L005-CLEANSKY Special Edition-95% · Unique tool – and some unique challenges In order to merge...

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TECHNOLOGY EVALUATORMonitoring Clean Sky’s progress towards its environmental goals and the ACARE targets

S P E C I A L E D I T I O N Bringing Sustainable Air Transport CloserJUNE 2012

L005-CLEANSKY Special Edition.indd 1 27/06/12 10:04

• CO2 emissions reduced by 50% compared to similar and relevant ‘Year 2000 aircraft’

• NOX emissions reduced by 80% compared similarly

• A halving of perceived noise compared to 2000 level per-formance

• Minimized life cycle impact of aircraft on the environment

E V A L U A T O R

Foreword

As Clean Sky approaches its mid-life point, the programme

focus will start to shift towards consolidating the most

promising technologies that have been down-selected into

the major demonstration efforts. The Clean Sky Technology

Evaluator – or ‘TE’ as it is known – is also coming into its own.

With its fi rst assessment of the Programme’s progress towards

its environmental goals recently completed, a powerful tool

is now in place to help inform the Members and external

stakeholders of Clean Sky’s benefi ts, and guide decisions for

future optimization of research efforts. This is why it is now

appropriate to publish this document, in order to inform you

about the unique process followed and the general outputs

of the fi rst assessment, which confi rm that Clean Sky is on

track to achieve its objectives.

Eric DautriatExecutive Director, Clean Sky JU

Unique Programme – unique requirements

From the outset, the Clean Sky programme included the ‘TE’ as an essential ingredient. Clean Sky represented an unprecedented approach in European aeronautics research: a public-private partnership (PPP) with a strong programmatic approach and a timeframe spanning the full duration of European Union’s 7th Framework Programme (FP7) duration. The level of co-investment by industry and the European Commission represented a step-change in commitment. And much is riding on the Programme’s success: when the case was successfully made for Clean Sky, the goal was to ‘bring technology to maturity that could, as a set of solutions, deliver a substantial majority of the ACARE SRA1 Goals for the Environment. The goals relate to aircraft technology available by 2020 for absorption into future product developments and that enable the following reductions (see table).

Ron van Manen, Clean Sky’s Technology Evaluation Officer, and Project Officer for the TE Consortium: “From the very beginning it was recognized that successfully monitoring progress towards the ACARE goals would require a cross-cutting evaluation platform in the Clean Sky Programme. The TE was born from this need, and its composition reflects the

need to pool know-how and simulation/modeling capability that exists among industry, the research establishments and academia.”

Constructing the TE was a complex exercise. How best to ‘feed’ large-scale simulation toolsets with the potential impact that (Clean Sky) technologies could have on the performance of future aircraft in the air transport system? And in doing so: how to safeguard proprietary data and intellectual property that exists, or is being created during the Programme, yet enable a complete, accurate and intelligible picture of the Programme results in the ‘language’ of the ACARE Goals.

Unique tool – and some unique challenges

In order to merge the capabilities and key intellectual property from industry and residing in the Clean Sky ITDs, and Research Establishments’ extensive modeling and simulation strengths, the solution was evident. A project organization and consortium model was needed that brought the key stakeholders together and structured the inputs and outputs in the TE simulations and assessment activities.

Jean-Yves Catros, of Thales and the TE’s co-coordinator: “The TE Consortium, with a balance of academic and industrial competencies, is well-shaped for its main objective: the evaluation of Clean Sky technologies’ environmental impacts and benefits.

TECHNOLOGYMonitoring Clean Sky’s Progress towards its Environmental Goals and the ACARE Targets

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The major aeronautical research establishments in Europe are TE members, with leading roles in the main technical work packages. Also, all 12 ITD leaders are represented in the TE, with a major role in interfacing with the Clean Sky ITDs and with the JU.”

The TE Approach

The approach that was agreed centred on ‘inserting’ Clean Sky conceptual aircraft into a number of evaluation scenarios.

In essence: the technologies developed, matured and demonstrated in Clean Sky are ’clustered’ in coherent and mutually compatible solution-sets that defi ne a potential future aircraft. These conceptual aircraft are ‘fl own’ (i.e. simulation scenarios are run) and the Clean Sky confi gurations are compared to the most relevant benchmarks: most importantly the state-of-the-art of aircraft of similar size and role in the year 2000 (ACARE’s baseline year). The comparisons are performed at a single fl ight, or ‘mission’; at the level of illustrative airports; and fi nally across the global air transport system. So the TE approach aims to demonstrate the impact in the overall aviation system of Clean Sky’s (research and technology) output by illuminating the ‘pathway’ from technologies to aircraft and transport system performance.

Alf Junior, Deutsches Zentrum für Luft- und Raumfahrt (DLR) Project Manager for TE and technical coordinator: “TE assessments are made at three levels: the Mission Level, i.e. a single fl ight with one aircraft; Airport Level, i.e. a fl eet for a reference day at an airport; and ATS (Air Traffi c System) level, i.e. a global fl eet for a reference month time period. The mission level concept aircraft (Long-, Short-, and Medium range aircraft, Regional and Business aircraft as well as four Helicopter weight classes) are used as input data for the Airport and ATS Level assessments to produce fl eet emission inventories and or airport fl eet noise carpets. A 2020 fl eet and traffi c scenario has been elaborated considering the fl eet development since the 2000 baseline situation. The 2020 scenario is run on two confi gurations. One is the 2020 fl eet with no Clean Sky aircraft and the other is with Clean Sky aircraft replacing all existing aircraft in the relevant fl eet segments. The purpose of this approach is to analyze the full environmental potential of Clean Sky technologies.”

Tracking progress towards the ACARE Goals

As said, the most basic ‘building block’ of the TE’s assessment is the Mission Level analysis. In effect it is also the most fundamental: a direct and unequivocal comparison between ‘Clean Sky’ aircraft and Year-2000 reference aircraft operating the same single fl ight, or mission. The next 2 assessment levels, (Airport and ATS), address the cumulative environmental impact over airport-related geographical areas and communities, and the global fl eet and air transport system respectively. The three levels together will comprehensively demonstrate the Clean Sky progress towards the ACARE goals. Whilst the Mission Level analysis might give the most direct aircraft-to-aircraft comparison for a single fl ight, some impacts such as noise nuisance and

1 Advisory Council for Aeronautics Research in Europe; Strategic Research Agenda

“From the outset of Clean Sky it was clear that constructing a cross-cutting technology evaluation capability would be a key challenge. Bringing together the Clean Sky ITD Leader companies, with their design and integration competences, and the European Research Establishments with their simulation and modelling capabilities, and pooling this aeronautics know-how into the ‘TE’ brought the right approach. The TE will aid in important evaluations and complex trade studies, and allow design options to be ‘mapped’ onto future air transport system scenarios.

It is very encouraging to see that the TE has now gained momentum and has been able to perform its first evaluations. By putting the TE processes and tool suite in place, Clean Sky is bringing together capabilities in the European aeronautics arena that will be of paramount importance to our future leadership role in the global marketplace.

More specifically for business jets, which operate from secondary airports, the TE is able to transform noise emissions reduction as assessed by OEMs for an individual aircraft to representative estimations of the reduction of nuisance to neighbouring populations, and show that the number of people impacted by aircraft noise could be significantly reduced. Only two airports have been assessed at this stage but a more systematic study is scheduled in the coming years. Tools are now available for these studies, and the next step will be to establish data bases for airport populations around airports, or to use/adapt those existing in the ATM community.”

Bruno Stouffl etVice President R&T, Advanced Business

and Scientifi c StrategyDassault Aviation


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TECHNOLOGY EVALUATOR

previously developed within industry, but also in the context of large EU Framework programs. In close collaboration with the GRC ITD, the TE assesses the performance of 6 different rotorcraft configurations and fleet segments2. Conceptual configurations of vehicle variants will be assessed along realistic 4D trajectories. Since rotorcraft fly a very wide variety of missions, a range of realistic scenarios (mission profiles) have been defined at real locations across Europe. Central to the rotorcraft technology assessments is the PHOENIX simulation platform developed primarily by the GRC ITD, with TE input. This is a ‘process and simulation integration framework’, hosting a number of state-of-the-art modeling tools (flight mechanics, engine performance, noise etc.). PHOENIX is used for Mission-Level analyses but also provides the necessary input to Airport (Heliport) and ATS assessments. In the context of the TE’s First Assessment, more than 150 trajectory calculations were performed for one rotorcraft fleet alone.”

Addressing the airport environment

The airport environment represents a key aggregate-level evaluation. As we know, to a very large extent, noise nuisance, and increasingly local air-quality issues are contained within the wider airport surroundings. Taking stock of the range of impacts that future aircraft could have therefore requires addressing the highly interdependent and complex system-of-systems nature of (major) airport operations. The TE addresses this by inserting the Clean Sky concept aircraft into airport level traffic forecasts and assesses the gains made possible. Importantly, for a realistic evaluation of air traffic at and around airports, day-to-day airport and ATC operations related to, for instance, arrivals and departures, aircraft separations, and runway and taxiway usage, need to be accommodated in the underlying models and built into the evaluation. The impact of flight procedures on airport capacity is investigated in order to validate that their application is realistic and the connected potential of emission/noise reduction is feasible.

According to Michel van Eenige of the Dutch National Aerospace Laboratory NLR: “The Airport Level Assessment aims to quantify Clean Sky benefits for the full range of European airports. To this end airport categories have been defined, and illustrative airports have been selected for each category. These illustrative airports are modeled, including their operations to ensure a realistic airport (simulation) environment. Within this environment air traffic at and

local air quality, need to be viewed as a ‘complex’ of impacts over a day/evening/night and across a geographical area. And ultimately, in particular for CO2 emissions, the global picture is of paramount importance. As such, each of the assessment levels has its own unique contribution to the evaluation of progress towards the ACARE Goals.

Predicting aircraft performance

The TE’s ability to build reliable simulation scenarios of future Clean Sky technology benefits hinges on ‘capturing’ the performance of technologies selected and design options exercised in the concept aircraft. The Mission Level analysis is where the impact can be demonstrated in its most clear-cut and simple form. Muriel Brunet, of French Aerospace Lab ONERA, on the Aircraft Mission Level analysis: “This mission level analysis can only be performed thanks to close collaboration between Clean Sky ITDs and research establishments (REs), in which data and model industrial confidentiality is fully respected.

Reaching joint agreement on the requirements for the aircraft models and their interfaces with the TE tools has been a long and iterative process. We firstly had to understand the respective constraints from the ITDs on one side, and the TE on the other. As the ITDs’ planning evolves throughout the project, we have to accommodate continuous updates of the models and interfaces.

With the modeling approaches agreed, each type of Clean Sky fi xed-wing aircraft - i.e. large transport, business and regional aircraft - is analysed during the TE evaluation against its reference comparator through a set of typical reference missions and trajectories.”

Helicopters, or ‘Rotorcraft’, present a particular sub-sector of the aviation landscape. Often fulfilling unique missions such as emergency medical services, search-and-rescue, or surveillance, rotorcraft operations present particular requirements in the arena of impacts on the ground. Noise nuisance in particular has its own unique set of challenges.

Vassilios Pachidis, Gas Turbine Engineering Group – Head at Cranfield University in the UK: “The Clean Sky Programme brings together experts and state-of-the-art toolkits from across the entire EU ‘rotorcraft community’, including national research establishments, industry and academia. It provides a unique opportunity to capitalise on methods and tools


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around the airport is simulated. Based on this simulated air traffic CO2 and NOx emissions in the vicinity of the airport are calculated, using aircraft models and data provided by the Clean Sky ITDs. Noise levels are calculated as well for the simulated air traffic, once again making use of aircraft models and data from the ITDs, leading to an expected footprint in the airport surroundings, and ultimately the population impacted.

Moreover, this simulation exercise also allows us to investigate the impact of Clean Sky technologies on airport throughput and delays, which considerably increases the fidelity of the assessment.”

The Global View: the 2020 ATS

Last but not least, using the concept aircraft performance, global air traffic scenarios for 2020 [or other relevant time horizons] can be made. Key messages can emerge from this analysis, as the ‘flow- through’ of research achievements can be demonstrated in tangible (overall environment level) terms.

Alf Junior (DLR): ”As mentioned above two 2020 Fleet scenarios are applied in order to compare a fleet with and without Clean Sky technologies. The 2020 horizon is the ACARE timeline. Replacing part of the equivalent parent fleet in a 2020 scenario is not intended as a “realistic” insertion approach. Again the objective here is to show the full environmental potential of Clean Sky technologies on a global fleet scale. Realistic insertion scenarios would require considering a time horizon far beyond 2020. Producing global 2020 fleet emission inventories can be used in a second step as input for further impact analysis (e.g. climate).”

Addressing total, global air traffic also brought the need to look beyond the ‘mainstream’ commercial (airline) air transport operations, in order to capture traffic originating from other important aviation operations: for instance, the growing arena of ‘corporate’ or business aviation. Carmelo Izzo, from the Centro Italiano Ricerche Aerospaziali (CIRA), explains: “In order to perform the assessments at the global air transport system (ATS) level, a realistic model for the business aviation fleet and the related air traffic scenarios is needed. Dedicated analytical tools are used to predict the bizjet fleet’s evolution from the year 2000 (basic fleet)

up to the 2020 (reference fleet). A detailed forecast in terms of regional distribution, bizjet classes, number of missions and average flight time per mission is developed to give the ‘closest vision’ for the year 2020 environmental assessments.”

Life-cycle analysis (LCA): a key next step

The TE, together with the other ITDs, Eco-Design’s EDA in particular, aims to create an integrated tool-suite and methodology enabling the stakeholders to address all main environmental impacts of aircraft: not only in operation but also throughout the major steps of its life cycle.

John Simpson, Fraunhofer CleanSky Program Manager, member of the JTI Governing Board: “An instrument to quantify the environmental footprint of products is the methodology of Life Cycle Assessment (LCA). LCA describes a systematic analysis of environmental impacts of a product along its full life cycle (‘from cradle to grave’). This includes all environmental impacts in its production, operation and end of life phase; as well as the related up- and downstream processes (e.g. manufacturing of raw materials and supplies, energy used). Advanced LCA methodologies and assessment tools will be the cornerstone to future ecologically friendly aircraft engineering.”

Basically, the following procedure, as stated in DIN EN ISO 14040 and 14044 standards, is followed to conduct an LCA. The first step involves the analyses of all material and energy flows of a product system (i.e. all processes) along its life cycle. Next, all emissions in air, water, soil and the resources taken from nature are balanced in the so-called life-cycle inventory along this life cycle. Finally, potential environmental impacts (such as greenhouse effects) of these effects are quantified.

The analysis of the production and end of life phases for the reference aircraft (aircraft with current technology) will be carried out by the Eco-Design ITD (EDA). A methodology has been developed by Fraunhofer for ‘upscaling’ a certain amount of existing parts of an aircraft to an entire aircraft. This LCA will consider the impact on natural resources and climate of the manufacture and disposal of the aircraft via a suitable extrapolation. Other impact areas (in the life-cycle), and over a complete aircraft, are planned to be available by the end of project.

2 (http://www.cleansky.eu/content/page/green-rotorcraft)


Leaving a legacy: the TE’s Instrumentarium and Data Repository

With efforts now underway in the TE and the first real results emerging, confidence is building that the TE tool suite and approach/methodology is itself being ‘demonstrated’ as a Clean Sky achievement. Going forward, retaining the TE’s infrastructure for the Clean Sky community, and where feasible opening the overall simulation and predictive modeling capability to a wider stakeholder group is a key objective.

Muriel Brunet (ONERA): “The TE Information System was designed to be the unique tool to collect and harmonize the tremendous amount of data generated annually by the TE assessments of all Clean Sky aircraft at the three levels. This tool will enable structured access to the TE modeling capability and simulation outcomes for the participants. Importantly, intellectual property rights of Clean Sky members are safeguarded within an access right policy. Going forward, the TE Information System will incorporate a web-based architecture and a user-friendly graphical interface. It can be seen as a one-window

approach for potential stakeholders interested in the modeling and simulation capability of the Clean Sky TE. As such the TE Information System will greatly support Clean Sky’s sustainability and leave an important legacy in terms of tool-suite and capability.”

Results: the TE’s fi rst evaluations of the Clean Sky progress

A key milestone was reached in March of this year, when the TE completed its fi rst full-scale simulation and performed the evaluation of Clean Sky’s progress at all three assessment levels (Aircraft, Airport, and ATS). Challenges that presented themselves over the course of 2011 were overcome with joint and committed efforts from all ITDs in the Clean Sky Programme and the TE Project Teams led by the TE Work-Package Leaders. The lessons learnt will help steer the TE’s efforts in the important years ahead. One key lesson was to link the planning for future updates closely to the key technical and demonstration milestones of the Clean Sky ITDs, and adopt an ‘integrated supply chain approach’ to the construction and ‘uploading’ of updated models across the contributing ITDs, including the ‘transverse’ areas such as propulsion from the

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SAGE ITD, systems from the SGO ITD and life-cycle analysis from the Eco-Design ITD.

Ron Van Manen: “The TE was constructed from the outset as a ‘federated system’ of simulation and modeling; and this was a conscious choice. Doing so enabled all contributing ‘constituencies’ in the evaluation process to work to their strengths. And importantly, it allows proprietary technology and design information to reside with its owners, and this is of great importance in terms of safeguarding competitive know-how. So the TE as a vehicle really pulls together a much broader and more dispersed technology evaluation effort that cross-cuts the whole of Clean Sky. I think of the TE as an information hub. And in aviation terms, this analogy is fitting. As we progress, all of Clean Sky’s conceptual aircraft will pass through this hub; leaving with us as footprint a valuable picture of the gains in environmental performance that the joint public-private investment in Clean Sky will make possible in aircraft of the future.”

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“The level of investment and commitment vested in Clean Sky by the European Commission was, and remains unprecedented for a European Aeronautics Research programme. Making this happen required many new approaches and ‘path� nding’ solutions. The Technology Evaluator was a key ingredient in the overall Clean Sky programme approach: bringing a robust and objective assessment of the programme’s progress towards its stated goals. And reporting on our collective progress towards the ACARE Goals for the Environment in 2020.

With the TE’s first Assessment recently completed, I am pleased to see significant progress towards establishing such an important monitoring and analysis capability.

Going forward, I am convinced this type of evaluation will be crucial in securing the support for future Aeronautics Programmes in Horizon 2020.”

András SieglerDirector DG RTD/H responsible for ‘Transport’

DG Research & InnovationEuropean Commission


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Copyright ©2012 - Clean Sky JU - Phone: +32 2 221 81 52 - www.cleansky.euWhite Atrium, 4th fl oor, Av. de la Toison d’Or, 56-60, 1060 Brussels, BelgiumExecutive Director: Eric Dautriat - Editor: David D’Hondt Join us on:

FIRST CLEAN SKY TECHNOLOGY EVALUATION:GAME-CHANGING POTENTIAL ADVANCES INENVIRONMENTAL PERFORMANCE (RE-)CONFIRMED

1. 130–180 seat, short/medium range aircraft equipped with open rotor engines and laminar-flow wing technology could deliver up to 30% better fuel efficiency and related CO2 emissions reductions when compared to equivalent 2000 aircraft.

2. Next-generation regional aircraft for 90–130 passengers using advanced turboprop and turbofan engines (including a new Clean Sky ‘geared turbofan’ solution), and incorporating advanced aerodynamics, structures and energy-efficient systems show similar potential - against today’s best in-service aircraft.

3. Important reductions in noise nuisance are foreseen in business aviation and rotorcraft operations. For instance, new business jet designs could deliver a 2/3 reduction in noise affected areas during take-off.

4. Clean Sky has successfully implemented a unique Technology Evaluation process involving robust and independent analysis of performance gains and extensive simulation of aircraft in airport and air transport system level scenarios. Going forward, each year Clean Sky’s progress will be evaluated and reported.


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