Download - CEAS - Issue 4 - December 2011

The Quarterly Bulletin of the

COUNCIL OF EUROPEAN AEROSPACE SOCIETIES

3 A F – A I A E – A I D A A – C z A e S – D G L R – F T F – H A E S – I I K – N V v L – P S A A – R A A A – R A e S – S V F W – Ts A G I – V K I

Issue 4 - 2011December

21 OCTOBER 2011:

· THE FIRST PAIR OF SATELLITES FOR EUROPE'S

GALILEO GLOBAL NAVIGATION SATELLITE SYSTEM

HAS BEEN LOFTED INTO ORBIT BY THE FIRST RUSSIAN SOYUZ

VEHICLE FROM EUROPE'S SPACEPORT IN FRENCH GUIANA IN AN HISTORIC MISSION

· THIS LAUNCH WAS PERFORMED BY THE LEGENDARY RUSSIAN LAUNCHER

THAT WAS USED FOR SPUTNIK AND YURI GAGARIN

· IT WAS ALSO THE FIRST SOYUZ TO BE LAUNCHED FROM A SITE OUTSIDE

OF BAIKONUR IN KAZAKHSTAN OR PLESETSK IN RUSSIA.

2 • CEAS Quarterly Bulletin - December 2011 •

WHAT IS THE CEAS ?

The Council of European Aerospace Societies (CEAS) is an InternationalNon-Profit Association, with the aim to develop a framework within whichthe major Aerospace Societies in Europe can work together.It presently comprises 14 Member Societies: 3AF (France), AIAE (Spain),AIDAA (Italy), CzAeS (Czech Republic), DGLR (Germany), FTF (Sweden),HAES (Greece), IIK (Finland), NVvL (Netherlands), PSAS (Poland), RAAA(Romanian Aeronautical & Astronautical Association), RAeS (UnitedKingdom), SVFW (Switzerland), TsAGI (Russia) and EUROAVIA, VKI ((VonKarman Institute, Belgium).Following its establishment as a legal entity conferred under Belgium Law,this association began its operations on January 1st, 2007.Its basic mission is to add value at a European level to the wide range ofservices provided by the constituent Member Societies, allowing forgreater dialogue between the latter and the European institutions,governments, aerospace and defence industries and academia.The CEAS is governed by a Board of Trustees, with representatives ofeach of the Member Societies.Its Head Office is located in Belgium: c/o DLR – Rue du Trône 98 – 1050 Brussels.www.ceas.org

WHAT DOES CEAS OFFER YOU ?KNOWLEDGE TRANSFER:• A well-found structure for Technical Committees

HIGH-LEVEL EUROPEAN CONFERENCES

• Technical pan-European events dealing with specific disciplines andthe broader technical aspects

• The CEAS European Air and Space Conferences: every two years, aTechnical oriented Conference, and alternating every two years also, aPublic Policy & Strategy oriented Conference

PUBLICATIONS:• Position/Discussion papers on key issues• CEAS Aeronautical Journal • CEAS Space Journal• CEAS Quarterly Bulletin

RELATIONSHIPS AT A EUROPEAN LEVEL:• European Commission • European Parliament• ASD (AeroSpace and Defence Industries Association of Europe), EASA

(European Aviation Safety Agency), EDA (European Defence Agency),ESA (European Space Agency), EUROCONTROL

• Other European organisations

EUROPEAN PROFESSIONAL RECOGNITION:• Directory of European Professionals

HONOURS AND AWARDS:• Annual CEAS Gold Medal to recognize outstanding achievement• Medals in technical areas to recognize achievement

YOUNG PROFESSIONAL AEROSPACE FORUM

SPONSORING

THE CEAS MANAGEMENTBOARD

IT IS STRUCTURED AS FOLLOWS:

• General Functions: President, DirectorGeneral, Finance, External Relations &Publications, Awards and Membership.

• Two Technical Branches:– Aeronautics Branch– Space Branch

Each of these two Branches, composed ofspecialized Technical Committees, is placedunder the authority of a dedicated Chairman.

THE OFFICERS OF THE BOARD :

President: Pierre [email protected]

Vice-President, Finance: Paul [email protected]

Vice-President, Publications and ExternalRelations: François [email protected]

Vice-President, Awards and Membership: Kaj Lundahl [email protected]

Director General: Ms Mercedes Oliver Herrero(including Financial Management)[email protected]

Chairman of the Aeronautics Branch: Christophe Hermans [email protected]

Chairman of the Space Branch: Constantinos [email protected]

Chairman of the Programme CoordinationCommittee: François Gayet

Editor-in-Chief of the Quarterly Bulletin: Jean-Pierre [email protected]

Quarterly Bulletin, Design & Page SettingSophie [email protected]

• CEAS Quarterly Bulletin - December 2011 • 3

EDITORIAL

EditorialTHE PRESIDENT’S NEW YEAR WISHES

Iam very honoured to have been re-elected asPresident of the CEAS for the year 2012 and Iaddress my most cordial thanks to all members of

the Board of Trustees (BoT). By unanimously puttingtheir trust in me on the occasion of the managementmeeting on October 26 in Venice, beyond honouring methey also confirmed their will to continue the workconducted by my predecessors at the head of ourAssociation until the end of 2010 and by myself in 2011. I am very pleased with this positive support. Indeed weneed it to consolidate our approach along the lines thatwe worked out together. Already a number of strongfacts have paved the way of the CEAS this year: thearrival of three new member societies – Czech repu-blic, Romania and Belgium -, the publication of volu-mes 1 & 2 of the CEAS Aeronautical Journal and of theSpace Journal, the development of a computerizedaerospace events management information system,the first technical GNC (Guidance, Navigation &Control) Conference held on 13-15 April in Munich, andrecently, the third CEAS European Air & SpaceConference which took place in Venice from 24 to 28October. The latter was very successful, so I am plea-sed to warmly thank the organisers of this event, morenotably Prof. Franco Persiani, President of the AIDAA,and Dr Sara Bagassi, of Bologna University.Besides, we have taken the initiative this lastSeptember to undertake the building up of a strategicplan in order to more precisely define the actionsnecessary to support our members, including byincreasing the visibility and image of CEAS. Starting atEU level, it will also contribute to attract the best youngprofessionals into aerospace as well as to help stu-dents in study and professional placement. As a first example of such a tangible development, Iwould like to stress the value of our involvement in theE-CAero programme. Being a partner in an E-CAerocontract with 5 other partners (ECCOMAS, ERCOF-TAC, EUROTURBO, EUROMECH, and EUCASS), wehelped set up a one day forum at the AerospaceConference in Venice with experts from three of them(ECCOMAS, ERCOFTAC, EUROTURBO). Entitled

“CFD Multi physics Methods, Tools and Software”, itspecifically answered the will of the EC to bring allEuropean efforts together in a better organised collabo-ration. And by addressing the “future needs of Industryin Aeronautics & Propulsion” it also was meant to bringthe best possible synergies in dealing with some of themajor challenges in the future of our industry. In dealing with environmental and societal issues, inlooking for technological breakthroughs, in facingcompetition in the current difficult economic situationor in coping with emerging countries which are boundto catch up with us in the coming ten or fifteen years,a truly European approach is the way to go. No need to say, education and training also was cen-tral in our discussions and this is very consistent withour own CEAS objectives and active positioning: withpleasure I recently signed a letter on behalf of our BoTto endorse and participate in the REStARTS 2 projectwith our member VKI and we now are part of a consor-tium for this New FP7 EC Call.So with all this in mind for a fascinating year of actionin 2012, together with the CEAS Trustees and the offi-cers of the Management Board, I am determined togenerate a significant increase of the CEAS visibility,image and influence.My dear readers, I’m glad to offer you these expecta-tions as the basis of my best wishes for 2012!

Pierre BESCOND,President of the CEAS

CONTENTS

• The life of CEAS - - - - - - - - - - - - - - - - - - - 4-5

• An innovative evaluation platform - - - - - - -6-7for new aircraft concepts

• About Clean Sky and Sesar - - - - - - - - -8-10

• Read for you : 3 EU publications - - - -10-11

• A renaissance in Systems Thinking - -12-13

• Defence : UCAVs Taramis and - - - - - -14-15nEUROn

• Space : Galileo and GMES - - - - - -16-19

CEAS MEMBER SOCIETIES - - - - - - - - - - - - - - 20

AMONG THE UPCOMING EVENTS - - - - - 21-23


THE LIFE OF THE CEAS

By Sara Bagassi

CEAS 2011 CONFERENCE, HELD INVENICE LAST OCTOBER IN THE WON-DERFUL “FONDAZIONE GIORGIO CINI”,WAS ONE OF THE MOST SUCCESSFULCONFERENCES IN CEAS HISTORY.HOSTED BY AIDAA (ITALIAN ASSO-CIATION OF AERONAUTICS AND

ASTRONAUTICS), CEAS 2011 ATTRACTED MORE THAN350 DELEGATES FROM ALL OVER THE WORLD, GATHE-RING THE MAJOR REPRESENTATIVES OF EUROPEANR&D IN AEROSPACE, AND WAS SPONSORED BYFINMECCANICA, AIRBUS, ASI, CLEANSKY, DASSAULTSYSTÈMES, DLR, ESA, IBM AND PIAGGIO AEREOINDUSTRIES.

A DENSE 4-DAY PROGRAMMEThe conference theme “Flying to the Future” has inspiredall four days programme consisting in 58 thematic ses-sions, 6 general lectures, meetings and round tables, all

THE CEAS 2011 CONFERENCE “FLYING TO THE FUTURE” HELD IN VENICE ON 24-28 OCTOBER WAS A SUCCESS

dealing with cutting edge topics of both aeronautics andspace. Moreover, the final seminar “SESAR and theMilitary” attracted about 100 more delegates to the confe-rence venue.The Call for Papers attracted more than 340 submissionsfrom 27 countries. About 190 papers were presented orallyin 8 parallel tracks and about 30 papers were discussed ina poster session.

THE OPENING SESSIONThe opening session - chaired by Franco Persiani (confe-rence Chairman and AIDAA President) and introduced byPierre Bescond (CEAS President) - was focused on theanalysis of the European Aerospace Industry in the currentand future economic framework and on the role of an evercloser cooperation at all levels in Europe. GiovanniBertolone (Finmeccanica), Detlef Müller Wiesner (EADS),Franco Ongaro (ESA), Marcello Spagnulo (ASI), Eric

Figure 1. Conference Venue – Fondazione Giorgio Cini –San Giorgio Maggiore Island Venice

Figure 2. Conference Plenary Room – Sala degli Arazzi

Figure 3. Opening Session: from right to left: FrancoPersiani (speaking), Marcello Spagnulo, Franco Ongaro,Giovanni Bertolone, Biagio Ancarola, Pierre Bescond, DetlefMüller Wiesner, Eric Dautriat.

Figure 4. Opening Session: Giovanni Bertolone speech


THE LIFE OF THE CEAS

Dautriat (CleanSky) and Biagio Ancarola (Counsellor of theItalian Ministry for Research and Education) contributed tothe analysis with high level interventions.The opening session was closed by two remarkable gene-ral lectures introduced by Constantinos Stavrinidis (ESA):the first one by Gerard De Groot about the key decisions inthe Space Race and the second one by Tom Krimigisabout Voyager 1 and the heliosphere flight. Tom Krimigiswas then awarded with the prestigious acknowledgement

“CEAS Gold Medal Award” for the great contribution heprovided to space exploration programmes of the SolarSystem and beyond.

OUTSTANDING PARTICIPATIONS

The conference programme was dense of outstanding par-ticipations: Jean Botti’s (EADS) invited lecture about themerging of civil and military technologies, the “Flying to theFuture” Round Table which gathered top level representa-tives of the aerospace industries, George Bridel’s (Air andSpace Academy) general lecture on the European CombatAircraft Evolution and Dave Tyler (AgustaWestland) generallecture about All Electric Helicopter concept.

THE 2-DAY E-CAERO FORUMFurthermore, CEAS 2011 hosted the two-day E-CAEROForum Day on Innovative CFD Multi-Physics Methods,Tools and Software introduced by Dietrich Knoerzer andRemy Denos (European Commission).

THE CLOSING SESSIONThe closing session, organised in cooperation with theCentro Studi Militari Aeronautici (CESMA) of the Italian AirForce Association, connected CEAS 2011 conference withthe seminar “SESAR and the Military”, held on Friday 28October as a concluding event of CEAS 2011 programme. This ”embedded event”, sponsored by ENAV and ENAC,was articulated in two panels: the first one entitled“SESAR and its implications on the Military AirComponent” was chaired by Maj. Gen. Carlo Magrassi ofthe Italian Air Force; while the second one, focusing on thetechnological and financial challenges of SESAR was chai-red by Professor Franco Persiani.

Ing. Sara Bagassi, PhDDIEM. Il Facoltà di Ingineria

Università di Bologna – Via Fontanelle 40 [email protected]

Figure 5. Constantinos Stavrinidis (left) and Tom Krimigis(right) after the opening session

Figure 7. Tom Krimigis presenting his general lecture

Figure 8. Jean Botti giving his lecture about the merging ofcivil and military technologies.

Figure 6. Gerard De Groot giving his general lecture.


AERONAUTICS

THE INNOVATIVE EVALUATION PLATFORMAND FUTURE SUBSCALE FLIGHT TESTING

By Peter Schmollgruber (ONERA)

WITHIN THE EUROPEAN PROJECT “NACRE” OF FP6, ATEAM OF RESEARCH CENTRES AND UNIVERSITIESWORKED ON THE CONCEPT OF A TEST FACILITY IN THEFORM OF A FLYING PLATFORM. THE OBJECTIVE OFTHE LATTER WAS TO OFFER ENGINEERS A NEW TOOLTO INVESTIGATE AREAS OF INTEREST DURING THEEARLY DESIGN PHASES OF FUTURE AERONAUTICALCONCEPTS.BASED UPON THE OUTCOMES OF THIS ADVANCEDSTUDY, THE AUTHOR PRESENTS POSSIBLE NEXTSTEPS TO INCREASE EUROPEAN KNOWLEDGE ONDYNAMICALLY SCALED DEMONSTRATORS.

FP6 PROJECT “NACRE” AND THE DEVELOPMENT OF THE INNOVATIVE EVALUATION PLATFORM

The New Aircraft Concept Research (NACRE) was an inte-grated project led by Airbus with a consortium of 36 part-ners from 13 countries and partly funded by the EU underthe 6th Framework Programme (FP6). During this researchaction, technologies and design capabilities at the compo-nent level - lifting surfaces, power-plant installation, fuse-lage - were developed and integrated within future aircraftconcepts to achieve air travel affordability, environmentalperformance and air transport efficiency. In order to assistengineers in the design of these components and associa-ted future configurations, one of the tasks in NACRE focu-sed on the development of a demonstrator for a new testfacility dedicated to disciplinary investigations: the“Innovative Evaluation Platform” (IEP). The complete workhas been divided into three phases: IEP assessment andfeasibility, IEP design and manufacturing and IEP tests.

IEP ASSESSMENT AND FEASIBILITYIn the first phase of the project, partners assessed possi-ble IEP concepts against conventional test facilities andtechniques. Outcomes of this study indicated that anunmanned dynamically scaled aircraft would provide qua-litative data to investigate flight dynamics and noiseaspects of future full scale airplanes. In addition, theconsortium added the modularity aspect to the flying vehi-cle in order to be able to test various configurations as it isusually done during wind tunnel tests campaigns [1]. Theresulting IEP system consists then in two main compo-nents (figure 1): (i) the Modular Flying Platform (MFP), anunmanned platform which configuration can be easilychanged though a modular structure; (ii) the GroundControl Station (GCS) from which an external pilot withdirect view on the MFP will be remotely controlling themanoeuvres at takeoff and landing through a radio link. Engineers working on the GCS support the pilot with real-time information coming from the MFP and displayed on

several screens. For the in-flight investigations, an autono-mous mode is turned on and the MFP can perform pre-programmed manoeuvres defined by disciplinary experts.Subsequently, the post processing of the recorded dataduring the manoeuvres enables the aircraft parameteridentification and handling qualities assessment. For noise,the MFP flies over microphones with two different tail geo-metries and relative comparisons can be made.A subsequent qualitative multicriteria assessment indica-ted that such IEP offers potential benefits in terms of newtechnical capabilities, higher flexibility and lower costs.This positive conclusion allowed the team to enter the nextphase of the project knowing that the system shall meetstringent requirements in order to provide valuable data tobe extrapolated to full scale aircraft.

IEP DESIGN AND MANUFACTURINGThe design of the IEP [3] started with a throughout require-ment analysis to be sure to capture the key aspectsenabling accurate measurements and safe flights. In asecond step, the sizing of the vehicle has been madeconsidering Froude similarity requirements, performancesof COTS jet engines and maximum flight altitude. Theresulting MFP is an unmanned vehicle weighting about 145kg, with a span of 4.2 meters and two engines for a total

Figure 1 : IEP concept and focus on the modularity capabilities [2]


AERONAUTICS

thrust of 420 N. Key features of the airframe are a retracta-ble landing gear and a wing design enabling modificationsof the inertial properties of the vehicle. As other UnmannedAerial Systems, the IEP is equipped with a recovery systemthat deploys a parachute to terminate the flight at any timein case of critical situations. The main effort for the GroundControl Station design was the development of softwarecapable of running on network of computers and enablingthe addition of measurement modules according to thetests. Regarding avionics, a modular "Plug and Play" archi-tecture was necessary to be able to have different sets ofairframe components connected to the same on-boardcomputer. The resulting Flight and Management ControlSystem of the IEP is a open and 100% known softwareallowing 100 Hz data acquisition and seamless sensorsmodifications. In order to perform efficient and repeatablemeasurements, the IEP has also an advanced autopilotenabling stabilization and navigation, high precision flightpath, automatic flight manoeuvres for flight dynamic inves-tigations and pilot support during manual/semi manualflight modes. During the design and manufacturing phase,all subsystems (airframe parts and avionics) have been tes-ted and the design team used an iron bird coupled with asimulator to validate the behaviour of the system in realconditions. In January 2010, the IEP has been delivered tothe test team to perform outdoor tests.

IEP TESTSIn order to minimize risk during the test phase, the consor-tium defined three stages: (i) validation of airworthiness; (ii)validation of mission sustainability; (iii) IEP measurementsmissions. The first outdoors tests, performed atHahnweide airport in Germany initiated the validation ofairworthiness. After positive results on the range verifica-tion, operational procedures and taxi tests, the IEP hasbeen sent to Poland on the flight test range. Unfortunately,the necessary tasks to complete test flights in safe condi-tions were not compatible with the project planning. Theteam decided therefore to stop the project and to preparethe IEP for future uses by European industries, Researchcentres and universities.

NEXT STEPSThe NACRE IEP has been an important first step in thedevelopment of a new test facility based on flights in freeair in Europe. Discussions in 2011 between industry,research centres and universities led to the definition of aFP7 proposal called VALIEP that would use the scientific

knowledge gained in NACRE as well as the existing IEPsystem with the objective of further increasing Europeancompetences in the use of scaled demonstrators. Theenvisioned work includes improvements of the test facility(aerial vehicle and ground control station), extensiveresearch regarding the disciplinary investigations andseveral flight test campaigns.

ACKNOWLEDGEMENTSThe development of the IEP has been possible through thevaluable contributions of Airbus, Politechnica Warsawa,University of Stuttgart, NLR, Onera and FOI (as well asCIRA, DLR and INTA for the first task of the project).All partners involved in the development of the IEP wouldlike to thank The European Commission for financialsupport of the NACRE Integrated Project (contractN°516068), the European Commission scientific projectofficer D. Knörzer for his encouragement, the EuropeanCommission reviewers H. Körner, G. Thomas, J. Troyes fortheir guidance, J. Frota from Airbus for his continuous sup-port and contribution to the IEP development as coordina-tor of the NACRE project;

Author contact informationPeter Schmollgruber, Onera Centre de Toulouse

[email protected]

REFERENCES

[1] Schmollgruber, P., J.-L. Gobert, P.-E. Gall, Z. Goraj, H.W. Jentik, A. Näs, R. Voit-Nitchmann. An InnovativeEvaluation Platform for new aircraft concepts. The Aeronautical Journal, July 2010 Vol. 114 N° 1157.

[2] Schmollgruber, P., H. W. Jentik, M. Tuinstra. IEP: a multidisciplinary flying test-bed for new aircraft concepts.ICAS 2010 Proceedings

[3] Goraj, Z., K. Kitmann, R. Voit-Nitchmann, M. Szender. Design and integration of ‘flexi bird’, a low cost sub-scaleresearch aircraft for safety and environmental issues. ICAS 2010 Proceedings

Figure 2 : IEP in operational conditions (U-tail version and T-tail version)


AERONAUTICS

EARLY ACHIEVEMENTS OF THE JOINT TECHNOLOGY INI-TIATIVES EURO 10 BILLION RESEARCH AND INNOVA-TION PROGRAMME HIGHLIGHTED AT THE EUROPEANPARLIAMENT

Europe’s five joint Technology Initiatives (JTIs) highlightedin the first week of October 2011 at the EuropeanParliament the first achievements of their Research andInnovation programmes:• ARTEMIS (Executive Director Eric Schutz), for embedded

computing systems;• CLEAN SKY (Executive Director Eric Dautriat), develo-

ping and maturing breakthrough ‘clean tech’ for air trans-port;

• ENIAC JU (Executive Director Andreas Wild), for nano-electronics;

• FCH JU (Executive Director Bert DE Colvenaer), for fuelcells and hydrogen;

• IMI (Executive Director Michel Goldman), for innovativemedicines.

Between them, the JTIs have a total budget of ?10 billion,around a third of which comes from the EuropeanCommission, with the rest leveraged from industry,research and the EU Member States. They cover the fullinnovation chain.The projects presented during the exhibition and thematicsessions are already generating tangible results enabled byimproved cross-cutting computing technology and advan-ced nano-electronics.Ms Maria Da Graça Carvalho, MEP and host of the JointExhibition, stated: “Innovation is crucial for growth andcreation of jobs in Europe. JTIs are powerful instruments tobring knowledge into the market in Key Technologies.”

GKN AEROSPACE ENTERS NEXT PHASE AND GROWSINVOLVEMENT WITH CLEANSKY

THE NLF WINGGNK Aerospace1 has increased its participation with the‘Clean Sky’ Joint Technology Initiative (JTI), growing invol-vement with the development of a NATURAL LAMINARFLOW (NLF) wing. It is taking NLF wing design and eva-luation work, completed in ‘phase one’ of Clean Sky, intothe ‘phase two’ development of a ground-based structural

system demonstrator. It is also set to design and manufac-ture major components of the NLF wing flight demonstra-tor, providing the metallic leading edge and compositeupper cover for this innovative structure. The flightdemonstrator platform will be an A340 with the outer thirdof the wing replaced with the NLF wing developmentsections. Flight tests are scheduled for 2014/2015.

A fully NLF wing is considered to be one of the key develop-ments to reduce drag in the next generation of aircraft andhas the potential to provide 3-4% fuel savings, making thisa vital technology to meet ACARE emissions targets. But anNLF wing is very different from a conventional wing andrequires changes to wing architecture aerofoil definition anddetailed design and manufacturing concepts. The moreslender sections and very high tolerance surface finishesand joints also present the industry with new challenges.

For further information: [email protected]

www.gknaerospace.com

CONSTELLIUM PARTNERS WITH DASSAULT AVIATION TO DEVELOP THE ECO-EFFICIENT ALUMINIUM FOR AIRCRAFT

In the end of October 2011, Clean Sky has officially laun-ched the “Eco-Efficient Aluminium for Aircraft” (ECEFA)project resulting from a call for Proposal of the Eco-Designfor Airframe Integrated Technology Demonstrator (ITD)coordinated by Dassault Aviation.ECEFA will develop an advanced aluminium product pri-marily for civil aircraft fuselage skin applications. With astarting point of 10% density reduction compared to cur-rent solutions, it is expected to offer further weight savingsthrough design re-optimization. It also offers both physicaland mechanical performances allowing for significantlyreduced fuselage wall thickness, durability of the aero-structure and use of eco-friendly surface treatments. Itsambition is to increase proposed technology readiness. Aseries of tolerance tests shall be conducted in order to bet-ter understand its potential and ability to meet airframers’requirements.

ABOUT CLEANSKY

1 GNC plc is a global engineering business serving the automotive, aerospace and land systems markets.

GKN Aerospace is the aerospace operation of GKN plc. With sales of GBP 1.5 billion, the business is focusedaround three major product areas: aero-structures, propulsion systems and transparencies, plus a number ofspecialist products. It is a major supplier of complex composite structures, it offers the most comprehensivecapabilities in high performance metallic processing and it is the world leading supplier of cockpit transparen-cies and passenger cabin windows.


AERONAUTICS

The project is conducted at Constellium’s Research Centrein Voreppe (France).“The ECEFA project represents a step change in terms ofeco-efficient airframe. Aluminium can make the difference”said Christophe Villemin, President of ConstelliumResearch Centre. As a matter of fact, weight performanceis a critical area with a view to lowering CO2 emissions.

“The ECEFA project is rightly seen as a benefit of OEMs, asit addresses increased eco-efficiency requirements whileoffering other significant advantages, such as the reductionof maintenance operations”, added Christophe Villemin.

From Constellium Press Releasewww.constellium.com

“SIMPLICITY, PRAGMATISM AND DELIVERY”

Less than a year to go before the next version of theSESAR MASTER PLAN (SESAR: Single European Sky ATMResearch) is published. Some 120 aviation stakeholdersmeeting in Brussels on 5 October confirmed their commit-ment to work together to refine future air traffic manage-ment planning.Given the complexity of air traffic, the stakeholders – inclu-ding European regulators, air traffic service providers,airlines, airports, the military and the manufacturing indus-try – agreed that their efforts should focus on three coreprinciples: • Simplifying the Master Plan into a more readable and

useable document;• Applying a pragmatic stakeholder-specific approach;• Delivering results in a timely and efficient manner.

The SESAR partnership will continue to link all the stake-holders with a formal institutional process. “The MasterPlan is the living link between development activities anddeployment decisions”, said Patrick Ky, Executive Directorof the SESAR Joint Undertaking.

GLOBAL INTEROPERABILITY IS A MUSTMatthew Baldwin, the European Commission’s Director forAir Transport at DG MOVE emphasized the importance ofglobal interoperability in the fast evolving internationalcontext: “Interoperability is a must”, [...]. The update of theMaster Plan should take into consideration the globalcontext and contribute to it accordingly. It is a real oppor-tunity for Europe to support the ICAO standardisationeffort”, he said.

TO KEEP UP WITH THE RAPID CHANGES IN ATMBo Redeborn, ATM’s Director at EUROCONTROL, said:“ As SESAR moves towards the deployment phase, it isvital that we have an up-to-date Master Plan reflecting thelatest forecasts and the current developments in Europeanand, indeed, global ATM.”

THE NEXT VERSION OF THE SESAR MASTER PLAN

This new version, planned for summer 2012, will addressthe following issues:• Preparing the deployment phase, including the connec-

tion between research and development, deploymentsscenarios and performance needs;

• Ensuring global interoperability;• Updating the risk management plan.

For further information, please contact:– Fiona Mc Fadden: [email protected]

– Kyla Evans/Catherine De Smets:[email protected]

– www.atmmasterplan.eu – www.sesar.ju

GLOBAL INTEROPERABILITY AT THE HEART OF EURO-PEAN ATM MODERNISATION

THE 12th ICAO AIR NAVIGATION CONFERENCE OF 2012:“TOWARDS ONE SKY”TOWARDS ONE SKY, ICAO’s key event – GANIS: GlobalAir Navigation Symposium - will gather industry and stake-holders from all over the world. This global event will givethe entire aviation community the unique opportunity todefine next steps forward towards a seamless global navi-gation system, and to reinforce the importance of globalinteroperability in Air Traffic Management.

What is interoperability?In aviation, interoperability is considered as the capabilityof two or more networks, systems, components or appli-cations working together through exchanges of informa-tion between them, without any restriction, and with theability to use the exchanged information for technical oroperational purposes without any restriction. It relies onuniform principles and global standards, and is achievedthrough procedures, hardware and software interfaces –points of interaction between those systems that ensurethe necessary common understanding. Interoperability ismaking aviation systems, procedures, equipment and

SESAR MASTER PLAN UPDATECAMPAIGN


AERONAUTICS

training compatible around the world, and facilitates theprovision of seamless services to airspace users.

The Single European Sky is just the beginning. The even-tual goal remains a single global sky. An interoperable avia-tion network is a key component of the Single EuropeanSky (SES). For this reason, one of the four SES regulationsdeveloped by the European Commission is focused on theinteroperability of ATM systems. Formal agreements arealready in place between EU’s SESAR programme and theUS programme as well as the Japanese long term vision onair traffic management. “We in the EU are convinced thatworking towards cross-border and global solutions isbeneficial for everybody”, said Siim Kallas, Vice –Presidentof the Commission responsible for Transport.– EUROCONTROL’s technical expertise has contributed to

the development of numerous standards for greater ATMoperability. In particular the information standard AIXM(Aeronautical Information eXchange Model).

– Interoperability goes hand in hand with safety, and this isthe goal of the European Aviation Safety Agency (EASA).It is developing safety regulation and certification stan-dards in view of interoperability. “EASA, in conjunctionwith its partners, has a key role to deliver increased per-

formance and global interoperability, while ensuring highsafety levels”, said Patrick Goudou, Executive Director ofEASA.

– ICAO’s Performance Based Navigation (PBN) is a globalset of navigation specifications that can be used byRegions and States It ensures global standardisation andwill ultimately improve safety, efficiency, capacity andaccess, and help mitigate the environmental impact.

– SESAR 4D trajectory management will improve air trafficoperations, increasing the overall predictability of traffic.SESAR will bring associated efficiencies in airspace des-ign and planning, focusing on environmental benefitsbrought by PBN, continuous descent and climb profilesas well as increasing levels of automation and use oftechnology (remote towers for example).

From information provided by SESAR JUContact details:– EASA: Jeremie Teahan

[email protected]– EC: Régine Eursels [email protected]– EUROCONTROL : kyla Evans

[email protected]– SESAR JU: Eric Platteau - [email protected]

AERONAUTICS AND AIR TRANSPORT :BEYOND VISION 2020

This publication is a Backgrounddocument from ACARE, theAdvisory Council for AeronauticsResearch in Europe. A European Vision forAeronautics and Air Transport in2020 was launched byCommissioner Busquin in 2000.This led to the formation ofACARE to define a StrategicResearch Agenda (SRA). The lat-ter provides strategic goals and

Research & Technology (R&T) roadmaps for proposedsolutions to achieve the objectives outlined in Vision 2020.The SRA goals have had a clear influence on current aero-nautical research: a vigorous research programme isalready delivering important initiatives and benefits for theaviation industry, including EU collaborative research inaeronautics and air transport (EC’s Framework Programmeresearch), the Clean Sky Joint Technology Initiative, theSESAR Joint Undertaking, national programmes as well asprivate company programmes. ACARE has shown the efficacy of working together acrossthe whole community of industry, research establishments,universities, governments, regulatory authorities, and theEuropean Commission.

Since 2000, society’s perception of Air transport has chan-ged and in the future, aviation is likely to face even moreradical challenges. The present publication explains why a new vision“Towards 2050” is essential to set a strategic direction forEuropean Aeronautics and Air Transport on the revisedhorizon. Intended to act as a catalyst for high-level deci-sion makers to stimulate further analysis, this bookletconstitutes a reference document providing a multitude ofprecise information data within each of the aspects dealtwith: Society, Economy, Environment, Technology andOperations.• SOCIETY Based on recent research on socio-economy and demandin future air transport, this chapter highlights a number ofsocial factors determining mobility and air transport by2050 with a deductive approach.• ECONOMYHere the document analyses the players and their marketsof air transport industry, the current crisis – its impact andthe way out –, general economy scenarios, the supplychain evolution, and various cooperation opportunities.• ENVIRONMENTResearch into climate science, aircraft noise and air qualityaround airports over the last decade has provided a greatdeal of understanding about how aviation affects the localand global environment. The air transport sector is com-mitted to achieve the greatest improvement in environmen-

RECOMMENDED READING: 3 EU PUBLICATIONS


AERONAUTICS

tal performance, which needs that innovative solutions aremade available at the right point in order to be built into thefuture generation of aircraft and air transport system.• TECHNOLOGY AND OPERATIONSThis chapter looks at possible ways in which the whole AirTransport System (ATS) and its constitutive elements needto evolve and the technology that would be required toenable this evolution. So, new technology developmentapproaches will be necessary.

To obtain this publication:Via EU Bookshop http://bookshop.europa.eu

FLIGHTPATH 2050 : EUROPE’S VISION FOR AVIATIONFollowing the above document,this publication is the report ofthe High-Level Group on AviationResearch comprising representa-tives of key stakeholders inEuropean aviation from the aero-nautics industry, air traffic mana-gement, airports, airlines, energyproviders and the research com-munity. This high-Level Groupproduced this basic documentwhich, after having recalled why

Aviation is an invaluable asset for Europe, presents a visionfor 2050 and the ways for achieving it.“Vision 2050” fixes highly ambitious goals: (i) European citi-zens are able to make informed mobility choices; (ii) 90%of travellers within Europe are able to complete their jour-ney, door to door, within 4 hours; (iii) flights arrive withinone minute of the planned arrival time; (iv) an air trafficmanagement system is in place that provides a range ofservices to handle at least 25 million flights a year of alltypes of vehicles; (v) a coherent ground infrastructure hasbeen developed.The European aviation vision 2050 is analysed in detail,successively taking into consideration the main characte-ristics of European air transport in 2050 and a number ofimperatives: meeting societal and market needs, maintai-ning and extending industrial leadership, protecting theenvironment and the energy supply, ensuring safety andsecurity. Imperatives which make mandatory to prioritiseresearch, testing capabilities and education.

The last chapter “Achieving the Vision” proposes aresearch – and innovation – friendly environment forEurope. The High-Level Group proposes to establish astrategic advisory body for research and innovation thatencompasses both aeronautics and air transport, andassociates regulatory and institutional enablers. This“Strategic Advisory Body” should in particular urgentlydevelop a New Strategic Roadmap to actively driveresearch and innovation in Europe.

To obtain this document:Via EU Bookshop: http://bookshop.europa.eu

TRANSPORT AND THE ENVIRONMENT

This Policy Brochure is relating totransport and its effects on theenvironment. Produced by theTRKC (Transport ResearchKnowledge Centre) consortium onbehalf of the Directorate-Generalfor Energy and Transport (DGTREN), it aims to inform transportpolicy makers and to assist themin designing transport policiesthat take better account of the

environmental impacts of transport on land, air, water andresources.It is interesting to be known because the Aviation Sector isreplaced within the whole problematic of Transport. It isstructured around seven topics: transport and the environ-ment – policy background – research context – research pro-grammes – research results – what to do now? – what next? Regarding the last question, it is stated: “It is clear that nei-ther a technological, nor a behaviour managementapproach alone will be sufficient to achieve many environ-mental targets. There is a requirement for a flexiblepackage of alternatives that combines different approa-ches to achieve environmental goals. Research is neededon the design of such holistic solutions, and into the moveto a lower carbon society.” A very rich bibliography complements the booklet.

To obtain this document:Via EU Bookshop http://bookshop.europa.euwww.transport-research.info

Dear readers,Please, find below the links for the direct access to Volumes 1 and 2 of the CEAS Aeronautical and Space Journals:• CEAS Space Journal Volume 1 (9 articles): CEAS-Space-Vol1• CEAS Space Journal Volume 2 (10 articles) : CEAS-Space-Vol2• CEAS Aeronautical Journal Volume 1 (6 articles): CEAS-Aeronautical-Vol1• CEAS Aeronautical Journal Volume 2 (29 articles): CEAS-Aeronautical-Vol2Note that until the end of this year the articles can be accessed freely.

Mercedes Oliver Herrero, CEAS Director General, A400M MTAD Dynamic Loads CoordinatorAeroelasticity and Structural Dynamics DepartmentDivisión de Proyectos – Avda. John Lennon s/n28906 GETAFE (MADRID) Spain – +34 91 624 2364 – fax +34 91 624 2087 – mob +34 648 74 7086


SYSTEMS ENGINEERING

By Paul Collopy

THE 1960s: A DECADE OF OPTIMISMThe 1960s were a decade of optimismand seemingly unbounded achievementin aerospace and throughout much ofworld culture. History will recognize thefirst moon landing as the iconic achieve-

ment, but we in aerospace remember that the Concorde,Mach 3 SR-71, and 747 were all being developed at thesame time, and each in its own way was a stunningaccomplishment. The sense that there was no limit to thereach of human accomplishment was also felt in the worldof ideas. In this heady atmosphere, much attention andmuch credit was paid to systems thinking: a notion thattechnology, economy, social organizations, the humanmind, and life itself could be understood and engineered ifwe would only pay as much empirical care to relationshipsbetween things as we paid to things themselves, and par-ticularly if we deeply considered the relation between sys-tems and their environment.In technology development, systems thinking was imple-mented as the processes of systems engineering, whichnot only enabled our entry into space and the jet revolutionin commercial aviation, but was also directly responsiblefor elegant implementations of computer systems andcommunication systems in the latter part of the twentiethcentury. In part because computers and communicationsare vital to aerospace systems (and because space sys-tems have become a vital part of world communicationsystems), aerospace engineering has always participatedin the leading edge of systems engineering.

THROUGH THE LAST THREE DECADESThrough the last three decades, advances in systems engi-neering focused on refining processes, developing morepowerful and user-friendly tools, and collecting disparatemethods into a canon of accepted practice, often drawingin new technologies and ideas from software engineering.

TODAY: A RENAISSANCEToday we are experiencing a renaissance in systems thin-king, largely enabled by exponential growth in availablecomputing power, leading to quantum improvements inmodeling and simulation tools. Herbert Simon observed inthe 1960’s that optimal design choices were unreachabledue to bounded rationality. However, 21st century rationa-lity is not nearly as bounded as Simon’s.

Model-Based Systems Engineering is movingMost obviously, Model-Based Systems Engineering ismoving away from specifications and written documenta-tion toward a system development process founded on theinteraction of an evolving model of the product with

models of users and the environment. But Model-Based Systems Engineering is only part of a lar-ger revolt against the prevailing standard of collectingrequirements from stakeholders and allocating them tosystem components. Instead, authors as diverse asMichael Griffin and Matthew May have pressed forelegance in system design, where the lead designerunderstands the customer but does not pander to everywhim. Instead, a system is designed to do a limited num-ber of functions very well. Rather than ignoring customers,elegant design depends on engineers understanding usersbetter than the users understand themselves. Steve Jobs’designs of Apple products are among the best examples ofthis approach.

Value –driven designValue-driven design is another movement away fromenumerated requirements toward an expression of prefe-rence that is shared throughout the design team. Wheresystems engineering in the past would assign mass, relia-bility, and other requirements to an aircraft design and allo-cate these down to each component, value-driven designdevelops system trade factors between mass, reliability,and the rest, and passes these trade factors down to com-ponents as objective functions. In five short years, value-driven design progressed from a small community of inte-rest in a Program Committee of the American Institute of

A RENAISSANCE IN SYSTEMS THINKING

Fig-1: NASA new Space Launch System, shown in thisartist’s image, can introduce a new era in complex systemdevelopment, perhaps leading to human exploration of Mars.(Picture credit: NASA)


SYSTEMS ENGINEERING

Aeronautics and Astronautics to broad support by presti-gious design engineering and systems engineering profes-sors and industry experts in a National ScienceFoundation-sponsored workshop last fall. The intellectualcenter of this movement is now in Europe, where severaldoctoral students are writing dissertations on aspects ofvalue-driven design.

Probabilistic designSignificant change is also underway in all aspects of pro-babilistic design. Government customers and consumersare asking for products that are designed to be flexible androbust. When the goals of flexibility and robustness aremarried to design processes based on predictive mode-ling, the models necessarily become probabilistic. Movingbeyond deterministic models is broadly beneficial – onclose examination, all the phenomena modeled by systemsengineers have some degree of uncertainty. Probabilisticdesign will allow new products and systems to exploituncertainty rather than avoid or ignore it.Finally, clear and rigorous probabilistic thinking is begin-ning to impact risk management processes in systemsengineering. When an event has a probability of 20%rather than a red or yellow square, the expected impactcan be quantified, so that the benefit of mitigation can bemeasured in monetary units. The result is more rationalrisk management plans, which will lead to higher qualityand more efficient system verification and validation plans.Large aerospace systems development has endured a

rough decade or two, with difficult programs, high costsand delays, and numerous cancellations. The future looksmuch brighter, and a reborn systems engineering disciplinemay be leading the way.Bio note: Dr. Paul Collopy is Michael Griffin’s deputy at theCenter for System Studies at the University of Alabama inHuntsville, USA.Captions:

Callout Box:AIAA’s Complex Aerospace Systems Exchange11-13 September 2012Pasadena, CA

With a focus on the development, integration, test, verifi-cation, and program management of robust and resilientaerospace systems, AIAA’s first Complex AerospaceSystems Exchange (CASE) event will address system-level execution issues head on. This dynamic, engagingevent will tackle some of the most important systemdevelopment subjects facing aerospace chief engineers,program managers, and system engineering professio-nals today, such as minimizing cost overruns and delays,and mitigating late test failures. Participants will have theopportunity to hear lessons learned from recognizedpractitioners in each of these areas.

Learn more: http://www.aiaa.org/events/case

Fig-2: Terra Satellitefalse-color image of theDeepwater Horizon oilspill in the MississippiRiver delta, emblematicof the challenges thatconfront systems engi-neering. An engineeringrisk management pro-cess without a rigorousmathematical founda-tion in probability was amajor contributor to theDeepwater Horizondisaster. (Picture credit:NASA)


• GE Aviation Systems: fuel gauging systems and com-plete electrical power for the air vehicle;

• Rolls-Royce: propulsion system and installation in thevehicle (the aircraft is expected to use a Rolls-RoyceAdour Mk. 951 turbofan);

• BAE Systems Australia is tasked with developing andsupplying the flight control computing;

• Insyte (Integrated Systems Technologies), a subsidiary ofBAE Systems, is providing C4ISTAR (Computers,Command, Control, Communications, Intelligence,Surveillance, Target Acquisition and Reconnaissance)support.

Specifications:• Height = 4m• Dimensions: 11.35m x 9.94m• Weight = 8t• Range: intercontinental• Wingspan = 9.1m• Engine thrust = 2,939 daN• Maximum takeoff weight (MTOW): 8,000 kg

DevelopmentThe first steel was cut in September 2007 - the assemblybegan in February 2008 - on ground testing started in early2009. The prototype was unveiled by BAE Systems atWarton Aerodrome, Lancashire, on 12 July 2010 (see pic-ture). Flight trials will begin in 2012.

J.-P. S.Article written from information provided by BAESystems and the British Army Website.

“TARANIS” IS A BRITISH DEMONSTRATOR OF UNMAN-NED COMBAT AIR VEHICLE (UCAV). IT IS BEING DEVE-LOPED BY BAE SYSTEMS WITHIN THE FRAMEWORK OFA TECHNOLOGY PROGRAMME. THE LATTER ALSOINVOLVES ROLLS-ROYCE, GE AVIATION SYSTEMS,QINETIC AND THE BRITISH MINISTRY OF DEFENCE.NAMED AFTER THE CELTIC GOD OF THUNDER TARANISIT WILL EXPLORE AND DEMONSTRATE HOW EMERGINGTECHNOLOGIES AND SYSTEMS CAN DELIVER BATTLE-WINNING CAPABILITIES FOR THE UK ARMED FORCES.

MISSION OBJECTIVES OF TARANISTARANIS is an unmanned warplane which is designed tofly between continents. It will carry a variety of weaponswhich will enable it to attack planes and also targets on theground. It will utilise stealth technology making it difficult todetect and it can be controlled from anywhere in the worldvia satellite communications.

Note: the Strategic Unmanned Air Vehicles (Experiment)Integrated Project Team (SUAV (E) IPT) is responsible for direc-ting the work required to establish the potential of Unmanned AirVehicles.

DESIGN AND DEVELOPMENTResponsibilities are distributed as follows:• BAE Systems: prime contractor, responsible for the ove-

rall programme as well as for many of the technologiessuch as stealth and detection possibility, systems inte-gration and system control infrastructure;

• BAE Systems and QinetiQ are working closely on allaspects relating to the autonomy of the system;

DEFENCE

ABOUT “TARANIS”, THE BRITISH DEMONSTRATOR OF UCAV

A prototype unmanned combataircraft of the future, “Taranis”, hasbeen unveiled by the British MODfor the first time on 12 July 2012.Credit: BAE Systems


DEFENCE

DASSAULT NEURON UCAV UNMANNED AIR VEHICLE DEMONSTRATOR AT INTERNATIONALPARIS AIR SHOW (IPAS) 2011AT INTERNATIONAL PARIS AIR SHOW 2011, DASSAULTAVIATION PRESENTED ITS NEW PROJECT OF UCAVUNMANNED COMBAT AIR VEHICLE, the “nEUROn”. THEAIM OF THIS DEMONSTRATOR IS TO PROVIDE THEEUROPEAN DESIGN OFFICES WITH A PROJECT ALLO-WING THEM TO DEVELOP KNOW-HOW AND TO MAIN-TAIN THEIR TECHNOLOGICAL CAPABILITIES IN THECOMING YEARS.

THE AIMThis project goes far beyond the theoretical studies thathave been conducted until now, as it plans the building andthe flight demonstration of an unmanned aircraft. It is also a way to implement an innovative process in termsof management and organisation of a European coopera-tive programme.The main aim of the nEUROn programme is to demons-trate the maturity and the effectiveness of technical solu-tions, but not to perform military missions.The essential technological challenges during the designphase are:• The shapes of the air vehicle (aerodynamics, innovative

composite structure, internal weapon bay);• The technologies related to low observability issues;• The insertion of the type of aircraft within the test area;• The high-level algorithms necessary to the development

of the automated processes;• The place of the human factor within the mission loop.The important technology to be demonstrated is the capa-

bility to carry and deliver weapons from an internal bay.Presently, European aircraft are designed with external loa-ding capabilities for bombs and missiles.

THE PARTICIPANTSTo be fully effective, there is a single point of decision, theFrench Direction Générale de l’Armement (DGA), theFrench Defence Procurement Agency, and a single point ofimplementation, Dassault Aviation Company as primecontractor.The Italian, Swedish, Spanish, Greek and Swiss govern-ments acting together with their related industrial teams –Alenia, SAAB, EADS-CASA, Hellenic Aerospace Industryand RUAG – have joined the French initiative.

EDA MILITARY AIRWORTHINESS AUTHORITIESCONFERENCE 2011THE THIRD MILITARY AIRWORTHINESS CONFERENCETOOK PLACE ON 6 AND 7 JULY 2011 IN WARSAW, TOCOINCIDE WITH THE POLISH PRESIDENCY OF THE EU.THE CONFERENCE WAS JOINTLY ARRANGED BY THEPOLISH MINISTRY OF DEFENCE AND THE EDA.The objective is to create an EU-wide forum for MilitaryAirworthiness Authorities (MAWA), the intention being toharmonize national military airworthiness regulations.The conference received presentations from key militarystakeholders, including EDA, MAWA, EU National MilitaryAirworthiness Authorities (EU NMAAs), the Aerospace andDefence Industries Association of Europe (ASD), internatio-nal NMAAs and the European Aviation Safety Agency(EASA) on how they achieve and ensure airworthiness inchallenging and innovative programmes. This was setagainst the wider background of the EDA MAWA efforts toachieve greater harmonization of military airworthinessamong EDA participating Member States.

A common theme was that of implementation of EuropeanMilitary Airworthiness Requirements (EMARs) and how thiscan be achieved building upon existing adaptation of EASAregulations into national military airworthiness regulationsand also previous and on-going transformation of nationalairworthiness organisations.

From European Defence Agency information, 14 July 2011.

Dassault nEUROn UCAV Unmanned Combat air Vehicle atInternational Paris Air Show 2011.

MAWA Conference 2011. Credit EDA


SPACE

ON 21 OCTOBER 2011, THE PAIR OF SATELLITES FOREUROPE’S GLOAL NAVIGATION SATELLITE SYSTEMHAS BEEN LOFTED INTO ORBIT BY THE FIRST RUSSIAN

SOYUZ VEHICLE EVER LAUNCHED FROM EUROPE’SSPACEPORT IN FRENCH GUIANA (CSG: CENTRE SPA-TIAL GUYANAIS) IN A MILESTONE MISSION.The Soyuz VS01 flight, operated by Arianespace, startedwith liftoff from the new launch complex in the CSG, at10:30 GMT on 21 October 2011. All the Soyuz stages performed perfectly and the Fregat-MTupper stage released the Galileo satellites into their targetorbit at 23 222 km altitude, 3 hours 49 minutes after lift-off.This was a real historic launch because a genuineEuropean system such as Galileo was performed by thelegendary Russian launcher that was used for Sputnik andYuri Gagarine, a launcher that will, from now on, lift off fromthe CSG. This was the first Soyuz to be launched from asite outside of Baikanur (Kazakhstan) or Plesetsk (Russia).The two satellites are now being controlled by a joint ESAand CNES (Centre National d’Etudes Spatiales) inToulouse. After these initial operations, they will be handedover to SpaceOpal, a joint company of the GermanAerospace Centre (DLR) and Italy’s Telespazio, to undergo90 days of testing before being commissioned for the IOVphase.

ONE SOYUZ LAUNCHER, TWO GALILEOSATELLITES

Figure 1: 21 October 2011, 10:30 GMT: liftoff of Soyuz flightVS01, the launch of the first two Galileo IOV satellites.Credit ESA/CNES/ARIANESPACE/Optique Vidéo du CSG.

Figure 2 : Galileo IOV overview- - Credit ESA


SPACE

Jean-Jacques Dordain, Director General of ESA, said: “This launch represents a lot for Europe: we have placed intoorbit the first two satellites of Galileo, a system that will positionour continent as a world-class player in the strategic domain ofsatellite navigation, a domain with huge economic perspecti-ves.” […] These two historical events are also symbols ofcooperation: cooperation between ESA and Russia, with astrong contribution of France; and cooperation between ESAand the European Union, in a joint initiative with the EU.”

WHAT WILL HAPPEN NEXTThe Galileo In-Orbit Validation (IOV) quartetThese two satellites are the first ones which will form the‘IOV quartet’. The next two Galileo satellites are scheduledfor launch in summer 2012. This quartet will form the operational nucleus of the fullGalileo constellation. The four satellites will prove that thespace and ground segments meet many of Galileo’s requi-rements and will validate the system’s design in advance ofcompleting and launching the rest of the constellation.

The Galileo Initial Operational Capability (IOC)The four satellites of the IOV quartet are fully representativeof the operational satellites which will follow them intoorbit. Fourteen more will combine with the four IOVs toprovide, by mid-decade, the ‘Initial Operational Capability’:18 satellites and ground segment – Open Service, Searchand Rescue, Public Regulated Service.

The Galileo Full Operational Capability (FOC) This then will lead into the next phase, the final ‘FullOperational Capability’, in the second half of the decade:18+12= 30 satellites, in fact 27 operational satellites plus 3spares, and ground segment – All Services. The satellitefamily will circle Earth in three medium orbits, at the alti-tude of 23 222 km with an inclination of 56° to the equator,in planes separated by 120° longitude.

A BRIEF HISTORIC RECALL: GIOVE-A AND GIOVE-B• GIOVE-A, flown on a Soyuz launcher from Baikonur

Cosmodrome in Kazakhstan on 28 December 2005, wasconstructed by Surrey Satellite Technology Ltd (UK).Carrying the first Galileo signal generator ever flown intoorbit, it was equipped with phased-array antenna of indi-vidual L-band (1200-1600 MHz frequency range) ele-ments to illuminate the entire visible Earth beneath it, aswell as two very stable rubidium atomic clocks. Two typesof radiation detectors monitor its orbital environment.

• GIOVE-B, flown on a Soyuz launcher from BaikonurCosmodrome in Kazakhstan on 27 April 2008, was builtby a consortium headed by Astrium and Thales. It featu-res an improved phased-array antenna of individual L-band elements illuminating the visible Earth, a signal-generation unit able to produce new types of signals, anexceptional stable passive hydrogen maser clock alongwith a rubidium clock, and a new radiation sensor tomonitor its surroundings.

Figure 3: Galileo IOV ground segment architecture. Credit ESA

• GMS, the Ground Mission segment, in the Fucino Control Centre in Italy, provides cutting-edge navigation performance at high speedaround the clock, processing data collected from worldwide network at stations. It has 2 million lines of software code, 500 internalfunctions, 400 messages and 600 signal circulating through 14 different channels.

• CGS, the Ground Control Segment, in the Oberpfaffenhofen Control Centre in Germany, monitors and controls the constellation witha high degree of automation.

• Two Tracking and Telecommand Stations: at Kiruna (Sweden) and Kourou (CSG French Guiana).• Uplink stations, a network of stations to uplink the navigation and integrity data.• Sensor stations, a global network providing coverage for synchronization and orbit measurements.• Data dissemination network interconnecting all Galileo ground facilities.


SPACE

SOME WORDS ON ATOMIC CLOCK TECHNOLOGY

Atomic clocks placed in orbit are the underlying technology behind satellite navigation. Highly accurate atomic clocksrely on switches between energy states of an atom’s electron shell, included by light, laser or maser energy. Thanksto long-term ESA research and technology development, two separate atomic clock technology have been develo-ped and qualified in Europe, then proved suitable for the harsh environment of space by the GIOVE missions.Galileo carries both types of atomic clocks: (i) a smaller rubidium atomic clock, accumulating 3 seconds’ error evermillion years; (ii) a bulker hydrogen maser clock, accumulating 1 second’s error every 3 million years.

FASTER SATELLITE DATA FOR MORE GMES USERS

The aim of GMES is to provide accurate, timely and easilyaccessible information with a view to improving the mana-gement of the environment, understanding and mitigatingthe effects of climate change and supporting decision-making in emergency and crisis situations. To achievethese goals, GMES relies on a wide range of satellite data

from over 40 European and international space missions,along with other environmental datasets, provided throughthe Data Access System, its space component, and thanksto which Earth observation data are made available in aunified manner to European service providers on Earth’sland, oceans and atmosphere, climate, security and emer-gency response management.

GLOBAL MONITORING FOR ENVIRONMENTAND SECURITY (GMES)

Figure 1: Disaster monitoring of Africa. Credit ESA


SPACE

Since 2007, it has provided a wide range of Earth observa-tion data to GMES Services: high-resolution images for theEuropean Urban Atlas, images and data for monitoringland use at European level and delivering validated biophy-sical products across Europe, radar and optical images foremergency mapping during crisis and made many otheron-demand products based on available satellite imagery.Now, the Data Access System is entering a new phase thatwill last until 2014. Data will be available faster and easierto a larger community of users through a dedicated web-based portal. The latter will integrate all elements into acomprehensive online catalogue; it will be used for all datarequests and transactions. The objective of this new sys-tem is to reduce the response time to data requests, espe-cially when dealing with urgency situations such as naturaland man-made disasters.

WINNING IDEAS OF THE FIRST GMES MASTERS COMPETITION

On 19 October 2011, the winners of the first EuropeanEarth-monitoring competition - the GMES Masters – havebeen awarded in Munich.

The competition was created by ESA, the Bavarian Ministryof economic Affairs, the German aerospace Centre (DLR)and T-Systems. It is supported by the EU. It aimed toencourage students, researchers and entrepreneurs, newcompanies and small to medium enterprises (SMEs) todevelop new applications for data from the GMES initiative.

The winning projects exploit social media to advance Earthobservation applications:– DeforestACTION Earth Watchers, an innovative approach

to rainforest conservation, submitted by the Dutch com-pany Geodan;

– AquaMap, a user-friendly application providing near-realtime water quality information to private users, submittedby the German company EOMAP GmbH;

– A service that uses GMES and related data resources tomonitor and assess the environmental impacts associa-ted with the discharge of cooling water from thermalpower plants, submitted by EOPPAD;

– The T-Systems Cloud Computing Challenge was won byCanada’s UrtheCast company (which is building theworld’s first continuous, high-definition video feed of pla-net Earth from space to be streamed online and fully inte-grated with social media);

– The SSRS (Satellite Rapid Response System), submittedby the Italian company Chelys was the winner of the BestService Challenge. This SSRS makes data available onlytwo minutes after acquisition to facilitate quick respon-ses in emergency situations.

For a complete description of all winning ideas, please consult: www.gmes-masters.com

J.-P.-S. From Information provided by ESAwww.esa.int

Figure 2: GMES Masters Competition winners in Munich, 19 October 2011. Credit ESA


CEAS MEMBER SOCIETIES

The CEAS Member SocietiesAssociation Aéronautique et Astronautique de France (3AF)6,rue Galilée – F-75016 ParisTel.: + 33(0) 1 56 64 12 [email protected] – www.aaaf.asso.frPresident: Michel SchellerGeneral Delegate: Jacques Sauvaget [email protected] General: Gilles MarcoinCEAS Trustees: Pierre Bescond (CEAS President, 2011)[email protected] François Gayet [email protected] Secretary : Anne [email protected] Coordinator: Lisa [email protected]

Asociación de Ingenieros Aeronáuticosde España (AIAE)Francisco Silvela 71, EntreplantaES-28028 MadridTel.: + 34 91 411 [email protected] - www.coiae.esPresident: Mr Felipe Navio [email protected] Trustees:Mr José Luis de Luna Lázaro [email protected] Dr Leandro B. Fernández Sá[email protected]: [email protected]

Associazione Italiana di Aeronautica eAstronautica (AIDAA)Casella Postale 227 – I-00187 Roma V.R.Tel / Fax : + 39 06 883 46 [email protected] – www.aidaa.itPresident: Prof. Franco [email protected] General: Prof.Antonio [email protected] Trustees: Prof. Franco Persiani - Università de Bologna – ViaFontanelle 40I - 47100 ForliProf. Amalia Ercoli FinziPolitecnico di Milano – Via La Masa 34I - 20156 [email protected]: Daniela [email protected]

Deutsche Gesellschaft für Luft-undRaumfahrt Lilienthal-Oberth e.V. (DGLR)Godesberger Allee 70 – D- 53175 BonnTel.: + 49 228 30 80 [email protected] – www.dglr.dePresident: Dr-Ing. Detlef Mü[email protected] Trustees: Dr-Ing. Norbert [email protected] Philip Nickenig - [email protected] Secretary General: Philip Nickenig Adm. Assistant: Petra [email protected]

Flygtekniska Föreningen (FTF) –Swedish Society for Aeronautics andAstronautics Anna Rathsman – c/o Rymdbolaget Box 4207 – SE-171 04 SolnaTel: +46-8-627 62 [email protected]: Captain Roland KarlssonDrottninggatan 18, SE – 602 24 Norrköping, Tel.:+ 46(0)11 345 25 16

Mob.:+ 46 (0)705 38 58 [email protected] Trustees: – Kaj LundahlWiboms väg 9 • SE - 171 60 [email protected]+46 8 270 264 – +46 703 154 969 (mob)– Prof. Petter Krus : Linköping UniversitySE - 58183 Linköping – [email protected]+46 13 282 792 – +46 708 282 792 (mob)Secretary: Bengt MobergNorrbackagatan 22,2trSE-113 41 StockholmTel.: +46 709 97 90 60 – [email protected]

Hellenic Aeronautical Engineers Society(HAES)3, Karitsi Str. 10561 – GR-10561 AthensPhone.& Fax (HAES): +30-210-3239158Working hours Phone:+30 22620-52334Mob.:+30 697 997 7209E-mail (HAES): [email protected] and CEAS Trustee: Dott.TriantafillosTsitinidisE-mail (pers.): [email protected]

Ilmailuinsinöörien kerho (IIK)PL 14100 - FI-00076 Aalto - (Finland)President and CEAS Trustee:Markku Roschier – [email protected]@vtt.fi Tel.:+358(0))40 7029 375

Nederlandse Vereniging voorLuchtvaarttechniek (NVvL)c/o National Aerospace LaboratoryAnthony Fokkerweg 2 NL- 1059 CM AmsterdamTel.: + 31 20 511 3651 (secretariat) [email protected] – www. nvvl.org President and CEAS Trustee:Fred Abbink – [email protected] General and CEAS Trustee:Christophe Hermans Tel.:+31 20 511 3651 – [email protected]

Polish Society of Aeronautics andAstronautics (PSAA)Nowowiejska 24 – 00665 Warsaw – PolandCEAS Trustees: Prof. Zdobyslaw Goraj [email protected]. Jacek Rokicki – [email protected]

Romanian Aeronautical & AstronauticalAssociation (RAAA)220D Iuliu Maniu Ave - 061126 Bucharest 6 -Romania, P.O. 76, P.O.B. 174 www.comoti.roCEAS Trustees: Dr Valentin [email protected]. Ion Fuiorea – [email protected]

Royal Aeronautical Society(RAeS)No.4 Hamilton Place – LondonW1 J 7 BQ – United KingdomTel.:+ 44(0)20 76 70 [email protected]: Lee BalthazorCEAS Trustee: David Marshallmarshall@[email protected] Executive: Simon LuxmooreTel.:+44(0)20 7670 [email protected] to the Chief Executive:Anne [email protected] Trustee: Paul [email protected].&Events Manager: Vicky White [email protected]

Schweizerische Vereinigung fürFlugwissenschaften/Swiss Association ofAeronautical Sciences (SVFW)RUAG/Aviation – Seetalstrasse 175PO Box 301 – CH-6032 EmmenTel.:+41 41 268 4049www.svfw.chPresident and CEAS Trustee: Dr Jürg WildiVice-President, Innovation & [email protected] Trustee: Dr Georges Bridela/o ALR – Gotthardstr. 52 – CH-8002 ZurichTel.: + 41 79 405 [email protected]@air-aerospace.ch

Central Aerohydrodynamic InstituteRussian Aerospace Society (TsAGI)1, Zhukovsky St. – Zhukovsky, Moskow region,140 180, Russian FederationTel.: +7(495) 556 - 41- 01Chief Executive and CEAS Trustee: Sergey L. Chernyshev, [email protected] – www.tsagi.comCEAS Trustee: Andrey Shustov – [email protected]

ASSOCIATE MEMBERS

Associate Member: Czech AeronauticalSociety (CzAeS) Faculty of Mechanical Engineering/ Dept AerospaceKarlovo namésti 13 - 121 35 Praha 2 - CzechRepublic - [email protected]

EUROAVIA

Kluyverweg 4 - 2611 TS, Delft, NL Tel.:+31 6 34 84 [email protected]

Von Karman Institute for FluidDynamics (VKI, Belgium) Chaussée de Waterloo, 72 - B- 1640 Rhode-St-Genèse - www.vki.ac.be [email protected]

SOCIETIES WHICH HAVE SIGNED A MEMORAN-DUM OF UNDERSTANDING WITH THE CEAS:

American Institute of Aeronautics andAstronautics (AIAA)1801 Alexander Bell Drive, Reston, VA [email protected] [email protected] – www.aiaa.org

Chinese Society of Astronautics (CSA)PO Box 838 – 10830 Beijing, China (PRC)Pr Wang [email protected]/

International Council of theAeronautical Sciences (ICAS)President: Dr-Ing. Detlef Müller-WiesnerExecutive Secretary: Axel Probstc/o DGLRGodesberger Allee 70 – D- 53175 [email protected] – www.icas.org

Korean Society for Aeronautical andSpace Sciences (KSAS)Prof. Seung Jo KimProf. In-Seuck [email protected]@snu.ac.kr


AMONG MAJOR UPCOMING AEROSPACE EVENTS

9-12 January • AIAA – 50th AIAA Aerospace Sciences Meeting – Nashville (Alabama) – Nasville Convention Center -www.aiaa.org/

10 January • SESAR JU – Workshop – KPIs in Air Transport – London (UK) – University Westminster – www.sesarju.eu

19-21 January • Bahrain Airshow Org – Bahrain International Airshow 2012 – Bahrain (Saoudi Arabia) – Sakhir Airbasewww.bahraininternationationalairshow.com

21 January • EDA – EDA’s Annual Conference 2012 – Defence Co-operation – Brussels (Belgium) – EDS/HQ -www.eda.europa.eu

24-26 January • AIAA – AIAA Strategic and Tactical Missiles Conference – Missile Science ConferenceMontery (CA, USA) – www.aiaa.org/events

05 -07 February • IATA – IATA Legal Symposium – Shanghai (China) – www.iata.org

11-14 February • Experia Events Pte Ltd – Rotorcraft HAI Heli Expo 2012 – Dallas (TX, USA)www.milavia.net/airshows/calendar

14-19 February • Experia Events Pte Ltd – Singapore Airshow 2012 – Singapore – New Changi Exhibition Center –www.singaporeairshow.com

15-16 February • IATA – RAeS – IATA Training and Qualification Initiative (ITQI) – London – RAeS / HQ www.aerosociety.com/events or www.iata.org/itqi

15-16 February • FAA – 15th Annual FAA Commercial Space Transportation System conference – Washington DC(USA) – Convention Center – www.faa/gov/news/conferences_events

28 Feb.-1 March • Asian Business Aviation – ABACE 2012 – Shanghai –China) – Hongqiao Airport –www.milavia.net/airshows/calendar

29 Feb.-1 March • EUROCONTROL – FSF – ERA – International Air Safety seminar 2012 – Dublin (Ireland)www.flightsafety.org

07-09 March • ACI Europe – 4th ACI Europe & ACI World Airport Economy & Finance – London (UK)Grange Tower Bridge Hotel – www.avi-europe.org/events.html

08-09 March • FAA – 37th Annual FAA Aviation Forecast Conference – Washington DC (USA)801 Mount Vernon Place – www.faa/gov/news/conferences_events

13-15 March • IATA – World Cargo Symposium – Kuala Lampur (Malaisia) – www.iata.org

20-23 March • ESA – European Conference on Spacecraft Structures, Materials and Environmental Testing – ESTEC.Noordwijk (NL). www.conferences.esa.int/

04-07 April • Aero Expo Marrakech 2012 – Marrakech (Morocco) – Menera Airportwww.milavia.net/airshows/calendar

23-25 April • ACI Europe – 21st ACI Europe Airport Trading Conference & Exhibition – Oslo Airport – Oslo (Norway) –www.aci.conferences

18-19 April • FSF – Corporate Aviation safety Seminar – EASS – San Antonio (TX, USA) – Grand Yatt San Antonio www.flightsafety

YEAR 2012



23-25 April • ACI Europe – 21st ACI Europe Airport Trading Conference & Exhibition – Oslo Airport – Oslo (Norway) –www.aci.conferences www.aci-europe.org/events.html

07-09 May • IATA – 25th IATA Ground Handling Council – Prague (Czech Republic) – www.iata.org

14-16 May • EBAA/NBAA – Business Aviation EBACE 2012 – Geneva (Switzerland) – International Airport –www.ebace.org

22-24 May • AIAA – Global Space Exploration Conference – GLEX – Washington DC (USA) – www.aiaa.org

22-25 May • IAF/AIAA – Global Space Exploration Conference – L’Enfant Plaza Hotel – Washington DC (USA) –www.iaf.com

04-06 June • AIAA/CEAS – 18th AIAA/CEAS Aeroacoustics Conference – Colorado Springs (CO, USA) – www.aiaa.org

10-12 June • IATA – IATA’s Annual general Meeting – Beijing (China) – www.iata.org

11-14 June • NVvL/SFTE – 23rd Society of Flight Test Engineers SFTE Symposium – Amsterdam (NL) – NationalAerospace Laboratory NLR – [email protected]

18-20 June • AIAA – 3rd International ATOS and 6th IMAPP (Product support Process) – Delft (NL) –www.aiaa.org/events

18-20 June • AIAA/IAC – 3rd International Air Transport and Operations Symposium (ATOS)/6th International Meetingfor Aviation Product Support Process (IMAPP) – Delft University of Technology – Delft (NL) –www.aiaa.org

25-28 June • AIAA – 42th AIAA Fluid Dynamics Conference – Sheraton – New-Orleans (USA) – www.aiaa.org/

09-15 July • Farnborough Org – International Farnborough Air Show – Farnborough (England)www.farnborough.airshow

11-14 July • AIAA – 9th International Conference on Mathematical Problems in Aeronautical Sciences – Vienna(Austria) – www.icnpaa.com

14-22 July • COSPAR – 39th COSPAR Scientific Assembly – Mysore (India) – N Murthy Centre of Excellence –www.cospar2012india.org/

13-16 August • AIAA – AIAA GNC Conference – Minneapolis (Min, USA) – Hyatt Regency – www.aiaa.org/

13-16 August • AIAA – Aerospace Modeling and Simulation Technologies Conference – Minneapolis (Min, USA) –Hyatt Regency – www.aiaa.org/

13-16 August • AIAA – Astrodynamics Specialist Conference – Minneapolis (Min, USA) – Hyatt Regency –www.aiaa.org/

31 August- 02 September • Canadian International Air Show – CIAS 2012 – Toronto (Ontario, Canada) – NationalExhibition Toronto – www.milavia.net/airshows/calendar/

03-07 September • EUMETSAT – 2012 EUMETSAT Meteorological Satellite Conference – Sopot (Poland) –www.conferences.eumetsat.int



09-14 September • Japan International Aerospace Exhibition 2012 – Nagoya (Japan) – Aerospace Exhibition Centerwww.milavia.net/airshows/calendar

11-13 September • AIAA – AIAA Space 2012 Conference and Exposition – Pasadena (Cal, USA) – Hilton ConventionCenter – www.aiaa.org/

11-16 September • BDLI Messe Berlin – ILA Berlin 2012 – Brandenburg Airport – Berlin (Germany)www.ila-berlin.de/ila2012/home/index.cfm

23-28 September • ICAS – ICAS2012 Congress – Brisbane, Australia - [email protected] for Papers is now downloadable. ICAS Secretary: Mr Axel Probst – ICAS Secretariat: c/oDGLR – Godesberger Allee 70 – 53175 Bonn, Germany. Tel.: +49 228 3080519www.icas.org

24-28 September • EAAP – Aviation Psychology and Applied Human Factors – Working towards zero accident – witha special session on aviation economics – Villiasimius (Sardinia, Italy) – ATA Hotel Tanka Village –www.conference.eaap.net/register.html

27-29 September • DLRK – German Aerospace Association Home Event 2012 – Bremen (Germany) -www.dlrh2011.dglr.de/

1-5 October • IAC – 63rd International Astronautical Congress- IAC2012Nostra D’oltremare Convention Center- Naples, Italy – www.iac2012.org

6-8 November • Heli Show Dubai 2012 – Dubai (UAE) – Dubai Airport – www.milavia.net/airshows/calendar

7 November • Europe’s Securities Priorities –CEIS – SECDEF’11 – Brussels (Belgium) – Crowne Plaza Europa –www.securitydefenceagenda.org

8-9 November • CSDP – 10th Congress on European Security and Defence – Berlin (Germany)www.euro-defence.eu

13-18 November • CSDP – Air Show China 2012 – Zhihai, Guangdong (China) – www.milavia.net/airshows/calendar/

ERF 2012The 38th European Rotorcraft Forum, organised by theNetherlands Association of Aeronautical Engineers (NVvL)in association with the CEAS will take place in Amsterdamfrom 4 to 7 September 2012. Session subjects will include: Acoustics, Aerodynamics,Aircraft Design, Aircraft Systems & Avionics, Airworthiness,Cost Reduction, Crew Station & Human Factors, Dynamics,Engine & Propulsion, Flight Mechanics, Manufacturing,Operational Aspects & safety, Simulation & Training,Structures & Materials, Test & evaluation. A special session will be dedicated to the NH90 pro-gramme.

Key Dates & Deadlines: • Submission of abstract: 28 February 2012• Notification to Authors: 15 April 2012• Programme & Registration forms available: 31 May2012• Submission of final paper: 15 July 2012

Best PaperThe author presenting the best paper at ERF 2012 willreceive the Ian Cheeseman Award, including also the pos-sibility for presenting the paper also at the AmericanHelicopter Society Annual Forum in 2013.

04-07 September • NVvL/CEAS – European Rotorcraft Forum – ERF 2012 (38th ERF) – Amsterdam (NL) – AmsterdamMarriott Hotel - [email protected] [email protected]> - ERF 2012 Chairman: Kees [email protected]

COUNCIL OF EUROPEAN AEROSPACE SOCIETIES ISSUE 4 - 2011 - DECEMBER


Download - CEAS - Issue 4 - December 2011

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