Periodic Reporting for period 1 - AWATAR (Advanced Wing MATuration And integRation)
Reporting period: 2024-01-01 to 2024-09-30
The aeronautical industry is committed to a collective goal of net-zero carbon emissions by 2050. In addition to optimized flight operations and Sustainable Aviation Fuels deployment, two fundamental enablers to reach this target are the introduction of LH2 technologies and new solutions increasing aircraft and engine efficiency. In order to accelerate the Entry Into Service of ultra-efficient SMR aircraft, the three-year research project AWATAR (Advanced Wing MATuration And integRation), has the mission to develop key technology bricks and anticipate future certification processes.
The scope of AWATAR is to mature the design of an advanced wing featuring
• A Very High Aspect Ratio and a Strut-Braced architecture;
• Laminar portions in the outer areas;
• Integrated advanced leading-edge systems (de-icing);
• An optimized integration of an Open Fan propulsion system.
The targeted maturation relies on high fidelity simulations, Wind Tunnel Tests (ETW, S2MA, Collins Aerospace’s wind tunnel) and a Ground Based Demonstrator with the purpose of enabling rapid implementation of the solutions into successful future SMR product. In order to assess the benefits at aircraft level, AWATAR completes an Overall Aircraft Design sizing loop integrating all new technologies including LH2 propulsion by an Open Fan (direct burn) carrying 250 passengers over a range up to 2000 nm.
In terms of energy consumption, progress to be made in AWATAR leads to substantial gains with respect to a 2020 state-of-the-art aircraft. First, the novel aerodynamic configuration characterized by a very high aspect ratio and laminar outer wing areas enables drag reduction at aircraft level. Besides, the Leading-Edge solution integrating the innovative ice protection system allows a reduction of the energy budget needed for a fully evaporative system. In addition, the optimized integration of the Open Fan engine limits installation drags. Considering all these various benefits at mission level, AWATAR aims at an integrated SMR aircraft (250 passengers - 2000 nm) offering an 18% reduction in block energy.
Under the leadership of ONERA, the AWATAR consortium reunites a unique set of skills enabling scientific investigations and technical developments up to integrated component tests in order to make key steps in technology maturation. Industry partners including Airbus, Dassault Aviation and Collins Aerospace provide indeed an important know-how in component design, manufacturing and integration. In addition, 3 RTO (ONERA, DLR and NLR) and one association (ETW) bring the required scientific knowledge to progress on physics-based challenges. Last, 2 university partners (TUD and UM) contribute in specific areas with the addition of lower TRL academic research activities. The participants are spread over 5 EU countries (France, Germany, The Netherlands, Ireland, Poland), and the US.
For optimal alignment and for certification, AWATAR will be supported by EASA and will establish relationships with related projects in the Clean Aviation Programme, notably UPWING, ACAP and CONCERTO.
The scope of AWATAR is to mature the design of an advanced wing featuring
• A Very High Aspect Ratio and a Strut-Braced architecture;
• Laminar portions in the outer areas;
• Integrated advanced leading-edge systems (de-icing);
• An optimized integration of an Open Fan propulsion system.
The targeted maturation relies on high fidelity simulations, Wind Tunnel Tests (ETW, S2MA, Collins Aerospace’s wind tunnel) and a Ground Based Demonstrator with the purpose of enabling rapid implementation of the solutions into successful future SMR product. In order to assess the benefits at aircraft level, AWATAR completes an Overall Aircraft Design sizing loop integrating all new technologies including LH2 propulsion by an Open Fan (direct burn) carrying 250 passengers over a range up to 2000 nm.
In terms of energy consumption, progress to be made in AWATAR leads to substantial gains with respect to a 2020 state-of-the-art aircraft. First, the novel aerodynamic configuration characterized by a very high aspect ratio and laminar outer wing areas enables drag reduction at aircraft level. Besides, the Leading-Edge solution integrating the innovative ice protection system allows a reduction of the energy budget needed for a fully evaporative system. In addition, the optimized integration of the Open Fan engine limits installation drags. Considering all these various benefits at mission level, AWATAR aims at an integrated SMR aircraft (250 passengers - 2000 nm) offering an 18% reduction in block energy.
Under the leadership of ONERA, the AWATAR consortium reunites a unique set of skills enabling scientific investigations and technical developments up to integrated component tests in order to make key steps in technology maturation. Industry partners including Airbus, Dassault Aviation and Collins Aerospace provide indeed an important know-how in component design, manufacturing and integration. In addition, 3 RTO (ONERA, DLR and NLR) and one association (ETW) bring the required scientific knowledge to progress on physics-based challenges. Last, 2 university partners (TUD and UM) contribute in specific areas with the addition of lower TRL academic research activities. The participants are spread over 5 EU countries (France, Germany, The Netherlands, Ireland, Poland), and the US.
For optimal alignment and for certification, AWATAR will be supported by EASA and will establish relationships with related projects in the Clean Aviation Programme, notably UPWING, ACAP and CONCERTO.
The process began with work based on the initial SBW-configuration CAD delivered. A revised parametrization was crafted. The first step was reached with the execution of CFD computations at ETW-conditions using unstructured meshes, focusing on cruise conditions and exploring diverse fuselage configurations and strut/wing junction shapes. Several CFD calculation iterations are performed in order to optimized the strut and wing connection and ensure a lower stress constraint at this junction. The geometry for the ETW wind tunnel test model has been finalized, with initial adaptations made to ensure a manufacturable design. The call for tender has been launched in order to manufacture on the model for ETW tests.
The USF geometry from the NEXTAIR project has been provided, along with design and operational parameters for Mach 0.75. The adaptation of the USF to Mach 0.78 is set to commence consortium and selecting the best solution.
Regarding laminar flutter management, the development of a generic laminar wing portion marked a significant breakthrough, supported by the identification of six profile candidates meticulously chosen for their potential to optimize laminar flow and reach both objectives. 2.5D boundary layer analyses paved the way for informed decision-making, guided by criteria aimed at maximizing laminar extent while minimizing cross flow and assessing laminarity's impact on aeroelastic behavior. 3D calculations on the 2 best candidates enabled to achieve a final down selection. The plan form is now fully defined. The pathway to the Preliminary Design Review (PDR) has been prepared in accordance with the project schedule.
The teams delved into the advanced leading-edge anti-icing definition, defining high-level technical requirements and aligning key points with partners' specifications, laying the groundwork for subsequent design phases. A key objective remained clear: to elevate the maturity of the laminar interface, a feat necessitating thorough risk assessment on thermoset leading-edge treatments and existing wingbox configurations. Environmental and fatigue tests served as critical checkpoints, ensuring the robustness and reliability of the developed solutions. The meticulous definition of heater zoning underscored the commitment to detail and optimization
The USF geometry from the NEXTAIR project has been provided, along with design and operational parameters for Mach 0.75. The adaptation of the USF to Mach 0.78 is set to commence consortium and selecting the best solution.
Regarding laminar flutter management, the development of a generic laminar wing portion marked a significant breakthrough, supported by the identification of six profile candidates meticulously chosen for their potential to optimize laminar flow and reach both objectives. 2.5D boundary layer analyses paved the way for informed decision-making, guided by criteria aimed at maximizing laminar extent while minimizing cross flow and assessing laminarity's impact on aeroelastic behavior. 3D calculations on the 2 best candidates enabled to achieve a final down selection. The plan form is now fully defined. The pathway to the Preliminary Design Review (PDR) has been prepared in accordance with the project schedule.
The teams delved into the advanced leading-edge anti-icing definition, defining high-level technical requirements and aligning key points with partners' specifications, laying the groundwork for subsequent design phases. A key objective remained clear: to elevate the maturity of the laminar interface, a feat necessitating thorough risk assessment on thermoset leading-edge treatments and existing wingbox configurations. Environmental and fatigue tests served as critical checkpoints, ensuring the robustness and reliability of the developed solutions. The meticulous definition of heater zoning underscored the commitment to detail and optimization
As part of the flutter management framework, UM has developed high-rate hot film sensors to address unsteady effects during wind tunnel testing. Initial measurements indicate that the sensors can achieve a maximum frequency bandwidth of 20 kHz. This result represents a significant breakthrough beyond the state-of-the-art. Further results and insights are expected in the future.