Agency: Cordis | Branch: FP7 | Program: CSA-CA | Phase: AAT-2007-3.3-02;AAT-2007-2.1-01 | Award Amount: 1.07M | Year: 2008
The Coordination Action WakeNet3-Europe will promote multidisciplinary exchange between research and operational specialists in the field of wake vortex turbulence. It will enable to develop a shared view on how to address capacity-related issues caused by wake turbulence. It continues the Thematic Networks WakeNet and WakeNet2-Europe. Safe separations prescribed to avoid potential hazards by encounters with a preceding aircrafts wake are a main limiting factor for airport capacity. Increasing airport congestion and the introduction of very large aircraft initiated extensive investigations, involving researchers, aircraft and equipment manufacturers and operational users (airports, pilots, ATC). Two main questions are still open: if the separations by MTOW can be replaced by a more physically based rulemaking, if separations can be dynamically reduced with on-ground or on-board advisory and detection systems to increase airport capacity, both with constant or even increasing safety level. In the last decade activities have progressed from physical understanding to development of operational concepts and rulemaking. Several EU-funded and other projects are ongoing or starting in this field. For successful concept implementation, acceptance by operational users is mandatory. This requires continuous dialogue between scientists and users. Like previous Networks, WakeNet3-Europe will be the forum for this dialogue, building a bridge between wake vortex research and operations, in order to get scientifically funded agreement among stakeholders to support implementation, and to help making new technologies (e. g. advisory systems) usable for wake vortex purposes. WakeNet3-Europe will provide annual workshops open to the whole Wake Vortex community, establish focused Task Groups and links to existing local stakeholder groups, professional groups, other projects and to US and other non-EU activities. Recommendations for future research and implementation
Agency: Cordis | Branch: FP7 | Program: CSA-SA | Phase: AAT.2012.7-25. | Award Amount: 830.58K | Year: 2012
To unlock the true potential of the UAS market, stakeholders need to break a series of entangled challenges. Today, in the absence of UAS regulations, the development of solutions is risky and expensive for industry, and essentially aimed at military applications. As a result, the UAS market is small and its impact on European industry is limited. Also, there is no improvement in UAS social acceptance, including a lack of political willingness to develop regulations. While this vicious circle is what is preventing the development of a civil UAS market alongside the existing military UAS market, it is also a great opportunity for Europe to take leadership and to secure an advantageous position in what is predicted by many UAS market studies to be a large and sustainable market with spin-offs into manned aviation, space and other high-tech markets. The overall objective of ULTRA is to develop a civil UAS Master Plan that will break this vicious circle in order to: 1. Unlock the true potential of the UAS market by addressing civil applications that are not systematically addressed today; and 2. Ensure that European industry plays a leading role at an international level in the development of UAS solutions. The civil UAS Master Plan will build upon all relevant prior work (including the recommendations of the EU UAS Panel), and will leverage existing regulations and infrastructures in order to enable deployment of specific civil UAS applications within the next 5 years. The Master Plan will also highlight regulations and infrastructures that need to be developed in order to completely unlock the civil UAS market within the next 10-15 years, and will articulate the impact of a civil UAS market on European industry and quality of life. To achieve this objective, ULTRA will employ the following high level approach: - ULTRA includes world-recognized experts covering all UAS stakeholders, i.e. manufacturers, regulators, ANSPs, customers and research labs. Manufacturers will enable solutions, regulators and ANSPs will ensure that solutions are safe, customers will validate that solutions satisfy their needs and finally research labs will ensure promotion of innovative concepts. ULTRA will also seek the active involvement of EASA, EUROCONTROL and the NAAs (i.e. the regulators) in the document review process and in workshops. - There is a strong emphasis on a coordinated, step-by-step and pragmatic approach to civil UAS insertion in order to deploy specific civil UAS applications in the short-term and minimize the cost, risk and stakeholder impact at each step. - There is a strong focus on performing a gap analysis in order to build upon all relevant prior work, and identify the minimum required regulations and infrastructures that need to be developed in order to enable a civil UAS market. The intention is to reuse as much as possible existing infrastructures and innovative concepts in order to minimize development and deployment times, costs and risks. - There is a strong emphasis on integrating SMEs into the UAS supply chain alongside Europes traditional aerospace industry that has a long history in the development of standards, certification and system integration. SMEs have the agility and speed required for short-term innovation that is a critical enabler for short-term civil UAS deployment. SMEs together with Europes traditional aerospace industry can provide solutions combining safety and affordability, as well as a healthy supply base ultimately resulting in European growth. - There will be a strong focus on small UAS solutions (i.e. UAS < 150kg) that promise to be cost effective and to satisfy the needs of the civil UAS market (i.e. promise to have the largest socioeconomic impact). While ULTRA will focus on small UAS (due to budget and time limitations), if ULTRA identifies applications with a positive socioeconomic impact that require civil UASs > 150kg, ULTRA will comment on those in the civil UAS Master Plan. Th e
Agency: Cordis | Branch: FP7 | Program: CP-IP | Phase: AAT.2008.4.4.2 | Award Amount: 23.94M | Year: 2009
Air traffic in Europe is expected to double by 2025 according to the last forecast of Eurocontrol. Future passenger and freight fleets will bring better efficiency and improved environmental performance, and will allow people to benefit from the connections that only air transport can deliver. In this context, an integrated aircraft communication system is of paramount importance to improve efficiency and cost-effectiveness by ensuring flexibility, scalability, modularity and reconfigurability. The SANDRA project will design, implement and validate through in-flight trials an integrated aeronautical communications system based on an open architecture, a common set of interfaces and on well-proven industry standards. Integration will be addressed at four different levels, namely: integration at service level, through a Service Oriented architectural approach integration at network level through addressing interoperability to ensure transition integration of existing radio technologies into an Integrated Modular Radio platform (Software Defined) integration at antenna and RF level by a L/KU satellite array antenna prototype The integration of different service domains with heterogeneous requirements through a cost-effective and flexible avionic architecture is thus one of the main challenges addressed by SANDRA. In this light, the SANDRA communication system will represent a key enabler for meeting the high market demand for broadband passenger and enhanced cabin communication services. The SANDRA concept is fully inline with SESAR activity and future deployment plans ATM modernisation as well as with the final recommendations of Eurocontrol/FAA Future Communications Study. SANDRA addresses many of the enablers identified by SESAR for the medium and long term implementation packages, although the proposed integrated approach for the global provision of distributed services covers a much broader set of applications and service domains.
Agency: Cordis | Branch: FP7 | Program: CP-FP | Phase: AAT-2007-6.2-02 | Award Amount: 7.41M | Year: 2008
SAFAR will focus on the development of a future avionics architecture for small aircraft providing easy and safe control of the aircraft. SAFAR aims at a significant reduction of pilot workload and an increase of safety during all phases of flight and ground operations incl. take-off and landing. In order to achieve this, SAFAR will provide the aircraft with easy handling characteristics and flight envelope protection at any time. The pilot flies the aircraft mainly via a stick controller and throttle lever. Switching between flight control and flight guidance modes will be performed automatically by the system - transparent for the pilot. SAFAR shall also provide the capability to take full advantage of the results of SESAR. Advanced ATC and even ATM will be supported in a way of maximum on-board automatism. In long term four dimensional flight vectoring as a result of the on-board ATM/FM shall be executed automatically. In mid term, four dimensional flight vectoring is expected to come from ATC via ADS-B. After being checked by the pilot via display, SAFAR will provide the capability for automatic execution of the flight vectoring (flight trajectories) after engagement by the pilot. The clear objective of SAFAR is to keep the handling characteristics of the A/C for all modes of control, i.e. manual control, control via flight guidance and control via flight management in combination with ATC resp. ATM, as easy as possible. Additionally, growth potential for autonomous emergency flight procedures in cases of sudden pilot medical diseases resp. incapacitation or total loss of engine power will be provided. Base for the implementation of SAFAR functions will be an advanced safety-critical, fault-tolerant fly-by-wire platform applicable to small aircraft. The platform will comprise computing resources, a human machine interface, a mainly satellite-based fault-tolerant attitude/navigation system and a safety-critical electric power supply with all-electric actuators