Periodic Reporting for period 1 - HERWINGT (Hybrid Electric Regional Wing Integration Novel Green Technologies - HERWINGT)
Reporting period: 2023-01-01 to 2023-06-30
The aim of HERWINGT project is to design an innovative wing suitable for the future Hybrid-Electric Regional (HER) aircraft that will contribute to the overall target to reduce fuel burn, CO2 and other greenhouse gas emissions, by improving aerodynamic efficiency and reducing weight and will integrate hybrid-electric propulsion systems and other typical wing mounted systems.
The HERWINGT project will validate, down select, mature and demonstrate the concept, architecture, design and the key technologies that enable addressing an innovative wing design for a Hybrid Electric Regional aircraft (HER) with a maximum capacity of 100 seats and a range of 500 to 1000nm.
These challenges are translated into the following top-level objectives:
Objective 1: Deliver an innovative wing design for a hybrid-electrical regional aircraft (HERA)
Objective 2: Demonstrate a minimum fuel reduction of 15% attributable to wing improvements.
Objective 3: Demonstrate a structural weight reduction of at least 20% when compared to a 2022 SoA wing.
Objective 4: Analyze reduction potential in C02 and all other relevant GHG emissions.
Objective 5: Develop and demonstrate new technologies to increase aerodynamic performance.
Objective 6: Develop and demonstrate new technologies to increase structural performance and weight reduction.
Objective 7: Develop and demonstrate new technologies to increase aeroelastic performance.
Objective 8: Develop and demonstrate new technologies to achieve more integrated structural design.
Objective 9: Develop and demonstrate new technologies to improve Structural Health Monitoring (SHMS) and permit to increase design allowables.
Objective 10: Develop and demonstrate new technologies to improve wing systems efficiency.
Objective 11: Develop and demonstrate new technologies to improve wing systems integration with structure.
Objective 12: Develop and demonstrate new technologies to achieve more precise manufacturing/ assembly processes.
Objective 13: Develop and demonstrate new technologies to achieve greener manufacturing processes.
Objective 14: Deliver a roadmap towards wing full-scale demonstration at TRL 6 at aircraft level with a first flight not later than 2030.
Objective 15: Propose a qualification and certification plan linked to the proposed activities and suitable for Hybrid-Electric Regional (HER) aircraft.
Objective 16: Deliver digital twins and a life cycle assessment of the components, subsystems and full wing system compatible with the reference aircraft digital framework and requirements.
The HERWINGT project will validate, down select, mature and demonstrate the concept, architecture, design and the key technologies that enable addressing an innovative wing design for a Hybrid Electric Regional aircraft (HER) with a maximum capacity of 100 seats and a range of 500 to 1000nm.
These challenges are translated into the following top-level objectives:
Objective 1: Deliver an innovative wing design for a hybrid-electrical regional aircraft (HERA)
Objective 2: Demonstrate a minimum fuel reduction of 15% attributable to wing improvements.
Objective 3: Demonstrate a structural weight reduction of at least 20% when compared to a 2022 SoA wing.
Objective 4: Analyze reduction potential in C02 and all other relevant GHG emissions.
Objective 5: Develop and demonstrate new technologies to increase aerodynamic performance.
Objective 6: Develop and demonstrate new technologies to increase structural performance and weight reduction.
Objective 7: Develop and demonstrate new technologies to increase aeroelastic performance.
Objective 8: Develop and demonstrate new technologies to achieve more integrated structural design.
Objective 9: Develop and demonstrate new technologies to improve Structural Health Monitoring (SHMS) and permit to increase design allowables.
Objective 10: Develop and demonstrate new technologies to improve wing systems efficiency.
Objective 11: Develop and demonstrate new technologies to improve wing systems integration with structure.
Objective 12: Develop and demonstrate new technologies to achieve more precise manufacturing/ assembly processes.
Objective 13: Develop and demonstrate new technologies to achieve greener manufacturing processes.
Objective 14: Deliver a roadmap towards wing full-scale demonstration at TRL 6 at aircraft level with a first flight not later than 2030.
Objective 15: Propose a qualification and certification plan linked to the proposed activities and suitable for Hybrid-Electric Regional (HER) aircraft.
Objective 16: Deliver digital twins and a life cycle assessment of the components, subsystems and full wing system compatible with the reference aircraft digital framework and requirements.
Baseline aircraft wing has been discussed and agreed. It will be used as a reference in order to assess impact monitoring.
Three wing concept configurations are being analyzed:
1 Strut braced high aspect ratio wing
2 Cantilever high aspect ratio wing
3 Distributed propulsion wing.
Aerodynamic evaluations of the different configurations have been performed in cruise and climb conditions.
The preliminary structural lay-outs and global finite element models have been produced. They are being used for aeroelastic optimization.
The results of the analysis of the concept configurations are feeding the discussions related to wing requirements both at wing and sub-component level.
The preliminary relevant Design/Sizing guidelines for the wing structure have been defined. The final requirements of the structural design will come after the final selection of wing architecture from WP1.
First structural lay-outs and simplified (coarse mesh) general Finite Element Models have been created for wing demonstrator in order to assess load patterns, stiffening and thickness distributions and the buckling requirements.
Master geometry for center wing leading edge and flap demonstrators have been defined and different inner flap configurations (3 or 4 spars) have been developed.
New materials and manufacturing processes are being evaluated:
Three materials, from Solvay, Toray and Nijverdal have been evaluated as candidates to be used for thermoplastic in-situ consolidation (TP ISC) production process. Configuration and optimization of machine and process parameters for ISC technology is ongoing, together with the definition of quality analysis methodology.
Atmospheric Plasma Spraying technology has been selected as the most suitable for application of anti-erosion coating of the leading edge.
Preliminary design of morphing flap, morphing droop nose and morphing aileron has been launched.
New tools based on vortex lattice and 3d panel methods are being used for inferring lift enhancement of morphing surfaces.
Functional requirements have been defined for the multi-functional strut.
With regards to propulsion integration demonstrator (P2P), a first version of the “P2P Manufacturing conceptual process design and decision matrix” has been provided at the end of June. A delay in the definition of the main parameters has been reported but this has not prevented the manufacturing trade-offs to be performed thus obtaining the first conclusions on novel approaches like fiber placement steering.
With regards to the use of Sustainable Aviation Fuel (SAF), activities are being carried out focused on the definition of fuel bench. Bench requirements have been specified and activities have been agreed and planed with the fuel test bench team.
Ice Protection System Requirement Documentation were produced and delivered. A test case is being discussed to evaluate the different performance between an induction mesh and sheet.
Activities are running on definition of Structural Health Monitoring system architecture and development of concepts for integration of the impact detection system, guided waves simulation for model assisted probability of detection and structural health grade methodology
The manufacturing and assembly activities for the different demonstrators have not yet started. The focus, for the moment, is set on the definition of the specifications of the manufacturing process of the demonstrators.
In parallel, preliminary definition of the structural and wind tunnel test have been carried out.
Related to results assessment, the procedure to obtain adequate measures for the environmental KPIs has been defined and Life Cycle Inventory templates for data collection have been prepared.
An Impact Monitoring Strategy document has been defined. A reference aircraft (ATR72-600)
has been proposed for comparative purposes, with an alternate backup based on a model of
ATR72 600 developed by the University of Naples to avoid intellectual property issues.
In terms of certification activities, a service agreement with EASA has been successfully activated and the Certification Plan has been published.
Three wing concept configurations are being analyzed:
1 Strut braced high aspect ratio wing
2 Cantilever high aspect ratio wing
3 Distributed propulsion wing.
Aerodynamic evaluations of the different configurations have been performed in cruise and climb conditions.
The preliminary structural lay-outs and global finite element models have been produced. They are being used for aeroelastic optimization.
The results of the analysis of the concept configurations are feeding the discussions related to wing requirements both at wing and sub-component level.
The preliminary relevant Design/Sizing guidelines for the wing structure have been defined. The final requirements of the structural design will come after the final selection of wing architecture from WP1.
First structural lay-outs and simplified (coarse mesh) general Finite Element Models have been created for wing demonstrator in order to assess load patterns, stiffening and thickness distributions and the buckling requirements.
Master geometry for center wing leading edge and flap demonstrators have been defined and different inner flap configurations (3 or 4 spars) have been developed.
New materials and manufacturing processes are being evaluated:
Three materials, from Solvay, Toray and Nijverdal have been evaluated as candidates to be used for thermoplastic in-situ consolidation (TP ISC) production process. Configuration and optimization of machine and process parameters for ISC technology is ongoing, together with the definition of quality analysis methodology.
Atmospheric Plasma Spraying technology has been selected as the most suitable for application of anti-erosion coating of the leading edge.
Preliminary design of morphing flap, morphing droop nose and morphing aileron has been launched.
New tools based on vortex lattice and 3d panel methods are being used for inferring lift enhancement of morphing surfaces.
Functional requirements have been defined for the multi-functional strut.
With regards to propulsion integration demonstrator (P2P), a first version of the “P2P Manufacturing conceptual process design and decision matrix” has been provided at the end of June. A delay in the definition of the main parameters has been reported but this has not prevented the manufacturing trade-offs to be performed thus obtaining the first conclusions on novel approaches like fiber placement steering.
With regards to the use of Sustainable Aviation Fuel (SAF), activities are being carried out focused on the definition of fuel bench. Bench requirements have been specified and activities have been agreed and planed with the fuel test bench team.
Ice Protection System Requirement Documentation were produced and delivered. A test case is being discussed to evaluate the different performance between an induction mesh and sheet.
Activities are running on definition of Structural Health Monitoring system architecture and development of concepts for integration of the impact detection system, guided waves simulation for model assisted probability of detection and structural health grade methodology
The manufacturing and assembly activities for the different demonstrators have not yet started. The focus, for the moment, is set on the definition of the specifications of the manufacturing process of the demonstrators.
In parallel, preliminary definition of the structural and wind tunnel test have been carried out.
Related to results assessment, the procedure to obtain adequate measures for the environmental KPIs has been defined and Life Cycle Inventory templates for data collection have been prepared.
An Impact Monitoring Strategy document has been defined. A reference aircraft (ATR72-600)
has been proposed for comparative purposes, with an alternate backup based on a model of
ATR72 600 developed by the University of Naples to avoid intellectual property issues.
In terms of certification activities, a service agreement with EASA has been successfully activated and the Certification Plan has been published.
HERWINGT’s challenge is to deliver a novel wing design for the future hybrid-electric regional aircraft (HER) that will contribute to the overall target to reduce fuel burn in at least 50% at aircraft level, CO2 and other GHG emissions.
For this, the novel wing will target a fuel reduction at integrated wing level of at least 15% and a structure weight reduction at full wing level of at least 20% and will fulfil the challenges of the wing integration with the novel hybrid-electric propulsion.
This is well beyond the state-of-the-art not only compared to existing wings operating in the market but also beyond many of the research demonstrators planned in EC and abroad
For this, the novel wing will target a fuel reduction at integrated wing level of at least 15% and a structure weight reduction at full wing level of at least 20% and will fulfil the challenges of the wing integration with the novel hybrid-electric propulsion.
This is well beyond the state-of-the-art not only compared to existing wings operating in the market but also beyond many of the research demonstrators planned in EC and abroad