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CONFIDENTIAL - Clean Sky / Green Rotorcraft ITD

CLEAN SKY - Green Rotorcraft ITD (GRC)

Publishable Report P6

(January 1st to December 31st, 2013)

Grant Agreement CSJU-GAM-GRC-2008-001

Acronym CSJU / GRC-ITD

Project Title Green Rotorcraft Integrated Technology Demonstration

Funding Scheme JTI Clean Sky - Grant Agreement for Members

Date of latest Annex IB 20th October 2013 (CS JU/1TD GRC/MM/0.1/30088-issue 4.1)

Deliverable Deliverable D0.1.2-18

Period Covered 1/01/2013 to 31/12/2013

Author

Antonio Antifora / Corrado Chiozzini AgustaWestland Tel: +39 0331 229 347 Fax: +39 0331 711 511 mail to : [email protected] with contribution of Simon Spurway, Alessandro D'Alascio, Marie Laure Grojo-Hopdjanian, Barber Martin, Alexandre Gierczynski, Luca Riviello, Niklas Remer, Chrissy Smith

Document reference CS JU/ITD GRC/RP/0.1/30101

Status DRAFT

Revised/approved by

Issue & date DRAFT – 12/6/2014

Distribution CSJU Director, all GRC-ITD members

Revision Table

Issue no. Issue Date Reasons

draft First issue

mailto:[email protected]

Green Rotorcraft ITD - Publishable Report P6 (2013)

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Table of contents

Acronyms ...................................................................................................................................... 3

1. Publishable summary ............................................................................................................ 5

1.1. Context ................................................................................................................................ 5

1.2. Overall objectives ............................................................................................................... 5

1.3. Objectives for the period P6 .............................................................................................. 8

2. Work performed and results achieved during 2013 .......................................................... 14

GRC0 – ITD Management ........................................................................................................... 14

GRC7 – Interface with the Technology Evaluator ..................................................................... 27

3. Annual Review ..................................................................................................................... 28

4. Technical papers.................................................................................................................. 29

5. Calls for proposals .............................................................................................................. 32

5.1. Call topics launched in 2013 ............................................................................................ 32


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Acronyms

A/C Aircraft

AG AgustaWestland SpA

AH-D Airbus Helicopter Deutschland formerly Eurocopter Germany

AH-E Airbus Helicopter Spain, formerly Eurocopter Spain

AHg Airbus Helicopter, formerly Eurocopter Group

AH-sas Airbus Helicopter sas, formerly Eurocopter France

AW SpA AgustaWestland SpA

AW Ltd AgustaWestland Ltd

AR Annual Review

ASD Aero Space Defence (Association of European manufacturers)

ATM Air Traffic Management

AW AgustaWestland Group

CFD Computational Fluid Dynamics

CfP, CFP Call for Proposal

CS Clean Sky

CSDP Clean Sky Development Plan

CSJU Clean Sky Joint Undertaking

EC-D Eurocopter Germany, now Airbus Helicopter Deutschland

EC-E Eurocopter Spain, now Airbus Helicopter Spain

ECg Eurocopter Group, now Airbus Helicopter

EC-sas Eurocopter France, now Airbus Helicopter sas

EDA Eco design for Airframe

EDS Eco-Design for Systems (upper level WP in Eco-Design ITD, concerned on-board energy and testing of electrical systems using the Copper Bird rig)

EFFP Environment Friendly Flight Path

EMA Electro Mechanical Actuator (in the GRC context: essentially for flight controls)

EMS Emergency Medical Service

ETR Electrical Tail Rotor

EU European Union

GA(M) Grant Agreement (for Members)

GRC (ITD) Green Rotorcraft (Integrated Technology Demonstrator)

GRCi Subproject i of project GRC

H/C Helicopter

HS Hispano-Suiza, now Labinal Power Systems

IGOR Cluster of GRC Associates

ITD Integrated Technology Demonstrator (Main Platforms within Clean Sky)

JTI Joint Technology Initiative

KOM Kick Off Meeting

KPI Key Performance Indicator


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LLI Liebherr-Aerospace Lindenberg

LPS Labinal Power Systems, formerly Hispano-Suiza

MICFL Microflown Technologies

PDSL Priority Declarable Substance List (Issued by ASD lists the substances the need being replaced very soon for environmental reasons)

PZL Wytwórnia Sprzętu Komunikacyjnego “PZL Świdnik” S.A.

R/C Rotorcraft

RFI Request for Information

RFP Request for Proposal

RTD Research and Technology development

SAGE Smart And Green Engines ITD

SGO Systems for Green Operations ITD

SNI Simultaneous Non Interfering

T/R Tilt-rotor

TAES Thales Avionics Electrical Systems

TE Technology Evaluator

TP Thermoplastic (Usually indicates Fibre Reinforced Thermoplastic Matrix composites)

TPC Thermoplastic Composites

TRL Technology Readiness Level

TUD Technische Universiteit Delft

VRS Vortex Ring State

WBS Work Breakdown Structure

WHL AgustaWestland Ltd

WP Work Package

WT Wind Tunnel

WVE Wake Vortex Encounter

XSAA Designates a multiple acid anodizing process containing also Sulphuric Acid but no Chromic acid


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1. Publishable summary

1.1. Context The Green Rotorcraft Integrated Technology Demonstrator (GRC ITD) addresses environmental issues in relation to rotorcraft vehicle usage, as part of a wider Air Transport System considered in the Clean Sky Joint Technology Initiative (CS JTI).

Clean Sky aims to create a radically innovative Air Transport System based on the integration of advanced technologies and full scale demonstrators, with the target of reducing the environmental impact of air transport through reduction of noise and gaseous emissions, and improvement of the fuel economy of aircraft. The activity covers all main flying segments of the Air Transport System and the associated underlying technologies identified in the Strategic Research Agenda for Aeronautics developed by the Aeronautics Technology Platform ACARE.

Clean Sky is built upon 6 different technical areas called Integrated Technology Demonstrators (ITDs), where preliminary studies and down-selection of work will be performed, followed by large scale demonstrations on ground or in-flight, in order to bring innovative technologies to a maturity level where they can be applicable to new generation “green aircraft”.

The Green Rotorcraft ITD gathers and structures all activities specifically concerned with the integration of technologies and demonstration on rotorcraft platforms (helicopters, tilt-rotor aircraft) which can not be performed in platform-generic ITDs. There are however technical links with activities conducted within the EcoDesign ITD, the Sustainable Green Engines ITD, the Systems for Green Operations ITD and with the Technology Evaluator.

1.2. Overall objectives The Green Rotorcraft ITD addresses the challenge of minimising the impact of the sharply increasing rotorcraft traffic expected in the future - including the introduction of tilt-rotors - through a more efficient usage of energy and through a drastic reduction of greenhouse gas emissions and noise footprints throughout the whole mission spectrum.


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With the goal to contribute to the overall objective of coming back within 20 years to the present global level of environmental impact while sustaining the expected growth of rotorcraft services, the Clean Sky initiative aims to reduce by half, within the next 10 years, the specific impact of rotorcraft operations on the environment. In detail, taking into account year 2000 as baseline, the objectives of the GRC ITD and concurrent activities in other Clean Sky ITDs are to reduce CO2 emissions by 26-40% and NOx emissions by 53-65%, according to vehicle and technologies used, and to reduce average noise level by 10 dB. In order to achieve these objectives, the project will develop new power plants, innovative rotor blades and new aircraft configurations. The project is organised along six technological streams, dedicated to key topics:

Innovative rotor blades (GRC1)

Reduced drag of airframe and dynamic systems (GRC2)

Integration of innovative electrical systems (GRC3)

Installation of a diesel engine on a light helicopter (GRC4)

Environment friendly flight paths (GRC5)

Eco-design demonstrator (rotorcraft) (GRC6)

Technology evaluator for rotorcraft (interface and data preparation to TE) (GRC7)

The project includes also a management subproject (GRC0). It is scheduled to run over a eight year period starting on July 1st, 2008; it is jointly coordinated by AgustaWestland and Airbus Helicopters.

GRC0

EcoDesign for

Airframe

Technology

Evaluator

GRC7:

Technology

Evaluator for

Rotorcraft

(AW)

GRC0:

Management of

Green Rotorcraft

ITD

(AW/ECg)

Engines /

SAGE 5

EcoDesign for

Systems

SGO /

Energy

Management

GRC6:

Eco-Design

Demonstrators

for Rotorcraft

(ECg)

GRC1:

Innovative

Rotor Blades

(AW)

GRC2:

Drag Reduction

of Airframe and

Non Lifting

Rotating

Systems

(ECg)

GRC3:

Integration of

Innovative

Electrical

Systems for

Rotorcraft

(AW/ECg)

GRC4:

Installation of a

Diesel Engine

on a Light

Helicopte

(ECg)

GRC5:

Environmentally-

Friendly Flight

Paths

(AW)


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The GRC management structure aims at ensuring timely achievement of high quality technical demonstrations, and at providing proficient contractual and budgetary support and coordination of the projects. It also intends to ensure that knowledge management and other innovation-related activities are coordinated at ITD level.

GRC1

Assess the potential for active and passive rotor technologies to achieve a commercially viable solution that enables reduced rotor power consumption and reduced rotor acoustic signature. The targeted achievements shall be measured relative to fleet 2000 baseline helicopters as defined by GRC7.

Pursue development of the active twist concept from FRIENDCOPTER.

Carry out parametric study and optimisation of active and optimised passive blade lay-out for global rotor benefits.

Develop methods necessary for the optimisation of blade design, actuation system integration, sensory data transmission, power transfer and control algorithms.

Develop suitable open-loop and closed-loop control algorithms to manage the active system behaviour.

Conduct experimentation in controlled situations (model rotor and wind tunnel tests) that allows for detailed examination of the benefits, behavioural characteristics and operational methods and practices of such new technology. This work is important for correlation of the newly developed computational ‘methods’ (to date no data exists to allow for correction of model predictions), to inform of the behavioural characteristics of active blade components that will ultimately be fitted to flight blades, to provide performance data under scientifically controlled conditions and to bring pan European expertise in the resolution of challenging problems.

GRC2

The general objective of GRC2 is twofold, first, to reduce the helicopter and tilt-rotor overall drag by non-degrading its lift and handling quality, second, decrease engine installation losses. The first goal goes towards a decrease of the required power of the rotorcraft, whereas the second towards an increase of the engine available power.

Technological objectives

- Drag reduction of the rotor head and helicopter fuselage; drag reduction of the tilt-rotor fuselage and lift over drag increase of its wing and empennages.

- Efficiency improvement (i.e. decrease pressure losses and distortions) and noise emission reduction of engine intake. Efficiency improvement (i.e. pressure recovery) increase of secondary mass flow, of engine exhaust

GRC3

Main objectives of GRC3 are:

1. Replacement of hydraulic systems on rotorcraft by electrically-powered systems.

2. Reduction of carbon (and other undesirable) emissions and improved overall electrical power system energy efficiency.

In addition the program is seeking solutions that are competitive with existing technologies and implementations.

GRC4


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General objective is to take advantage of the extremely low specific fuel consumption which can be obtained thanks to turbocharged Diesel engine technology developed in the automotive industry in order to integrate this technology on helicopters and drastically reduce their gas emission level.

GRC5

The general objective of subproject GRC5 is to reduce noise and polluting emissions through the optimisation of flight paths, leading to a reduction of CO2, NOX and fuel consumption for helicopter and tiltrotor aircraft; and to develop new low-noise procedures to minimise the noise perceived on ground during the departure, low level flight and approach of helicopters and tiltrotor aircraft.

GRC6

General objectives of subproject GRC6 are to demonstrate eco-friendly life cycle processes in the phases of manufacturing, maintenance and disposal for specific helicopter components, in continuity and complementarily with the innovative technology development achieved in the Eco-Design ITD.

Demonstrate on actual rotorcraft specific parts the possibility to eliminate from the lifecycle associated processes the substances considered hazardous, which means those defined as those contained in the “priority declarable substance list (PDSL)” issued by ASD

Demonstrate on these parts the improvement in dismantling capability and recyclability.

Demonstrate the possibility to reduce emissions and energy consumption in manufacturing, maintenance and dismantling.

Work package GRC6 is devoted to demonstrate that substantial progress in the lifecycle environmental impact can be extended also to some of the most typical rotorcraft representative parts.

GRC7

Subproject GRC7 is the interface between the GRC-ITD and the Technology Evaluator (TE). GRC7 is preparing rotorcraft fleet data; mathematical models that predict the noise and emissions of rotorcraft flying typical mission profiles; and generic rotorcraft design definitions that represent all of the commercial rotorcraft operating in the Year 2000, plus concept designs for the Year 2020+ with, and without, Clean Sky technology.

The objective is to provide the Technology Evaluator with all of the information, advice and data that they need to calculate the environmental impact of rotorcraft and evaluate the environmental benefits of the technologies developed in the GRC ITD. GRC7 in its support to the TE will endeavour to ensure that the uniqueness of rotorcraft operations in relation to fixed-wing aircraft is duly taken into account.

1.3. Objectives for the period P6

GRC1

Development of full-scale section for testing of the active twist concept (from Friendcopter)

Parametric studies of optimised passive blade lay-out

Model scale testing completion/reporting for the active twist blade


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Development and testing of a model rotor AGF system

Design and development of a blade for the above

Preparation and testing of 2D AGF aerofoil section at Universiteit Twente

Design of a full-scale rotor blades with an active Gurney flap (AGF) system;

Procurement of donor blades for installing the AGF system;

Development of a dynamic section for test at Icing Wind Tunnel, CIRA

Continue development of methods necessary for the optimisation of blade design

Actuation system integration,

Capacitive contactless data transfer system developments (alternative system to slip rings)

During 2013, GRC1 activities were to move from conceptual systems into testing and hardware evaluation. Design tool improvements continued whilst full scale rotor design became fully engaged. Included were preparations for full-scale testing of the active twist concept, parametric study of active and passive blade lay-out for global rotor benefits, model scale design and test, launch full-scale design of rotor blades with an active Gurney flap (AGF) system, continue development of methods necessary for the optimisation of blade design, actuation system integration, sensory data transmission, power transfer and control algorithms; continue development of control algorithms etc. Aircraft preparation was also started for the AGF.

The decision was made to advance the AGF test activity to flight test, necessitating significant programme changes. Similarly, Eurocopter are currently considering an upgrade of their passive optimised blade to flight status (resource dependent).

GRC2

The benefit concerning drag reduction of two optimised landing skid fairings and one optimised aft body for the EC135 helicopter is assessed in wind tunnel in the frame of the ADHeRo partner project.

Aerodynamic optimization of AW light helicopter (AW109) rotor head, including hub fairings and beanie, is completed and the benefits in terms of performance is assessed. Moreover, the Wind Tunnel model rig manufacturing starts.

The wind tunnel tests of ONERA technology (TP4) about synthetic and pulsed jets and steady blowing on blunt aft-body are closed and data analysed.

Aerodynamic loft freeze and preliminary design review of a new optimised side air intake for the EC135 helicopter is achieved.

The benefit concerning drag reduction of several rotor hub fairings for the EC155 helicopter is assessed in wind tunnel in the frame of the CARD partner project.

The optimization of wing-nacelle and empennages of the common tiltrotor platform is finalized and the benefits in terms of drag reduction are numerically assessed. The available Wind Tunnel model is updated and the manufacturing of the optimized components starts.

Aerodynamic optimization of AW heavy helicopter (AW101) intake and exhaust geometries is completed and the mechanical design and preparation for manufacture starts.

The Reviewers recommend that a reassessment of the GRC2 subprogram be made of the status of items left at TRL4 in order to restore TRL6 to at least 2 developments showing a reasonable chance to yield a significant benefit. In the event of a budget problem to do so, the remaining GRC2 resources should be concentrated on this minimum target upgrade, even by stopping other


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less strategic or less efficient GRC2 activities, or simply by stopping redundant activities such as rotor hub caps. Should this recovery plan of TRL6 items appear inconclusive, the same budget cut should apply to less efficient developments in GRC2 in order to fund other more attractive technology streams inside the GRC ITD.

GRC3

GRC3.1, to continue to provide assessments of technology combinations to GRC7 based on available data from CfPs. Primary definitions of the baseline system load characteristics have already been defined, the further deliverable this period will refine the supplied data for SEL & TEL configurations.

GRC3.2, update annually the analysis, requirements and solution documentation associated with the Power Management Architecture in line with the evolution of both CfP and leading industry power supply technologies.

GRC3.3,ongoing Electrical network simulations utilising software models provided by SGO will be conducted, leading to the production of an end of period deliverable comparing simulation and test bench test results.

GRC3.4, Electrical technologies progress through design, build and test.

The Starter Generator through a CDR and achieve the delivery of a first prototype.

The Power Convertor & Energy Storage provision of a software model, complete a PDR, CDR and provide a System Configuration Report.

The Energy Distribution & Consumer Systems provide software models, and analysis outputs ensuring compatibility with evolving CfP technologies.

Thermal Energy Recovery progress through a CDR and provide deliverables of Qualification Test Reports for Thermal System & Thermal Management.

GRC3.5, progresses Electromechanical Actuator technologies through design, build and test.

EMA for Flight Control System progress through CDR and move to a demonstrator manufacture. EMA for Landing Gear assessed using an Acceptance Test Procedure against initial objectives and conclude with a Final Report. EMA for Rotor Brake provides a benefit analysis and modelling report as well as completing a CDR.

GRC3.6, progresses Electrical drive technologies to the anti-torque function of a helicopter. This includes the definition and system design concept in support of the further system development using electrical test facilities and an airframe ground test rig at AW..

The conventional open tail rotor system delivery of an updated benefit analysis, and progresses through a CDR assessment. The fenestron system provide a Preliminary Concept.

GRC3.7, provide an Energy Supply System for the Piezo Actuation technologies being incorporated into helicopter dynamic rotor systems.

The CDR for PPSMPAB following the concept and design phases.

GRC3.8, brings together the technologies for evaluation on the Electrical Test Bench/Copper Bird.

The harmonization of technology Interfaces & Test Plans will continue in this period. Partners installing equipments on for test will continue to provide support to the Test Bench activity. This will include preparatory work for the integrated ground test demonstration with the scheming and design of equipment specific adaptation kits.

GRC4

GRC 4.3 – Definition of optimal H/C architecture for Diesel engine (Tasks GRC 4.3.1 to GRC 4.3.7)


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GRC 4.6 – Demonstrator power plant integration (Tasks GRC4.6.4 & GRC4.6.5)

GRC 4.7 – Demonstrator airframe (Tasks GRC 4.7.2 to GRC4.7.3)

GRC 4.10 - Demonstrator avionics and electrical integration (Tasks GRC 4.10.2, GRC 4.10.3 & GRC 4.10.5)

GRC 4.11 – General engineering studies (Tasks GRC 4.11.2, GRC 4.11.5 & GRC4.11.6)

GRC 4.12 – Integration and Demonstration (Tasks GRC 4.12.1 & GRC 4.12.2)

GRC5 activities/ objectives for 2013 were: Environment-Friendly Flight Paths can be defined by taking into account the two most environmentally detrimental aspects of helicopter flight:

NOX and CO2 emissions related to the fuel consumption of the engines,

The noise footprint generated by a helicopter (rotor blades, engines and transmission gears).

The noise impact during low altitude navigation, mandatory for unpressurised helicopter cabins, will be minimized thanks to 3D optimized VFR and IFR routes relying on accurate GNSS navigation (EGNOS, Galileo). Furthermore the use of an appropriate code for the prediction analysis of the helicopter noise footprint will allow the best choice of the flight procedures (Low-Noise Procedures) minimizing the noise perceived on ground during departure, low-level flight and approach. For tiltrotor aircraft, it will be investigated the possibility of minimizing the noise footprint during approach and departure by optimizing the schedule of nacelle tilt. The following aspects of the helicopter flight will be taken into account and analyzed:

IFR and VFR approach and departure paths based on the continuation of FP6 OPTIMAL and FRIENDCOPTER Integrated Project activities

Low level VFR & IFR en route navigation

Specific Tilt-Rotor aspects


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GRC6

GRC6.1

The objectives in Period 5 for GRC6.1 were mainly focused on demonstrator and tooling design, stress analysis and technology development. The selected technologies needed to be adapted to the demonstrator geometries and the available equipment. In parallel to these activities LCA data collection should be continued and two supporting calls for proposal had to be supervised.

GRC6.2

Planned actions were the completion of manufacture of the demonstrator assembly and mechanical test to assess viability of the design when compared with existing material and design solutions. Testing should be based on existing component static test. The demonstrator should then be submitted for the recycling phase of the project in order to study the recyclability of the structure. LCA data associated with the materials and processes should be supplied to the EDA for use in assessing the eco-statement for the appropriate aircraft module.

GRC6.3

The goal for this period was the complete assembly of the demonstrator employing the new protective treatments. The result should demonstrate the practicality of these treatments on real components and assemblies. Further proof of viability was expected by rig test of the complete gearbox assembly to assess any negative effect of the treatments on functionality when compared with existing treatments LCA data associated with the materials and processes was planned to be supplied to the EDA for use in assessing the eco-statement for the appropriate aircraft module.

GRC6.4

The goal for the final periods was to expose the GRC6.4 demonstrator to a salt spray test in order to get observations on treatments behaviour against corrosion. After that, a candidate should be chosen for Recycling CfP and the study on recyclability of the whole demonstrator. LCA in parallel should be collected to ensure the possibility to demonstrate the green aspect of the prototype. Considering LCA, a first step was planned to edit a strong methodology in order to assess properly the LCA within the frame of GRC6.4. In parallel, exchanges had to continue with EDA in order to harmonise and adapt the methodology.


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GRC7

GRC7.2:

The main goal in 2013 for GRC7 is to deliver 2 PhoeniX black box models:

Version 3.1 for the 3rd TE assessment, this PhoeniX platform will be delivered at the end of February 2013 with the existing Twin Engine Light Update 1 (TEL-U1), Single Engine Light (SEL) helicopters and the first inclusion of the Twin Engine Heavy (TEH) helicopter.

Version 4.1 planned for delivery in December 2013 in advance of the 4th TE assessment will include all generic rotorcraft defined in V3.1 above plus the first inclusion of the Twin Engine Medium (TEM).

GRC7.3:

To enable the above deliverables, parallel work will be maintained throughout Period 6 on helicopter generic rotorcraft derivation in particular the Twin Engine Heavy (TEH), Twin Engine Medium (TEM). Development of the Tilt-rotor (TLR) and Diesel Engine (DEL) models will contribute to deliverables planned for Period 7.

Careful assessment of the TE 2nd Assessment findings will be performed in order to introduce any further improvements required to the PhoeniX platform and methodologies used.

Following successful completion of the Research Collaboration Agreement in period 5, work will be continued to incorporate Turbomeca engine decks in the PhoeniX platform.

Formal involvement and incorporation of GRC5 benefits will be established whilst provision has been made to take into account any weight benefits that may come from GRC6 if relevant.

A continual review of GRC(i) technologies will be made to ensure GRC7 generic rotorcraft reflect the updated benefits as the Technology Readiness Levels of their technologies advance in the Clean Sky programme.

The PhoeniX platform will also be continuously updated with improvements as identified throughout the process in GRC7 (EUROPA/Engine model/Mission/HELENA).

GRC7.4:

GRC7 will work with Technology Evaluator and GRC5 specialists, to model existing and Clean Sky conceptual trajectories, to be used for the TE 3rd Assessment.

GRC7.5:

GRC7 will perform internal trade-off with PhoeniX models to evaluate impact off GRC(i)’s technologies combination. Studies done according GRC(i)’s needs, to optimize the choice of technologies applied on Conceptual Rotorcraft delivered in 2013.

GRC7 will support to the TE in their assessments in 2013 to ensure coherence with Rotorcraft specificities.


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2. Work performed and results achieved during 2013 Methodologies and technologies selected in the previous periods were further developed in view of their application into the demonstrators. Further topics were launched through the Call for Proposals #14, in particular on:

Innovative measurement and monitoring system for accurate on-board acoustic predictions during rotorcraft approaches and departures (resubmission)

Assessment of optimized tiltrotor engine intake performance by wind tunnel tests

Development and Testing of Computational Methods to Simulate Helicopter Rotors with Active Gurney Flap (resubmission)

Contribution to the aerodynamic design of a helicopter air intake through wind tunnel testing Design activities were launched for the development of demonstrators. The overall project made good progress in Period 6, although not as planned in the Annex IB for 2013. However, recovery of activities will continue in 2014 and the goal to achieve the GRC objectives before the end of year 2016 is confirmed.

GRC0 – ITD Management

Main activities concerning the ITD Consortium Management performed in period P6 (2013) were performed through the preparation of the following Management Committee, Interim Progress, Steering Committee meetings and annual review:

Management Committee Meetings

MCM18 hosted by Eurocopter (Marignane), 23-24 Jan 13

MCM19 hosted by AW (Cascina Costa) , 17-18 April 13

MCM20 hosted by JUCS (Brussels), 11-12 July 13

MCM21 hosted by AW (Yeovil), 21-22 October 13

Steering Committees,

SC25 at JUCS, Brussels 12 July 13

SC26 at JUCS, Brussels 22 November 13

Seven additional meetings were convened as teleconference on 15th January, 20th March, 12th April, 2nd May, 4th June, 14th June and 18th October.

Annual Review, hosted by AgustaWestland, London, NH Harrington Hall, 23-24th April 13.

Interim Project Review

Held in Brussels at JUCS, 27th Nov. 13

Main reporting activities:

The GRC periodic report for Period 5 (2013)

The GRC Annual Implementation Plan 2013

The “2013 Half Year Assessment” report

The “2013 report on fund distribution”

Call for Proposal

One call was planned in 2013. GRC submitted a total amount of 4 topics in the call published:

CfP14 – 4 topics (total budget: 2,72 M€)

Shared Information Repository

The GRC on-line repository is hosted and maintained by AgustaWestland. In 2013 one dedicated area has been created to support the CfP project MANOEUVRES.


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GRC1 Helicopter rotor blade technology has been progressively ‘fine-tuned’ to extract the maximum efficiency from the rotor system. Increasingly sophisticated and more powerful computational tools are used for each development of a modern rotor system in order to gain increasingly smaller rewards. Inevitably, all helicopter rotor blade designs are a compromise, contending with the conflicting requirements of hover performance versus the needs of fast forward flight. For the latter they contend with the difference of needs between the forward moving helicopter’s lift generating advancing blade and the onset of stall on the retreating side of the rotor disc.

For this reason, helicopter manufacturers have turned their attention to the potential benefits of ‘Innovative’ being either a) ‘Active’ rotor systems, incorporating deployable (movable) components or surfaces within the blade and which are capable of allowing the blade to adapt to its ever changing environment and demands, or b) the design of conventional passive rotor technology that is optimised, using latest design capabilities, to better meet all operational conditions.

GRC1 is thus split between Active and Passive Optimised blade developments as outlined below;

Blade Technology

Prime Contributors End Objective TRL Objective

Active Twist Airbus Helicopters

DRL Laboratory demonstration

TRL 4

Passive optimised

Rotor

Airbus Helicopters

Onera, DRL, others

Ground ‘whirl tower’

TRL5

Active Gurney Flap

AgustaWestland

University Twente, NLR, Airborne Composites, Siemens, others

Flight Demonstration

TRL6

At a top level, these programmes can be subdivided into the following tasks;

Active twist;

Model rotor testing to demonstrate operation principals.

Full scale blade sections (but of limited length) to demonstrate, at laboratory level, full blade section capabilities

Passive Optimised Blade

Design of a full scale demonstrator rotor blade for ground based testing of a whirl tower

Active Gurney Flap

Model rotor testing (1/10th scale) to demonstrate operational system capabilities in controlled environments and into flight conditions not safe for a helicopter. Vital system capability data is gained

Full blade section, but limited length (blade span) to demonstrate the benefits of the AGF within controlled conditions. Hardware intended for later flight testing (see below) is demonstrated for the first time. These tests are referred to as being ‘static’ as the blades are held in a fixed state as aerodynamic measurements are


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made. These tests are vital to providing data for computation tools that are also being developed.

Full blade section, limited length (blade span) but this time operated in a dynamic condition closely related to how the blade will operate on a real helicopter (blade pitch and AGF activation cycles). Air speeds are comparable with what a blade will experience. These ‘dynamic’ tests, under controlled conditions, provide the next stage of confirmatory data ahead of flight testing

The design and production of a flight test set of AGF blades and associated hardware that leads to flight trials achieving the TRL6 status.

In the P6 period of project, GRC1 activities proceeded largely to plan. Significant technical challenges have been addressed and major component testing has either been completed or is about to commence. Whilst some delays were encountered, the overall progress has been strong. Approximately 70% of Milestones/Deliverables were achieved in year, with the remainder either having been incorrectly scheduled in the first instance (several years ago), or delayed as a result of technical difficulties. The latter is a realistic situation given the advanced nature of the research that is being undertaken.

The Active Twist technology advanced to rotational model rotor test at DLR, maturing the technology to TRL3. This included ‘next generation’ actuation systems embedded within a model scale blade that can operate at lower actuation voltages than was previously possible..

Testing of the low voltage piezo ‘skin’ actuators has continued, improving their fatigue life and their performance test conditions. Design optimisation work on a full blade design has been undertaken in preparation for test in 2014.

Design of a full scale blade Active Twist section, with the inclusion of active twist elements is now underway and which will ultimately demonstrate, under laboratory conditions, the possibilities for this technology at full scale.

Active Gurney Flap blade

The activities related to Active Gurney Flap technologies moved significantly into hardware demonstrations. The AGF section of the model rotor blade has been successfully tested by Active Space Technologies, Portugal, in a rotating field to simulate model rotor blade CF levels. Whilst testing was delayed through technicalities, the results were extremely encouraging. The AGF deployment followed the input signal without fault or loss of capability. The only outstanding question with the technology is the effects of blade flap accelerations in combination with radial accelerations: something that cannot be tested before full model rotor blade tests begin.


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The CDR for the AGF 2D test at Twente wind tunnel was and work with CfP partners to develop the full scale blade actuation system continued. The testing of the 2D blade section narrowly missed its schedule at the end of the year and has been re-scheduled for very early 2014. Whilst not desirable, the actual slippage of a couple of weeks is very small given that the programme was originally scheduled three years ago.

Work on the active Gurney flap (AGF) technologies focussed mainly on the design of the full-scale and model-scale rotor blades to be used for demonstrations, and the actuation systems to drive the flap. The test section for the 2D test at Twente has largely been completed and is now being readied for test. The data being gathered from this test has been extended by the introduction of laser based PIV testing by NLR. This, hopefully, will provide critical information about the twin vortex sheet formation after the AGF. Linking the actuation electronics to the data gathering system has proven to be a challenging task, not least because the original actuation system supplier (BAR) has been replaced totally by Microtecnica Spa, for which a detailed hand over has been necessary.

The full blade chord 2D Test at Twente has progressed virtually to plan. Component assembly issues have, at the last hurdle, delayed the test programme but by no more than a couple of weeks into 2014. At the same time, the amount of test data to be gathered, and the techniques to be used (hence programmatic technical challenges) has increased with the introduction of PIV measurements. The consortium members for this test have all worked well together and should be commended.

The CIRA dynamic test has got underway and is progressing to plan. CfP partner ‘DEMOS’ is now engaged and active on this programme developing the necessary hardware.

For the model rotor AGF programme, the critical AGF section and control electronics as developed by CFP partner AST, has been manufactured and tested in a purpose built spin rig to accurately reproduce the radial loads that will be experienced on the actual model rotor blade (over 2000G). Technical complexities, and AST moving to new premises, has delayed this work, however the results to date are very encouraging.

Finally, much work has been carried out on the AGF Whirl Tower/flight test blade design and development. Early in the year a decision was taken to upgrade the AGF whirl tower blade test blade to a full flight demonstration. This raises the TRL status of the programme to TRL 6. The implications of this are significant, and the design activities required are far ranging. Initial time frames to achieve this were bought forward to 2014, however expectations are now for flight in mid 2015. The rotor blade design activities have studied a wide range of solutions, and have been challenged by the complexities of operation within a flexible, bending rotor blade. System locks


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have now to be introduced for actuator failure event control. Correspondingly, rotor head control systems have also been advanced as have control algorithms to force the control of the AGF system in the dynamically changing rotor blade.

Passive Optimised Blade

Work on passive optimized blade focused mainly on design parameter variations in hover and level flight condition. Twist and anhedral laws were optimized and the influence of taking into account the variation of the structural mechanical properties in the results of an aerodynamic optimization was evaluated by each partner using their own tool-chain. The background is for sure not doing the same work twice. The aim was to compare the results and see how different the outcome looks like due to the used optimization methods with differing fidelity and effort.

Important developments have continued with ‘next generation’ design tools. These include the MORALI ‘free wake’ methods where gains have been made in improving performance, to increase case sizes and flexibility and to allow, for the first time massive parallel blade optimization calculations. With respect to blade manufacture, ‘Lightweight, Energy-Efficient Tooling for the Manufacturing of Rotor Blades‘ was started. This has included composite material characterization as a function of temperature and degree of cure. This was achieved using characterization methods such as Differential Scanning Calorimetry (DSC), Rheometer, Dynamical Mechanical Analysis (DMA) and Heat conduction measurements. The next stage is to input such data into curing simulation with an implemented virtual heating concept.

Work has continued on Airbus Helicopters (AH) led Passive Optimised Blade, with parameter variation on twist and chord distribution in hover and level flight condition on-going. AH are seeking additional funding in order to take this technology to flight status.

Development of methods supporting new GRC1 technologies were completed as scheduled in 2013, including multi-objective optimisation methods. A further assessment of the performance and acoustic benefits of GRC1 technologies, along with mass and electrical power penalties, was also completed and supplied to GRC7.

CfP activities remained on course including innovative rotor blade production tooling LEETORB for Airbus Helicopters, AST for the model rotor AGF and the GUM model rotor testing amongst others. The only notable issue is that the Ciduat activity on the AGF model rotor manufacturing route, as controlled by Airborne Composites, need to reschedule their activities to better match the overall model rotor manufacture and test programme.

GRC2

The GRC2 subproject (Drag reduction of airframe and non-lifting rotating systems), deals with the aerodynamic optimisation of rotor hub and fuselage, and with the improvement of engine installation. The reduction of pressure drag generated by the fuselage and rotor head goes towards a reduction of the rotorcraft required power, whereas an improvement of the engine installation aims at increasing the available power of the installed engine.

Several helicopter weight classes, from light to heavy, several rotor-head architectures, from fully articulated to bearingless, are addressed. Moreover active and passive methodologies are used to reduce the fuselage drag.

After having conducted a technology review in the field of rotorcraft drag reduction, a number of Technology Products (TP) have been identified by the GRC2 members. A predesign activity was initiated for each TP with the objective of selecting the most promising ones. These TPs have been subjected to an aerodynamic and structural detailed design normally leading to a Critical Design Review (CDR). Manufacturing of down-scale or full-scale components of the selected technology product is being carried out, depending whether the benefit assessment shall be conducted in wind tunnel, thus reaching TRL 4 (Technology Readiness Level), or in flight, leading to TRL6.


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Most of the numerical activities to optimise the hub of the selected helicopter weight classes have been concluded reaching TRL3, whereas a few are still in progress. The second wind tunnel campaign to measure the EC135 in the optimized configuration, including fuselage cabin, landing skids and rotor-head, has been concluded by Aerodynamic faculty of the Technical University of Munich (TUM-AER) in the context of the partner project ADHERO (see picture below). Moreover the aerodynamic and structural design of a new full scale hub cap for light and heavy helicopter progressed during 2013.

ADHeRo: landing skid Wind Tunnel campaign (scale 1:5)

Concerning the reduction of airframe drag, especially for blunt aft bodies and for the tail, improved aerodynamic design of the common helicopter (figure below – left) and tilt-rotor platforms (figure below – right) have been concluded, incorporating passive and/or active flow control systems.

ROD common helicopter platform (GOAHEAD) wind tunnel model construction (1:3.881 scale)

DREAM-Tilt: common tilt-rotor platform (ERICA) non-power wind tunnel model (scale 1:8)

In detail a remotely controlled horizontal stabiliser for the helicopter common platform was manufactured in order to be tested in wind tunnel of Politecnico di Milano within the ROD partner project, which started in 2013. Moreover, steady blowing, pulsing and synthetic jets on a helicopter blunt fuselage were numerically investigated and tested in wind tunnel, achieving TRL4. Concerning the common tilt-rotor platform, the passive optimization was completed and the manufacturing of the wind tunnel model featuring the optimized components started (see figure below). The wind tunnel tests will be conducted within the partner project DREAM-Tilt at the Swiss wind tunnel facility of RUAG.


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Optimised horizontal stabiliser Optimised sponsons Optimised nose

DREAM-Tilt: optimised components of the non-powered wind tunnel model of the common tilt rotor platform (ERICA)

Concerning engine installation tasks, aerodynamic studies and noise propagation analysis about new side air-intake integrations for the light helicopter of Airbus Helicopters were performed. Critical Design Review of the new air-intakes was successfully achieved and manufacturing of prototype components is about to start. On the heavy helicopter of AgustaWestland the optimization had been concluded reaching TRL3.

A performance optimised engine installation of the ERICA tilt-rotor is also available. Detail design and manufacturing of wind tunnel components started. The new air inlet, exhaust and bypass of the ERICA nacelle will be tested in the wind tunnel at Politecnico di Milano in the context of the partner project TETRA, which started early 2014.

GRC3 In GRC3 (Innovative Electrical Systems), the main tasks have focused on the continuation of

technology design, prototype build and evaluation to optimise electrical components and system

architecture, improve efficiencies and contribute to Clean Sky objectives.

System power management strategies were refined and principles aligned with the evolving component technology developments and leading power supply technologies. High level architecture analysis was completed, and reported for the SEL & TEL configurations. Optimised electrical architectures were further refined in Electrical network simulations utilising software models provided by SGO.

The technologies for improved electrical system efficiency were further developed, with all major projects progressing with CfP partners.

The Starter Generator, passed a CDR and manufacturing equipment launched, and electrical and thermal simulation of power electronics architectures performed.

The Power Converter and Energy Storage CfPs successfully held a PDR. Some hardware revisions were necessary towards the end year resulting is some detail system redesign. Now resolved, the system will be ready for a rescheduled CDR in Q1 of period 7.

The Energy Distribution & Consumer Systems analysed configurations, ensuring compatibility with evolving CfP technologies.

In Thermal Energy Recovery, two demonstrators were manufactured. The Energy Recovery Management, went through a CDR, and provided a test plan and updated interface document. The EMA for Flight Control System progressed through CDR and moved to demonstrator manufacture.

The EMA for Landing Gear has been assessed using an TRL Review and concluded with a Final Report.


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The EMA for Rotor Brake provided benefit analysis, modelling report and completing a CDR. Delays in some test hardware required the extension of activities to Q3 in period 7.

Electrical tail rotor drive, for both conventional and fenestron tail rotors, provided innovative concepts allowing suppression of usual hydraulic systems. The open rotor solution, included a CDR and a new task of definition and design concept in support of the further system development using electrical test facilities and an airframe ground test rig at AW. The fenestron system provided a Preliminary Concept, with a decision on the activity stop after identification of a No-go issue.

The power supply for the Energy Supply System for the Piezo Actuation sought agreement on cancellation of the CDR for PPSMPAB, replaced by continuous technical meetings. The manufacturing of the PPS began in November.

The Electrical Test Bench/Copper Bird harmonization of technology continued with ICDs & Test Plans being issued. This including the preparatory work for the integrated ground test demonstration with the scheming and design of equipment specific adaptation kits. The Energy Recovery test plan and an update interface document were issued and delivered to EDS. A final versions of the HEMAS test plan and Adaptation Kit interface document were issued and delivered to EDS.

Overall in 2013 GRC3 progressed well against its work plan, the person month effort was of 95%; concerning deliverables, 17 of 22 were provided, 3 rescheduled and 2 cancelled; concerning Milestones 18 were reached, 1 was cancelled and 6 had to be rescheduled for 2014. The main reasons for the delays were associated with design or prototype technical challenges with new technology CfPs.

Grc4

Purpose of GRC4 is to install a Diesel engine using Kerosene in a Light Helicopter in order to contribute to the fuel consumption and CO2 emissions reduction in the frame of ACARE. Target within GRC4 is a fuel consumption of -30% based only on the engine modification.

2 streams have been set up: the first one (called “Demonstrator Helicopter”) led by Airbus Helicopters will lead to Ground Tests on a flightworthy modified EC120 reaching TRL5, the second one (called “Optimal Helicopter”) led by PZL Swidnik targets to design an optimized Helicopter equipped with a Diesel engine reaching TRL3.

For the “Optimal Helicopter”, PZL Swidnik worked with the Technical University of Lublin (LUT) as Partner, in charge of designing the engine. The work of LUT has been achieved in May 2013. Activities of PZL Swidnik have been stopped in November 2013 to put focus on other GRC topics.

For the “Demonstrator Helicopter”, Airbus Helicopters is working with a Consortium led by TEOS Powertrain Engineering and including AustroEngine in order to develop, manufacture and test the engine needed for the Demonstration. The engine started its tests in March 2013 with calibration tests reaching the max power target of 330kW with a mass-to-power ratio lower than 0.9kg/kW. Airbus Helicopters on its side successfully passed a major milestone with the Iron Bird tests started end of October 2013 and completed in February 2014. Although full conclusions can be drawn only after the on-going detailed analysis, the first results show very satisfactory behaviour with respect to the addressed crucial issues: power-to-weight ratio, fuel consumption, torque oscillations, engine displacement and vibration, rotor speed control, cooling system.


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The project team is now heading toward the next milestone i.e. ground testing of the flightworthy EC120 HCE Demonstrator scheduled in the summer 2014.


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Grc5

GRC5 is the CleanSky Green Rotorcraft subproject which aims at reducing noise and pollutant emissions for existing vehicle configurations, by innovating the flight procedures and mission profiles, and the pilot navigation and guidance systems necessary to implement them.

In 2013 the subproject GRC5 had overall a fairly positive performance, with several on-ground and in-flight demonstrations of low-noise and low-pollutant technologies, ranging from Technology Readiness Level (TRL) 4 to TRL 6 (the highest expected in CleanSky).

In the eco-Flight Procedures technology stream, requirement specifications for the innovative low-noise flight profiles were produced to design not only helicopter but also tiltrotor procedures, and the initial definition of low-noise Instrument Flight (IFR) procedures for tiltrotors was finalized.

Schematic view of the civil tiltrotor leaving the conventional fixed-wing air traffic and approaching the airport of Milan Malpensa using a dedicated IFR arrival procedure down to a Point in Space (PinS) close to the runway, converting from airplane to helicopter mode by tilting its nacelles and rotors.


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In the eco-Flight Guidance stream, a number of pilot indicators and guidance display systems are reaching maturity: in particular, the porting of the tunnel-in-the-sky technology to a helmet-mounted display is proceeding steadily. Similarly, the development of a dedicated pilot indicator of the so-called Blade-Vortex Interaction condition is proceeding: in this case the pilot will be informed when the helicopter main rotor will fly in its own wake, producing the distinctive ‘wop-wop’ sound, and will correct his trajectory.

In the same technology stream, TRL 5 demonstration took place for the Eco-Flight IFR Approach Guidance task, consisting in adapting the on-board guidance systems to execute advanced low-noise procedures: the predicted noise reduction of up to 5 dB of Sound Exposure Level (SEL) was validated experimentally in flight.

Helicopter acoustic footprint for baseline (left) and steep (right) approach procedures located over the Biella airport (Italy), showing noise footprint reduction (green areas).

For the eco-Technologies stream, which gathers other supporting innovations, sound diagnosis and synthesis tools have been delivered at the final TRL 5, demonstrating the capability to separate the different noise contributions and reproduce them virtually when it is necessary to extrapolate estimations outside of the recorded time histories.

In the same technology stream, the Pollutant Emissions Assessment task accomplished the planned flight trials, aimed at measuring a set of benchmark experimental data of pollutants emitted in flight: these data are instrumental in understanding the impact of the flight conditions on the production not only of CO2 and H20 but also of NOx, CO and SO2.

In TP1 (innovative VFR low-noise procedures for helicopters and tiltrotors) the AW139 acoustic experimental campaign was delayed by more than 6 months to summer 2014, due to lack of coordination with the supporting partners necessary to gather data using on-ground and on-board microphones, impacting also TP2. The activity has been correctly replanned to 2014, after agreement an confirmation internal to the company and external with the selected partners.

In TP2 helicopter IFR low-noise procedures. A delay in subcontract placing has shifted the demonstration of low-noise IFR routes for helicopters to fall 2014. The subcontract is currently in signature and is expected to be in place by spring 2014.

TP3 (Eco-Flight IFR Procedures for H/C with FMS), TP4 (Eco-Flight Planner) and TP5 (Eco-Flight VFR Real-Time Mission Guidance) are roughly proceeding as expected, with the latter possibly impacting in the future by delays in the pilot simulator developments in TP1 and TP2: higher resources have been requested and granted to cope with this risk.


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In TP6 (Eco-Flight VFR Approach Guidance), the BVI indicator is experiencing some delays and overspending, which are expected to have impact only on the reporting documentation.

For TP7 (Eco-Flight IFR Approach Guidance), despite the execution of flight tests validating the application up to TRL 5, the activity has been suddenly stopped as the helicopter prototype necessary for the final TRL 6 demonstration has been permanently grounded. No recovery action is foreseen.

TP8 (Acoustic Passive Radar) is experiencing discontinuities in both technical activities and reporting, for which no specific corrective action is reported at the moment. TP9 has been positively concluded in 2013. TP10 is having some delays in the final data processing, however the activities will be completed in the first half of 2014. The interface to GRC7 in TP11 is accelerating, and the reported delays in GRC5 are recoverable with marginal impacts in GRC7 deliveries, based on the coordination meetings performed with GRC5 and GRC7 responsible and specialists, in December 2013 and January 2014.

Grc6

All GRC6 activities basically aim at a feasibility demonstration of technologies which were developed within the EcoDesign ITD. Because the EcoDesign demonstrations are not sufficient to claim a general applicability for rotary wing aircraft, GRC6 selected components and sub-assembly typical for helicopters. Based on these demonstrators, the technologies and materials were selected, adapted and developed further to enable positive results according to the Clean Sky goals.

GRC6 is addressing four demonstrators, two demonstrators are based on thermoplastic composites whereas the other two parts are metallic assemblies focusing on the investigation of modern surface treatment technologies. In 2013 three of the demonstrators focused on manufacturing and assembly. All applied technologies are basically new and for this reason the maturity and especially the successful applicability for helicopter components was uncertain. Continuous manufacturing trials, on-going adaption of parameters and design iterations represented for this reason the biggest effort in 2013. Several unexpected challenges were observed regarding manufacturability in general as well as manufacturing process.

In GRC6.1, the thermoplastic composite crosstube fairing represents a demonstrator for several thermoplastic composite technologies, among them are fibre placement, stamp forming, welding and compression moulding of chopped fibres. The design has been completed and several iterations for process optimization have been undertaken until the end of 2013. This phase has been completed and proceeded in the past months to tooling design and tooling manufacturing.


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In GRC6.2, thermoplastic tailcone, most of the effort was invested into the coordination of tooling manufacturing. Additionally the manufacturing of first skin panels for the tail cone demonstrator showed some difficulties in setting up the manufacturing process. At the end of the year, the first frames were produced and. Some of the problem-solving activities have caused a certain delay but the root causes seem to be solved.

Left: sketch ; Right: Thermoplastic composite rib assembly

Regarding the manufacturing of thermoplastic components, a slight delay of the planned TRL assessment in GRC6.1 (due to the moving of Airbus Heli-D, from Ottobrunn facility to Donauwörth) and a significant slippage of the programme happened in GRC6.2, due to unexpected issues relating to the results of tooling trials for skins. Apart the delays, the general project was not impacted.

.

Gear-box and input shaft

The other subprojects, GRC6.3 and GRC6.4 focused on transmission metallic parts have been completed the manufacturing phase;. and the surface treatments performed by suppliers with experience on the specific processes. After the treatment all parts are sent back for final assembly. And status was reached by the end of 2013, some parts arrived back at the facilities and some components are still on their way back. The returned components have been prepared for subsequent assembly and further tests, e.g. corrosion and environmental testing

Regarding the application of treatments (GRC6.3 and GRC6.4), a delay was due to subcontractors organisations and to several components with defects after the treatment step.

Left: Crosstube fairing and sub-components; Right: Thermoplastic composite rib assembly


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Grc7

GRC7 – Interface with the Technology Evaluator

Overall within GRC7 despite many dependencies progress within the subproject has been mainly positive;

GRC7 had three deliverables and milestones relating to delivery of the Phoenix platform V3.1 for the Technology Evaluator’s (TE)’s Third Assessment. The data and software packages deliverables for the first issue Twin Engine Heavy (TEH) rotorcraft were delivered to the TE in early March 2013 as planned.

Following the long awaited resolution of the IPR agreement issue at the end of period 5, Phoenix platform V3.1 Twin Engine Heavy(TEH) incorporated the first Turbomeca (TM) engine model. GRC7 milestones are based on the receipt and integration of the Phoenix V3.1 into the TE’s platform and the generation of their assessment results.

The TE’s Third Assessment reviewing the Twin Engine Heavy performing an Oil and Gas role has been completed by the TE and disseminated to the GRC(i)’s for comment before onward transmittal. The fourth assessment due to start in the second half of period 7 is currently unaffected by the setback described below.

There was a minor delay for the remaining two deliverables and milestones relating to the Twin Engine Medium (TEM) and delivery of PhoeniX platform V4.1. This was due to the relatively new process needed to incorporate (TM) (SAGE ITD) engine NOx models and technical difficulties experienced with the first integration of the (TM) engine noise and ONERA FLAP code hemispheres all intended to improve the accuracy of the PhoeniX platform model. However, this delay allowed for an unexpected opportunity to incorporate the benefits of GRC5 optimised procedures into the Twin Engine Medium (TEM). Significant GRC 5 & 7 effort in the last quarter of period 6, continuing throughout the remainder of the programme should be rewarded in subsequent inclusion of future TE’s Assessment results.

Although completing 60% of the planned deliverables and milestones GRC7 had only a 9% estimated under-spend. The delivery of the Twin Engine Medium (TEM) representing the final 40% of our Period 6 deliverable/milestones is extremely close to completion with the majority of GRC7 required effort spent as planned. The remaining work is the receipt and integration of the (TM) engine Nox models, GRC5,ONERA,DLR and CIRA developed HELENA hemispheres closely followed by the overall integration of the simulation framework performed by NOESIS/LMS using their OPTIMUS tool.

Finally, in parallel work continued during Period 6 with the development of the Single Engine Light first update (SELU1-B & R), Diesel Engine Light (DEL-C) and Tilt-rotor (TLR-R) generic rotorcraft.


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3. Annual Review

The fourth GRC Annual Review was hosted by AgustaWestland in London at NH Harrington Hall on 23

rd-24

th April.

The Coordinator, subproject leaders and representatives of associate members presented the project status and work plan. A panel of independent reviewers assessed the GRC progress and made recommendations during the meeting. The review panel also issued a report complemented by a cover note from the JU staff.

The GRC Consortium took into consideration the outcome of the Annual Review meeting and considered the possible re-arrangements of its organisation and activities in order to meet the

reviewers‟ and JU recommendations.


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4. Technical papers

Technical papers presented to international conferences are listing below

N# Date / Place Event / Activity Lead & Participants Communication/Dissemination Topic

1 February PhD Thesis P.H. de Jong

Power Harvesting using piezoelectric materials: applications in helicopter rotors

2 February PhD Thesis A.R.A. Paternoster

Smart actuation mechanisms for helicopter blades: design case for a mach-scaled model blade

3 25 March

Article on Flightglobal.com

Alexandre Paternoster Engineers in a flap over rotor blades

4 March 25-27, 2013

48th International

Symposium of Applied Aerodynamics, Saint-Louis

J.-C. Boniface, G. Joubert, A. Le Pape (ONERA)

Passive flow Control by Vortex Generators for Internal and External Aerodynamics Configurations

5

May 2013 AIAA Journal of Aircraft N. Simioni, R. Ponza (HIT09) E. Benini (Uni. of Padova)

Numerical Assessment of

Pneumatic Devices on the

Wing/Fuselage Junction of a

Tiltrotor

6 May 2013, Phoenix, Arizona

69th Forum of the American Helicopter Society

A. Le Pape, C. Lienard,, C. Verbeke

(ONERA)

Helicopter Fuselage Drag Reduction Using Active Flow Control: a Comprehensive Experimental Investigation



N. Simioni, R. Ponza (HIT09) E. Benini (Uni. of Padova)

Assessment of Morphing Wings on the Rear Empennages of a Tiltrotor



A. Fabbris, A. Garavello, M. Russo, R.Ponza (HIT09), Prof. E. Benini (Uni of Padova),

Performance Optimization Of A Heavy Class Helicopter Engine Installation Using Genetic Algorithms Coupled With CFD Simulations

9 March 4th, 2013

Article in Aviation International on line

Sébastien Dubois (P.O.) interviewed by the journalist

Diesel On Track To Replace Turboshafts On Light Helicopters

10 May

Journal of intelligent material systems and structures

A.R.A. Paternoster, R. Loendersloot, A. de Boer, R. Akkerman

Geometrical optimization of a hingeless deployment system for an active rotor blade

11

June, 2013

Article in “Provence Promotion” ZOOM SUR L’AVIATION VERTE EN PROVENCE (www.theprovencepartrnership.com)

ECsas communication department

Eurocopter teste un nouveau moteur «vert » à haute compression

12 June 19th , 2013

http://www.aerobuzz.fr Sébastien Dubois (P.O.) interviewed by the journalist

Au Bourget, le moteur diesel pour hélicoptère prend forme


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13

June 19 & 20th, 2013

Presentation on Clean Sky stand at Paris Air Show

Y. Favennec / F. Toulmay (EC-sas), with participation of B. Jaeger &S. Kunstmüller (AutroEngine)

Au Bourget, le moteur diesel pour hélicoptère prend forme

14 June 17 – 23, 2013

Paris Air show (Le Bourget)

A. Mendes, S. Boavida and R. Patricio (Active Space Technologies)

Gurney flap concept demonstration and distribution of leaflets.

15 July 15, 2013

Press Release EC sas (reviewed by F. Toulmay, P. Rollet, M. Gervais)

Demonstration of new landing procedures relying on augmented satellite guidance

16 July 17 MSc Thesis R. de Boer

Design and development of a wind tunnel mounting for a smart blade section

17 July

Journal of intelligent material systems and structures

P.H. de Jong, A. de Boer, R. Loendersloot, P.J.M. van der Hoogt

Power harvesting in a helicopter rotor using a piezo stack in the lag damper

18 July. 2013, Munich Germany

5TH European Conference for Aeronautics and Space Sciences (EUCASS)

Roman Reß, Moritz Grawunder, and Christian Breitsamter (TUM-AER)

Aerodynamic Analysis of a Helicopter Fuselage with Rotating Rotor Head

20 July. 2013, Munich Germany

5TH European Conference for Aeronautics and Space Sciences (EUCASS)

Roman Reß, Moritz Grawunder, and Christian Breitsamter (TUM-AER)

Aerodynamic Analysis of a Helicopter Fuselage with Rotating Rotor Head

21 3-6 Sep 2013 / Moscow Russia

39th European Rotorcraft Forum

Moritz Grawunder, Roman Reß, Christian Breitsamter (TUM-AER)

Optimised Skid-Landing-Gear for Twin-Engine-Light Utility Helicopter

22

3-6 September 2013


van ’t Hoff, Stefan (NLR, The Netherlands), Federico, Luigi (CIRA, Italy), Pavel, Marilena, (TU Delft, The Netherlands), Visingardi Antonio (CIRA, Italy), van Rooij, Michel (NLR, The Netherlands)

Optimisation and evaluation of an active gurney flap system for rotorcraft performance improvement and its impact on handling qualities

23 3-6 Sep 2013 / Moscow Russia


D. Desvigne & D. Alfano (Eurocopter S.A.S.)

Rotor-head/fuselage interactional effects on helicopter drag: influence of the complexification of the rotor-head geometry

24

B. Ortun, J. Bailly, H. Mercier des Rochettes, Y. Delrieux

Recent advances in rotor aerodynamic optimization, including structural data update


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25 4-5 Dec 2013

Heumarkt 20, 50667 Köln, Germany

EASA 7th Rotorcraft Symposium

Rollet, Philippe – Eurocopter sasa

Safety analysis of SNI Aircraft Rotorcraft IFR operations

26

Journal of Sound and Vibration, Volume 332, Number 25, pp.

Olsman, W.F.J Effect of wind on the noise footprint of a helicopter


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5. Calls for proposals

5.1. Call topics launched in 2013

Four topics were launched in 2013:

Topic Number GRC Partner Resp.

Description Budget

JTI-CS-2013-01-GRC-01-014 GRC1 AG

Development and Testing of Computational Methods to Simulate Helicopter Rotors with

Active Gurney Flap

(COMROTAG)

€ 320.000

JTI-CS-2013-02-GRC-02-016 GRC2 AG

Assessment of optimized tiltrotor engine intake performance by wind tunnel tests

(TETRA)

€ 450.000

JTI-CS-2013-02-GRC-02-017 GRC2 EC-D

Contribution to the aerodynamic design of a helicopter air intake through wind tunnel testing

(ATHENAI) € 450.000

JTI-CS-2013-01-GRC-05-008 GRC5 AG

Innovative measurement and monitoring system for accurate on-board acoustic predictions during

rotorcraft approaches and departures (MANOEUVRES - KOM 18 Oct ‘13)

€ 1.500.000

CLEAN SKY - Green Rotorcraft ITD (GRC) Publishable Report ... · CONFIDENTIAL - Clean Sky / Green...

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