Cote S.,Directorate General of Armaments
IEEE International Symposium on Phased Array Systems and Technology | Year: 2017
There is an increasing for littoral warship mission which may have some consequences on RADAR system behaviour, or performance. When operating is this context, the probability for Naval RADAR systems to face wind farm area has increased the last decade, as well as their number. This article will try to show the possible real operational impact for modern naval Multi-Function RADAR (MFR), when operating near wind farm turbines in littoral context. © 2016 IEEE.
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2008.1.4.1. | Award Amount: 30.00M | Year: 2009
Reducing noise from aircraft operations perceived by airport neighbouring communities is a major challenge facing the aircraft manufacturing industry, social society and the air transport business. By adopting a whole aircraft approach based on the latest developments in active / adaptive technologies, flow control techniques and advances in computational aero-acoustics applied to the major causes of noise at source, OPENAIR aims to deliver a step change in noise reduction, beyond the SILENCE(R) achievements. The workplan clearly supports realistic exploitation of promising design concepts driven by noise reduction and will result in the development and validation up to TRL 5 of 2nd Generation technology solutions. OPENAIRs multidisciplinary approach and composition is suited to the projected integrated, lightweight solutions. The process includes a down-selection in mid project. The selected technologies will be subjected to scaled rig tests, and the resulting data will support assessment of the noise reduction solutions on powerplant and airframe configurations across the current and future European range of products. The project exploitation plan will include detailed proposals for further demonstration in the Clean Sky JTI. The verification of the technologies applicability will be assured by addressing identified integration and environmental tradeoffs (performance, weight, emissions). In this way OPENAIR will develop solutions that can play a significant role, in continuity with the previous Generation 1 effort, enabling future products to meet the ACARE noise goals and improving current fleet noise levels through retrofitting. This capability is key to providing the flexibility needed to simultaneously accommodate market requirements in all segments, global traffic growth and environmental constraints, while addressing the global environmental research agenda of the EU.
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: AAT.2012.3.5-1. | Award Amount: 22.73M | Year: 2012
Commercial aircraft have been experiencing in-service events while flying in the vicinity of deep convective clouds since at least the early 1990s. Heated probes and engines are the areas of air-craft most prone to mixed phase and glaciated icing threat. In anticipation of regulation changes regarding mixed phase and glaciated icing conditions, the HAIC project will provide the necessary Acceptable Means of Compliance (numerical and test capabilities) and appropriate ice particle detection/awareness technologies to the European aeronautical industry for use on-board commercial aircraft in order to enhance safety when an aircraft is flying in such weather conditions. HAIC will achieve high Technology Readiness Level (TRL6) for technologies (radar, detector) and capabilities (numerical models and tools, test facilities) developed as part of the project. HAIC is a 4-year integrated project comprising 34 partners representing the European stakeholders of the aeronautical industry from eleven European countries and 5 partners from Australia, Canada and the United States. HAIC will also develop international cooperation and collaboration thanks to the involvement of key international organisations and companies as partners of the project or through the HAIC Advisory Board. Letters of support from organisations who will participate in the HAIC Advisory Board are provided in Annex 4. These have been received from BOEING, EASA, ENVIRONMENT CANADA, EUROCAE, FAA, GE, GOODRICH, HAWKER BEECHCRAFT, ICC, MTU, NASA, and NTI. Finally, HAIC will complement the work performed by part of existing international projects and working groups, notably EASA-HighIWC, HIWC, Engine Icing Working Group and Ice Crystals Consortium, and pave the way towards the ACARE 2020 and Flight Path 2050 safety objectives. This proposal is submitted against the following call line: AAT 2012.3.5.1-1 Integrated approach to safe flights under icing conditions.
Volpoet I.,Directorate General of Armaments
42nd European Rotorcraft Forum 2016 | Year: 2016
In the past ten years, French MOD DGA Flight Test Center was commissioned to conduct flight tests aiming to define the helo-ship takeoff and landing flight envelope of the NH90 and the Tiger. Before every test campaign, the same issue rose: chasing bad weather conditions in order to have useful data while the campaign calendar was chosen months in advance. In addition, which parameter was mainly driving the helicopter limits: pitch and roll of the platform? wind? weight? The present study is giving piece of clarification on these questions based on an engineering method in 3 steps: • First step: a model, predicting shock and power margins issues, • Second step: a guidance material for on-shore flight tests aiming to collect all the data and to refine the model • Third step: an off-shore flight test campaign, not necessarily in worst conditions, enabling to validate the model and to extrapolate test results up to the limits. This method, validated with Dauphin and NH90 flight results, demonstrates that flight test data collection can be made on-shore (with different weight, wind, platform attitudes) to validate a mechanical model. This model, once spot checked at the occasion of a real off-shore test, enables extrapolation up to the limit of the helicopter, limits that were not possible to test in real conditions. Flight safety during flight test phase is improved by highlighting helicopter limits in advance. Risk on the program's calendar is significantly reduced by avoiding numerous off-shore test campaigns.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: AAT-2007-3.3-02;AAT-2007-4.1-01 | Award Amount: 4.26M | Year: 2008
More recent aircraft incidents and accidents have highlighted the existence of icing cloud characteristics beyond the actual certification envelope defined by the JAR/FAR Appendix C, which accounts for an icing envelope characterized by water droplet diameters up to 50 m (so-called cloud droplet). The main concern is the presence of super-cooled large droplets (SLD) such as freezing drizzle, in the range of 40-400 m, or freezing rain, with droplet diameter beyond 400 m. International airworthiness authorities, namely are intending to jointly develop and issue updated regulations for certification in SLD: Appendix X. If implemented, the proposed new rules will require aircraft manufacturers to demonstrate that their product can safely operate in SLD environments. To do so, they will be requested to demonstrate that specific capabilities comply with the new regulation. Compliance has typically involved actual flight into natural icing conditions. Since SLD icing conditions occur less frequently than the current Appendix C icing specifications, it will be difficult and expensive to demonstrate compliance by the use of natural icing flights alone. Therefore, it is expected that a greater reliance will be placed on the use of so-called engineering tools (icing tunnels, tankers & computer codes). The objectives of this proposal are twofold. One objective is to reduce aircraft development cost by improving tools and methods for aircraft design and certification in an icing environment. On the other hand, since the proposal will address the development and validation of Means of Compliance and tools for aircraft icing certification, this research activity will also have a direct impact on aircraft safety, allowing future aircraft to be designed safer with respect to the icing and the SLD environment.
Agency: European Commission | Branch: FP7 | Program: CSA-SA | Phase: AAT.2011.7-23. | Award Amount: 747.44K | Year: 2011
On April 14th, 2010, the eruption of the Eyjafjallajkull volcano and the accompanying cloud of volcanic ash forced most countries in northern Europe to shut their airspace, grounding more than 100,000 flights, affected an estimated 10 million travellers and had a financial impact of 5 bn US$ over a seven day period. This event revealed to what extent our society and economy rely on the availability of a safe and efficient air transport system and how fragile it remains when faced with the complexity of atmospheric conditions. WEZARD aims to support and contribute to the preparation of future community research in air transport system robustness when faced with weather hazards. It will focus on hazards which can be spread over large areas such as volcanic ash clouds or severe atmospheric conditions including icing. The WEZARD consortium will 1/ take stock of the current knowledge of weather hazards affecting airframes, engines and systems and identify the needed technology and capability developments pathways, 2/ compile knowledge on the collection, processing and communication of meteorological data and investigate what research is needed on observation, forecasting tools, data assimilation and broadcasting, 3/ investigate the existing and needed safety standards and procedures, 4/ model the capacity of the scientific community to better understand, observe and simulate hazardous particles. These activities will result in a R&D roadmap identifying research gaps and priorities and providing recommendations to the main stakeholders of the aeronautical community. The WEZARD consortium will consist of 3 airframers, 2 engine manufacturers, 1 system supplier, 1 network of meteorological offices, 4 research centres, 1 provider of test facilities and 1 civil aviation authority over 2 years. An Advisory Board gathering a panel of international experts in relevant domains will be set up to provide advice on the vision, priorities and directions proposed by the project.
Grosicki E.,Directorate General of Armaments |
El-Abed H.,TU Braunschweig
Proceedings of the International Conference on Document Analysis and Recognition, ICDAR | Year: 2011
This paper describes the French handwriting recognition competition held at ICDAR 2011. This competition is based on the RIMES-database composed of French written documents corresponding to letters sent by individuals to companies or administrations. Two tasks have been proposed this year : the first one consists in recognizing isolated snippets of words with the help of a given dictionary, the second one consists in recognizing blocks of words segmented into lines. This year 9 systems were submitted for the different competition subtasks. A comparison between different classification and recognition systems show interesting results. A short description of the participating groups, their systems, and the results achieved are presented. © 2011 IEEE.
Gilles J.,Directorate General of Armaments |
Meyer Y.,Ecole Normale Superieure de Cachan
IEEE Transactions on Image Processing | Year: 2010
In this paper, we present some theoretical results about a structures-textures image decomposition model which was proposed by the second author. We prove a theorem which gives the behavior of this model in different cases. Finally, as a consequence of the theorem we derive an algorithm for the detection of long and thin objects applied to a road networks detection application in aerial or satellite images. © 2006 IEEE.
Cantalloube H.M.J.,ONERA |
Nahum C.E.,Directorate General of Armaments
Proceedings of the IEEE | Year: 2013
Frequency-domain synthetic aperture radar (SAR) image formation algorithms are of lower computation cost (both in number of elementary operations and in required memory storage) than direct time-domain integration, and do not make the narrowband (monochromatic) assumption. Both advantages are critical to very-high-resolution imaging because a lower complexity yields a drastic computation time decrease as cross-range resolution increases, and the narrowband assumption is more and more a concern as range resolution (hence bandwidth) increases. Though an exact formulation exists ($\ omega$-$k$ algorithm) for a perfect linear uniform acquisition trajectory, in a real-life airborne case, the unavoidable trajectory deviation from a straight line needs to be compensated. This motion compensation (MoComp) operation is much more complicated in the case of frequency-domain processing. An efficient technique for this purpose is presented. This method keeps the parallel processing aspect, and has been programmed both for multithread on multicore/symmetrical multiprocessor central processing units (CPUs) and for graphic processor units (GPUs). © 1963-2012 IEEE.