Call for Proposals - European...

Clean Sky Joint Undertaking

Call SP1-JTI-CS-2010-05 Green Rotorcraft

Call for Proposals:

CLEAN SKY RESEARCH and TECHNOLOGY DEVELOPMENT PROJECTS

(CS-RTD Projects):

Call Text

Call Identifier

SP1-JTI-CS-2010-05

Topic JTI-CS-2010-5-GRC-04-004

Clean Sky Joint Undertaking Call SP1-JTI-CS-2010-05-GRC-04-004

TOPIC DESCRIPTION

Special Clause

The text of this topic contains the basic information for the applicant to understand the need of the ITD Topic manager. However, more detailed data are available in a separate document that can be provided on request to the interested applicant; due to the confidentiality content of this supplementary document, it is necessary to enter a Non Disclosure Agreement (NDA) with the Topic Manager. Therefore the applicant who is willing to receive this detailed info package, is invited to write to the call mailbox confirming the request. He'll receive a NDA to sign in two originals and to send to the JU. The NDA will be passed to the Topic Manager and, when signed, will be returned in one copy to the applicant together with the Specification document. Questions concerning the confidential data delivered will be handled in a dedicated Q/A document, which will only be circulated to those applicants who have signed the Confidentiality Agreement.

Background and Context

The Green RotorCraft (GRC) Integrated Technology Demonstration is aimed at reducing the environmental impact of rotorcraft operations. In particular, the GRC4 Project is committed to demonstrate a substantial potential for pollutant emission and fuel consumption reduction by powering future helicopters (light single engine category) with advanced reciprocating engines instead of conventional small turboshaft engines.

During fifty years (period ranging from 1955 to 2005), turboshaft engines gradually substituted conventional reciprocating engines, with crucial advantages in terms of engine weight, complexity, reliability and fuel commonality with the larger turbojet fleet i.e. kerosene, instead of gasoline. The health hasard and pollution represented by leaded aviation gasoline which incorporates the Tetra-Ethyl Lead drop-in1 could also be reduced. Some shortfalls in terms higher engine price and poor fuel efficiency for small turbines were not considered essential for all but the very light helicopter class (less than 1 metric ton). For the same reasons, the same trend was observed in general aviation (fixed-wing aircraft) for all but the lightest market segment.

More recently with the soaring oil price and growing public concern for environment protection, the disadvantages of small turbine engines translating into high operating costs appeared more apparent for aviation operators. The automotive industry responded to the same challenges by developping very advanced reciprocating engines, in particular Diesel engines for automobiles and trucks featuring very low fuel consumption and gas emission. High compression ratio with turbocharging and intercooling, high pressure direct injection with common rail, pilot injection with digital control unit are essential enabling technologies implemented in order to obtain such excellent performance improvements. Moreover, the power-to-weight ratio of Diesel engines is steadily increasing with the development of those news technologies.

A positive repercussion of Diesel engine installation on global helicopter design is the interest of lower output speed compared to Turboshaft engine , which reduces the helicopter Main Gear Box reduction ratio from around 15 to 8 , enabling simpler design and better reliability . The weight saving resulting from the probable elimination of one reduction stage in the gear box in an optimized design will partially compensate the exceedance of weight of the Diesel engine .

This triggers research and development efforts aimed at substituting modern Diesel engines fueled by kerosene to obsolescent reciprocating engines fueled with leaded AVGAS1. Some small Diesel engines have already been certified by airworthiness authorities. They derive from automotive serial production models. Their current performance and power-to-weight still fall short of what is needed for efficient helicopter flight (less than 0,8 kg/kW and 330 kW for take off). Nonetheless, it is expected that the development and implementation of advanced technologies, with due consideration and care for reliability and aeronautical

1 In the USA only, more than 870 million liters of leaded AVGAS fuel have been burned in the year 2008 by the legacy fleet of small helicopters and airplanes, releasing significant quantities of harmful lead substance in the environment.

CFP topic number Title

End date T0+39 months JTI-CS-2010-05-GRC-04-004 Diesel PowerPack for a Light Helicopter Demonstrator Start date T0


safety regulations will soon bring birth to new Diesel engines which fuel consumption will be low enough to compensate for a limited empty weight penalty as compared to turboshaft powerplants, at least for flights which are not very short.

Additionally, it is expected that equipment of new helicopters and aircraft as well as retrofit of the legacy fleets with such engines will allow to optimise the industrial process and allow for sufficiently long series (rough market evaluation gives a potential production above 500 powerpacks per year) to bring the cost of such engines much below equivalent turboshaft engines. Reduction of price tag and fuel consumption altogether will reduce the overall cost for operators and broaden the market of small aircraft and helicopter which is currently suffering from adverse economical conditions, despite the potential demand.

In this context, the largest part of the GRC4 Project aims at studying, developing and testing a flightworthy helicopter with a Diesel engine in order to validate the benefits especially for environmental impact i.e. emission of CO2 and, NOX gases. The engine should be fueled by standard aeronautical kerosene e.g. Jet A1.

For this demonstration to substantiate a high integration readiness level, it has to overcome the multifold potential technical problems which may arise in such an innovative combination. Indeed, no such Diesel powered helicopter has yet been developed and many obstacles can be met concerning for instance vibration, noise, transmission chain coupling and torque oscillations, engine cooling especially in hovering and lowspeed flight, engine control and response… The technical challenge is also tough concerning Engine development in particularly to reach the Power / Weight ratio taking into account Helicopter needs such as reliability and TBO, these requirements achievement will have to be demonstrated during the project.

The helicopter demonstrator (prototype) will be adapted from an existing light helicopter currently in serial production. Appropriate modifications to the airframe are envisioned in order to accommodate a reciprocating Powerpack in place of the turboshaft engine. Other modifications are also expected to mitigate the overall Rotorcraft weight and to accommodate other non-standard components.

Scope of Work In order to successfully reach ambitious demonstration targets, the Topic Manager needs to engage partnership with an industrial company or a consortium of companies able to develop and supply the prototype engine Powerpack to be installed on the helicopter.

The following text describes the scope of work which proposals are expected to address fully and precisely.

The main deliverables and ouputs needed for project completion are the following:

- Powerpack design and development corresponding to Helicopter requirements

- Powerpack integration in the Helicopter

- Technical studies, reports and documentation regarding Powerpack design and integration;

- Demonstration of targets achievement (Power, Weight, Fuel consumption, reliability, safety…) by leading specific studies, performing tests on engine test bench, doing measurements on the prototypes…

- Deliver to the Topic Manager the required number of Powerpacks to perform specific Helicopter tests (see below for more details)

- All documents or data needed for the Topic Manager to get the Permit to Fly (Flight Clearance Note) for Ground and Flight tests;

- Lead all development activities needed to deliver operational Powerpacks for Helicopter tests done by the Topic Manager.

- Powerpack Applicant support and assistance during all phases of development, manufacturing and testing of the helicopter demonstrator;

Topic Manager test program will include:

- Tests on Helicopter simulation bench (Dynamic systems bench).

- Ground tests on Helicopter

- Flight tests on Helicopter (if ground tests are successful).

The Topic Manager minimum needs to lead specific tests is:

- One Powerpack for Helicopter simulation bench tests


- One Airworthy Powerpack for Ground and Flight tests

Remarks:

- Additional information concerning these tests are given in section 0

- The Selected Applicant shall deliver Powerpacks that have the reliability needed to lead all the tests planned.

- Other Applicant proposal can be accepted if they allow completing the Topic Manager test program.

The provided Powerpack must include all components for Control, FADEC, Additional gearbox (in this particular case it is a multiplication gear),, Alternator, Fuel system, Lubrication, Cooling, Starting Systems, etc needed so as to provide the required mechanical power at the helicopter Main Gear Box (MGB) input interface.

Powerpack perimeter description is defined in section 0.

SPECIAL SKILLS, CERTIFICATION OR EQUIPMENT EXPECTED FROM THE APPLICANT

The Topic Manager is willing to enter into partnership with a company or a consortium having experience, workforce, knowledge and able to:

- Design, develop and manufacture high performance Diesel Powerpack in accordance with EASA requirements (CS-E, CS-27…);

- Design, develop or adapt Engine Management System (FADEC) and Injection system for Aeronautic Diesel engine;

- Design equipments needed for engine installation in a helicopter (Cooling system, Electric power generation, Engine attachements, Fuel system…);

- Support the airframer during integration in the aircraft;

- Test Diesel Powerpacks on bench including pollution measurements;

- Certify the Diesel Powerpack (prototype Flight Clearance qualification) vs EASA regulations;

The selected Applicant(s) shall be able to design and produce aeronautical parts and products and shall have previous successful experiences and adapted production organisation. Holding a Design Organisation Approval (DOA) and a Production Organisation Approval from EASA is a must.

In this context, the Applicant shall have strong competencies in selection and management of suppliers for aeronautic airworthy parts. The Applicant shoud give in its answer to the CFP a first suppliers list for Powerpack parts or sub-systelms and mention if they already agreed to participate to the project.

The selected Applicant(s) shall have the industrial capacity to exploit the demonstration results i.e. to further develop, optimise, certify (based on EASA regulations for serial production), and produce engines of similar size and characteristics under commercial conditions and to support the customers worldwide on a sustainable basis.

The applicant shall substantiate that it has the competencies and track records needed for the project, explain its motivations for the demonstration and for the possible industrialization of the Powerpack.


MAJOR DELIVERABLES AND SCHEDULE

Schedule :


Major Milestones:

Milestone Required date Comments

Applicant selection T0 – 4 Months

KOM / Engine Specification T0 To be defined during the Grant Agreement negotiation process.

Powerpack PDR T0+5 months

Powerpack CDR T0+12 months

FAI for 1rst prototype T0+17 months First Power Pack unit available

Powerpack delivery for H/C simulation bench

T0+22 months

Powerpack Qualification Review T0+26 months

Powerpack delivery for H/C tests T0+25 months

Flight clearance Note T0+29 months

Power Pack

Helicopter Qualification Review T0+38 months

These Schedule and Milestone timing are the Topic Manager reference proposal. They are not frozen and some flexibility is possible within the overall limit of 6 months.

In its answer to the CFP, the Applicant shall make a schedule proposal detailing all its tasks.

Detailed Data Requirement List is given is Section 0

Development phase: Reviews and documentation Reviews and documentation, additional intermediate engineering meetings and / or video- or tele-conferences shall be defined in the Kick-Off Meeting.

The contents of the reviews are the following:

Kick Off Meeting (KOM) The Kick Off meeting takes place at the beginning of the development.

The objective of this meeting is to ensure:

- Equipment specification review,

- Review of the Technical documentation,

- Development time schedule review,

- Identification of main technical risks, and related activities to address them,

- Define frequency of intermediate engineering meetings and progress report, according to the criticality of the equipment/Applicant couple (tight planning, technical challenge…). This frequency can vary all along the development phase, according to the occurred events,

OUTPUT DECISION:

Authorization to proceed in the development phase


Preliminary Design Review (PDR)

The PDR takes place: - on completion of the general design and testing concept, - prior undertaking detailed design work. The objective is to get assurance of: - Compliance of the preliminary design with the technical specification, - Review (and update if necessary) of technical risks. OUTPUT DECISION: Release for detailed design phase

Critical Design Review (CDR) The CDR takes place: - when detailed design is essentially complete, - prior launching manufacturing of schedule-critical parts, - prior undertaking qualification tests, - when all technical risks identified at KOM or PDR have been addressed. The objective is to ensure that: - The detailed design is in accordance with the technical specification (all aspects of the technical specification need to be reviewed), - The qualification plan is complete and in accordance with the technical specification, - The interfaces (mechanical, electrical, both digital and analogical) can be frozen. OUTPUT DECISION - Frozen design, - Frozen Interfaces.

First Article Inspection prior to qualification testing (FAI in development)

Prior to qualification testing, FAI takes place:

- after manufacturing of a qualification test specimen,

- prior to undertaking the qualification tests.

The main objective is to ensure the compliance of the built standard with its Definition, Production and Inspection Files

The Selected Applicant shall inform the Topic Manager in due time that a product is available for the First Article Inspection. The Topic Manager will not attend systematically to the FAI, in any case the Selected Applicant shall provide the FAI report to the Topic Manager for approval (DRL 3.8).

The built standard is identified, recorded and frozen during the FAI, and all modifications to be performed shall be clearly described and shall be agreed by the Topic Manager’s representative. The built standard must be kept under configuration control.

OUTPUT DECISION

Authorization to proceed with this equipment to qualification testing.


Powerpack Qualification Review (QR) The QR takes place after completion of Powerpack qualification activities and before start of iron bird (Helicopter test bench) and first ground test.

The objective is to evaluate the demonstration results of the Powerpack itself (goals achievement) and assess the products potentials. For this review, all DRL documents provided during the development phase shall be updated if necessary.

OUTPUT DECISION

- Flight clearance note,

- Products potentials assessment.

Helicopter Qualification Review (QR) The Helicopter QR takes place after completion of all Demonstrator qualification activities.

The objective is to evaluate the demonstration results of the Helicopter (goals achievement) and assess the products potentials. For this review, all DRL documents provided during the development phase shall be updated if necessary.

OUTPUT DECISION

- Products potentials assessment.

TOPIC VALUE (€) The total anticipated eligible cost of the proposal including manpower, travel costs, consumables, equipment, other direct

costs, indirect costs, and subcontracting should not exceed:

9,300,000 € (VAT not applicable)

[Nine millions three hundred thousand euro]

Flight tests program will be led only if Tests on helicopter simulation bench and helicopter ground tests are successful.

In its answer to the CFP, the Applicant shall detail all the project costs linked with the different scheduled tasks up to and including

- Tests on helicopter simulation bench (Dynamic systems bench) and - Ground Tests on Helicopter.

Activities related to Flight Tests on Helicopter shall be quoted separately in the CFP answer. If the total cost of the project cannot be limited to 9,300,000 €, the Applicant shall explain which tasks can be completed in the budget range, what are the limitations for the project and make a complete quotation of all the exceeding activities.

REMARKS - All core RTD activities have to be performed by the organisation(s) submitting the proposal. If some subcontracting is included in the proposal, it can only concern external support services for assistance with minor tasks or for limited modifications of off-the-shelves components that do not represent per se research project tasks. The proposal must : - indicate the tasks to be subcontracted ; - duly justify the recourse to each subcontract ; - provide an estimation of the costs for each subcontract. (concerning subcontracting, see provisions of the Grant Agreement Annex II.7) The length of the proposal (technical part) is expected to range between 80 and 120 pages.


ABREVIATIONS ARINC Aeronautical Radio Inc. ITAR International Trade on Arms RegulationARP Aerospace Recommended Practice KOM Kick Off MeetingASIC Application Specific Integrated Circuit LRU Line Replaceable UnitATE Acceptance Test Equipment LHV Lower Heating ValueATP Acceptance Tests Procedure MAJ MajorATR Acceptance Tests Report MCP Maximum Continuous PowerBIT Built-In Test MFCN Master Flight Clearance NoteCAN Controller Area Network MGB Main GearBoxCAT Catastrophic MIN MinorCBIT Continuous Built-In Test MMI Man-Machine InterfaceCCA Common Cause Analysis MTBF Mean Time Between FailureCDR Critical Design Review MTBR Mean Time Between RemovalsCMA Common Mode Analysis N/A Not ApplicableCOTS Commercial Off-the-Shelf NRC Non Recurring CostsCPL Component Part List NSE No Safety EffectCRC Cyclic Redundancy Check OAT Overall Ambiant TemperatureDAL Development Assurance Level P/N Part NumberDDP Declaration of Design and Performance PAL Programmable Array Logic DeviceDMC Direct Maintenance Cost PBIT Power-up Built-In TestDO/PO Design Organization / Production

Organization (EASA part 21)PC Personal Computer

DPF Diesel Particulate Filter PDR Preliminary Design ReviewDRL Documentation Requirements List PLA Programmable Logic ArrayEAR Export Administration Regulation PLD Programmable Logic DeviceEASA European Aviation Safety Agency QA Quality AssuranceECS Equipment Change Sheet QAP Quality Assurance PlanEFA Experimental Flight Approval QR Qualification review (see also CR)EGR Exhaust Gaz Recirculation QRS Quality Report SummaryEMI Electro-Magnetic Interference RC Recurring CostEMS Engine Management System REACH Registration Evaluation Authorization of

ChemicalsEPLD Erasable Programmable Logic Devices RFP Request For ProposalFADEC Full Authority Digital Engine Controller RoHS Restriction of Hazardous Substance UseFAI First Article Inspection RTD Research and technological developmentFAIR First Article Inspection Report RS Requirement SpecificationFC Failure Condition S/W SoftwareFMECA Failure Mode, Effects and Criticality

AnalysisSAS Software Accomplishment Summary

FPGA Field Programmable Gate Array SCI Software Configuration IndexFQR Formal Qualification Review SCR Selective Catalitic ReductionFTA Fault Tree Analysis SDD Systems Development and Demonstration

GRC Green RotorCraft SOR Schedule Of RequirementGAL General Array Logic Device SOW Statement Of WorkH/C Helicopter SRS Software Requirements SpecificationH/W Hardware SRU Shop Replaceable UnitHAZ Hazardous SSR Software Specification ReviewHCC Hardware Complex Components TBC To Be ConfirmedHIRF High Intensity Radiated Fields TBD To Be DefinedHP High Pressure TBO Time Between OverhaulIBIT Intermediate Built-In Test TRR Test Readiness ReviewICD Interface Control Document TOP Take-Off PowerIDD Interface Definition Document VDD Version Description DocumentIOM Installation and Operator's Manual VEMD Vehicle Engine Management DisplayIRS Interface Requirement Specification VFR Visual Flight RulesISA International Standard Atmosphere VR Verification Report


TECHNICAL DESIGN REQUIREMENTS

DEFINITIONS A SYSTEM in the text: means combination of subsytem units which can be either equipment (supplied) or internally developed unit or S/W(s), aiming of common performance.

The word SHALL in the text expresses a mandatory requirement of the Specification. Departure from such a requirement is not permitted without a formal agreement.

The word SHOULD in the text expresses a recommendation or advice on implementing such a requirement of the Specification.

The word MUST in the text is used for legislative or regulatory requirements (e.g.: Health and Safety). It is not used to express a requirement of the Specification.

The word WILL in the text expresses the intention in connection with a requirement of the Specification.

The word MAY in the text expresses a permissible practice of action. It does not express a requirement of the Specification.

An item of EQUIPMENT is an integrated physical unit which performs a function defined by a technical specification.

A SUBSYSTEM is a group of equipment which together perform a specific function.

TEST EQUIPMENT consists off all test and handling, mechanical and/or electrical support equipment and eventually test software, necessary to support the performance of tests.

DOCUMENTATION or DATA includes all data and information, analysis and reports associated with the program.

APPLICABLE DOCUMENTS The Applicant shall be compliant with all applicable helicopter regulation and documents which fall within the scope of the project. List overview:

Document Title

[ARP4754] Certification Considerations for Highly-Integrated or Complex Aircraft Systems. Society of Automotive Engineers (SAE) International, Aerospace Recommended Practice ARP4754, 1996-12.

[ARP4761] Guidelines and Methods for Conducting the Safety Assessment Process on Civil Airborne Systems and Equipment. Society of Automotive Engineers (SAE) International, Aerospace Recommended Practice ARP4761, 1996-12.

[CS-27] CS-27 Certification Specifications for Small Rotorcraft. European Aviation Safety Agency, November 14, 2003

[AC27-1B] AC27-1B CERTIFICATION OF TRANSPORT CATEGORY ROTORCRAFT. Federal Aviation

[CS-E] Certification Specifications for Engines [JAR-OPS3] JAR-OPS3 Amendment 3 01/04/2004 Commercial air Transportation

(helicopters) [ASTM D 1655] ASTM D 1655 - Annexe AVIATION FUEL QUALITY REQUIREMENTS


FOR JOINTLY OPERATED SYSTEMS

[FAR91] General Operating and Flight Rules (FAA) [FAR135] Operating requirements: commuter and on demand operations and rules

governing persons on board such aircraft (FAA) [DO 160] Environmental Conditions and Test Procedures for Airborne

Equipment [DO 178B] DO-178B Software Considerations in Airborne Systems and

Equipment Certification. Radio Technical Commission for Aeronautics, 12/16/1992.

[DO 254] DO-254 Design Assurance Guidance for Airborne Electronic Hardware. Radio Technical Commission for Aeronautics, April 19, 2000.

POWERPACK DEFINITION

Powerpack Functional Requirements


Power Pack perimeter description: - Diesel core engine (Mechanical basis)

- All air Inlet and Exhaust parts, Turbochargers, Air filters…

- Fuel Injection System and engine low pressure fuel system including fuel filter

- All transmission parts from engine to helicopter main gearbox, including clutch system, reduction gears…

- Engine supports;

- Autonomous cooling system integrated in the engine zone;

- FADEC (Full Authority Digital Engine Control) and associated electrical harnesses, sensors and parts;

- Transmission controls (including auxiliary ones) and associated electrical harnesses and parts;

- Starter;

- Electrical power generator for engine and helicopter needs;

Remarks:

- The cooling system shall be compact and integrated within the Powerpack. All the cooling system components (pumps, heat exchangers, fan…) shall be included in the delivered hardware.


PERFORMANCE REQUIREMENTS

Powerpack Power Requirements

Power ratings should be established for Take-off Power (TOP) and for Maximum Continuous Power (MCP). These are the standard ratings defined for single-engine helicopters. Nevertheless the absolute levels given below as well as the difference between TOP and MCP can be challenged by the Applicant depending on the available technology and effect of these values on the reliability given the flight (power) profile function of time. Each declared rating must be defined in terms of the power produced at a given Engine speed.

The Powerpack shall meet or exceed on helicopter the power requirements detailed below:

Maximum Duration Power (kW) Zp (m) OAT

TOP 5 min

309 SL (0m) ISA (15°C @ SL)

TOP 5 min

331 2500 m ISA (15°C @ SL)

MCP Unlimited 291 SL (0m) ISA (15°C @ SL)

Powerpack power definition:

[P Powerpack]HC = [P Powerpack] Bench - [P Installation losses]

[P Powerpack]HC means Power on helicopter

[P Powerpack]Bench means Power on Engine test bench.

For HC and Bench:

[P Powerpack]X = [P Core Engine]X - [P accessories]X

Remarks:

HC means helicopter.

All accessories power shall be assessed by the Applicant


Detailed Powerpack Power on helicopter Requirements

Powerpack power specification is given in the table below:

TOP - ISA-5 TOP - ISA TOP - ISA+20 TOP - ISA+35 MCP - ISA-5 MCP - ISA MCP - ISA+20 MCP - ISA+35[ft] [m] [kW] [kW] [kW] [kW] [kW] [kW] [kW] [kW]

-1640 -500 309 309 309 300 291 291 291 2650 0 309 309 309 300 291 291 291 265

1640 500 313 313 313 300 291 291 291 2653281 1000 318 318 318 300 291 291 291 2654921 1500 322 322 322 300 291 291 291 2656562 2000 326 326 326 300 291 291 291 2658202 2500 331 331 331 300 291 291 291 2659843 3000 314 314 314 284 291 291 291 26510000 3048 312 312 312 282 291 291 291 26511483 3500 298 298 298 268 291 291 291 26511811 3600 295 295 295 265 291 291 291 26512238 3730 291 291 291 261 291 291 291 26113123 4000 282 282 282 252 282 282 282 25214764 4500 268 268 268 238 268 268 268 23816404 5000 253 253 253 223 253 253 253 22318045 5500 240 240 240 210 240 240 240 21019685 6000 227 227 227 197 227 227 227 197

TOP MCPAltitude

Power specification

170

190

210

230

250

270

290

310

330

350

0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000

Altitude (m)

Pow

er (k

W)

TOP - ISA-5TOP - ISATOP - ISA+20TOP - ISA+35MCP - ISA-5MCP - ISAMCP - ISA+20MCP - ISA+35

These power values correspond to minimum values defined under the following conditions:

- Powerpack power is considered on helicopter, taken on the coupling shaft with the MGB,

- All accessories losses are included

- Electrical Power losses: Power needed to deliver 118 A x 28,5 V

- Nominal MGB Input speed= 6000 rpm constant.

- Usual fuel LHV = 42800 kJ/kg (Kerosene).

- These values are considered for the worst aged Powerpack.


Power Limit

For commonality reasons with current helicopter references, we define for Powerpack power:

300 kW = 100 %

309 kW = 103 %

330 kW = 110 %

Rated powerpack TOP and MCP values are detailed in paragraph 0

Actual power and Maximum available power will be displayed on avionic system.

Powerpack output speed Nominal Rated speed: 100% corresponds to 6000 rpm. Limiting values authorized outside starting and relighting: - For an unlimited duration = Powerpack Output speed Setpoint: * Maximum: 6360 rpm / 106 % * Minimum: 5520 rpm / 92 % - In transient conditions (<20s) * Maximum: 6600 rpm / 110 % * Minimum: 5400 rpm / 90 % Powerpack power should be maintained in these speed ranges for the project. This requirement corresponds to current one for turboshaft. It could be modified depending on transient Powerpack behaviour and rotor speed control. Variable output speed: Sensitive data will be provided on demand after confidential agreement with Topic Manager.

Installation Losses

Installation losses can have an important effect on Powerpack Power. They depend on engine technology and, in our case, mostly on Powerpack Air Intake System and turbocharging adaptation. Installation losses have to be minimized. Proposals have to be made by the Applicant in order to optimize powerpack installation. Installation losses have to be evaluated for all project milestones. Remark: The Powerpack power specification is given on Helicopter: that means that Installation losses are taken into account by the Applicant in the Powerpack performances. The Applicant shall detail its hypothesis for installation losses in the CFP answer. If Installation losses are assessed at x% then Powerpack Max power on engine test bench is x% higher ther Powerpack Max power on Helicopter:


Growth potential The Applicant shall explain the growth potential of the proposed Powerpack and the associated Road-Map in the CFP answer.

Powerpack dynamic performance requirements

The Powerpack shall be capable of delivering maximum continuous power from zero power in 3s or less upon pitch application in 1 second. (Altitude = 0m, ambient temperature = 15°C).

The Applicant shall provide impact of environmental elements (Temperature, Altitude) on dynamic performances given in the operating envelope (Section 0).

Fuel consumption

Powerpack fuel consumption requirements on helicopter are detailed in the tables and graph below:

Altitude 0 Altitude 2500Temperature 15 Temperature -1,25

MANDATORY SHOULD MANDATORY SHOULDWentrée MGB SFC SFC Wentrée MGB SFC SFC

[kW] [g/kW.h] [g/kW.h] [kW] [g/kW.h] [g/kW.h]65 284,1 255,7 65 278,6 250,7

100 254,3 228,9 100 249,2 224,3130 242,6 218,4 130 238,1 214,3160 236,2 212,6 160 232,2 208,9190 232,4 209,2 190 228,5 205,6220 231,3 208,2 220 228,4 205,6250 233,0 209,7 250 230,1 207,1280 234,6 211,2 280 231,7 208,5309 235,8 212,2 309 232,4 209,1

ISA

Altitude 0 Altitude 2500Temperature 35 Temperature 18,75

MANDATORY SHOULD MANDATORY SHOULDWentrée MGB SFC SFC Wentrée MGB SFC SFC

[kW] [g/kW.h] [g/kW.h] [kW] [g/kW.h] [g/kW.h]65 290,8 261,7 65 285,6 257,0100 260,4 234,4 100 255,5 229,9130 248,0 223,2 130 243,6 219,3160 241,1 217,0 160 237,2 213,4190 237,0 213,3 190 233,3 210,0220 234,8 211,3 220 232,0 208,8250 236,5 212,9 250 233,7 210,3280 238,1 214,3 280 235,3 211,8309 239,6 215,6 309 236,5 212,9

ISA+20


These Fuel Consumption values correspond to maximum values defined under the following conditions:

- Powerpack power is considered on helicopter, taken on the coupling shaft with the MGB,

- All accessories losses are included

- Electrical Power losses: Power needed to deliver 118 A x 28,5 V

- Nominal MGB Input speed= 6000 rpm constant.

- Usual fuel LHV = 42800 kJ/kg (Kerosene).

- These values are considered for the worst aged Powerpack.

The Applicant shall substantiate the fuel consumption estimation of the proposed Powerpack and detail fuel consumption for Core Engine and all the accessories (Cooling system, power generator…).

Pollutant emissions The emission reduction targets for light Helicopters using Diesel Engine define by Cleansky progam are :

-53% for NOx 2

-40 % for CO2 2

No specified emission level is required in the frame of this CFP but:

- The proposed Diesel Powerpack shall be compatible with current Diesel engines depollution technologies (Cooled EGR, DPF, SCR...)

- The selected applicant will have to measure pollutant emissions (NOx, Particulates, CO2, CO, HC), Fuel consumption, Noise and all relevant parameters of the proposed Powerepack for all the speed and load range during test bench campaign.

- Impact of ambient temperature (OAT) and altitude (Zp) on pollutant emission and Fuel consumption shall be evaluated by the Selected Applicant during the project.

- No smoke shall be visible during Helicopter tests

In its answer to the CFP, the Applicant should give the emission output without any active or passive depollution system of the technical proposal (same condition as fuel consumption) on the following running points:

2 Compared to the same Helicopter powered by a turboshaft


Speed Power Conditions, Remarks

@ MGB inlet @ MGB inlet NOx PM HC CO CO26000 rpm 309 ISA, Seal Level, All accessories driven…6000 rpm 2916000 rpm 2006000 rpm 150

Pollutant Emissions

Fuel Capability

For the project, Reference fuel for the project (Powerpack design, Engine tests, Iron Bird tests…) is JET-A1 Kerosene. Evaluation of Diesel Fuel impact on performances (Power, Fuel consumptions, Pollutant Emissions…) and on Powerpack parameters (temperatures, pressures…) will be done on Engine Test Bench by the Selected Applicant. For possible serial application, Powerpack have to be compatible with:

- JET A1, JET A, - JET B, - Russian fuels: TS 1, RT,

- Commercial Diesel, - Bio Diesel (Nice to have).

The Selected Applicant shall provide impact of alternative fuels on Powerpack behavior (reliability, performances, emissions, consumption…).

Starting/Re-Lighting

The Powerpack shall be able to start over the range of atmospheric conditions as indicated in section 0 (Operating envelope) On ground: Starting shall be possible without external means except if the Powerpack is cold soaked below -20°C. In Flight: The Powerpack shall be able to start up to 10000 ft over the range of temperature as indicated in section 0 Re-starting in flight shall be possible 5 minutes after Powerpack stop. This time could be modified during development. The Starting shall be performed with the initial helicopter battery and the voltage shall remain higher than 14 Vdc (OAT and Altitude in the range of Demonstration and development tests). During the starting phase, 20 A are used by Avionics equipment.

Noise The proposed Diesel Powerpack shall:

- Use current technologies to minimize combustion noise (flexible pilot-injection)

- Be compatible with exhaust mufflers


WEIGHT The Powerpack weight is the crux of the project. While turboshaft for light helicopters have a Weight vs Power ratio of 0.4 kg/kW, current Diesel powerpacks for general aviation are close to 1.5 kg/kW. Taking into account Diesel engine technologies and minimum acceptable performance of the Helicopter, target weight of the Powerpack is 0.8 kg/kW with a final goal near 0.6 kg/kW. In the frame of the call, in order to take into account further improvements, the target for Powerpack total weight including all components, equipments and fluids shall be less than 0.9 kg/kW. The Applicants shall give their Roadmap to reach 0.8 kg/kW and less.

Taking as reference TOP at Sea Level and ISA condition (i.e 309 kW), Powerpack weight vs power ratio gives: * 247 kg for 0.8 kg/ kW * 278 kg for 0.9 kg/kW

The Applicant shall not make any compromise between weight and reliability in order to reach this target. All the Powerpack parts and sub-system shall be sized taking into account targets given in section 0. Chosen technologies and materials for Powerpack parts and subsystem shall be compatible with serial production. In its CFP answer, the Applicant shall detail Powerpack weight breakdown according to following table. For better explanation, the Applicant should include a brief description of each sub-system.


Weight

(kg)Material, Process

CORE ENGINE ContentCranck case Crankcase, liner, cranckcase covers, studs, gasket sealCrankshaft Crankshaft, main bearing, flywhell, studsPower train Conrod, piston, piston ring, piston pin, bearingCylinder head Cylinder head, cam cover, studs

Valve train drive, Accessories drive Gear drive, chain, belts, bearings, Accessories drive, hydraulic pressure supply

Valve train Camshaft, finguer follower, valve, springExternal covers and support Gear Drive Covers, accessories support, engine supportInternal water circuit Water pumps, coversInternal oil circuit Oil pumpsIntake manifold Intake manifold, stud, seals, throttleExhaust, turbo Exhaust manifold, turbo, exhaust support, tail pipe, wastegateInjectorshigh pressure circuit HP pump,2 x rail, 2-set hp pipes, regulatorLow pressure fuel systemFADEC engine harness, sensorsOthers

TOTAL CORE ENGINE

COLING SYSTEM ContentExternal water circuit Air-water radiators, water tank, pipes, waterExternal oil circuit Air-oil radiator, pipes, oil tank, oilExternal air circuit Air-air exchanger, cooling air ductsOthers

TOTAL COOLING SYSTEM

ENVIRONMENT ContentFADEC EECUExternal air circuit airfilter, air ductsElectricity supply and power loom Main alternator, starter, engine alternator, regulator, harnessesFuel system Fuel filter, external fuel pipesOthers

TOTAL ENVIRONMENT

OTHERS ContentOthers

TOTAL MOUNTING

TOTAL


POWERPACK TORQUE MODULATION Depending on Powerpack architecture, Applicant shall give the first main excitation frequency from the powerpack (H2, H4…).

Linked with Helicopter MGB and rotor system powerpack torque modulation on this harmonics shall be less than +/- X % at rated power at MGB input (Sensitive data will be provided on demand after confidential agreement with Topic Manager).

To reach this requirement, Applicant shall design a decoupling system creating a decoupling mode on the drivetrain within the bandwidth [15-40Hz].

Engine Applicant shall substantiate the achievement of this point in the answer of the CFP.

For this substantiation, the Helicopter dynamic model is given in appendix 3

OPERATING RANGE

Operating Envelope

Min Max Min Max

Operating Range -500 m / ~ -1640 ft

6000 m / ~ 20000 ft -30°C ISA + 35°C

Minimum Requested for Helicopter Ground Tests*

0 m /0 ft

1000 m / ~ 3300 ft 10°C ISA + 20°C

Minimum Requested for Helicopter Flight Tests

0 m /0 ft

2500 m / ~ 8200 ft -15°C ISA + 20°C

* Include tests on helicopter simulation bench

Altitude - Pressure Temperature

Nota : Temperature can not exceed 50°C at SL

Attitudes

The Powerpack and all its components shall be capable of operating at inclines, both on ground and in-flight, as

specified in Table 1:

Flight conditions

Roll x-Axis

Nose up/down y-Axis

Yaw z-Axis

Ground ±15° ±10° N/A

Helicopter Flight ±20°

±15° (±20° transient 10s)

N/A

Table 1


Load Factor

Load factors are defined according to the axis defined in Figure 1.

In continuous operation: Simultaneous loads to be absorbed for unlimited duration

Direction Loads [g] for unlimited duration

X + / - 0,5

Y + / - 0,5

Z From +0,5 to 2,5

In transient operation: Simultaneous loads to be absorbed:

Direction Loads [g] for transient Duration (s)

X + / - 1g

+/-0,5g

2 sec

5sec

Y + / - 1,5 5s

Z -0,5g

3,5g

1 sec

5 sec

Crash conditions (JAR27.561B3):

Direction Loads [g] for Crash conditions

X - 16

Y + / - 8

Z -20

Design of Powerpack mounts regarding crash conditions shall be evaluated commonly with the Topic Manager.


Vibrations

The powerpack shall operate normally in the following vibrations conditions

In continuous:

Direction Vibration level (g) at N and 2N rev / frequency

X + / - 1,5

Y + / - 1,5

Z + / - 1,5

In transient:

Direction Vibration level (g) at N and 2N rev / frequency

X + / - 2

Y + / - 2

Z + / - 2

Note: N rev / frequency = 20,3 Hz

Torsional linkage stability

For the aircraft certification, the aircraft transmission torsional stability must be demonstrated. To assure this stability, the Powerpack control shall be adapted to the torsional drive train dynamic behaviour in all modes.


OPERATIONAL HAZARDS

Icing Conditions

The Applicant shall propose a powerpack design which can be certified in icing condition as defined by CS-E and CS-27. If the Powerpack is equipped with an anti-iced system, it shall be clearly described by the Applicant. Furthermore, the Powerpack air inlet shall be designed with the capability of being anti-iced if it appears necessary during development. Specific conditions may be defined for development tests.

Lightning

The Powerpack must not have damages or malfunction likely to endanger the flight when the helicopter is exposed to a lightning strike as defined in the environment document supporting the civil regulation for H/C protection. The Powerpack including wiring and EECU must be designed and installed to ensure that the helicopter can perform its intended function during and after exposure to lightning. The Applicant shall propose a Powerpack design which can be certified for lightning conditions as defined by CS-E and CS-27. Specific conditions may be defined and development tests.

Rain / Ingestion Tests

The Powerpack must not have damages or malfunction likely to endanger the flight when the helicopter is exposed to rain, snow, ice… according to CS-E and CS-27. Specific conditions may be defined for development tests.

Fire

The Applicant shall propose a Powerpack design which can be certified in fire condition as defined by CS-E and CS-27. The Applicant shall work with the Topic Manager to determine the ideal placement on the Powerpack, for fire sensors and firewalls. The Applicant shall outline the Powerpack fire prevention measures, suppression systems and control laws in the event of a Powerpack fire for approval by the Topic Manager. Specifically: - Design and construction of the Powerpack and materials must: * Minimise probability of occurrence & spread of fire during normal operating, * Minimise effects of a fire, - Each external line, fitting and other component which contains or conveys flammable fluid during normal Powerpack operation must be at least fire resistant. Engine control systems located in fire zone and tanks containing flammable liquids must also be fireproof, - Firewalls must be: * Fireproof, * Prevent hazardous fluid or flame from passing through or around, * Corrosion resistant.


TIME BETWEEN OVERHAUL (TBO)

TBO requirement

The mature TBO of the powerpack shall be higher than 2000 hours for all the applications. Work plan to achieve this target shall be described. Demonstrator Powerpack technical definition, architecture and concept shall be compliant with this target. All the Powerpack parts and sub-systems shall be sized with this target and not only for the demonstrator tests. The applicant shall substantiate this point in its answer of the CFP. For demonstrator, powerpack shall be at least capable of 150 “flight” hours.

Type missions For Demonstrator:

* Helicopter simulation bench tests conditions:

Power status Power (kW) Time (%)TOP 309 8

331 2MCP 291 60

75% MCP 218 30

* Ground Tests conditions:

Power status Power (kW) Time (%)TOP 309 13

331 220% TOP 62 70

MCP 291 1575% MCP 218 0

* Flight Tests conditions:

Flight test condition Power status Power (kW) Time (%)

Ground / descent 20% torque 62 15IGE Hover Needed power 291 15Takeoff TOP 309 8

331 2Climb MCP 291 10

Fast cruise MCP 291 30Cruise 75% MCP 218 20

* Tests durations foreseen:

- Helicopter simulation bench tests: 100 hours - Ground tests on H/C: 30 hours - Flight tests on H/C: 30 hours

For Serial production (For information only): Sensitive data will be provided on demand after confidential agreement with Topic Manager.


SAFETY/RELIABILITY REQUIREMENTS:

Introduction This chapter aims at providing safety and reliability requirements related to the System that have to be demonstrated by the Applicant during the project. Requirements are quantitave and qualitative. The CS27 regulation applies: this chapter gives requirements regarding §1309 and §863.

Methodology and means of compliance shall be defined between the Topic Manager and the Selected Applicant before the KOM, nevertheless methodology described in [ARP4754] and [ARP4761] are applicable.

All the terminology/methods used in this chapter are issued from [ARP4754] and [ARP4761].

Applicant activities The Applicant's system, equipment, and software designers shall analyze with the Applicant's safety specialists these requirements early in the development process to define the most adapted system, equipment, and software architectures.

The results of these studies will then be justified in the Applicant Safety/Reliability deliverables. The Safety/Reliability deliverables shall cover all the Powerpack system elements including sub-contracted ones.

The Applicant shall participate during the system development with the Topic Manager on the demonstration of [CS-27] requirements relative to engine installation according to its expertise and on Topic Manager demand.

The Applicant shall provide in the [Safety Assessment] the answer to each referenced Safety and Reliability requirement of the present document.

The Applicant shall synthesize its answer to all requirements using an appended compliance matrix.

Note: Answer to probability objectives of Undesired Events classified MIN, NSE (Safety) can be performed using rough figures (for instance MTBF figures).

In the answer to the CFP:

The Applicant shall provide a [Safety/Reliability Plan] which describes the methods, techniques, schedules, data sources and decision criteria by which the specified contractually required Safety/Reliability objectives and effort will be ensured.

The Applicant shall describe in the Plan how Safety/Reliability analyses and their results will influence and will be an integral part of the development, design, and qualification process, including design changes.

The Applicant shall also provide a diagram/chart explaining its organization, responsibilities and program management interrelationships.

A timetable and bar chart relating to the major milestones shall be provided for Safety/Reliability.

The Program Plan shall be subject to Topic Manager agreement and shall have the following list of contents:

1. General

- Introduction

- Reference Documents

- List of Documents to be delivered by the Applicant

2. Management


- Applicant Organization (with Organization Chart, including subcontractors)

- Safety/Reliability Organization (with Organization Chart, including subcontractors)

- Resources allocated (names and details, including subcontractors)

- Lines of Communication (between companies, internal Applicant communication)

3. Safety/Reliability Program

- Safety/Reliability Program Control Tasks

- Safety/Reliability Assessment and Analysis with foreseen delivery schedule

- Foreseen methods for S/R demonstrations

- Reliability tests

- Worksharing related to other system/equipment item failures

- Verification Process

Applicant deliverables The deliverables for Safety/Reliability to be provided to the Topic Manager during the project are:

- [Safety/Reliability Plan]

- [Reliability assessment]

- [Safety assessment] (including detailed fault tree)

- [FMECA]

- [Common cause analysis]

- [Computer Data files] (related to the demonstration of Safety-Reliability probabilities)

Fault Trees necessary for the construction of system fault trees shall be delivered by the Applicant on the Topic Manager request until H/C Permit to Fly delivery.

The FMECA shall be provided to the Topic Manager in a data processing file (e.g. Excel).

The column giving the effects on the system in the FMECA can be filled with the support of the Topic Manager if the Applicant has not the knowledge of end effects of elementary failures on the system.

Computer Data files related to the demonstration of Safety/Reliability probabilities shall be provided to the Topic Manager whenever requested.

Operational aspects for safety / reliability

According to [AC 27], safety/reliability requirements are specified based on a flight of mean duration specific for each rotorcraft type.

The reference mission profile used for safety/reliability activities is the Demonstration with the following characteristics:

- Mean mission duration rounded to 1 flight hour for demonstrator.

- Frequency of (take-off and landing) cycles: 1 cycle per hour.

- Equipment environment temperatures in each system zone are given in table SR1.


Applicability for equipment

Mean temperature in flight

Mean temperature on ground

Mean temperature during storage

Engine zone 120 °C TBC 120 °C TBC 35 °C Main Avionic bays 55 °C TBC 55 °C TBC 35 °C Upper deck out of engine zone

90 °C TBC 90 °C TBC 35 °C

Floor compartment 50 °C TBC 40 °C TBC 35 °C Table SR1-Equipement environment temperature for Safety/Reliability analysis

Note: above mentioned temperatures are an estimation given for an average external temperature of 35°C. These values will be updated during the project.

Temperatures given in Table SR1 are outside the equipment, the internal rise of temperature shall be taken into account in nominal temperature.

Equipment hardening

HIRF protection The system classification shall be A-VFR for HIRF protection in accordance with DO160 iss D requirement for HIRF protection

Lightning effects protection See section 0

Classification of Functions/items

Classification of functions and non structural items The worst Severity of the System being CAT, the DAL of the System shall be A in accordance with [ARP4754] § 5.4.

In case of allocation/alleviation of DAL classification, the Applicant shall provide to the Topic Manager a justification of strategy in the [Safety assessment] for acceptance.

This part of the safety assessment shall be given and substantiate with the answer of the CFP.

Classification of mechanical items Principles applicable to Classification of mechanical items shall be inline with CS27 §602.

Applicable Undesired Events Quantitative requirements are listed in Table SR2. This list of Undesired Event is not exhaustive. Figures in column “Safety/reliability probability” express Applicant/Manufacturer targets.

The Applicant shall establish the exhaustiveness of the undesired events list, according to its expertise of the system.

In accordance with CS27, the Applicant can demonstrate the compliance of each undesired event with qualitative demonstration. In this case, the Applicant shall propose a methodology of qualitative justification adapted to each severity level. This methodology will have to be approved by the Topic Manager.

The Applicant shall provide comments on the writing and classification of the Undesired Events in Table SR2, according to its expertise of the system.


Reference of Undesired Event

Undesired Event

Safety / Reliability Probability (/FH)

Severity Remark

UE001 Powerpack fire outside Powerpack bay (applicable for Powerpack parts outside the fireproof zone)

1,00E-9 CAT This Undesired Event includes any failure leading to fire outside engine bay: Cooling system, fuel system (inlet and tank return), …

UE002

Powerpack failures leading exceeding one or several Powerpack limits: output speed and output torque

1,00E-9 CAT

Refer to CR001

UE003 Unacceptable concentration of toxic product on helicopter air supply 1,00E-9 CAT

UE004 Loss of Powerpack attachment (loss of all Powerpack mount) 1,00E-9 CAT

This Undesired Event is related to the separation of the Powerpack from H/C during flight

UE005 Not contained Powerpack burst 1,00E-9 CAT

This Undesired Event is related to the burst of an element of the Powerpack. It includes at least any failure leading to equipment burst without containments of parts.

UE006

Failure which require pilot Powerpack shut down and impossibility to shut down the Powerpack

1,00E-9 CAT

UE007 Powerpack failure leading to impossibility to restore power at the end of autorotation training situation

1,00E-07 HAZ

The Applicant shall identify all Powerpack failure leading to impossibility to restore power in flight, on crew command (End of autorotation training situation).

UE008 Overstepping of air temperature provided to cokpit heating 1,00E-07 HAZ

This undesired event is applicable in case of the Powerpack participation to provide hot air for cokpit heating

UE009 Powerpack failure leading to Powerpack shut down or significant power reduction

5,00E-06 MAJ Refer to CR002

UE010 Impossibility to shut down the Powerpack 5,00E-06 MAJ

The Applicant shall identify all Powerpack failure leading to inability to stop the Powerpack in flight

UE011 Loss of one or more Powerpack parameters provided to the cokpit avionic


UE012 Misleading transmission of one or more Powerpack parameter provided to the cokpit avionic


UE013 Loss of Powerpack warning / caution / advisory generation 5,00E-06 MAJ

UE014 Untimely generation of warning / caution / advisory 5,00E-06 MAJ

UE015 Loss of power from Powerpack to EGS 5,00E-06 MAJ

UE016 Degraded power from Powerpack to EGS leading to over voltage control 5,00E-06 MAJ

UE017 Untimely Powerpack start without crew command 1,00E-05 MAJ

UE018 Powerpack fire inside engine bay 1,00E-05 MAJ The Applicant shall identify all Powerpack failure leading to Powerpack fire

UE019 Degradation of Powerpack attachment (loss of one Powerpack mount)


UE020 Contained Powerpack burst 1,00E-05 MAJ

UE021 Loss of hot air provided to cokpit heating 1,00E-05 MAJ

This undesired event is apllicable in case of the Powerpack participation to provide hot air for cokpit heating

UE022 Slight power reduction 1,00E-03 MIN


Reference of Undesired Event

Undesired Event

Safety / Reliability Probability (/FH)

Severity Remark

UE023

Loss of transmission of usage, status, monitoring data for maintenance

1,00E-03 MIN

UE024 Erroneous transmission of usage, status, monitoring data for maintenance

1,00E-03 MIN

Table SR2-List of undesired events and safety objectives

Complementary requirements Complementary requirements are listed in Table SR3. This list of requirements may not be exhaustive and will be completed before Powerpack PDR.

N° Requirement Related UE

CR001 The Applicant will evaluate :

• the maximum power reached on Powerpack failure (the worst case). • the shortest time between failure instant and maximum power instant

UE002,

CR002 The Applicant will demonstrate that the fuel returned to tank cannot lead to degraded fuel characteristics (beyond to required fuel characteristics on Powerpack input – defined according to Powerpack requirements)

UE010

CR003

The Applicant shall identify: • Parameters to be displayed to maintain Powerpack within safe limits

(parameter that must be maintained within defined limits to avoid MAJ to CAT events)

• Parameters to be displayed to avoid significant increase of the failure rate of the Powerpack

The relastionship between parameters and UE shall be explicit

UE012, UE013

CR004

The Applicant will characterize the consequences of the loss of a fixation on the other, in termes of :

- over stress - Modification of vibrations (amplitude, modes…) - …

UE017, UE004

Table SR3-List of undesired events and safety objectives


Common Cause Analysis The Applicant shall provide to the Topic Manager a [Common Cause Analysis], following ARP 4761 to justify the fail safe constraints for all Undesired Events classified CATASTROPHIC or HAZARDOUS in Table SR2.

The fail safe constraint shall be demonstrated based on:

- the [FMECA] which will analyze the effect and the criticality of all single failures,

- ANDed events deduced from the fail safe constraints in the FTA (Fault Tree Analysis) for Undesired Events classified CATASTROPHIC and HAZARDOUS shall be demonstrated independent by the analysis.

System design for Safety/Reliability This chapter aims at providing safety and reliability requirements useful for the System design.

The system shall be designed taking into account the requirements of this chapter. The justification shall be provided by the Applicant in the [Safety Assessment].

Fail safe constraints No single failure shall lead to CATASTROPHIC Undesired Events.

Monitoring/Tests The requirements of this paragraph are applicable in any case.

The Applicant shall define monitoring and tests for the system foremost to comply with the safety requirements (quantitative and qualitative), then to comply with the reliability requirements. Monitoring and tests can moreover contribute when necessary to the detection of failure and fault for maintainability.

Automatic detection by the system (monitoring (CBIT), testing (PBIT)) shall be privileged with regard to ground inspection in order to detect failures participating to MAJOR and MINOR Undesired Events listed in Table SR1-List of Undesired Events and safety/Reliability objectives given in the RS.

Continuous monitoring (CBIT) shall be privileged with regard to power up tests (PBIT) in order to avoid delayed dispatches of the H/C.

If the failure detection by monitoring (CBIT) and testing (PBIT) is not possible due to design constraints, the ground inspection periodicity shall be proposed to the Topic Manager for acceptance, in all cases the periodicity shall be consistent with the helicopter maintenance policy, the S/R objectives given in Table SR2 being still to demonstrate taking into account the corresponding dormancy.

The Applicant shall provide to the Topic Manager for acceptance in the [FMECA] the list of the monitoring and tests defined for the system with:

- their functional description (monitoring/test scope, to cover which kind of hardware or software failure)

- the corresponding justification (foremost whether the monitoring/test is implemented to comply with Safety requirements/Undesired events or not, if so their reference in the present document shall be listed),

- the corresponding sanction taken by the system (sanction during system operation like function deactivated, equipment automatic reset, powering off, shut down, flight deck effect like warning/caution indicated to the crew, reporting to the maintenance system, no sanction during system operation)

- the corresponding sanction taken by the flight crew (system reconfiguration, equipment manual reset, re-parametrization)

- the corresponding sanction taken by the maintenance crew (re-parametrization, equipment overhaul, equipment removal, manual tests on the H/C)

- the corresponding periodicity of detection.

This list will then allow the Topic Manager to define the consistency between:

- the sanction of each monitoring/test and the Safety classifications


- the periodicity of Monitoring/Testing/ground inspection and the Safety/Reliability objectives

Stress The requirements of this paragraph are applicable in any case.

Maximum acceptable stress level of components shall not be exceeded for worst case conditions in worst case temperatures (lowest and highest) defined for external operating conditions.

In case, a very limited number of parts cannot reach infinite fatigue life , the calculated fatigue life of those parts shall not be less than 2000 hr consistent with the TBO value specified in part 0.

Reliability requirements

The Applicant shall evaluate MTBFarw and MTBFgf for the following elements of the demonstration system.

For equipment not submitted to TBO/OTL/SLL, MTBF figures shall be understood as:

- being the MTBF in ARW environment (MTBFarw) for system/equipment stressed (supplied) during flight,

- being the MTBF in GF environment (MTBFgf) for system/equipment only stressed (supplied) on ground.

Element MTBF-arw objectives (FH)

Powerpack 1500

Core Engine (fuel/oil/gaz) 3000

EECU / FADEC 6000

Injection system 6000

Table SR7-MTBF-objectives


ENVIRONMENT CONSTRAINTS :

The environmental conditions to all equipment shall comply with DO160D and with the Aircraft Manufacturer requirements.

Specific conditions may be defined for development tests.

Specification CLIMATIC REQUIREMENT Categories

DO160D, Sec. 4 Temperature and Altitude Cat B3:

Operating Temp. = -50 °C - +75°C

Short time maximum Temp. = +85°C

Ground survival Temp. = -50°C - +85°C

Maximum Altitude = 25.000ft

DO160D, Sec. 5 Temperature Variation Cat B

DO160D, Sec. 6 Humidity Cat C

DO160D, Sec. 13 Fungus Cat F

DO160D, Sec. 14 Salt Spray Cat S

DO160D, Sec. 12 Sand and Dust Cat D

DO160D, Sec. 10 Waterproofness Cat W

DO160D, Sec. 24 Icing Cat A

DO160D, Sec. 11 Fluid Susceptibility Cat F

Jet A Fuel, Solvents and Cleaning Fluids, mineral- and esther based lubricating oils, de-icing fluids, hydraulic fluids

--- Solar Radiation N/A

DO160D, Sec. 9 Explosion Proofness Environment II, Cat E

SAE Aerospace Standard 1055B

Fire Resistance N/A

Table A-1 Climatic requirements for the EECU


Specification CLIMATIC REQUIREMENT Categories

DO160D, Sec. 4 Temperature and Altitude Cat B Ambient Air Operating Temp (engine cold parts. = -50 °C - +150°C Ambient Air Operating Temp (engine hot parts = -50 °C - +300°C Maximum Altitude = 25.000ft

DO160D, Sec. 5 Temperature Variation Cat B

DO160D, Sec. 6 Humidity Cat C

DO160D, Sec. 13 Fungus Cat F

DO160D, Sec. 14 Salt Spray Cat S

DO160D, Sec. 12 Sand and Dust Cat D

DO160D, Sec. 10 Waterproofness External equipment

DO160D, Sec. 24 Icing Cat C

DO160D, Sec. 11 Fluid Susceptibility Cat F Jet A Fuel, Solvents and Cleaning Fluids, mineral- and esther based lubricating oils, de-icing fluids, hydraulic fluids.

--- Solar Radiation N/A

DO160D, Sec. 9 Explosion Proofness Environment III, Cat A

SAE Aerospace Standard 1055B

Fire Resistance Section 4

Table A-2 Climatic requirements for the engine accessories

Specification MECHANICAL REQUIREMENT Categories

DO160D, Sec. 8 Vibration

DO160D, Sec. 7 Operational Shocks and Crash Safety

Internal

Table A-3 Mechanical requirements for the EECU

Specification MECHANICAL REQUIREMENT Categories DO160D, Sec. 8 Vibration, -Internal (for engine accessories not

installed on the engine)

DO160D, Sec. 7 Operational Shocks and Crash

Safety

Cat C: Shock (Impulse): 6 g for 11ms Crash (Impulse): 20g for 11ms Const. Acceleration: +Z-axis = 3.5g All other axis = ± 1.0g

Table A-4 Mechanical requirements for the engine accessories


Specification ELECTROMAGNETIC REQUIREMENT

Categories

Design Installation DO160D, Sec. 21 Emission of radio frequency energy Cat H EN2282 Emission of spikes on power leads Annex A DO160D, Sec. 15 Magnetic Sensor Disturbances Cat Z DO160D, Sec. 17 Voltage Spikes Cat A DO160D, Sec. 18 Audio Frequency conducted

susceptibili–y - power inputs Cat A

DO160D, Sec. 19 Induced signal susceptibility Cat Z DO160D, Sec. 20 Radio frequency susceptibility Cat V: for RF conducted susceptibility

Cat V: for RF radiated susceptibility

INT/POL27&29/1 HIRF protection DO160D, Sec. 22 AC 20-136

Lightning Indirect Effects

DO160D, Sec. 23 AC 20-136

Lightning Direct Effects N/A

Table A-6 Electromagnetic requirements for the EECU

Specification ELECTROMAGNETIC

REQUIREMENT Categories

Design

Installation

DO160D, Sec. 21 Emission of radio frequency energy Cat H

EN2282 Emission of spikes on power leads Annex A

DO160D, Sec. 15 Magnetic Sensor Disturbances Cat Z

DO160D, Sec. 17 Voltage Spikes Cat A

DO160D, Sec. 18 Audio Frequency conducted susceptibili–y - power inputs

Cat A

DO160D, Sec. 19 Induced signal susceptibility Cat Z

DO160D, Sec. 20 Radio frequency susceptibility Cat V: for RF conducted susceptibility

Cat V: for RF radiated susceptibility

INT/POL27&29/1 HIRF protection

DO160D, Sec. 22 AC 20-136

Lightning Indirect Effects

DO160D, Sec. 23 AC 20-136

Lightning Direct Effects N/A

Table A-7 Electromagnetic requirements for engine accessories


INTERFACES design Requirements

ELECTRICAL INTERFACES All electrical interfaces will be described in the Interface Control Document (Definition in section 0).

Electrical accessories and Power supply

Electrical accessories shall be compatible with the helicopter 28Vdc architecture. * Ground and flight envelope for HC needs:

- Nominal Power: 4,8 KW (160 A) - Overloads: 200A during 2 minutes; 250 A during 15 sec

* Voltage regulation shall comply with Helicopter needs and shall be compatible with the H/C current protections:

- Current monitoring & protection (UEQ voltage sent to Electrical Master Box), - Overloads and short circuits selectivity (including direct short-circuit).

Electrical interfaces characteristics

Powerpack / helicopter interface connector shall be compliant with: • EN2997 for connectors installed in the engine compartment, • MIL-C-38999 series III for others (unless specific request),

Engine Control System

The Engine Control System shall - Enable selected values of relevant control parameters to be maintained and the Powerpack kept within the

approved operating limits over changing atmospheric conditions in the declared flight envelope. - Allow the modulation of Powerpack power with adequate sensitivity and accuracy over the declared range of

Powerpack operating conditions. - Ensure drivetrain stability

- The FADEC safety Level shall be described and capable of a Permit to Fly and certification. - The FADEC shall incorporate dual channel architecture and offer a level of redundancy sufficient to eliminate the need for backup control. The level of redundancy of the complete Engine control system and in all Powerpack sensors with particular emphasis on critical components must be sufficient to ensure that the failure of any single component cannot lead to the failure of the system.

- The FADEC software should incorporate all Powerpack control functions.

The Applicant should ensure that the following list of general functionalities is incorporated in the FADEC:

• Engine control mode : STOP, IDLE, FLIGHT

• Fuel Metering

• Rotor Speed Control (Nr Control)

• Engine starting and in-flight Engine restarting

• Communication with cockpit controls and systems (ARINC 429)

• Emergency Engine Shut Off system


• Fault detection and management Other functions would be recommended

• Maintenance and monitoring aid

• Clutch control

Nota: - Nominal FLIGHT Speed = 6000 rpm (MGB input). -IDLE Speed ≈ 68% FLIGHT Engine Speed. - Anticipation function is implemented to take into account turboshaft dynamic response time. For Diesel Powerpack, this function could be saved taking into account acceleration characteristics of this technology. Implemented system definition (with or without Anticipation) shall be justified and substantiated.

Powerpack Torque

Powerpack torque value shall be sent to the avionics. This information shall be compatible with Flight Clearance Note delivery (Substiantiation needed for CFP answer).

Powerpack Test Instrumentation

The Selected Applicant shall provide a fully instrumented Powerpack. The complete list of instrumentation shall be established during Powerpack development between the Topic Manager and the Applicant.


MECHANICAL INTERFACES

Powerpack / MGB Coupling

The Powerpack output shall comply with current Main Gear Box (MGB) of Helicopter. No modification can be done on this sub-system. Input MGB shaft rotation is clockwise (looking from aft to front).

Powerpack Support:

The Topic Manager is responsible for Design, Manufacturing, and supply for: - Flex Mounting (“Silent blocs”), - Mechanical attachment on aircraft - Aircraft structure modification

Powerpack supports design shall be compliant with Aircraft structure attachment point location and definition:

See Appendix 1: ENGINE INSTALLATION ENVELOPE Powerpack mounts design shall be validated by the Topic Manager to verify compatibility with other parts of Powerpack support.

Powerpack shall be supported by 4 engine supports linked with Aircraft structure (engine deck).


When Powerpack is clutched (synchronized) with MGB:

- Powerpack speed shall not be constant out of Idle and Flight speed range to avoid Aircraft structure excitation. => Transient conditions out of these ranges have to be defined.

When Powerpack is unclutched with MGB: - Powerpack speed shall not be constant close to its Eigen mode on structure

Powerpack Eigen

Engine Speed(rpm)

Engine Speed(rpm)

Idle SpeedFlight Speed

Range

tbctbc


Engine compartment / Aircraft cowling

Powerpack integration shall minimize cowling modifications and be compliant with safety distance with aircraft elements (blades, tail rotor shaft…):

See Appendix 1: ENGINE INSTALLATION ENVELOPE

Air intake & Exhaust

The Applicant shall provide all components of the intake/exhaust system with the required air filters. The air intake system must supply the air required by Powerpack under the operating conditions. Air inlets on H/C will be positioned with the Topic Manager’s aerodynamics specialists. Exhaust piping must:

• Be heat and corrosion resistant and must have provisions to prevent failure due to expansion by operating temperatures.

• Be supported to withstand any vibration and inertia loads to which it would be subjected in operations.

• Be compatible with mufflers The intake and exhaust systems shall be designed in collaboration with the Topic Manager in order to reach the best aerodynamic and functional design. The intake design shall minimise drag and reduce intake air heating. The exhaust pipe shall be designed to maximise Powerpack performance while minimising weight, re-ingestion of exhaust gases by intake, and avoiding skin heating, structure thermal and aerodynamic perturbation. The design constraints shall be established in collaboration with the Topic Manager.

Firewalls

In order to optimize Firewalls integration in the global design, Firewall shall be designed, manufactured and supplied by the Applicant. Firewalls will be specified by the Topic Manager and the Applicant. Seal between Firewall and Helicopter cowling will be under the Topic Manager’s responsibility.


COOLING SYSTEM & FLUID INTERFACES

Cooling System

Cooling system shall be compact and integrated in the Powerpack. All the cooling system components (pumps, heat exchangers, fan…) shall be included in the delivered Powerpack. Modifications and manufacturing on current Cowlings will be handled by the Topic Manager. Air ducts on cooling system shall be designed, manufactured and supplied by the Applicant with the Topic Manager’s approval. The cooling System shall maintain the temperatures of powerpack, its components and fluids (Air, Water, Oil, Fuel) within the established limits under flight operating conditions. These limits shall be given in Powerpack Installation Manual. The Powerpack shall also be equiped with a means of detecting Powerpack overheat and a subsequent means of warning the flight crew. The architecture of cooling system, exact position and shape of heat exchangers shall be determined in collaboration with the Topic Manager. These choices shall be made to minimize impact on drag and flight qualities. Max envelope for cooling system integration: APPENDIX 1 – ENGINE INSTALLATION ENVELOPE In the answer of the CFP, the Applicant shall : - Detail and substantiate cooling system sizing - Make a proposal for the cooling system architecture - Detail the weight of the cooling system - Substantiate technical feasibility of the system. - Give a first specification for all the engine fluids temperature (Air, Water, Oil, Fuel)

Lubrication System

All components of the Powerpack lubrication system (Oil pumps, filters, heat exchanger, sensors…), shall be provided with the Powerpack. The Powerpack lubrication system shall be independent of the other helicopter lubrication systems. All parts of the oil system that are not inherently capable of accepting contaminants likely to be present in the oil or otherwise introduced into the oil system shall be protected by suitable filter(s) or strainer(s). The filter/strainer shall be equipped with a pre-blockage indicator and by-pass if necessary.

Fuel System

Powerpack fuel system shall be provided by Applicant including fuel filter. Powerpack shall be able to suck up fuel from the helicopter tank without additional helicopter fuel

pump. Helicopter booster pump can be used for engine start, re-starting in flight or in emergency

cases.

The Powerpack shall accept air in fuel in particular for starting phase.


The Powerpack shall be capable to be operated, from minimum to maximum engine fuel flow, with the

minimum absolute pressure. Low pressure fuel system shall operate under conditions detailed in

section 0.

For information, Powerpack pressure inlet depends on: - Atmospheric pressure,

- Friction losses in H/C fuel system (from tank to Powerpack): 80 mb,

- Static head: * 352 mb at Sea Level, under 2.5 g

* 211 mb at 6000 m, under 1.5 g

Under those conditions, the Powerpack fuel pump shall be able to operate properly with the following engine inlet absolute pressure:

- At Sea Level: 581 mb absolute

- At 6000 m : 179 mb absolute

Applicant shall deliver to the Topic Manager All Aircraft Fuel System requirements and datas (Inlet & Outlet):

- Fuel Pressure - Fuel Temperature - Fuel flow - Other…

For Fuel tank reliability, maximum Fuel temperature in the fuel tank shall not exceed 70°C. Fuel cooling, if needed, shall be included in the powerpack. Fuel filter clogging shall be taken into account.

Bleed Air Extraction:

No Bleed air extraction for demonstrator. Applicant shall make proposals for heating or demisting system for serial application.


CERTIFICATION/Qualification requirements Applicant shall meet all the requirements of EASA CS-E to ensure safety and reliability of the Powerpack. Adaptation for the project and exceptions to EASA CS-E shall be discussed and agreed with the Topic Manager and Authorities in order to achieve the project goals.

Applicant shall also consider the requirements of EASA CS-27 (Certification Specification for light helicopters) with the help of the Topic Manager as this shall be the baseline specification during Powerpack installation.

Each delivered Powerpack for Ground and / or Flight tests shall have its Flight Clearance Note for development tests.

Maintainability and Testability requirements Powerpack design & installation shall enable easy maintenance operations.

- The Powerpack shall incorporate fitting for handling in and out of the Aircraft.

- Powerpack accessories shall be easily checked without major mechanical operation.

DESIGN AND CONSTRUCTION The use of ITAR components is strictly forbidden.

The use of “exotic” components, susceptible to obsolescence (then requiring a heavy redesign) shall be avoided.

In any case, these types of components shall be declared in the Design component list.

RECURRING COSTS The Applicant shall detail the recurring costs of the Powerpack for a possible serial production:

50, 250, 500 and 1000 Powerpacks per year shall be considered.

All the figures shall be substantiated for all the sub-systems of the Powerpack (with material choices, Manufacturing processes, Applicant’s quotations…).


For the Powerpack parts and sub-system cost breakdown shall be given using the following table.

Recurring

Costs (Euros) Material, ProcessCORE ENGINE ContentCranck case Crankcase, liner, cranckcase covers, studs, gasket sealCrankshaft Crankshaft, main bearing, flywhell, studsPower train Conrod, piston, piston ring, piston pin, bearingCylinder head Cylinder head, cam cover, studs

Valve train drive, Accessories drive Gear drive, chain, belts, bearings, Accessories drive, hydraulic pressure supply

Valve train Camshaft, finguer follower, valve, springExternal covers and support Gear Drive Covers, accessories support, engine supportInternal water circuit Water pumps, coversInternal oil circuit Oil pumpsIntake manifold Intake manifold, stud, seals, throttleExhaust, turbo Exhaust manifold, turbo, exhaust support, tail pipe, wastegateInjectorshigh pressure circuit HP pump,2 x rail, 2-set hp pipes, regulatorLow pressure fuel systemFADEC engine harness, sensorsOthers

TOTAL CORE ENGINE

COLING SYSTEM ContentExternal water circuit Air-water radiators, water tank, pipes, waterExternal oil circuit Air-oil radiator, pipes, oil tank, oilExternal air circuit Air-air exchanger, cooling air ductsOthers

TOTAL COOLING SYSTEM

ENVIRONMENT ContentFADEC EECUExternal air circuit airfilter, air ductsElectricity supply and power loom Main alternator, starter, engine alternator, regulator, harnessesFuel system Fuel filter, external fuel pipesOthers

TOTAL ENVIRONMENT

OTHERS ContentMounting and testing… Mounting, testing, checklist, logistic, quality report…Others

TOTAL MOUNTING

TOTAL


DELIVERABLE ITEMS

GENERAL Deliverable items consist of hardware (equipment, subsystem, test equipment or tooling), software and documentation, or any part of it, in accordance with the specified requirements. The deliverable items are summarized in the Schedule Of Requirement (SOR) and the Data Requirement List (DRL). The definitions and general requirements are described below.

EQUIPMENT/SUBSYSTEM MODEL This paragraph presents the equipment models to be produced under the contract (including, if applicable, the equipment software developed by the Applicant or Manufacturer and attached to the hardware).

3D MODEL: A 3D electronic CATIA mock-up identical with the specified equipment in its form and fit (exact shape and external dimensions and true interfaces and connectors). It is used for study of installation in the helicopter (final validation to be performed with A and M models). Files shall be compatible with CATIA V5 R18 SP2 format.

B MODEL: Development model identical in form, fit and function with the specified equipment, it might contain non-qualified components, hence is not flight cleared (B1 model). It is used mainly on system test and integration rigs, covering the full range of operation.

On special conditions, the model may receive a limited clearance for development flights in a prototype helicopter (B2 model). In that case, all qualification tests quoted "flight clearance" (refer to Qualification activities) shall be performed.

For each model, the exact configuration - hardware and possibly software - required (in term of characteristics, functionalities, performances...) shall be delivered by the Selected Applicant.

If changes occur in the functional definition between any models, the already delivered equipments shall be retrofitted, in the latest configuration, by the Selected Applicant, in accordance with the configuration control requirements.

TEST EQUIPMENT Test equipment is defined as the necessary means to prove the performance of the equipment system / subsystems. And this performance is achieved by conducting a series of various functional tests in order to meet the Topic Manager’s Requirements Specification.

Also, the test equipment should be capable to assist in troubleshooting and pin-point the location of the faulty item (H/W and S/W) in the equipment during the development phase.

Selected Applicant shall provide a complete specification with procedures detailing the use of the Acceptance Test Equipment (ATE).

The tests equipment shall be featured with the minimum of all the inputs/outputs necessary for optimal operation of the equipment.

The Selected Applicant shall provide a complete specification of its Acceptance Test Equipment (ATE). All ATE documentation shall be, at least, available for consultation by the Topic Manager.

If ATE is a deliverable item, terms and conditions of its delivery and of the associated technical assistance shall be defined.

With the ATE, the following documents shall be delivered:

- Definition of ATE; this document shall describe the hardware and the software of the ATE. The


description shall include the hardware architecture, the functional modules, the main design characteristics, the software functions.

- ATE User Manual.

- Acceptance Test Procedure for ATE; this ATP document shall describe the requirements for individual acceptance test to be performed on the ATE in order to realize the final inspection test prior to the delivery to the Topic Manager.

DOCUMENTATION

General The following criteria will be used for documents to be provided in predefined delivery dates as described in the DRL:

- For information

Formal Topic Manager response is not required but the Topic Manager may elect to provide comments.

- For review

Documentation that will be evaluated by the Topic Manager for comments prior to its intended use. In the event of failure to meet contractual requirements, the comments shall be implemented. Justification of rejected comments shall be provided by the Selected Applicant and reviewed by the Topic Manager.

- For approval

Documentation that requires written approval from the Topic Manager before intended use. Approval of any documentation is understood to mean "permission to proceed", but is not to be construed in any way as relieving the Selected Applicant of any contractual obligation. If the Selected Applicant proceeds without the Topic Manager approval, it does so at its own risk.

- On request

Formal Topic Manager response is not required but the Topic Manager may elect to provide comments.

Revision to any contractually deliverable document shall be subject to the same submission criteria as applied to the initial release of that document.

The Topic Manager may request a resubmission of all or part of any document not conforming to its contractual definition. Resubmission requires the same type of concurrence as the original document.

Language: All deliverable documents shall be written in English.

Format/support - Paper is normally used as information carrier but electronic data medium (for example pdf or any other agreed between Topic Manager and Selected Applicant). The International System (SI) of units and dimensions shall be used in the documentation. The minimum identifications required on the documentation are the following: - Date of issue in the form dd/mm/yyyy - Issue (letter or number) of the document - Subject of the document - Author and signature - References - Traceability of text modifications - Correspondence with the DRL - Abbreviations list

Requirements on documentation


The Topic Manager shall have access to all data and information related to the program which is generated by the Selected Applicant and its subcontractors.

In addition, specific documents shall be formally submitted to the Topic Manager by the Selected Applicant (to the attention to the design department responsible) as laid down in the Data Requirement List (DRL).

In order to monitor the development status of the required DRL documents, the Selected Applicant must provide to the Topic Manager (Design Department, Purchasing Department and Quality Department) every 6 weeks update of its progress.

DELIVERABLES

Program management documents

DRL 1.1 – Development Plan The Development Plan covers all tasks to be carried out (including reviews), their time schedules, an organizational diagram and all Suppliers focal points on the project (function, name, phone and fax number, e-mail address).

DRL 1.2 – Quality Manual The Applicant shall provide its Quality Manual. If Quality Manual is not available, the Applicant shall implement a Quality Assurance Plan (see §0).

DRL 1.3 – Quality Assurance Plan The Quality Assurance Plan (QAP) shall provide with an accurate description the dispositions taken by the Applicant for this program to meet all Quality Assurance requirements.

The QAP shall cover all the points defined in this document.

In case of cooperation in the framework of a consortium, this plan must also describe the responsibilities and relationships between the partners for QA matters. It shall clearly describe all specific accommodations in regard to the cooperation (acceptance of partners' products, non conformities treatment, development follow-up...).

In case of subcontracting, this plan must also describe the responsibilities and relationships between the partners for QA matters. It shall clearly describe all specific accommodations in regard to the cooperation (acceptance of partners' products, non conformities treatment, development follow-up...).

The Quality Assurance Plan shall be given for approval to the Topic Manager during the PDR – at the latest.

DRL 1.4 – Progress Report During all the development phases, the Selected Applicant shall provide every 6 weeks (or on Topic Manager request) to the Topic Manager a Progress Report including:

- Progress accomplished (task completion) in regards with the schedules (reviews, documents and equipment deliveries) and with the development milestones (development),

- Status of the actions items (reviews, meetings),

- Status of Quality actions (corrective and preventive actions after incidents/anomalies/non conformities)

- List of technical or supplies problems that could cause a slip in any activity identified in the schedules,

- List of program risks,.


- Concessions and equipment changes status,

- Qualification status.

The above reports shall be stored by the Selected Applicant in a database for easy access and for traceability purposes and shall be made available by the request of the Topic Manager at any time.

If the Selected Applicant considers that some programmatic information are confidential, it shall establish its Progress Report in two parts: one programmatic (confidential), one technical (nothing confidential) in order to ease the Progress Report distribution in the Topic Manager departments.

DRL 1.5 – Configuration Management Plan The configuration Management Plan shall provide an accurate description of the configuration management dispositions taken by the Selected Applicant for this program, in particular in terms of equipment identification and management of minor and major modifications.

Hardware Engineering documents Hardware Engineering documents are DRL 2.1 to 2.6.

DRL n°2.1 - Interface Control Document (ICD) This file shall include the following information / documents:

- An external interface file for assemblies and sub-assemblies (electrical, mechanical and thermal interfaces),

- Any special mounting brackets or any assemblies associated with supplied equipment which is necessary for the installations,

- The physical features of the equipment: weight, dimensions.

DRL n°2.2 – Design file and Design description The design documentation includes:

- The drawings, functional diagrams, integrated schematics, explaining the equipment operation and its technological design (internal and external),

- The operating principles,

- Definition of Built In Test (BIT) performances (If applicable),

- The specific utilization constraints,

- Subassembly and components sizing substantiation documents,

- Environment conditions protections design description,

- Engineering drawing set,

- Bill of materials (components part list).

The design file shall be structured as an answer point by point to the terminal requirements specified in the technical specification and shall include, on request, corresponding substantiation files.

The Topic Manager will, if necessary, consult the detailed design documentation in the Selected Applicant's facilities.

DRL n°2.3 – Off-the-Shelf equipment Technical specification

This document shall be provided in case the equipment under its contract is an off-the-shelf equipment.


For off-the-shelf equipment, the Selected Applicant shall provide for Topic Manager approval the equipment technical specification. This specification shall include all the requirements defined for the equipment and its operating mode such as:

- functional and material requirements

- electrical and mechanical interfaces requirements

- installation requirements (cooling, specific location requirements,…)

- qualification requirements

- software and/or Programmable Logic Device (PLD) requirements (criticality level, …)

DRL n°2.4 – Installation and Operator’s Manual (IOM) and Pilot Guide

The IOM shall contain all the limitations and constraints that the Topic Manager shall respect in the Powerpack installation.

The Selected Applicant shall provide for Topic Manager approval, the operator’s Manual and the Pilot Guide. These documents shall include all the information to operate the equipment.

The Operator’s Manual shall include all the information necessary to operate the equipment during its installation on the H/C (initialization procedure, installation procedure, testing procedure) and during its operating on ground or in flight by the H/C crews. In particular all the operating procedure (controls and signalization, (i.e. Cockpit display signals and warning lamp indicators), operating limitation) shall be clearly described.

After analysis by the Topic Manager, the Operator’s Manual could be completed by the Selected Applicant on Topic Manager requests if specific operating instructions not included in the document are requested.

The Pilot Guide shall include on a synthetic way the main flight operating procedure and limitation of the equipment. The main objective of this document is to provide to the H/C crew a reminder of the equipment operating modes.

DRL n°2.5 – Maintenance Manual The Powerpack maintenance manual shall include the scheduled and unscheduled maintenance, and all relevant information for Powerpack maintenance as with respect to the requirements of the prototype Powerpack.

DRL n°2.6 - Powerpack steady-state performance deck The Powerpack steady-state performance deck shall be delivered. It shall be delivered with a user’s manual, and include all necessary information on the Powerpack performance:

- All relevant parameters necessary for Powerpack control and monitoring, and for interface definition (such as temperature, pressure, airflow at air inlet, exhaust, bleeds valve exhaust, etc…

- Worst new Powerpack, worst old Powerpack performance,

- All options to simulate Powerpack installation losses,

- All options to simulate de-/activation of accessories (alternator, cooling fan…),

- Options to simulate Powerpack performance in case of failures.

The performance data shall be guaranteed by the Selected Applicant as this performance deck will be used by the Topic Manager to build all the helicopter flight manual CS-27 certificated performance. The other data shall be in the same way being guaranteed as the deck may be used in the serial phase for in-service major incidents analysis.


Manufacturing & Supply Chain documents

These documents are DRL 3.2 to 3.13.

DRL 3.2 - Acceptance Test Procedure The Acceptance Test Procedure (ATP) shall be referenced in the Design Documentation; it shall include:

- The Technical Specification number,

- The design documentation file reference,

- The part number of the component to be tested,

- A description of the test methods (including the description of signals applied and measured in input / output),

- A description of the test facilities,

- The test parameters to be checked,

- The required parameter values,

- Acceptance criteria concerning the test values.

It shall be approved by the Topic Manager before delivery of the components (no later than the CDR).

From the test results the Selected Applicant shall demonstrate to the Topic Manager, that the proposed and agreed Requirement Specification (and its appendices) requirements has been successfully fulfilled.

Apart from requesting the results taken from bench tests, it is also desirable for the Topic Manager to obtain results from any other experimental field trials which have been conducted by the Selected Applicant, thus giving to the Topic Manager a level of confidence that the equipment has been extensively tested.

The mains topics to be checked through the ATP are at minimum the following:

- Physical inspection (built standard, cleanliness, identification and marking, dimensions, weight, interchangeability, …)

- Electrical (and/or fluids) tests (Power consumption, insulation resistance, dielectric strength, bonding and grounding, electrical input/output characteristics against its standard, …)

- Functional / performances tests (to ensure that the product fulfils the respective requirement specifications : it shall include all values which can be affected by the manufacturing process or for which the manufacturing process is not yet frozen)

For the functionalities already existing in previous version, sampling is acceptable; these tests (non regression tests) shall be identified in the ATP.

- Specific software tests (if applicable) (to ensure, at the first delivery of a software version, that the product is compliant with the requirements of the SRS; these tests shall be based on the software verification documents).

DRL 3.3 – Acceptance Test Report (ATR) This document will include a detailed recording of each acceptance test result performed in accordance with the acceptance test procedure. For each subsystem delivery, the applicable acceptance test report shall be included with the delivery.

Note: For each of the test documents, it shall be presented in the following format:

Aim: What test is performed. Procedure: The way the test is carried out. Results: Including theoretical calculations and experimental values. Conclusions: The outcome of the test


Recommendations: Any further considerations or observations encountered during the test.

DRL 3.8 – FAI Report (FAIR) This document shall be presented during the FAI in development or sent to the Topic Manager for approval before qualification tests (or flight clearance tests) start.

This report shall include:

- Complete identification of the qualification built standard

- Records of complete inspection results

- ATR

- List of open points and their potential consequences (technically & regarding the time schedule)

- Requests for concessions and their potential effect on qualification process (to be approved by the Topic Manager)

DRL 3.11 – Critical parts file (if applicable) If the equipment contains critical parts, then Critical parts file shall be provided (DRL 3.11) and each evolution of this file shall be submitted to the Topic Manager for approval.

Hardware complex components (HCC) development phase and documentation

ASIC: an ASIC (Application Specific Integrated Circuit) is defined as any mask-programmed integrated circuit that is developed by or for the Topic Manager that requires physical customization of the device by an ASIC vendor. Gate array, cell based and custom design are included as they involve some level of customization of the mask sets used in fabrication of the device.

PLD: a PLD (Programmable Logic Device) is defined as any device that is purchased as an electronic part and altered to perform an application specific function. PLD’s include, but are not limited to Programmable Array Logic Device (PAL), Programmable Logic Array (PLA), General Array Logic Devices (GAL), Field Programmable Gate Array Devices (FPGA), and Erasable Programmable Logic Devices (EPLD). Programmable Logic Devices typically require programming via software which is done in-house by the equipment manufacturer.

The hardware complex components development method and documentation must be in line with [DO 254] requirements.

The Selected Applicant has provided the HCC Development Plan (DRL 7.2) and HCC Quality assurance plan (DRL 7.3). The Topic Manager and the Selected Applicant shall agree on the proposed documents at the kick off meeting.

Hardware complex components documents are DRL 7. The list of documents will be confirmed at the kick off meeting.

Software development phase: reviews and documentation Development methodology shall fulfil the objectives of [DO-178B]. The Selected Applicant’s Plans shall be submitted for approval.

The Software documentation shall be provided according to the DRL and compliant with DO-178B certification objectives.

SSR (Software Specification Review): This review shall be conducted when the software requirements have been sufficiently defined to evaluate the Selected Applicant 's interpretation of the system. The SSR shall address the completeness and correctness of the SRS and all the Software Plans. The SSR is considered successful when the Topic Manager witnesses that the Software


Requirement Data (DRL n° 6.9: SRS and IRS) form a satisfactory basis for proceeding into Preliminary Software Design.

PDR (Preliminary Design Review): This review shall be conducted to evaluate the progress, the technical adequacy, the compatibility with performances, the engineering requirements and the risk resolution of the design approach, as described in the Preliminary Design Description (DRL 6.10).The Software Verification Plan (SVP) shall be provided (DRL 6.3).

CDR (Critical Design Review): This review shall be conducted when detailed design is essentially complete. The purpose of the CDR is to prove the adequacy of the detailed design, the performance and testability characteristics of the design solution, documented in the Software Design Description (DRL 6.10: SDD and IDD). The test approach shall also be evaluated from the preliminary Verification Cases and Procedures (DRL 6.13).

EFA Review (Experimental Flight Approval): This review shall be performed prior the first flight of a "not fully qualified" Software version, in order to verify the fulfillment level of design, verification and validation processes. The EFA review shall address:

- Software configuration and implemented functions status

- Assessment of the testing coverage adequacy

- Inspection and report of development tasks achieved versus the complete software development cycle (identification of tasks planned in software plans that have not or only partly been completed)

- Documentation availability and control

When the EFA review is successful, the Software version can be delivered, accompanied by the Version Description Document (VDD) (DRL 6.16).

TRR (Tests Readiness Review): This review shall be performed to determine the compliance of the Software Verification Cases and Procedures (DRL 6.13: Integration tests and Unit tests) versus tests requirements and the level of confidence obtained with informal testing. The TRR is considered as successful if the Software Verification Cases Procedures and informal tests results form a satisfactory basis for proceeding into formal testing.

FQR (Formal Qualification Review): This review is equivalent to [DO-178B] Software Conformity Review and shall be performed to verify that:

- All planned software activities, including elaboration of software life cycle data, have been completed and are traceable through associated records,

- The software development process complies with agreed plans or possible deviations have been recorded and analyzed for their potential impact against the software product,

- Software life cycle data are traceable to the allocated requirements, comply with software plans and standards and are controlled according to the configuration management plan,

- All agreed changes have been incorporated,

- The current software product baseline is traceable to any previous one if any certification credit is sought from a previous baseline,

- The software product meets its allocated requirements or possible deviations have been recorded and analyzed for their potential impact against the operational and safety requirements,

- The software product and life cycle data have been archived as defined in the configuration management plan,

- The executable object code can be successfully regenerated from the archived source code,

- The executable object code can be successfully loaded using the release instructions.

Software development documents Software Development documents are DRL 6.1 to 6.20. Documents shall be compliant with [DO 178 B] certification requirements.

The Selected Applicant shall put all the development products to the Topic Manager and Certification


Authority’s disposal.

Software utilization documents Software utilization documents are DRL 9.1 and 9.2.

The Selected Applicant shall provide two guides with the following information with all necessary data to install and use the software at the Topic Manager level.

Software versions description The Selected Applicant shall adopt a version numbering system. This numbering system should segregate major changes versus minor changes (like bug fixes or parameter tuning).

Any change in software version during the development phase, whatever its nature (minor or major), shall induce a change in the version identification. This identification shall either be identifiable on the delivered equipment pieces or induce a change in the equipment part number (P/N) affixed on equipment pieces.

Every released version to the Topic Manager, either separately or loaded in equipment, shall be identified by a Software Version Sheet (which may be a provisional Software Configuration Index) identifying:

- the software configuration (at least reference of the archive of executable and other files to be loaded if any),

- the list of changes since the last delivered version (implemented change requests, corrected problem reports),

- a summary of test and verification status.

An agreement between the Topic Manager and the Selected Applicant shall be found about the test and verification level required for delivered software versions intended for flight testing (EFA). This level may vary depending on the possible contribution of the software to catastrophic or hazardous events during flight tests.

Software loading The Selected Applicant shall define methods and tools for:

- Up/downloading software executables, as well as configuration files if any,

- Verifying that the executables and configuration files have been properly uploaded,

- Verifying loaded memory integrity throughout equipment life,

- Verifying that the correct executables and configuration files have been uploaded (P/N to be embedded into each executable or configuration file and to be observable),

- Verifying compatibility between software and hardware and between several executables and configuration files,

- Reading, diagnosing and erasing the Non Volatile Memory contents for maintenance purpose, if such data logging is included in functional requirements.

These operations shall be based on:

- Secure - and as far as possible standard - data formats and transmission protocols,

- The most possible standardized COTS ground-based equipment and software: EC recommendation is to use a PC with a standard serial link (RS232 or RS422 for example), and a baud rate appropriate to the amount of data to be transferred,

- Verifications of the data formats and transmission protocols performed by the embedded software, in order to avoid or limit the need to qualify the ground-based software,

- Verification of memory integrity by the BIT function, using a CRC / checksum mechanism with an error detection capability appropriate to the type and size of memory to be verified.


All necessary means for software uploading/downloading management (including the associated management software) shall be defined by the Selected Applicant before the S/W PDR. The exchange protocol used by the Selected Applicant on standard serial link and exchange data format standard shall be provided to the Topic Manager.

Up/downloading during development:

In order to reduce the development cycle, intermediate deliveries may be loaded by the Topic Manager on available units.

Software procedures and means used for uploading/downloading of new software versions or parameters configuration tables shall be described in detail by the Selected Applicant.

If a specific hardware tool is required, the Selected Applicant shall provide it to the Topic Manager free of charge.

A software release method to safely transmit a new software release by Email, between Selected Applicant and the Topic Manager sites, shall be proposed during the S/W PDR by the Selected Applicant and agreed by the Topic Manager.

After S/W uploading, no Acceptance test must be required for the unit to be flight worthy

Prototypes Schedule of Requirement (S.O.R) The SOR shall be filled in during the KOM ("Applicant commitment date").

Description Quantity Delivery dates

Applicant commitment

date

Comments

3D model - Each review Every 6 weeks with weight and center of gravity location update

B1 model Tbd T0+19 months Powerpack for EC test bench B2 model Tbd T0+25 months Powerpack for Ground and Flight Tests

ATE (with User Manual) NA NA Use of B1 & B2 models Other NA NA

T0 = KOM

B1 & B2 models quantity does not include models required for Powerpack development and certification.


Data Requirement List (DRL)

General Deliverable items consist of hardware (equipment, subsystem, test equipment or tooling), software and documentation, or any part of it, in accordance with the specified requirements. The deliverable items are summarized in the Data Requirement List (DRL). The definitions and general requirements are described below.

The tables below show the mandatory and main documents which the Proposal must include or commit to deliver at a certain later date. The Proposal shall include lists of proposed documentation in accordance with the Applicant’s usual documentation methods. The final and complete DRL will be agreed between the selected Applicant and the demonstration Topic Manager prior project start.

NB :

- If the development is an adaptation of in-service equipment, the existing documentation may be re-used.

- Some of the documents listed below may be grouped together (with Topic Manager agreement).

- Number of copies: all documents shall be provided with one example paper and one software file (recommended is pdf or tif). 2 means two paper copies plus the software file.

Program Management Documents N° DRL

Description

Submission Criteria

Due Date

Nb of

Copies

Applicability

1.1 Development Plan Information CFP updated version 15

working days before PDR 1 YES

1.2 Quality Manual Information With CFP Answer 1 YES 1.3 Quality Assurance Plan Approval With CFP Answer 1 If DRL 1.2 not

available 1.4 Progress Report Info Monthly 1 YES 1.5 Configuration Management

Plan Approval One month before PDR

Updated if necessary 1 YES

1.6 ECS Approval On Topic Manager/ Applicant/Manufacturer request

1 If any


Engineering documents N°

DRL Description Submission

Criteria Due Date

Nb of

Copies Applicability

2.1 Interface Control Document

(ICD) Approval One month before PDR 1 YES

2.2 Design File and Design description Detailed Documentation

Review First version 15 working days before PDR Last version 15 working days before CDR Available at Applicant facilities

1 YES

2.3 Technical specification (only for off-the-shelf equipment)

Approval One month before PDR 1 YES

2.4 Installation and Operating Manual and Pilot Guide

Approval Draft 15 working days before PDR & CDR Last version 15 working days before FCN

1 YES

2.5 Maintenance Manual Review 1st issue at CDR Final issue 15 working days before FCN

1 YES

2.6 Powerpack Steady state Performance Deck

Review 1 month before each review

1 YES

Quality Assurance documents N°


Criteria Due Date

Nb of


3.2

Acceptance Test Procedure (ATP)

Approval 2 months before first B model availability

1 YES

3.3 Acceptance Test Report (ATR)

Info With each delivery 1 YES

3.4 Certificate of Conformity and Delivery Note

Info With each delivery 1 YES

3.5 Log Card Info With each delivery 1 YES 3.6 Concessions / Production

Permit Approval With each delivery 1 If any

3.8 FAI Report Approval - Report of devt FAI before qualif° /flight clearance tests start.

1 YES

3.9 Storage and conditioning sheet Approval With first equipment delivery

1 YES

3.10 Fire resistance certificate Approval For each equipment delivery (if applicable)

1 YES

3.11 Critical parts file Approval Before production of serial parts

1 YES

3.15 (4.8)

PHST: Packaging, Handling, Storage & Transportation

Review 1 month before 1st proto 1 YES


Qualification documents N°


Criteria Due Date

Nb of


4.1 Qualification Plan Approval Each review 2 YES 4.2 Qualification Test Procedure Approval 2 months before the start

of the test 2 YES

4.3 Qualification Test Reports Approval Each review if necessary 2 YES 4.4 Theoretical verification Approval Each review if necessary 2 YES 4.5 Similarity Substantiation

documents Approval Each review if necessary 2 YES

4.6 Qualification Report Summary (QRS)

Approval 1 month before QR 2 YES

4.7 Declaration of Design and Performance (DDP)

Approval 1 month before QR 1 YES

4.8 RoHS/Lead free qualification documents

Approval 1 month before PDR Updated for CDR/QR if necessary

YES if Lead free is used

Safety/ Reliability/ Maintainability/ Testability / ILS documents

N° DRL

Description Submission Criteria

Due Date

Nb of

Copies

Applicability

5.1 [Safety/Reliability Plan]

Review/acceptance from Safety/Reliability specialists

Preliminary for answer to CFP, Final 1 month before PDR

2 YES

5.2 [Reliability assessment]

Review/acceptance of Safety/Reliability specialists

Information for answer to CFP, Preliminary 1 month before PDR, Updated 1 month before CDR, Final 1 month before QR

2 YES

5.3 [Safety Assessment] including fault trees


Global feasibility assessment for answer to CFP, Preliminary 1 month before PDR, Updated 1 month before CDR, Final 1 month before QR

2 YES

5.4 [Common Cause Analysis]


Preliminary 1 month before PDR, Updated 1 month before CDR, Final 1 month before QR

2 YES

5.5 [FMECA] Review/acceptance of Safety/Reliability specialists

Preliminary 1 month before PDR, Updated 1 month before CDR, Final 1 month before CR

2 YES

5.6 Computer Data files related to the demonstration of Safety-Reliability probabilities


On Topic Manager request

2 YES


Software documents

As defined in Appendix A of [DO 178 B], the SDRL can be tailored according the Software Safety Category (DRL 6.6 to 6.8 are not mandatory for level D).

N° DRL


Due Date

Nb of Copies

Applicability

6.2 Software Development Plan (SDP)

Approval 15 working days before SW SSR

1 YES

6.4 Software Configuration Management Plan (SCMP)


1 YES

6.5 Software Quality Assurance Plan (SQAP)


1 YES

6.9 Software Requirement Data (SRS + IRS)


1 YES

6.10 Design Description (SDD + IDD if necessary)

Info Preliminary design 15 working days before SW PDR. Updated for each new SW delivery

1 YES

6.11 Source Code Info Available at Applicant facilities

YES

6.12 Executable Object Code Info Available at Applicant facilities (+ installed in equipment pieces)

1 YES

6.13 Software Verification Cases Procedures Functional testing of requirement

Review - 15 working days before SW EFA - Available at Applicant facilities

1

YES

6.16 Software Configuration Index Document (or Software Release Note)

Review Software Version Sheet at each intermediate software version delivery

1 YES

HARDWARE COMPLEX COMPONENTS DOCUMENTS N°


Criteria Due Date

Nb of Copies

Applicability

7.1 HCC Plan for Hardware Aspects of Certification

Approval PDR 1 YES if HCC

7.2 HCC Development plan Approval PDR 1 YES if HCC 7.3 HCC Quality Assurance Plan Approval PDR 1 YES if HCC 7.4 HCC verification plan Approval PDR 1 YES if HCC 7.5 HCC configuration

management plan Approval PDR 1 YES if HCC

7.6 HCC requirement specification Information PDR 1 YES if HCC 7.7 HCC design document Information Preliminary PDR

Completed CDR 1 YES if HCC

7.8 HCC verification cases and procedures

Signature CDR 1 YES if HCC

7.9 HCC verification results Information VR 1 YES if HCC 7.10 HCC environment

configuration index Information VR 1 YES if HCC

7.11 Problem report Information VR 1 YES if HCC 7.12 HCC configuration

management records Information VR 1 YES if HCC

7.13 HCC quality assurance records

Information VR 1 YES if HCC

7.14 HCC accomplishment summary

Approval QR 1 YES if HCC


SOFTWARE UTILIZATION DOCUMENTS

N° DRL


Due Date

Nb of Copies

Applicability

9.1 User guide for installation and utilisation at EC level

Information With the first software delivery.

Updated version if necessary

1 YES

9.2 User guide for installation and utilisation at customer level

Information With each software delivery

1 YES


APPENDICES Special clause: The appendices are available in a separate document that can be provided on request to the interested applicant; due to the confidentiality content of this supplementary document, it is necessary to enter a Non Disclosure Agreement (NDA) with the Topic Manager. Therefore the applicant who is willing to receive this detailed info package, is invited to write to the call mailbox confirming the request. He'll receive a NDA to sign in two originals and send to the JU. The NDA will be passed to the Topic Manager and, when signed, will be returned in one copy to the applicant together with the Specification document. The confidential data may then be used by the applicant for proposal preparation until closure of this Call for Proposals. Questions concerning the confidential data delivered will be handled in a dedicated Q/A document, which will only be circulated to those applicants who have signed the Confidentiality Agreement.

APPENDIX 1 – ENGINE INSTALLATION ENVELOPE Sensitive data will be provided on demand after confidential agreement with Topic Manager.

APPENDIX 2 – Battery Voltage current Characteristics

Sensitive data will be provided on demand after confidential agreement with Topic Manager.

APPENDIX 3 – Engine Torque modulation

Sensitive data will be provided on demand after confidential agreement with Topic Manager.

Call for Proposals - European...

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