management of Trajectory and Mission (MTM)
– The silent and agile aircraft will generate a reduced noise footprint
during approach, both through design changes in aircraft systems
which generate a large amount of noise and by flying optimised
trajectories.
– Aircraft will be able to fly a green mission from start to finish, thanks
to technologies which allow to avoid fuel consuming meteorological
hazards and to adapt flight path to known local conditions
Trajectory optimisation in 3 flight phases
Green
cruise
Green
departure
T/O
Noise
NOx
Contrails
CO2
Fuel
Climb
Cruise
Green
approach
Descent
Approach
FMS Green functions : Green Objectives
CO2 emissions reduction -1 to 2% during cruise
No persistent condensation
trails formation
Noise reduction -3dB for
low altitude segment
NOx emissions any reduction,
to assess
Noise reduction -2dB for
low altitude segment
CO2 emissions reduction 10% during descent and
approach phases
Optimised multi
step
CO2 emissions reduction 15% during climb phase
NOx emissions any
reduction, to assess
NOx emissions : any
reduction, to assess
Improved
CDA
MCDP
T/O
Climb
Env. Performance
targets broken down
into function objectives
Cruise
Descent
Approach
MTM planning
Summary of Achievements / next steps
Progress: work already performed, which demonstrations
already done?
TRL status: Actual Status? Gate
reviews done or planned?
Flight Management Functions
Green take-off and climb
function
Complete definition and analysis of an optimised multi-criteria departure
function (ECO Take off).
i. Operational concepts description
TRL3 planned end 2010
ii. Compatibility with existing ATC procedures / operational constraints
iii. Analysis of gains / robustness
iv. Mock up
Green cruise function
First version of function high-level specification - initial analysis of gains TRL3 planned mid 2011
Green approach
Green FMS
Initial concept description
TRL3 on first concept planned mid 2011
complete TRL3 end 2011
Initial analysis of FM architecture adaptability.
TRL 4 mid 2012
Weather avoidance and mission optimization
Water Vapour Sensor (WVS)
and Airborne Data
Transmission System (ADTS)
Advanced weather radar
algorithms
On board optimisation
Completion of :
- Technical case
- Environmental Case
- Business Case
- Existing WxR algorithms modeling
- Mission need description for advanced algorithms
Concept definition well advanced
TRL 2 Gate passed
TRL3 Gate planned end 2010
TRL3 planned April 2011
TRL3 march 2011
Smart Operation on ground
Gear integrated motion
system
- Wheel actuator technology review completed
- System/airport modelisation ready to perform evaluation of
environmental benefits
TRL3 planned mid 2011
Disptach towing vehicle
Call for proposal issued in Call 7 (after failure at previous call)
TRL5 end 2011
Trajectory Optimization tool
GATAC tool : Green Aircraft - Problem definition completed
Trajectories in ATM Constraints - Preliminary software version issued
- Upgraded SW version (V2beta) produced - validation on going
GATAC V2Beta delivery 25th Nov 2010
FMS Green functions : TRL roadmap
2009
2010
2011
2012
2013
2014
2015
Demonstration in flight
TRL Plan defined with
detailed definition of
criteria at each gate
G.7 / MOSART
TRL 6
Complete system in a
representative environment
TRL 5
G.6 /
MOSART
Components or models
in a representative
environment
TRL 4
Components or models
in laboratory environment
Airlab /
MOSART
TRL 3
technological Bricks
Improved CDA
MCDP
Optimised multi
step in Cruise
Technology Readiness Level (TRL)
TRL 7
MCDP – ECO Take off : concept
Optimization of a Noise Abatement Departure Procedure (NADP) , with
multiple criteria  Multi-Criteria Departure Procedure (MCDP)
Optimization of the Vertical profile. The lateral route is imposed
 NADP begins at 35ft and finishes at the en-route configuration (start of climb)
Thrust: Take Off Rating 
Speed: V35ft+DV2

Intermediate Rating  Climb Rating
Intermediate Acceleration
 En-route Speed
Optimisation Parameters
–
–
–
–
–
–
Zpr : Thrust Cutback Altitude
N1noise: Reduced Engine Rating
Zpa : Acceleration Altitude
Acceleration
V=V
V=V35ft+ΔV
Vnoise : Intermediate Speed Target
Change of Aircraft Configuration
Zpf : Setting of Climb Rating and Start of Acceleration to En-route Speed
ΔV2 : fraction of speed at 35ft in excess of safety minimum (V2)
2
noise
Acceleration
V=250kt
Trajectory computed using OCTOPER: Airbus software for operational trajectory
computations
Functional concept
study completed
Clean CONF
V=250kt
ALT=10000ft
CLIMB THRUST
MCDP – Flight Management HMI
- Evolution of Perf Take off FMD page
and pilot interaction defined, and
implemented (A661 based)
- In line for Pilot evaluation end 2010
FM function specification
Implementation in mock-up
HMI modification
Model Development Overview
AC Position
Simu. Time
(Flight Plan)
Weather
Planning System
& Monitoring
SIMET Model
Grib Files
Scenario files
MFR Model
Grib Files
Pre-Processing &
Importation tool
DB queries
Weather Rep.
Some Images from MSG satellite and
from French grounded based radar.
Realistic weather model
delivered (CfP) and integrated
in Airlab
Weather Simulator
Engine
A/C Position
Simulation Time
State Machine
Airlab Simulator
Simulation
Report
/1s
Wind Force & direction
Temperature, Humidity
Icing, CAT, CB
(Forecast /3h to FMS)
Contents
1. Context & ITD organisation
2. Management of Aircraft Energy (MAE)
- Overview
- Example of development of MAE – technology
3. Mission and Trajectory Management
- Overview
- Example of development of MTM – technology
4. Additional material, Q&A
CfPs call 8
Early information on next call topics for SGO
(please refer to official call terms on CORDIS)
• Optimisation of coating for low pressure operation of power
electronics and identification of pass and fail criteria for respective
corona testing
• Current return simulation (methodology and tools)
• Modelica Model Library Development
• Study and characterisation of inverter behaviour within non
pressurised area environment for electrical ECS
• Flight Operations for novel Continuous Descents
Including assistance in preparation, execution and analysis of a flight
simulator experiment
SGO Demonstration objectives
08
09
10
11
12
G.0
A320/A340
?
13
14
F.0
Ice protection
G.5
F.0
G.0
G.1
PROVEN
15
Electrical technologies
G.1
G.2
AVANT/A320
MAE
G.2
F.1
ECS, Skin heat exchanger,
FCEPS 20kw (TBC)
F.1
PROVEN
AVANT
Vapor cycle ECS,
Multifunctional Fuel cells
F.2
F.2
WVS
Green functions
G.6
O3P/AIRLAB
MOSART
G.6
G.7
O3P/AIRLAB
MOSART
Green FMS
G.7
A320
Kick Off
F.4
F.3
F.4
A320
SOG
Thermal functions, high
efficiency ECS, Multifunctional fuel cells
G.4
A320
MTM
Electrical technologies
G.3
G.x
Ground tests
External tractor
for long taxi
F.5
F.5
F.x
Flight tests
G.x/ Fx
Initial Schedule
Q&A