Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 1

Power Optimised AircraftA keystone in European research in More Electric Aircraft Equipment Systems

Aerodays 2006Vienna, 20 June 2006

Lester Faleiro, PhD, MIEELiebherr –Aerospace

Progress in MotionAir Management. Actuation and Flight Control. Landing Gear.

www.liebherr.com

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 2

Contents

What are Aircraft Equipment Systems (AES)?Lessons learned so far in POAThe way forward in AES research

GlossaryAES – Aircraft Equipment SystemsMEA – More Electrical AircraftPOA – Power Optimised Aircraft

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 3

Engine

Primary Controls

Engine systems

Wing Anti-Ice

Primary Controls

Secondary Controls

Environmental Control

Landing Gear

APU

Gearbox

Electrical Distribution

Central Hydraulics

Commercial Loads

Generator

Mechanical Power

Hydraulic Power

Pneumatic Power

Electrical Power

What are Aircraft Equipment Systems (AES)?

“Systems required to ensure safe and

comfortable flight”

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 4

The target of Power Optimised Aircraft (POA) is to validate, at aircraft level and both qualitatively and quantitatively, the ability of next generation aircraft equipment systems to enable the reduction in consumption of non-propulsive power

DriversSafety Standards

ObjectivesReduction of peak non-propulsive power by 25%Reduction of total non-propulsive powerReduction of fuel consumption by 5%Reduction of total equipment weight

ConstraintsMaintenance CostsEquipment production costsReliability

POA Project Goals

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 5

Timeframe: 2002 - 2006 (5 years)Total Budget: € 99,2 million (Part funded by the European Union 5th

Framework Programme)Consortium: 46 partners

Airframe ManufacturersAirframe Manufacturers

Aircraft Equipment System and Engine ManufacturersAircraft Equipment System and Engine Manufacturers

Subsystem ManufacturersSubsystem Manufacturers

Component ManufacturersComponent Manufacturers

Tools and Service ProvidersTools and Service Providers

The Consortium

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 6

Engine

Primary Controls

Engine systems

Wing Anti-Ice

Primary Controls

Secondary Controls

Environmental Control

Landing Gear

APU

Gearbox

Electrical Distribution

Central Hydraulics

Commercial Loads

Generator

Mechanical Power

Hydraulic Power

Pneumatic Power

Electrical Power

Conventional Aircraft Architecture

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 7

Environmental Control

Primary Controls

Engine systems

Wing Anti-Ice

Primary Controls

Secondary Controls

Landing Gear

Commercial Loads

Cabin Expansion generator

Electrical Distribution

Starter Generator

Engine

Local Hydraulic source

Local Compressor

More Electrical Power

No Gearbox

Reduced Engine Bleed

Optimised Aircraft Architecture?

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 8

EngineEngine ElectricalElectrical SystemsSystems

•DC Power Bus on Engine•Simplified Airframe/Engine Interface

•Each Machine will have a Power Electronic Drive

•Each Drive will Appear as a Node in a Distributed Control System

•Fan Shaft Generator• ~ 150kW main Power Generation at Idle and Above

•Emergency Power Generation from Windmilling Fan to Airframe (engine-out) or HP Machine for Assisted Windmill Relight.

•Active Magnetic Bearing•Investigate Potential for Removal of Oil System

•Monitoring of Shaft Rotordynamics

•Electric Fuel Metering Unit• ~ 100kW Motor

•Simplified Fuel System

•Lower Heat Input to Fuel

•Electric Oil Pump/Scavenge System•Optimise Oil Flow to Bearings over Engine Cycle

Electric Actuators

•High Pressure Starter/Generator• ~ 200kW Motor for Engine Starting.

•Will Generate Power after Engine Start

•LP to HP Power Transfer may Improve Fuel Burn and Reduce Thrust During Descent.

•Electric Oil Breather Model

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 9

ActuationActuation SystemsSystemsTheThe ObjectiveObjective isis to to achieveachieve lowerlower life life cyclecycle costscosts, , throughthrough powerpower

optimisationoptimisation, , reducedreduced weightweight and and maintenancemaintenance costscosts

PrimaryPrimary & & SecondarySecondary FlightFlight ControlControl SystemsSystems

TrimmableTrimmable Horizontal Horizontal StabiliserStabiliser ActuationActuation (THSA)(THSA)

Proof of concept

More electrical actuation with innovative mechanical technologies

ElectroElectro--MechanicalMechanicalActuationActuation (EMA)(EMA)

Distributed High-Lift systems

Comparison of hinge lineversus rotary technologies

ElectroElectro--HydraulicHydraulic ActuationActuation (EHA)(EHA)Derivation of Standards

Hardware and model verification

ElectroElectro--BackBack--upup HydraulicHydraulicActuationActuation (EBHA)(EBHA)

Novel and versatile hybrid actuation

LandingLanding GearGear SystemsSystemsLanding Gear system integration

Decentralised actuation for Nose Wheel

More Electrical Actuation for Main Gear

More Electrical Wheel Braking

NacelleNacelle SystemsSystemsMore Electrical Thrust Reversal

Alternative to pneumatic and hydraulicthrust reversal systems

Mechanical and data bus synchronisation

10-12 kW EHA

Wide-body aileron actuator ~2 kW

Typical wide-body stabiliser actuator

Spoiler actuator ~25 kW

Large wide-body thrustreverser ball and screw EMA

Hurel-Hispano test facility

Airbus A300/A310

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 10

The Objective is to reduce and optimise the effect of bleed air off-take on power usage, as this is a large consumer of non-propulsive power. Bleed Air Off-Takes are

mainly used for the Environment Control System and for Wing Ice Protection.

PneumaticPneumatic SystemsSystems

Wing Ice Protection (WIP)Wing Ice Protection (WIP)To Increase the efficiency of WIP Systems

The main innovation is the use of ultrasonic surface ice sensors (WIP on demand) and hybrid wing heating (electrical and hot air)

The main outputs are Model of WIP Systems and Test of an innovative WIP System

Wing heat distribution using: Ultrasonic sensors, Electro-thermal devices, On demand active intelligence control and Monitoring ofunprotected surfaces

Motorised Air Cycle machine

Re-circulation Fan

CO2 Compressor

Fuel Cells (FC)Fuel Cells (FC)

To Increase the efficiency of electrical power generation for pneumatic systems

The main innovation is the validation of a Solid Oxide Fuel Cell(SOFC) with its reformer for use with kerosene

The main outputs are a Model of FC System and the Test of a 5 kW Fuel Cell System

EnvEnv. Conditioning System (ECS). Conditioning System (ECS)To increase the efficiency of the ACS

The main innovation is the combination of a Vapour Cycle (containing an environmentally neutral fluid) with an electrical driven Air Cycle. A variable speed motor for the re-circulation fan and a Cabin Energy Recovery Device will be used.

The main outputs are a Model of a complete ACS and the Test of a Hybrid ACS (Vapour +Air Cycle)

Ice detection sensor

SOFC Principle

Pneumatic Systems

Aircraft Electrical Power Systems

Engine Electrical Systems

Actuation Systems

A Total A Total AircraftAircraft RepresentativeRepresentativePhilosophyPhilosophy

Mod

els

Mod

els

Mo d

els

Mo d

els

EngineEngine Systems Validation Systems Validation RigRig(ESVR) at INTA(ESVR) at INTA

AircraftAircraft Systems Validation Systems Validation RigRig(ASVR) at (ASVR) at HispanoHispano--SuizaSuiza

VirtualVirtual Iron Iron BirdBird (VIB), (VIB), firstfirst at DLR, at DLR, thenthen in in realreal--timetime at at HispanoHispano--SuizaSuiza

Engine

LandingGear

PrimaryControls

PrimaryControls

SecondaryControls

APU

ElectricalDistribution

Commercial Loads

Enginesystems

WingAnti-Ice

EnvironmentalControl

Gearbox

Central Hydraulics

Generator

Selectedsuite of Validated

Hardw

are subsystems

and components

Full suite of Validatedsystem

and subsystemm

odels

I I -- Each of the Technical Work Packages will produce Each of the Technical Work Packages will produce validated hardware and models from their respective validated hardware and models from their respective systems areas. These will be integrated into the ESVR, systems areas. These will be integrated into the ESVR, ASVR and VIB ASVR and VIB

II II -- The ESVR and ASVR will each be run to validate The ESVR and ASVR will each be run to validate systems integration (an identical generator will be used systems integration (an identical generator will be used on both in order to produce comparable results). on both in order to produce comparable results). Hardware absent from the ASVR will be modelled in Hardware absent from the ASVR will be modelled in realreal--time on the VIB and run together with the ASVR to time on the VIB and run together with the ASVR to represent a total aircraft.represent a total aircraft.

III III -- The VIB will be used to validate that the resulting The VIB will be used to validate that the resulting aircraft system is optimisedaircraft system is optimised

Note: Pictures shown do not necessarily indicate the exact hardware involved in POA

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 12

Engine Systems Validation Rig (ESVR), Madrid

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 13

Aircraft Systems Validation Rig (ASVR), Paris

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 14

Virtual Iron Bird (VIB), Munich

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 15

ObjectivesReduction of peak non-propulsive power by 25% achievableReduction of total non-propulsive power achievableReduction of fuel consumption by 5% achievableReduction of total equipment weight achievable

ConstraintsMaintenance Costs achievableEquipment production costs achievableReliability achievable

POA Project Goals for a more-electrical aircraft configuration

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 16

Why is POA a keystone?

Previous projects concentrated on systems level researchPOA was the first big European integration level projectPOA confirmed the feasibility of MEAPOA showed that we need to concentrate on

Understanding the management of electrical loadsSolving thermal management issuesEnabling technologies such as power electronics

This led to More Open Electrical Technologies (MOET, FP6)Examine electrical architecturesExplore thermal managementUtilise current advances in power electronics technologies

The next step is „Clean Sky“ (FP7)Validation of total energy managementMaturation of the work begun in POAValidation of the ideas generated in POA

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 17

2004 2008

Systems for MEA

MEA Integration

MEA Process

1996 2000 2012

EU framework programmes

1992

C-141 demoCC--141 demo141 demo

FP4 FP5

MEA (US AFRL)MEA (US AFRL)MEA (US AFRL)

LEMASLEMASLEMAS

EPADEPADEPAD

HEATHEATHEATEABSYSEABSYSEABSYS

TIMES (UK)TIMES (UK)TIMES (UK)F-16/F-18 demoFF--16/F16/F--18 demo18 demo POA (EC)POA (EC)POA (EC)

REACTSREACTSREACTS

DEPMADEPMADEPMAVFCFCVFCFCVFCFC

MOET (EC)MOET (EC)MOET (EC)

ELISAELISAELISAEPICAEPICAEPICA

FP6

VFGVFGVFG

IHPTETIHPTETIHPTET VAATEVAATEVAATEEEFAEEEFAEEEFAE

FP7

Systems projects

Integration Integration projectsprojects

Clean Sky (EC)Clean Sky (EC)Clean Sky (EC)

MEA II (US AFRL)MEA II (US AFRL)MEA II (US AFRL)

Why is POA a keystone?

A320 demoA320 demoA320 demo

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 18

More information on POA project results

TEOS forum, 28-30 June 2006Technologies for Energy OptimisedAircraft Equipment Systems

POA results in the form of seminars, workshops, exhibitionHotel Novotel Tour Eiffel, Paris, France

Power Optimised Aircraft Aerodays 2006, Vienna, 20 June 2006

DO-06-T-F&T 0601 / 20.6.2006©LIEBHERR-AEROSPACE 2006 19

© Liebherr-Aerospace 2006. Alle Rechte vorbehalten.Kein Teil dieses Dokumentes darf in irgendwelcher Form wiedergegeben oder unterVerwendung irgendwelcher Übermittlungsmittel übermittelt werden, einschliesslich derHerstellung von Photokopien, der Herstellung von Aufnahmen und sämtlicher anderer Formender Speicherung und Wiedergabe, ohne zuvor die schriftliche Genehmigung der Liebherr-Aerospace erhalten zu haben.

© Liebherr-Aerospace 2006. Tous droits réservés.Aucune partie de ce document ne peut être reproduite ou transmise sous quelque forme que ce soit ou par n’importe quel moyen de reproduction ou transmission, électronique ou mécanique y compris photocopies, enregistrements et toute autre forme de mémorisation et transmission, sans préalablement avoir obtenu l’accord écrit de Liebherr-Aerospace à cet effet.

© Liebherr-Aerospace 2006. All rights reserved.No part of this document may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage and retrieval system, without prior written permission from Liebherr-Aerospace.