Periodic Reporting for period 2 - AWATAR (Advanced Wing MATuration And integRation)
Berichtszeitraum: 2024-10-01 bis 2025-09-30
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 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 RTOs (ONERA, DLR and NLR) and one association (ETW) bring the required scientific knowledge to progress on physics-based challenges. Last, 2 university partners (TU Delft and Université de Montpellier) 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 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 RTOs (ONERA, DLR and NLR) and one association (ETW) bring the required scientific knowledge to progress on physics-based challenges. Last, 2 university partners (TU Delft and Université de Montpellier) 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.
In WP1 "Dry Wing Design with engine integration", the parameterisation of the USF integration was carried out, highlighting the importance of the effect of the USF position and the initial design of the NLF outer wing was proposed.
In WP2 "Aerodynamic assessment", the cut-outs, pockets, and pressure routing in the wing-strut adapter region result in local stress levels exceeding the permitted limits. Several design iterations have been carried out with the aim of reducing the maximum stress levels, but these are not yet conclusive. To date, the mechanical design of the wind tunnel model has not yet been finalised, as the maximum stress values exceed the permitted limits. Several design iteration loops took longer than expected, delaying the CDR to M24 (10 December 2024).
In WP3 "Flutter Management", the CDR has been opened and is nearing completion. Instrumentation has been confirmed and purchased. Raw materials have been purchased, and final FEMs are being run to definitively confirm the final design choices.
In WP4 "Integrated Leading Edge", several trials were conducted to gain maturity in terms of welding processes, erosion issues and thermocouple integration. The control strategy has been defined and validated numerically and cross-checked between different partners' CFD tools. Regarding the demonstration, the CDR was approved in July 2025.
In WP2 "Aerodynamic assessment", the cut-outs, pockets, and pressure routing in the wing-strut adapter region result in local stress levels exceeding the permitted limits. Several design iterations have been carried out with the aim of reducing the maximum stress levels, but these are not yet conclusive. To date, the mechanical design of the wind tunnel model has not yet been finalised, as the maximum stress values exceed the permitted limits. Several design iteration loops took longer than expected, delaying the CDR to M24 (10 December 2024).
In WP3 "Flutter Management", the CDR has been opened and is nearing completion. Instrumentation has been confirmed and purchased. Raw materials have been purchased, and final FEMs are being run to definitively confirm the final design choices.
In WP4 "Integrated Leading Edge", several trials were conducted to gain maturity in terms of welding processes, erosion issues and thermocouple integration. The control strategy has been defined and validated numerically and cross-checked between different partners' CFD tools. Regarding the demonstration, the CDR was approved in July 2025.
The parametrization of the SBW configuration enable to study the integration of the USF and assess it impact on the aerodynamic performance. This systematic approach based on body force model of the USF integrated on the SBW configuration matures the knowledge of such a configuration and the key parameter (position and pylone design) for future SBW aircraft.
As part of the flutter management framework, UM has developed high-rate hot film sensors to address unsteady effects during wind tunnel testing. Calibration measurements indicate that the sensors can achieve a maximum frequency bandwidth of 20 kHz compared to state of art sensors. This result represents a significant breakthrough beyond the state-of-the-art. The integration of such a sensor have been addressed during the period in order to integrate them in flutter test.
As part of the integrated leading-edge work, welding trials have been successfully carried out on flat coupons and curved coupons in order to have thermoplastic solution compliant with laminarity constraints. The small leading-edge curvature radius is another technical challenge to install sensors from the inner surface. Finally, a method to integrate thermocouples into the outer layer of the thermoplastic leading edge to achieve a surface finish that is still recoverable with an erosion shield deposition was developed by GAE (patent pending). The method was tested and proven during the period.
As part of the flutter management framework, UM has developed high-rate hot film sensors to address unsteady effects during wind tunnel testing. Calibration measurements indicate that the sensors can achieve a maximum frequency bandwidth of 20 kHz compared to state of art sensors. This result represents a significant breakthrough beyond the state-of-the-art. The integration of such a sensor have been addressed during the period in order to integrate them in flutter test.
As part of the integrated leading-edge work, welding trials have been successfully carried out on flat coupons and curved coupons in order to have thermoplastic solution compliant with laminarity constraints. The small leading-edge curvature radius is another technical challenge to install sensors from the inner surface. Finally, a method to integrate thermocouples into the outer layer of the thermoplastic leading edge to achieve a surface finish that is still recoverable with an erosion shield deposition was developed by GAE (patent pending). The method was tested and proven during the period.