UAS Sensing in EU Δ 14th of January 2014 Ω 2:43 AM

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~ European Defence Agency (EDA) ~ CleanSky ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ
~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ
~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ
~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	~ sense for Ξ ~ sense for Ξ ~ sense for Ξ	ξ Clean Sky: ξ diesel engine ! ξ fly by wire
«UAS Sensing	Θ	Θ
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~ European Defence Agency (EDA)

»European Defence Agency (EDA)
ξ the European Defence Agency (EDA) awarded a contract worth 500,000 € with a consortium of defence and aerospace companies
ξ project is to develop a detailed roadmap for integrating Unmanned Air Vehicles (UAVs) into European airspace
ξ UAVs should be able to fly routinely with other air traffic by the end of 2015 at the latest
ξ the contract was awarded to the Air4All consortium
ξ Air4All consists of BAE Systems with BAE Systems Operations Platform Solutions, Alenia Aeronautica, Dassault Aviation,
ξ Diehl BGT Defence, EADS CASA, EADS Defence and Security Germany, Galileo Avionica, QinetiQ,
ξ Rheinmetall Defence Electronics, SAAB AB, Sagem Defence Systems and Thales Aerospace as Co-contractors
ξ the project expected to help European stakeholders such as airworthiness authorities, air traffic management bodies, procurement agencies,
ξ industry and research institutes to develop a joint agenda for common European UAV activities,
ξ leading to specific projects addressing security and commercial -- as well as defence -- uses of UAVs
ξ Air4All to collaborate with regulatory authorities EASA and EUROCONTROL, EUROCAE and the European Commission
ξ goal is to deliver a quality strategic route map that put Europe at the forefront of creating safe routine use of Unmanned Aircraft Systems

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~ CleanSky

»Clean Sky JTI

Green Rotorcraft

Environment-friendly flight paths

Optimisation of the Take Off and Landing Procedures:
ξ rotorcraft operations to and from helipads/airports located within densely populated areas will be implemented
ξ to reduce significantly external noise and fuel consumption

Optimisation of the Mission Profiles
ξ specific tools and methodologies will be implemented to define mission profiles
ξ requiring lower fuel consumption and reduced NOX and CO2 emissions

Green Rotorcraft and the Environmental Impact
ξ the Rotorcraft ITD will deliver innovative rotor blades and novel turbine engine installation for noise reduction
ξ the demonstration of diesel engine integration,
ξ airframe drag minimisation features and
ξ advanced electrical systems will enable the reduction of fuel consumption and elimination of noxious hydraulic fluids

External noise reduction / Rotor Blades
ξ passive optimisation and active control techniques to minimise impulsive air loads hence the radiated noise

External noise reduction / Turboshaft engine installation
ξ design of air intakes and exhaust nozzles to mask or absorb the noise especially in hover and low speed flight conditions

Cleaner and more efficient power use / Airframe
ξ design features of cabin volume, tail unit, rotor pylon and hub for the reduction of aerodynamic drag and download in cruise flight conditions

Cleaner and more efficient power use / Engine integration
ξ adaptation of diesel engine technology to light helicopters
ξ turboshaft engine installation optimised for minimal power loss

Optimisation of Flight Procedures for Tilt Rotor
ξ the minimisation of the tiltrotor noise footprint during approach and departure

Optimisation of Low Altitude Navigation
ξ for low altitude navigation needed to short flights and non pressurised cabins,
ξ noise impact minimisation will be achieved by 3D optimised VFR and IFR routes
ξ relying on accurate GNSS navigation (EGNOS, Galileo)

Cleaner and more efficient power use / Electrical systems
ξ new architecture enabling energy management optimisation on helicopters
ξ implementing generic principles and architecture developed within the Eco-Design ITD

Eco-Design for Systems (for Small Aircraft)

Removal of hydraulic fluid
ξ significant benefits expected on the environmental impact in terms of aircraft maintenance and disposal

On board power-by-wire
ξ the use of electricity as only media offers a lot of possibility in terms of energy management
ξ such as Intelligent load shedding, power regeneration on actuators, sharing of Electrical Control Unit over actuators
ξ expected benefits in terms of greener power efficiency and subsequently in terms of fuel consumption and,
ξ consequently, CO2 and NOx emission reduction

Sustainable and Green Engines
ξ propulsion is the major contributor to the environmental challenges set by the SRA:
ξ largest noise source, the only source of NOx and a major contributor to fuel burn
ξ the engines of 2020 should be radically different from those in service today
ξ bypass ratios need to be much higher
ξ engine nacelles may even disappear
ξ power off takes will increase as the size of the core reduces
ξ real time diagnostics will enable engine maintenance to be optimised

ξ new vehicle concepts from the Smart Fixed Wing Aircraft ITD and the Green Regional Aircraft ITD
ξ the purpose of the Sustainable and Green Engine (SAGE) ITD is to assess, design, build and test up to five full-scale engine demonstrators
ξ the proposed demonstrations will prepare new solutions for the complete range of the market,
ξ with engines for the narrow body fleet high thrust engines for wide body aircraft regional aircraft engines helicopter engines

ξ a focus will be put on narrow body aircraft engines where different configurations are possible
ξ step change technologies and the use of alternative fuels will be tested on the appropriate demonstration

The first stage
ξ studies around the specific concept studies, conducted with airframe manufacturers and system suppliers,
ξ on aircraft/engine/system concepts
ξ in order to fully define the requirements for enabling technology and demonstration programmes
ξ the principal focus of these studies will be upon radical architectures for aircraft, engine and systems,
ξ building on the output of programmes such as NACRE, POA and MOET

The second stage
ξ demonstrator vehicles will be selected
ξ many technologies have the option of being validated in more than one demonstrator vehicle
ξ these will be selected based upon technology maturity and market requirement,
ξ and to maximise the technology validation opportunity

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