Progress in Motion

Air Management. Actuation and Flight Control. Landing Gear.

www.liebherr.com

Power Optimised Aircraft

A keystone in European research in More Electric Aircraft Equipment Systems

Aerodays 2006
Vienna, 20 June 2006

Lester Faleiro, PhD, MIEE

Liebherr –Aerospace

Power Optimised Aircraft

Aerodays 2006, Vienna, 20 June 2006
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 Contents

† What are Aircraft Equipment Systems (AES)?

† Lessons learned so far in POA
† The way forward in AES research

† Glossary
 AES – Aircraft Equipment Systems
 MEA – More Electrical Aircraft
 POA – Power Optimised Aircraft

Power Optimised Aircraft

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 What are Aircraft Equipment Systems (AES)?

“Systems required to
Primary Primary
Controls Controls ensure safe and
APU comfortable flight”
Secondary Commercial
Controls Loads

Electrical
Distribution

Engine Central Mechanical Power

systems Hydraulics
Pneumatic Power
Environmental
Control Generator Hydraulic Power
Electrical Power
Gearbox
Wing
Anti-Ice
Landing
Gear
Engine

Power Optimised Aircraft

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 POA Project Goals
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
†Drivers
 Safety Standards
†Objectives
 Reduction of peak non-propulsive power by 25%
 Reduction of total non-propulsive power
 Reduction of fuel consumption by 5%
 Reduction of total equipment weight
†Constraints
 Maintenance Costs
 Equipment production costs
 Reliability

Power Optimised Aircraft

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 The Consortium

Timeframe: 2002 - 2006 (5 years)

Total Budget: € 99,2 million (Part funded by the European Union 5th
Framework Programme)
Consortium: 46 partners

Airframe Manufacturers
Aircraft Equipment System and Engine Manufacturers
Subsystem Manufacturers
Component Manufacturers
Tools and Service Providers

Power Optimised Aircraft

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 Conventional Aircraft Architecture

Primary Primary
Controls Controls

APU
Secondary Commercial
Controls Loads

Electrical
Distribution
Mechanical Power
Engine Central
Hydraulics Pneumatic Power
systems
Hydraulic Power
Environmental
Control Generator Electrical Power

Gearbox
Wing
Anti-Ice
Landing
Gear
Engine

Power Optimised Aircraft

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 Optimised Aircraft Architecture?

Primary Primary
Controls Controls

Secondary Cabin Expansion

Controls generator
Commercial
Loads
No Gearbox
Electrical
Engine Distribution Local Compressor
systems
Reduced Engine Bleed
Environmental
Control Local Hydraulic source

More Electrical Power

Starter Wing
Generator Anti-Ice
Landing
Gear
Engine

Power Optimised Aircraft

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 Engine Electrical Systems
Electric Actuators
•Fan Shaft Generator
• ~ 150kW main Power Generation at Idle and
•High Pressure Starter/Generator Above

• ~ 200kW Motor for Engine Starting. •Emergency Power Generation from Windmilling
Fan to Airframe (engine-out) or HP Machine for
•Will Generate Power after Engine Start Assisted Windmill Relight.
•LP to HP Power Transfer may Improve Fuel
Burn and Reduce Thrust During Descent.

•DC Power Bus on Engine

•Simplified Airframe/Engine Interface
•Each Machine will have a Power Electronic
Drive
•Active Magnetic Bearing
•Each Drive will Appear as a Node in a
Distributed Control System •Investigate Potential for Removal of Oil
System
•Monitoring of Shaft Rotordynamics

•Electric Oil Pump/Scavenge System

•Optimise Oil Flow to Bearings over Engine Cycle
•Electric Fuel Metering Unit
• ~ 100kW Motor
•Simplified Fuel System
•Electric Oil Breather Model
PowerHeat
•Lower Optimised Aircraft
Input to Fuel
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 Actuation Systems
The Objective is to achieve lower life cycle costs,
costs, through power
optimisation,
optimisation, reduced weight and maintenance costs

Electro-
Electro-Hydraulic Actuation (EHA) Nacelle Systems
Primary & Secondary
Derivation of Standards Flight Control Systems More Electrical Thrust Reversal
Hardware and model verification Large wide-body thrust
reverser ball and screw EMA Alternative to pneumatic and hydraulic
thrust reversal systems
Mechanical and data bus synchronisation

Hurel-Hispano test facility

10-12 kW EHA

Spoiler actuator ~25 kW

Electro-
Electro-Back-
Back-up Hydraulic Landing Gear Systems
Actuation (EBHA)
Landing Gear system integration
Novel and versatile hybrid actuation
Decentralised actuation for Nose Wheel
Airbus A300/A310 More Electrical Actuation for Main Gear
More Electrical Wheel Braking

Wide-body aileron actuator ~2 kW

Electro-
Electro-Mechanical
Trimmable Horizontal Actuation (EMA)
Stabiliser Actuation (THSA) Distributed High-Lift systems
Proof of concept Comparison of hinge line
More electrical actuation with innovative versus rotary technologies
mechanical technologies

Power Optimised Aircraft

Typical wide-body stabiliser actuator
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 Pneumatic Systems
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.

Env. Conditioning System (ECS) Wing Ice Protection (WIP)

To increase the efficiency of the ACS To Increase the efficiency of WIP Systems
The main innovation is the combination of a Vapour Cycle The main innovation is the use of ultrasonic surface ice sensors (WIP on
(containing an environmentally neutral fluid) with an electrical driven demand) and hybrid wing heating (electrical and hot air)
Air Cycle. A variable speed motor for the re-circulation fan and a
Cabin Energy Recovery Device will be used. The main outputs are Model of WIP Systems and Test of an innovative
WIP System
The main outputs are a Model of a complete ACS and the Test of a
Hybrid ACS (Vapour +Air Cycle) Wing heat distribution using: Ultrasonic sensors, Electro-thermal
devices, On demand active intelligence control and Monitoring of
unprotected surfaces
Ice detection sensor

Fuel Cells (FC)

To Increase the efficiency of electrical power generation for

Re-circulation Fan
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

Power Optimised Aircraft

Motorised Air Cycle machine CO2 Compressor Aerodays 2006, Vienna, 20 June 2006
SOFC Principle
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 A Total Aircraft Representative
Philosophy
Engine Systems Validation Rig
I - Each of the Technical Work Packages will produce Engine Electrical Systems (ESVR) at INTA
validated hardware and models from their respective

Models
systems areas. These will be integrated into the ESVR,
ASVR and VIB

Selected suite of Validated Hardware subsystems and components

II - The ESVR and ASVR will each be run to validate
systems integration (an identical generator will be used
on both in order to produce comparable results).

Full suite of Validated system and subsystem models

Hardware absent from the ASVR will be modelled in
real-
real-time on the VIB and run together with the ASVR to Aircraft Electrical Power Systems
represent a total aircraft.
Aircraft Systems Validation Rig

Models
III - The VIB will be used to validate that the resulting (ASVR) at Hispano-
Hispano-Suiza
aircraft system is optimised

Primary Primary
Controls Controls

APU
Actuation Systems
Secondary Commercial

Models
Controls Loads

Electrical
Distribution
Virtual Iron Bird (VIB), first at DLR,
Engine Central
Hydraulics
then in real-
real-time at Hispano-
Hispano-Suiza
systems
Environmental
Control Generator

Gearbox
Wing
Landing Anti-Ice Pneumatic Systems
Gear
Engine
Models

Note: Pictures shown do not necessarily indicate the exact hardware involved in POA
Engine Systems Validation Rig (ESVR), Madrid

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Aircraft Systems Validation Rig (ASVR), Paris

Power Optimised Aircraft

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 Virtual Iron Bird (VIB), Munich

Power Optimised Aircraft

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 POA Project Goals for a more-electrical aircraft
configuration
†Objectives
 Reduction of peak non-propulsive power by 25% achievable
 Reduction of total non-propulsive power achievable
 Reduction of fuel consumption by 5% achievable
 Reduction of total equipment weight achievable
†Constraints
 Maintenance Costs achievable
 Equipment production costs achievable
 Reliability achievable

Power Optimised Aircraft

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 Why is POA a keystone?

† Previous projects concentrated on systems level research

† POA was the first big European integration level project
† POA confirmed the feasibility of MEA
† POA showed that we need to concentrate on
 Understanding the management of electrical loads
 Solving thermal management issues
 Enabling technologies such as power electronics
† This led to More Open Electrical Technologies (MOET, FP6)
 Examine electrical architectures
 Explore thermal management
 Utilise current advances in power electronics technologies
† The next step is „Clean Sky“ (FP7)
 Validation of total energy management
 Maturation of the work begun in POA
 Validation of the ideas generated in POA

Power Optimised Aircraft

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 Why is POA a keystone?

IHPTET
IHPTET VAATE
VAATE
VFG
VFG EEFAE
Systems EEFAE
VFCFC
VFCFC
for MEA DEPMA
DEPMA
EPAD REACTS
REACTS
MEA MEA
Systems EPAD
EABSYS
EABSYS Integration Process
projects HEAT
EPICA ELISA HEAT
EPICA ELISA LEMAS
LEMAS
MEA
MEAIIII(US
(USAFRL)
AFRL)
MEA
MEA(US
(USAFRL)
AFRL) TIMES
TIMES(UK)
(UK) Clean
Integration F-16/F-18 CleanSky
Sky(EC)
(EC)
F-16/F-18demo
demo POA
POA(EC)
(EC)
projects C-141 demo
C-141 demo A320 demo MOET
MOET(EC)
(EC)
A320 demo
EU framework
programmes FP4 FP5 FP6 FP7

1992 1996 2000 2004 2008 2012

Power Optimised Aircraft
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 More information on POA project results

† TEOS forum, 28-30 June 2006

 Technologies for Energy Optimised
Aircraft Equipment Systems
† POA results in the form of
seminars, workshops, exhibition
† Hotel Novotel Tour Eiffel, Paris,
France

Power Optimised Aircraft

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Power Optimised Aircraft

Aerodays 2006, Vienna, 20 June 2006
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