2018 Annual Activity Report - European Parliament - European Union

2018 Annual Activity Report

In accordance with Article 20 of the Statutes of the Clean Sky 2 Joint Undertaking

annexed to Council Regulation (EU) No 558/2014 and with Article 20 of the Financial

Rules of the CS2 JU.

The annual activity report will be made publicly available after its approval by the

Governing Board.

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Table of Contents

FACTSHEET ............................................................................................................................................ 5

FOREWORD ........................................................................................................................................... 6

EXECUTIVE SUMMARY .......................................................................................................................... 7

1. IMPLEMENTATION OF THE ANNUAL WORK PLAN 2018 .......................................................... 14

1.1. Key objectives 2018 and related results .............................................................................. 14

1.2. Research & Innovation activities .......................................................................................... 25

1.3. Calls for proposals and grant information ........................................................................... 28

1.4. Evaluation: procedures and global evaluation outcome, redress, statistics ....................... 34

1.5. Progress against KPIs/statistics ............................................................................................ 35

1.6. Activities carried out in Grant Agreement for Members (GAM) ......................................... 36

LPA – Large Passenger Aircraft IADP .................................................................................... 36

REG – Regional Aircraft IADP ................................................................................................ 42

FRC – Fast Rotorcraft IADP ................................................................................................... 45

AIR – Airframe ...................................................................................................................... 48

ENG – Engines ITD ................................................................................................................ 54

SYS – Systems ITD ................................................................................................................. 58

ECO – Eco-Design Transverse Activity .................................................................................. 62

SAT – Small Air Transport Transverse .................................................................................. 63

TE – Technology Evaluator ................................................................................................... 64

1.7. Call for Tenders..................................................................................................................... 66

1.8. Operational budget execution ............................................................................................. 66

1.9. In-kind contributions ............................................................................................................ 68

1.10. Synergies with the European Structural and Investment Funds (ESIF) ............................ 71

2. SUPPORT TO OPERATIONS ....................................................................................................... 76

2.1. Communication activities ..................................................................................................... 76

2.2. Legal and financial framework ............................................................................................. 79

2.3. Budgetary and financial management ................................................................................. 80

2.4. Procurement and contracts .................................................................................................. 81

2.5. IT and logistics ...................................................................................................................... 85

2.6. Human Resources ................................................................................................................. 86

3. GOVERNANCE ........................................................................................................................... 87

3.1. Governing Board ................................................................................................................... 87

3.2. Executive Director ................................................................................................................ 89

3.3. Steering Committees ............................................................................................................ 89

3.4. Scientific Committee ............................................................................................................ 90

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3.5. States Representatives Group .............................................................................................. 91

4. INTERNAL CONTROL FRAMEWORK .......................................................................................... 92

4.1. Financial Procedures ............................................................................................................ 92

4.2. Ex-ante Controls on Operational Expenditure ..................................................................... 92

4.3. Ex-post Control of Operational Expenditure and Error Rates identified ............................. 94

4.4. Audit of the European Court of Auditors ........................................................................... 105

4.5. Internal Audit ...................................................................................................................... 106

4.6. Risk management and conflict of interest ......................................................................... 110

4.7. Compliance and effectiveness of Internal Control ............................................................. 114

5. MANAGEMENT ASSURANCE .................................................................................................. 117

5.1. Assessment of the Annual Activity Report by the Governing Board ................................. 117

5.2. Elements supporting assurance ......................................................................................... 119

5.3. Reservations ....................................................................................................................... 119

5.4. Overall conclusion .............................................................................................................. 119

5.5. Declaration of assurance .................................................................................................... 120

ANNEXES ........................................................................................................................................... 121

1. Organisational chart ............................................................................................................... 121

2. Staff establishment plan ........................................................................................................ 122

3. Publications from projects ..................................................................................................... 123

4. Patents from projects............................................................................................................. 123

5. Scoreboard of Horizon 2020 and common KPIs .................................................................... 124

6. Indicators for monitoring cross-cutting issues....................................................................... 125

7. Scoreboard of KPIs specific to Clean Sky 2 Joint Undertaking ............................................... 130

8. Final accounts ......................................................................................................................... 131

9. Materiality criteria ................................................................................................................. 135

10. Results of technical review ................................................................................................. 139

11. Table of significant results, deliverables and complementary actions per IADP/ITD/TA .. 140

12. List of abbreviations and project acronyms ....................................................................... 153

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FACTSHEET

Name Clean Sky 2 Joint Undertaking

Objectives

a) To contribute to the finalisation of research activities initiated under Regulation (EC) No 71/2008 and to the implementation of Regulation (EU) No 1291/2013, and in particular the Smart, Green and Integrated Transport Challenge under Part III — Societal Challenges of Decision 2013/743/EU;

b) To contribute to improving the environmental impact of aeronautical technologies, including those relating to small aviation, as well as to developing a strong and globally competitive aeronautical industry and supply chain in Europe. This can be realised through speeding up the development of cleaner air transport technologies for earliest possible deployment, and in particular the integration, demonstration and validation of technologies capable of: (i) Increasing aircraft fuel efficiency, thus reducing CO2 emissions by 20 to 30 % compared

to ‘state-of-the-art’ aircraft entering into service as from 2014; (ii) Reducing aircraft NOx and noise emissions by 20 to 30 % compared to ‘state-of-the-art’

aircraft entering into service as from 2014.

Founding Legal Act Council Regulation (EU) No 558/2014 of 6 May 2014

Executive Director Axel Krein, Executive Director, from 1 February 2019 Tiit Jürimäe, Interim Executive Director, from 16 September 2016 until 31 January 2019

Governing Board

Ric Parker, Chairman (Rolls-Royce) until 5 December 2018 Stéphane Cueille, Chairman (Safran) elected on 5 December 2018 Composition of the Governing Board: European Commission + 16 Industrial Leaders (Airbus, Airbus Defence & Space SAU, Airbus Helicopters, Dassault Aviation, DLR, Evektor, Fraunhofer, Leonardo Aircraft, Leonardo Helicopters, Liebherr, MTU, Piaggio Aero Industries, Rolls-Royce, SAAB, Safran, Thales Avionics) + Core Partners [Avio Aero (FRC), Aciturri (REG), GKN (ENG), Onera (LPA), University of Nottingham (AIR), United Technologies Research Center Ireland (SYS)].

Other bodies States Representatives Group; Scientific Committee; ITD/IADP Steering Committees and TA Coordination Committees

Staff 42 (38 posts filled by 31.12.2018)

2018 Budget €367.6 million commitment appropriations; €340.3 million payment appropriations (Title V unused included)

Budget implementation

99.97% in commitment appropriations and 98.21% in payment appropriations (Title V not included)

Grants 9 H2020 GAMs—total value €257.0 million; 135 H2020 GAPs— total value €133.2 million.

Strategic Research Agenda

See chapter 1 and related Annex 11

Call implementation

Number of calls launched in 2018: Two (CfPs— of which one closes end of Feb 2019) Number of proposals submitted (CfP07 and CfP08): 420 Number of eligible proposals: 417 Number of proposals retained: 131 Global project portfolio (since the setting up): 4601 Number and value of tenders (if any): none

Participation, including SMEs

Total number of participations in funded projects: 12922 which consists of: 28% SMEs (364 participations), 24% IND (310 participations), 23% UNI (292 participations), 25% RES (326 participations)

1 Not counting Leader actions and counting each funded proposal from Calls as one project. 2 Participations in CfPs and CPWs. CfP08 included, assuming successful grant preparation of all retained proposals.

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FOREWORD

« Delivering on ambitious objectives »

2018 was another successful year for Clean Sky, thanks also to the commitment shown by both, our public and private members.

Working in close collaboration, the Clean Sky 2 Joint Undertaking made a number of particularly notable achievements in the various demonstrator areas. A detailed description of the major technological developments is contained in this report.

More than halfway through the Clean Sky 2 programme, also the numbers of programme contributors speak for themselves: 657 participants in 29 countries, of which 256 are small and medium enterprises, 92 are research centres and 117 are universities.

Additionally, over the course of the previous year, the number of Memoranda of Understanding with various regions in Europe continued to climb; maximising the cooperation and promoting the synergies between European Structural & Investment Funds and Clean Sky remained a focus area in 2018.

Encouraged by positive results and the level of participation, but also by the desire of our stakeholders to continue the collaboration beyond 2020, we will maintain our efforts to minimise the impact of aviation on the environment by developing innovative technologies, and thus contributing to the success of the European aeronautical ecosystem.

The success of the Clean Sky 2 Joint Undertaking lies in the on-going collaboration of the many individuals involved, among them, engineers and scientists from all across Europe, representatives from the European Commission, members of the Governing Board, the States Representative Group, the Scientific Committee and the many other stakeholders, who provide input for our plans and activities.

I would particularly like to extend my thanks to the outgoing Governing Board Chairman, Ric Parker, for his guidance and dedication and to Tiit Jürimäe, in his role of Interim Executive Director of the Joint Undertaking. Finally, I would like to thank the Clean Sky team members for their commitment and hard work.

Axel Krein

Executive Director

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EXECUTIVE SUMMARY The Clean Sky 2 Joint Undertaking is a public-private partnership (PPP) responsible for managing two major public aeronautic research programmes in the EU: the Clean Sky programme funded under FP7 closed in 2017, and the Clean Sky 2 programme under the H2020 framework programme running until 2024. Together, these constitute a public funding budget of just over €2.5 billion and an approximate overall value of activities over twice this amount. As such, the Clean Sky 2 JU is the largest EU research and innovation instrument in this field, engaging a wide array of participants spanning the full innovation chain from academia and (public) research organisations, through the tiered supply chain of industry up to and including the leading aircraft, engine and systems integrators. Over the period from its inception to date, several hundreds of small and medium-sized enterprise (SMEs) participations have resulted from this integrative and collaborative approach, often bringing newcomers to the sector and successfully exposing large industrial participants to innovative approaches from SMEs. Clean Sky’s focus is on reducing the environmental impact of aviation while maintaining and building European competitiveness and mobility. The programmes are managed by the Joint Undertaking’s programme office in Brussels. The JU is an autonomous body set up under the legal framework of a Council Regulation and operating the grants it funds through EU financial rules and the rules of the research framework programmes. The combination of EU and private industry funding provides a flexible means to ensure stability and long-term commitment from the European Union and stakeholders regarding the funding opportunities, as the two programmes’ lifetime covers the whole period from 2008 until 2024.

The year in perspective – research activities The figure below highlights the high-level objectives set for the Clean Sky 2 programme in the Regulation [558/2014].

Clean Sky 2 programme’s environmental results contributing to the ACARE1 Flightpath 2050 objectives2

1 ACARE – Advisory Council Aviation Research and Innovation in Europe. 2 Flightpath 2050 - Europe's Vision for Aviation: https://ec.europa.eu/transport/sites/transport/files/modes/air/doc/flightpath2050.pdf

https://ec.europa.eu/transport/sites/transport/files/modes/air/doc/flightpath2050.pdf

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Members’ and Partners’ research activity highlights in 2018 Each of the programme areas coordinating the research, technology development and demonstration activities, i.e. the Innovative Aircraft Demonstration Platforms (IADPs), Integrated Technology Demonstrators (ITDs) and Transverse Activities (TAs), is briefly highlighted below.

LPA – Large Passenger Aircraft IADP The Large Passenger Aircraft IADP focuses on the development and maturation of key technologies for next generation large passenger aircraft in three main research areas (called “Platforms”) which accomplished substantial progress in 2018.

Platform 1 “Advanced Engine and Aircraft Configurations” saw the down-selection of key technologies to integrate the ultra-efficient Ultra-High Bypass Ratio [UHBR] turbofan engine and the completion of the design freeze for a large scale flight demonstration. The development of the aircraft architecture for radical propulsion concepts including hybrid electric was progressed and the scaled flight test demonstrator to validate future radical aircraft configurations was developed further. The manufacturing concepts for a simplified hybrid laminar flow control (HLFC) horizontal tailplane were advanced, as was the design of an HLFC wing demonstrator.

In Platform 2 “Innovative Physical Integration Cabin – System – Structure”, the next generation Multi-Functional Fuselage concept was completed. An advanced structure enabling radical changes to manufacturing and assembly concepts was defined enabling the application of factory 4.0 technologies. The design of major elements and components for the Next Generation Lower Centre Fuselage was completed.

Finally in Platform 3: “Next Generation Aircraft Systems, Cockpit and Avionics”, the definition of key functions and enablers for a disruptive cockpit for future large passenger aircraft was virtually completed in 2018. Some key technologies were developed to a status of component tests and were partially prepared for the insertion to an advanced regional aircraft cockpit and a business jet cockpit, both aiming for a substantial reduction of workload. On ground and in flight tests started for some components in 2018.

REG – Regional Aircraft IADP Activities related to green conceptual aircraft studies made important progress in 2018: the second design loop (Loop 2) was performed for the green conceptual aircraft TP90pax as well as for the innovative configuration aircraft concept. The activities related to the Future Regional Multi-Mission configurations ended with noise studies of Baseline and Future configurations and model inputs were provided to the Technology Evaluator at emissions and noise levels. The technology maturation as well as the definition and design of the full-scale demonstrators also made good progress.

FRC – Fast Rotorcraft IADP

The Fast Rotorcraft IADP of Clean Sky 2 consists of two separate demonstrators: the NextGenCTR Tiltrotor, and the RACER compound helicopter. Both projects have advanced in their pursuit to deliver these game-changing concepts.

The NextGenCTR demonstrator activity was focused on concluding actions from the System Functional Review conducted in December 2017. This allowed for the increase of design activities aimed at achieving sub-system level Preliminary Design Reviews (PDRs) during 2018, culminating

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with the aircraft level being completed in mid-December 2018. Expansion of T-Wing consortium activities was agreed to include movable surfaces, a key requirement for the PDR.

The RACER compound demonstrator progress focused on the conclusion of the preliminary design phase with all Partners. In addition, detailed design phase for the technologies was started. Assembly and testing logic was harmonised. Manufacturing of first parts was launched, as well as purchasing of Long Lead Time Items. Critical test benches (e.g. Systems Integration Rig, Electrical Generation and Distribution System) were set up as well.

AIR – Airframe ITD After the decision gate related to the Contra-Rotating Open Rotor (CROR) of July 2017, the activities dedicated to this and the Ultra-High Bypass Ratio (UHBR) were reprioritised and the “UHBR and CROR configuration” work areas redefined. Significant progress was made on the laminar nacelle. Flight tests and results analysis have started and coating technologies for laminar airflow were significantly matured. The design of airframe structure demonstrators such as a Large Passenger Aircraft (LPA) door and the Business Jet (BJ) Wing Root Box (WRB) made good progress with Preliminary Design Reviews (PDR) mid-2018 and start of detailed design.

The technology development for Electrical Wing Ice Protection System (EWIPS) for slats is on-going and the conceptual design of innovative movables is now on track. The flight tests for vibration control have been successfully carried out and results analysed.

The study of concepts for the human centred cabin and the office centred cabin significantly progressed and entered into demonstration phase in 2018.

Good progress was made in other technology development areas such as: Morphing Leading Edge technology; Out-of-Autoclave (OoA) Composite Outer Wing Box (OWB) thermoplastics in situ consolidation and Liquid Resin Infusion (LRI) characterisation tests. For Regional Cabin Interiors, the preliminary definition of the aircraft interfaces for each major aircraft cabin item and first key comfort analysis were performed based on the most important selected variables.

With respect to “Technology Development”, the most promising and relevant technologies selected entered into development and Life Cycle Assessment (LCA) data collection started in collaboration with the ECO TA.

ENG – Engines ITD For the Ultra-High Propulsive Efficiency (UHPE) Demonstrator, activities focused on defining the rig tests and on evaluating technology for a future target engine. For the Turboprop Integrated Power Plant System, detailed drawings of the demo power plant were released to start manufacturing parts. The components for the Engine test cell upgrade and the advanced gearbox test rig were also put on order. For the Advanced Geared Engine Configuration compression system, activities focused on testing of the first and second build of the Inter Compressor Duct rig. The conceptual design of the two-spool rig is progressing with a preliminary concept review (DR2) passed in May 2018. For the Very High Bypass Ratio (VHBR) Middle of Market Turbofan technology, important and valuable technical progress was delivered. This includes significant work to further develop low speed fan technology and model-based systems engineering on the UltraFan® architectural concepts to further enhance their feasibility. For the VHBR Large Turbofan demonstrator the key highlight was the delivery of the Advance 3 Core Engine Demonstrator. For the lightweight and efficient jet-fuel reciprocating 6-cylinder engine, activities focused on testing with the two first demonstrators. Equipment activities (propeller, engine control) dealt with design and manufacturing, and core engine activities concluded in early 2018 with a final evaluation of tested

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technologies. For the reliable and more efficient operation of small turbine engines, the MAESTRO engine Loop#2 data was received and processed and fuel consumption, CO2, noise and NOx emissions evaluation finalised. The compressor test has been completed, meeting the aerodynamics and aeromechanics goals. The ‘all additive’ combustor detailed design has been released and the hardware procurement is on-going.

SYS – Systems ITD Several cockpit technologies reached maturity levels in terms of Technology Readiness Levels (TRL) 3 to 5. Examples are voice recognition, certified avionics displays and the enhanced terrain & obstacle awareness system. The cabin and cargo technologies completed the first year of activities. The Smart Integrated Wing Demonstrator completed its mechanical and electrical set-up including a new remote electronics network. First test units of an electro-mechanical actuator for primary flight controls were manufactured. Equally, important parts of the direct drive wheel actuator for landing gear systems have been produced and functional validation was started.

The health monitoring solution for the Innovative Electrical Network reached maturity level 4. Critical technology bricks for the power-electronic-modules that will establish the power management centre have also achieved maturity level 4.

A successful preliminary design review of the electrical environmental control system has been passed and the final architecture will be frozen in early 2019. In parallel, sensor and filtration components to enable higher air re-circulation in the adaptive environmental control system were completed as test units and readied for test bench integration.

In the area of Small Air Transportation, progress in many technology bricks has been made. Design reviews could be passed for example for electro mechanical actuation, electrical power distribution, and flight control computer.

Transversal activities on electronics progressed in all five work packages, focusing on power electronics, electrical architectures, electrical drives, electrical machines and reliability and packaging technologies. Meanwhile the transversal activity about an integrated simulation framework delivered the core simulation environment at maturity level 5 including functions to enable a collaborative, open and adaptable design process.

ECO – Eco-Design Transverse Activity

During 2018 a consolidation of the strategic view and the launch of a first set of pilot projects defined with SPDs (System and Platform Demonstrators) took place mainly in the area of surface treatments, composites and recycling technology. A series of new projects has been selected and integrated in GAMs (Grant Agreements for Members) including subjects like 3D printing and eco-efficient factory aspects providing a valuable portfolio to the action. In addition some novel concepts, like the design for environment and the socio-economic derivative, have been introduced.

SAT – Small Air Transport Transverse Activity In the Small Air Transport Transverse Activity (SAT TA), the main activities were the management of SAT related research and technology development activity across the relevant ITDs, driving and monitoring their technical activities, and the execution of the Loop 1 19-seat aircraft green configuration design. One of the main efforts was the implementation of a call for partners related to the SAT activities in order to harmonise the topics for SAT and have a high-level control on budget.

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TE – Technology Evaluator

The major achievement of TE in 2018 was the performance of a “Light Projection”, meaning the elaboration of a global forecast followed by simplified impact assessments for emissions, connectivity and economy. The light projection report provides an overview of the emission reduction potentials at the level of concept vehicles, along with a first appraisal of the expected overall benefits of Clean Sky 2 at fleet level. Based on the global fleet forecast, approximately 50% of the global fleet could be based on Clean Sky 2 technologies by 2050 resulting in an overall reduction of 13% in global CO2 and NOx emissions. Passenger numbers will grow from 3.4 billion in 2014 to 12.3 billion in 2050 accompanied by an increase of flights from 32.2 million to 69.3 million per year. Noise reduction potentials, again for the year 2050, are found to range from 10% to 30% in terms of surface area in the vicinity of airports exposed to significant noise levels and to vary between 10% and 45% in terms of population affected. Concerning socio-economic impacts, potentially significant benefits for Europe can be expected. A potential annual savings of €4.6 billion (monetised) was identified in terms of 208.5 million tonnes of CO2 not emitted in 2050.

Summary of Calls for Proposals in 2018

The implementation of the seventh call for proposals (CfP07) was successfully completed in October 2018. 69 successful topics out of 72 topics published (96% success rate) with a total funding request of approx. €70.1 million; Time to Grant performance (GAPs signed <8 months): 97%. The implementation of the eighth call for proposals (CfP08) started in November 2018 and will be completed by March 2019. With the eighth call for proposals (CfP08), the JU also successfully introduced thematic topics for the first time, which were well received by the RTD community. The ninth call for proposals (CfP09) was launched in November 2018 with evaluation taking place in March 2019. The call is comprised of 55 topics of which 4 are thematic topics, with indicative topic value of approx. €59.1 million (overview depicted hereafter) plus €10.0 million for the thematic topics. The first eight calls are already engaging more than 560 Partners from 27 different countries with a strong SME involvement in terms of participation and grants awarded: 31% of the Partners selected, requesting 25% of the nearly €375 million EU funding launched via these eight calls.

Administrative and financial management

Budget execution again reached a high level with 100% in terms of commitment appropriations and 98.2% in terms of payment appropriations for the operational budget. Budget optimisation through good planning and enforced monitoring contributed to these high rates.

Based on the information received so far, the reported value of the in-kind contributions arising from the operational activities (i.e. within the work plan and funded by the JU) is €399 million. The reported value of the in-kind contributions arising from the additional activities is €828 million leading to a total of €1.2 billion of private in-kind contribution reported so far.

The residual error rate, which represents the level of errors which remains undetected and uncorrected, did not exceed 2% of the total operational expense.

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Synergies with ESIF

In 2018 the JU further extended its bilateral contacts with a number of interested Member States and Regions based on the RIS3 priorities mapping drawn up by the JU, which indicates over 60 Regions having indicated aeronautics or correlated areas to Clean Sky 2 JU scope among their R&I priorities. A further Memorandum of Understanding was signed in 2018 with the Brandenburg region in Germany, which brought the number of MoUs in force by 31 December 2018 to 17. This may be followed by the signature of a few other possible cooperation agreements in the year 2019 within the estimates provided in the CS2 JU Development Plan to ensure consistency with the overall programme strategy and development.

In the framework of the MoUs implementation, some Member States and Regions under a MoU launched calls and funding schemes that either included topics dedicated to aeronautics and synergetic to Clean Sky 2 JU or incentivised the submission of proposals complementary to JU activities and objectives. Additionally, more than thirty projects with a budget of more than €40 million were leveraged through the MoUs in 2018.

Communication and advocacy activities

Ensuring that key figures in the European institutions are aware of the activities and achievements of Clean Sky is a particular priority, especially regarding the wide participation of diverse European actors and the programme’s progress in realising its environmental objectives.

The key priorities in 2018 were: demonstration of Clean Sky 2’s successful outcomes, positive reputation, expanding networks, brand building and visibility. To this end, the communications strategy in 2018 took place in three main strands: 1) stepping up digital communications; 2) accelerating content creation and consolidating branding; and 3) delivering impactful events and printed publications.

The following large events took place in 2018: a dozen Clean Sky 2 Info Days across Europe, ILA Berlin Air Show in April, and the major Farnborough Air Show in London in July. Clean Sky’s participation at ILA and Farnborough Air Shows continued to be jointly organised with the European Commission under the motto “EU investment in aviation”. The main highlights were the signing ceremony of the European Flight Lab A340 (Clean Sky’s BLADE demonstrator aircraft) and the Clean Sky annual awards for Best Project from Partners and Best PhD that took place at ILA Berlin.

Governance In April, the Governing Board endorsed the action plan responding to the recommendations set out in the Interim Evaluation of the Clean Sky 2 Joint Undertaking (2014-2016) operating under Horizon

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2020. Most of the actions agreed among the main stakeholders have been implemented during the year 2018. Throughout the year, various policies and decisions outlining rules or guidelines were proposed and adopted by the Governing Board. The main ones were related to the adoption of the work plan and budget, approval of the annual activity report, opinions on annual accounts and in-kind contributions, adoption of internal control principles, implementing rules regarding the middle management staff, guidelines for the function of adviser, guidelines on whistleblowing and the adoption of the Clean Sky Advocacy and Communications Strategy 2019-2020. In October, the Governing Board appointed the new Executive Director, Axel Krein, who took on his role on 1 February 2019. December 2018 saw the renewal of the Chairmanship team, with Stéphane Cueille (Safran) as Chairman and Marco Protti (Leonardo Aircraft) as the Deputy Chairman, being elected for the next two years.

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1. IMPLEMENTATION OF THE ANNUAL WORK PLAN 2018

1.1. Key objectives 2018 and related results

The JU has implemented various tools to monitor the execution of the programme in terms of productivity, achievements, planning and risks of the operations: - Quarterly Reports of the ITD/IADPs, which include information on the resources consumption,

the achievements and the resulting forecasts for level of project implementation - Steering Committees at ITD/IADPs level with involvement of the CS project officers - Annual Reviews of the ITD/IADPs’ performance organised by the JU with the involvement of

independent experts, if necessary complemented with interim reviews and ad-hoc reviews related to specific milestones or issues;

- This monitoring information is summarised and reported regularly to the Governing Board. The overall objectives for the Clean Sky 2 programme for the period 2018-2019 are stated below. The progress as of end 2018 is reported against each objective: Objective in the Work Plan 2018-2019

Status Comments

To execute the technical content as defined for the two-year period and as stabilised at the end of 2017 and upon completion of the private member accession through the four core partner calls executed from 2014 through 2017, and ensure this is adequately incorporated in the Clean Sky 2 Development Plan and the grant agreements.

Ongoing, technical programme for 2018 largely achieved [>85%].

The technical programme as defined in December 2017 has been fully implemented in the grant agreements for members in their launch in January 2018. The detailed programme planning to completion related to the Clean Sky 2 Development Plan adopted in December 2017. was closed in April 2018. Further refinements on the routine basis of refinements of the work statements will flow into a new revision in 2019. All members have acceded to the programme and are active as of January 2018.

To determine in the course of 2018–2019 the definitive configuration of the programme’s major demonstrators and technology development themes, based on robust risk and progress reviews based on the 2017 baseline set in the CS2DP; where necessary diverting resources to safeguard the achievement of the

Ongoing, on track

The annual reviews of the IADP/ITD/TAs covering the 2014-2017 period, including external reviewers’ assessments and the Scientific Committee’s synthesis and report of recommendations have allowed the programme’s catalogue of major demonstrators to be confirmed. All revisions and refinements to the technology roadmaps, the technical programme, and the demonstrator strategy agreed in the Development Plan as adopted in December 2017 have been confirmed. In the course of 2018 the further implementation and project/programme planning was effected, in particular the detailed resource and milestone

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Objective in the Work Plan 2018-2019

Status Comments

programme’s High-Level Goals (HLGs).

planning. The first TE analysis has confirmed the programme content is appropriate with respect to achieving the HLGs.

To implement solutions for leveraging Clean Sky 2 funding with structural funds.

Ongoing, on track

In terms of “solutions”, the MoU framework has been shown to be effective in terms of commitment (though not legally/financially binding) by the Regions/Member States engaging in a cooperation with CS2 JU on synergies with ESIF. The large majority of the 17 MoUs under implementation are delivering in terms of both an increasing number of synergetic projects (around 40 projects) to CS2 objectives funded by ESIF/Regional funds under the MoUs and in some cases also allowing more “upstream synergies” of the regional calls/instruments to CS2 programme and objectives, which is very important since it responds to the CS2 Regulation objectives for the JU to seek close cooperation with Smart Specialisations Strategies. In terms of leverage, >€40 million of ESIF/Regional funds has been leveraged by end of December 2018. In terms of “external analysis/assessment,” positive comments were highlighted in several reports including the EP Discharge Report and CS2 Interim Report, and the Commission JRC Report: “Joint Undertakings: analysis of collaboration mechanisms with ESI Funds in an S3 context” (January 2019) which provides a very positive evaluation of Clean Sky 2 JU’s MoU approach/action and results also in terms of upstream synergies with RIS3, and provides some recommendations such as a possible more defined legal mandate on synergies for the JUs in the field ‘JUs under Horizon Europe’.

To implement an effective and efficient management and governance of the programme.

Ongoing, on track

The overall management and governance of the programme is fully mature, with well-established procedures and bodies/committees; in part stemming from the experience of Clean Sky under FP7 and in part through new mechanisms where needed (such as related to the transverse areas). For the grant agreements for members for 2018, the European Commission’s H2020 IT Tools were implemented for the first time. The first periodic programme and cost reporting based on the grants implemented in the central IT systems will take place in 2019 and lessons learnt can be applied to the internal procedures and if necessary to system

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Status Comments

modifications in 2019. The final detailed procedural changes related to the transition to the Commission’s central IT systems and to the closure of the FP7 Clean Sky programme are ready and planned for adoption in February 2019, in time for the programme and cost reporting over 2018.

To implement an appropriate and agreed approach for each transverse area (TA) that allows for the transversal coordination to be executed and technical synergies to be extracted.

Achieved For each of the TAs coordination committees are fully operational and include the key members from the contributing/participating IADP/ITDs. The JU is able to monitor progress and validate grant performance through the two axes of the periodic/annual reviews related to the TA as well as receiving reporting inside each participating IADP/ITD. Some additional and ‘local’ monitoring systems are needed to keep track of resource and budget usage; this is achieved within the current local systems.

To implement four further calls for proposals and implement within these calls the additional and complementary format of “thematic topics” enabling a wide range of competing technology solutions to address broad problem-oriented topics that are geared towards the Clean Sky 2 programme-level HLGs.

Ongoing, achieved for 2018 Calls

The planned calls for proposals for 2018 have been launched. In the eighth call for proposals (CfP08) the pilot for thematic topics was included; this led to two topics receiving 11 and 12 proposals respectively. Of these, in each case three proposals were retained for funding. This approach was endorsed by the experts assigned to the call, the SRG and Scientific Committee. For the ninth call for proposals (CfP09, launched in November 2018), four further thematic topics are included.

To widely disseminate the information about the calls for proposals (for partners), in order to reach a healthy level of applications and ensure the success of the topics; including participation from SMEs higher than 35%. To proceed with the selection of participants through these calls.


With a ratio of submissions to retained proposals of between 3:1 and 4:1, the JU has successfully maintained a good balance in terms of success rates for applicants versus wide and strong, open competition. SME participation (% of winning applicants) remains healthy and on target. See also the reported results on KPIs. For the thematic topics, the pilot launched in CfP08 led to a comparable success rate as multiple projects were awarded funding. The JU believes that the ongoing and current success rate is optimal: ensuring healthy competition yet not discouraging the (significant) effort required to prepare and submit a proposal.

To ensure a time-to-grant (TTG) no greater than eight months for the calls for proposal in no less than 80% of topics and selected proposals.


For the eighth call for proposals opened and implemented fully during 2018 and the seventh call closed and implemented in 2018, the TTG target was met with significant margin. This is further reported in the KPIs.

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Status Comments

To execute at least 90% of the budget and of the relevant milestones and deliverables.

Achieved (estim. as of Jan 2019)

Yes. Commitment appropriations were executed to 100%; payment appropriations to 99.7%. In terms of reported (fully completed) milestones and deliverables, the percentages have not yet been reported, but are expected to be slightly above 80%. However if “earned value” is taken into consideration for milestones and deliverables being substantially accomplished but not yet closed, the figure will exceed 90%. See also paragraph 1.9 for the budget figures and commentary.

To ensure a high level of technical and process integrity in the execution of the programme, including the calls and their resulting selection of CS2 participants; and a maximum relevance of research actions performed towards the programme’s goals.

Ongoing, achieved for 2018 Work Plan and Calls

For the actions (and calls) in 2018 the monitoring and control mechanisms in place have ensured the selection of work packages for the grant agreements for members, and the topics for calls were in line with the programme objectives and the work plan. The consultation of the Scientific Committee and SRG provided valuable inputs to both the overall work plan and – where relevant – to call topics and technical content of the IADP/ITD/TAs.

To finalise and implement the impact assessment strategy and reference framework for the TE (including the selection of and the performance levels of reference aircraft against which the progress in CS2 will be monitored); to finalise the assessment criteria and evaluation schedule for the TE for each technical area. To complete the selection of its key participants; to conduct within the timeframe of the work plan the first TE assessment of CS2 in order for its completion in early 2020.

Achieved The first TE analysis of the programme’s progress towards its HLGs (Report: The Ambition of Clean Sky 2) was completed on time in April/May and provided to the Governing Board for review and comments in June. The resulting final loop of fine-tuning and clarifications led to a finalised and endorsed document in December. The report (which constitutes the first ‘light projections’ on the programme’s projects and the probability of success in achieving the HLGs) has confirmed the programme is on track and can deliver.

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Clean Sky 2 Demonstrators and Technology streams

ITD/IADP Technology Areas Demonstrator / Technology Stream

Large Passenger Aircraft

Advanced Aircraft / Engine Integration for Large Passenger Aircraft

Contra-Rotating Open Rotor (CROR) evaluation and demonstration

Advanced rear fuselage ground demonstrator

Validation of dynamically scaled integrated flight testing


Hybrid Laminar Flow for Large Passenger Aircraft

Hybrid Laminar Flow Control (HLFC) large-scale specimen demonstrator in flight operation

High speed demonstrator with hybrid laminar flow control wing


Innovative Aircraft Configuration and Operation

Innovative Flight Operations Next generation cockpit and Mission and Trajectory Management (MTM) functionalities

Demonstration of advanced short-medium range aircraft configuration


Innovative Fuselage Structure and Cabin / Cargo Systems for Large Passenger Aircraft

Full-scale advanced integrated fuselage cabin & cargo demonstrator

Next generation lower centre-fuselage structural demonstrator

Next generation large module fuselage structural demonstrator with fully integrated next generation cabin & cargo concepts and systems


Next Generation Cockpit & Avionic Concepts and Functions for Large Passenger Aircraft

Integrated systems and avionics demonstration Full 4D - flight capability; fully parameterised green trajectory capability

Next Generation Cockpit ground demonstrator Development and validation suite for: New Human Machine Interface functions Advanced Integrated Modular Avionics (IMA) Networked data-link and functions Fully integrated next generation avionics simulation & test lab

Flight demonstration of Next Generation Cockpit and flight operation features (coordinated with Systems ITD)

“Pilot case” demonstration in flight Qualification and validation of next generation cockpit features sensitive to a highly realistic environment

Maintenance service operations enhancement demonstrator Demonstration of the technical and economic maturity and performance of a value- and service-oriented architecture and its enablers

Regional Aircraft

Highly Efficient Low Noise Wing Design for Regional Aircraft

Air Vehicle Technologies – Flying Test Bed 1 (FTB1) and Outer Wing Box (OWB) Low noise and high efficiency High Lift Devices (HLD) Natural Laminar Flow (NLF) Active Load Control and Alleviation (LC&A) Innovative wing structure and systems

Regional Aircraft

Innovative Passenger Cabin Design & Manufacturing for Regional Aircraft

Full scale innovative Fuselage and passenger Cabin

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Regional Aircraft

Advanced Technology Demonstration for Regional Aircraft: 1 Power Plant 2. Iron Bird

Wind Tunnel validation of Next Generation High-Efficiency Regional Aircraft with innovative configuration, including: Advanced power plant integration Efficient technologies insertion at aircraft level

Iron Bird with innovative systems integration, and next generation flight control systems (hardware and pilot in the loop)

Regional Aircraft

Innovative Future Turboprop Technologies for Regional Aircraft

High Lift Advanced Multi-Mission Turboprop – Flying Test Bed 2 (FTB2)

Fast Rotorcraft: Tiltrotor

Advanced Tilt Rotor Structural & Aero-acoustic Design

Mock-up of major airframe sections and rotor Tie-down helicopter (TDH) NextGenCTR demonstrator (ground & flight)

Fast Rotorcraft: Tilt Rotor

Advanced Tilt Rotor Aerodynamics and Flight Physics Design

NextGenCTR’s wing assembly NextGenCTR Empennage and Rear Fuselage Engine-airframe physical integration Fuel system components


Advanced Tilt Rotor Energy Management System Architectures

NextGenCTR’s drive system components and assembly Intelligent electrical power system Flight control & actuation systems and components


Tilt Rotor Flight Demonstrator

Flight Demonstrator of NextGenCTR

Fast Rotorcraft: Compound

Innovative Compound Rotorcraft Airframe Design

Airframe structure & landing system NB: Wing and tail addressed in Airframe ITD To include: Advanced composite or hybrid metallic/composite structure

using latest design and production techniques Landing system architecture & kinematics


Innovative Compound Rotorcraft Power Plant Design

Lifting Rotor and Propellers Integrated design of hub cap, blades sleeves, pylon fairings,

optimised for drag reduction; rotor blade design for combined hover-high speed flight envelope and variable RPM; propeller design optimised for best dual function trade-off (yaw control, propulsion)

Drive train & Power Plant Engine installation optimised for power loss reduction, low weight, low aerodynamic drag, all-weather operation; new mechanical architecture for high speed shafts, Main Gear Box input gears, lateral shafts, Propeller Gear boxes, optimised for high torque capability, long life, low weight. REACH-compliant materials and surface treatments


Compound Rotorcraft Avionics, Utilities & Flight Control Systems

On board energy, cabin & mission systems Implementation of innovative electrical generation & conversion, high voltage network, optimised for efficiency & low weight; advanced cabin insulation and Environmental Control System (ECS) for acoustic and thermal comfort

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Flight Control, Guidance & Navigation Systems Smart flight control exploiting additional control degrees of freedom for best vehicle aerodynamic efficiency and for noise impact reduction


LifeRCraft Flight Demonstrator

LifeRCraft Flight Demonstrator Integration of all technologies on large scale flight demonstrator

Airframe

High Performance and Energy Efficiency

Innovative Aircraft Architecture Noise shielding, noise reduction, Overall Aircraft Design (OAD) optimisation, efficient air inlet, CROR integration, new certification process, advanced modelling

Airframe

High Performance and Energy Efficiency

Advanced Laminarity Laminar nacelle, flow control for engine pylons, Natural Laminar Flow (NLF), advanced CFD, aerodynamic flow control, manufacturing and assembly technologies, accurate transition modelling, optimum shape design, Hybrid Laminar Flow (HLF)

High Speed Airframe Composites Design and Manufacture (D&M), steering, wing/fuselage integration, Gust Load Alleviation, flutter control, innovative shape and structure for fuselage and cockpit, eco-efficient materials and processes

Novel Control Gust Load Alleviation, flutter control, morphing, smart mechanism, mechanical structure, actuation, control algorithm

Novel Travel Experience Ergonomics, cabin noise reduction, seats & crash protection, eco-friendly materials, human-centred design, lightweight furniture, smart galley

Airframe

High Versatility and Cost Efficiency

Next Generation Optimised Wing Box Composite (Design and Manufacture), out of autoclave process, modern thermoplastics, wing aero-shape optimisation, morphing, advanced coatings, flow and load control, low cost and high rate production

Optimised High Lift Configurations Turboprop integration, optimised nacelle shape, integration of nacelle (composite/metallic), high-lift wing devices, active load protection

Advanced Integrated Structures Highly integrated cockpit structure (composite metallic, multifunctional materials), all electrical wing, electrical anti-ice for nacelle, integration of systems in nacelle, materials and manufacturing process, affordable small aircraft manufacturing, small aircraft systems integration

Advanced Fuselage Rotor-less tail for fast rotorcraft Pressurised fuselage for fast rotorcraft, More affordable composite fuselage Affordable and low weight cabin

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Engines Innovative High Bypass Ratio Engine Configurations: UHPE Concept for Short/Medium Range aircraft

Ultra High Propulsion Efficiency (UHPE) demonstrator

Engines Business Aviation/Short Range Regional Turboprop Demonstrator

Business aviation/short range regional Turboprop Demonstrator Design, development and ground testing of a new turboprop engine demonstrator for business aviation and short range regional application

Engines Advanced Geared Engine Configuration

Advanced Geared Engine Configuration (High Pressure Compressor (HPC) and Low Pressure Compressor (LPC) technology demonstration) Design, development and ground testing of an advanced geared engine demonstrator: improvement of the thermodynamic cycle efficiency and noise reduction

Engines Innovative High Bypass Ratio Engine Configurations: VHBR Turbofan Technology

Very High Bypass-Ratio (VHBR) Turbofan Technology Design, development and ground testing of a VHBR Middle of Market Turbofan

Engines Innovative High Bypass Ratio Engine Configurations: VHBR demonstrator for the large engine market

VHBR engine demonstrator for the large engine market Design, development and ground testing of a large VHBR engine demonstrator

Engines Small Aircraft Engine Demonstrator

Small Aircraft Engine Demonstrators Reliable and more efficient operation of small turbine engines Lightweight and fuel-efficient diesel engines

Systems

Integrated Cockpit Environment for New Functions & Operations

Extended Cockpit Demonstrations for: Flight Management evolutions: green technologies, SESAR,

NextGen, interactive Flight Management Advanced functions: communications, surveillance, systems

management, mission management Cockpit Display Systems: new cockpit, Human-Machine Interface

[HMI], Enhanced Vision, etc. Integrated Modular Avionics (IMA) platform and networks

Systems

Innovative and Integrated Electrical Wing Architecture and Components

Innovative Electrical Wing Demonstrator (including ice protection) for: New actuation architectures and concepts for new wing concepts Integration of actuators into wing structure Inertial sensors, drive & control electronics New sensors concepts Health monitoring functions, DOP Wing Ice Protection System concepts for new wing architectures Shared Power electronics and electrical power management

Systems Systems

Innovative and Integrated Electrical Wing Architecture

Optimisation of ice protection technologies and control strategy

Advanced systems for nose and main landing gear applications: Wing Gear and Body Gear configurations

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and Components Innovative Technologies and Optimised Architecture for Landing Gears

Health Monitoring Optimised cooling technologies for brakes Green taxiing Full electrical landing gear system for Nose Landing Gear (NLG)

and Main Landing Gear (MLG) applications Electro-Hydraulic Actuation (EHA) and Electro-Mechanical

Actuation (EMA) technologies Electro-Hydraulic Power Packs Remote Electronics, shared PE modules Innovative Drive & Control Electronics

Systems High Power Electrical and Conversion Architectures

Non propulsive energy generation for: AC and DC electrical power generation AC and DC electrical power conversion DSG design for high availability of electrical network Integrated motor technologies, with high speed rotation and high

temperature material Equipment and Systems for new aircraft generations

Systems Innovative Energy Management Systems Architectures

Innovative power distribution systems (including power management) for: Electrical Power Centre for Large Aircraft – load management and

trans-ATA optimisation High integrated power centre for bizjet aircraft (multi ATA load management, power distribution and motor

control) Smart grid: develop & integrate breakthrough components to

create a decentralised smart grid, partly in non-pressurised zone Electrical Power Centre – load management optimisation Health Monitoring, DOP compliant

Systems

Innovative Technologies for Environmental Control System

Next Generation Electrical Environmental Control System (E-ECS) Load management, inerting systems, thermal management, air

quality & cabin comfort Development/optimisation of Regional Aircraft related E-ECS

components for full scale performance demonstration New generation of cooling systems for additional needs of

cooling

Systems Advanced Demonstrations Platform Design and Integration

Demonstration Platform – PROVEN, GETI & COPPER Bird® To mature technologies, concepts and architectures developed

in Clean Sky 2 or from other R&T programmes and integrated in Clean Sky 2

For optimisation and validation of the thermal and electrical management between the main electrical consumers

Systems Small Air Transport (SAT) Innovative Systems Solutions

Small Air Transport (SAT) Systems Innovations Efficient operation of small aircraft through affordable health

monitoring systems More electric/electronic technologies for small aircraft Fly-by-wire architecture for small aircraft Affordable SESAR operation, modern cockpit and avionic

solutions for small aircraft Comfortable and safe cabin for small aircraft

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Eco-Design

ECO activities are embedded in all IADPs and ITDs and are highlighted in paragraph 1.2.

Small Air Transport

SAT activities are part of Airframe, Engines and Systems ITDs and are highlighted in paragraph 1.2. The planned demonstrators are included in the above descriptions of the Airframe, Engines and Systems ITDs.

Environmental forecast

The environmental targets of the Clean Sky 2 programme are defined in the Council Regulation:

a) To contribute to the finalisation of research activities initiated under Regulation (EC) No 71/2008 and to the implementation of Regulation (EU) No 1291/2013, and in particular the Smart, Green and Integrated Transport Challenge under Part III — Societal Challenges of Decision 2013/743/EU; b) To contribute to improving the environmental impact of aeronautical technologies, including those relating to small aviation, as well as to developing a strong and globally competitive aeronautical industry and supply chain in Europe. This can be realised through speeding up the development of cleaner air transport technologies for earliest possible deployment, and in particular the integration, demonstration and validation of technologies capable of:

(i) Increasing aircraft fuel efficiency, thus reducing CO2 emissions by 20 to 30 % compared to ‘state-of-the-art’ aircraft entering into service as from 2014; (ii) Reducing aircraft NOx and noise emissions by 20 to 30 % compared to ‘state-of-the-art’ aircraft entering into service as from 2014.

The translation of the programme's high-level environmental objectives into targeted vehicle performance levels is shown below. More details about the vehicle performance levels, in particular about the reference aircraft, are available in the Clean Sky 2 Development Plan.

Conceptual aircraft / air transport type Window1 ∆CO

2 ∆NO

x ∆ Noise Target

2 TRL @ CS2 close

Advanced Long-range (LR) 2030 20% 20% 20% 4

Ultra advanced LR 2035+ 30% 30% 30% 3

Advanced Short/Medium-range (SMR) 2030 20% 20% 20% 5

Ultra-advanced SMR 2035+ 30% 30% 30% 4

Innovative Turboprop [TP], 130 pax 2035+ 19 to 25% 19 to 25% 20 to 30% 4

Advanced TP, 90 pax 2025+ 35 to 40% > 50% 60 to 70% 5

Regional Multimission TP, 70 pax 2025+ 20 to 30% 20 to 30% 20 to 30% 6

19-pax Commuter 2025 20% 20% 20% 4-5

Low Sweep Business Jet 2035 > 30% > 30% > 30% ≥ 4

Compound helicopter 2030 20% 20% 20% 6

Next-Generation Tiltrotor 2025 50% 14% 30% 5

1 All key enabling technologies at TRL 6 with a potential entry into service five

years later

2 Key enabling technologies at major system level

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Indicators

The Key Performance Indicators results for Clean Sky 2 programme for 2018 are presented in Annexes 5 to 7.

Administrative objectives - achievement

Objective 2018 Achieved in 2018 (Yes/No/Comments)

A reliable financial management and reporting to the JU's individual stakeholders (the European Union and the industrial members and partners of CS) is ensured;

Yes. The JU has continued to work in accordance with the financial regulation and internal procedures in order to implement and monitor the execution of the overall budget in terms of productivity, achievements, planning and risks of the operations.

90% of GAM cost claims received are formally dealt with (validated, put on hold or refused) before end of May each year;

Yes. 100%.

The ex-post audits on FP7 and H2020 projects are performed according to the plan and show a materiality of errors lower than 2% for the total programme period. The audits carried out by the Common Audit Support (CAS) for the entire research family, in particular for the Common Representative Sample, are coordinated with the audit requirements of Clean Sky 2 JU.

Partially. For the ex-post exercise 2018, the results are still provisional. Not all planned audits have been finalised until the end of 2018 but may be ready for inclusion in the final reporting in the consolidated AAR. Provisional error rates are below 2%. The coordination of the audits of CS projects could be properly coordinated with the audit activities of the CAS for the research family in total.

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1.2. Research & Innovation activities

The Clean Sky 2 Joint Undertaking contributes to improving the environmental impact of aeronautical technologies, including those relating to small aviation, as well as to developing a strong and globally competitive aeronautical industry and supply chain in Europe. The Clean Sky programme clearly demonstrates the benefits of a true PPP. After ten years of operations, the technical programme is completed and the environmental performance improvements as targeted at the start have been consolidated. Stakeholder participation was at a high level, including SMEs (often their first participation in the European framework programme), research centres and academia. Industry is increasingly using Clean Sky as the focus of their R&T programmes because of the flexibility in timing and content, and the JU has proven to be an efficient management body. The Clean Sky 2 programme is building on the success of the first Clean Sky programme and will deliver vital full-scale in-flight demonstration of novel architectures and configurations. Advanced technology inserted and demonstrated at full systems level will enable step-changes in environmental and economic performance and bring crucial competitiveness benefits to European industry. Beyond this necessary extension and continuation of Clean Sky, finishing the journey towards the original goals set by ACARE for 2020, vital steps will be made towards the more far-reaching and ambitious goals for 2050. This will enable the European aviation sector to satisfy society’s needs for sustainable, competitive mobility towards 2050. As such, Clean Sky 2 will create high-skilled jobs, increase transport efficiency, sustain economic prosperity and drive environmental improvements in the global air transport system. Clean Sky engages the best talent and resources in Europe and is jointly funded and governed by the European Union and the major European aeronautics companies. It utilises the key skills and knowledge of the leading European aeronautic research establishments and academic faculties. Small and medium-size enterprises and innovative sub-sector leaders will help to shape promising new supply chains. Clean Sky 2 Programme Research and innovation actions delivering important technological advances started in Clean Sky are extended and continued in Clean Sky 2. New architectures, such as hybrid-electric propulsion and new vehicle configurations addressing unmet mobility needs, will be evaluated with flight demonstrators. They will be essential in order to fulfil the ambitious objectives of the renewed ACARE SRIA. Conventional aircraft configurations are approaching intrinsic performance limits, as the integration of the most recent technologies are showing diminishing returns. Therefore, the need is even greater today for industry to develop materially different, substantially more environmentally-friendly and energy-efficient vehicles to meet market needs, and ensure their efficient integration in the air transport system. Clean Sky 2 will continue to use the Integrated Technology Demonstrators (ITDs) mechanism. Its objective-driven agenda to support real market requirements providing the necessary flexibility is

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well suited to the needs of the major integrator companies. The CS2 programme will also focus on reinforcing interactions between demonstrations of improved systems for a better integration into viable full vehicle architectures. The Clean Sky 2 structure involves demonstrations and simulations of several systems jointly at the full vehicle level through Innovative Aircraft Demonstrator Platforms (IADPs). A number of key areas are coordinated across the ITDs and IADPs through Transverse Activities (TAs) where additional benefit can be brought to the programme through increased coherence, common tools and methods, and shared know-how in areas of common interest. As in Clean Sky, a dedicated monitoring function – the Technology Evaluator (TE) – is a key function incorporated into Clean Sky 2.

Clean Sky 2 Programme Logic and Set-up

Introduction to the IADPs, ITDs and TAs Innovative Aircraft Demonstrator Platforms (IADPs) aim to carry out proof of aircraft systems, design and functions on fully representative innovative aircraft configurations in an integrated environment and close to real operational conditions. To simulate and test the interaction and impact of the various systems in the different aircraft types, the vehicle demonstration platforms cover passenger aircraft, regional aircraft and rotorcraft. The choice of demonstration platforms is geared to the most promising and appropriate market opportunities to ensure the best and most rapid exploitation of the results of Clean Sky 2. The IADP approach can uniquely provide:

Focused, long-term commitment of project partners; An integrated approach to R&T activities and interactions among the partners; Stable, long-term funding and budget allocation; Flexibility to address topics through open calls for proposals; Feedback to ITDs on experiences, challenges and barriers to be resolved longer term; A long-term view on innovation and appropriate solutions for a wide range of issues.

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Three IADPs are defined in the CS2 programme:

Large Passenger Aircraft (LPA) covering large commercial aircraft applications for short/medium and long range air transport needs;

Regional Aircraft (REG) focusing on the next generation of approx. 90-seat capacity regional turboprop powered aircraft enabling high efficiency/reliability regional connections;

Fast Rotorcraft (FRC) aiming at two new configurations of rotorcraft bridging the gap between conventional helicopters and utility/commuter fixed wing aircraft, both in speed and range/productivity.

In addition to the complex vehicle configurations, Integrated Technology Demonstrators (ITDs) will accommodate the main relevant technology streams for all air vehicle applications. They allow verified and validated technologies to be matured from their basic levels to the integration of entire functional systems. These technologies have the ability to cover quite a wide range of technology readiness levels. Each of the three ITDs covers a set of technology developments that will be brought from component level maturity up to the demonstration of overall performance at systems level, to support innovative flight vehicle configurations:

Airframe ITD (AIR) including topics affecting the global vehicle-level design; Engines ITD (ENG) for all propulsion and power plant solutions; Systems ITD (SYS) covering all on-board systems, equipment and the interaction with the

Air Transport System. The Transverse Activities (TAs) enable important synergies to be realised where common challenges exist across IADPs and/or ITDs, or where coordination across the IADPs and ITDs allows a cogent and coherent approach to joint and shared technical and research priorities. TAs do not form a separate IADP or ITD in themselves, but coordinate and synergise technical activity that resides as an integral part of the other IADPs and ITDs. A dedicated budget is reserved inside the relevant IADPs and ITDs to perform these activities. TAs Leaders were nominated and coordinate each Transverse Activity. Currently, three Transverse Activities are running in the Clean Sky 2 programme and are specified in the Statutes of the JU:

Eco-Design TA (ECO): key materials, processes and resources related innovations considering the life cycle optimisation of technologies, components and vehicles; and continuing and securing advances from the Clean Sky programme;

Small Air Transport TA (SAT): airframe, engines and systems technologies for small aircraft, extracting synergies where feasible with the other segments;

The Technology Evaluator, as technology and impact evaluation infrastructure, is an essential element within Clean Sky. Impact assessments at airport and ATS level currently focused on noise and emissions will be expanded where relevant for the evaluation of the programme’s delivered value. Where applicable they can include the other impacts, such as the mobility or increased productivity benefits of Clean Sky 2 concepts. The TE will also perform evaluations at an aircraft “Mission Level” to assess innovative long-term aircraft configurations.

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1.3. Calls for proposals and grant information

Calls launched In the 2018 reporting period all call activity was related to the Clean Sky 2 programme. The activities associated to these calls (and results, where available) are reported below. General background Up to 40% of Clean Sky 2’s available funding is allocated to its 16 Leaders and their affiliates in the leaders’ share of the EU funding, as set out in Article 16 of the Clean Sky 2 JU Statutes. The remaining funding of at least 60% will be awarded through competitive calls: calls for Core Partners (Members) also referred to as the Core Partner Waves (CPW), Calls for Proposals (CfP), and where and if applicable Calls for Tenders (CfT). The amount involved in this 60% is just over €1 billion. Up to 30% of the programme’s funding is available for core partners and the calls related to the selection and accession of core partners were completed over the 2014-2017 period, with the membership of the programme fully configured as of end 2017. As per the Regulation, at least 30% of the Clean Sky 2 funding shall be awarded via calls for proposals and calls for tenders. Industry, SMEs, research organisations (ROs) and academia are all eligible. Partners are awarded grants by the Joint Undertaking via calls for proposals (CfP). Once selected, they are invited to perform activities in specific projects within a well-defined and more limited scope and commitment than Core Partners, via dedicated grant agreements for partners. Partners’ activities are monitored and managed by the JU in close collaboration with topic managers appointed by the Members, hence ensuring the alignment of actions and the convergence of technical activity towards the programme’s goals. One key difference between the Clean Sky 2 JU calls and standard H2020 collaborative research calls is that there is no eligibility requirement to build a consortium with a minimum number of participants or representing a minimum number of Member States or H2020 associated countries. This is based on a derogation received from the H2020 Rules for Participation, and is due to the fact that a selected entity, when starting an action in the programme, is joining an already established European level collaborative effort involving a large number and varied set of participants.

The Clean Sky 2 programme provides opportunities for the vast bulk of the aeronautics stakeholders in the European research area and also allows space for newcomers, including important opportunities for “cross-over” participants from outside the sector. Getting capable new companies involved in the aeronautics sector can make an important contribution to the competitiveness of the sector and to the European economy.

Calls for Core Partners: summary of status of implementation All four Core Partner calls that were foreseen for the programme were successfully closed in 2017. This has completed on time the selection process for the Clean Sky 2 membership, with respect to the initial planning.

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The activity in 2018 concerned the implementation into the new Grant Agreement for Members (GAMs) of all selected core partners, a small number of which entered into the programme through accession to the GAMs from 1 January 2018, thus becoming an active member in 2018 for the first time. When accumulating the results from all four calls and the accession of the winning entities as members, the total number of Core Partners is now 193, of which 49 are affiliates or linked third parties. Over 50 SMEs are counted among these members of the JU (status: Jan 2019). The members originate from 20 different countries: 18 Member States and two countries associated to Horizon 2020 (Turkey and Israel). A detailed list with the members participating in the CS2 programme is available on the CS2 website3 and is updated on a regular basis. Summary of call results to date – Calls for Proposals Since the programme’s start nine calls for proposals (CfPs) have been launched, with seven closed (grant preparation completed), one under grant preparation, and one open at the time of this report’s compilation (closure early February 2019). With the eighth call for proposals (CfP08), the JU also successfully introduced thematic topics for the first time, which was well received by the RTD community. Based on this success the JU will continue to launch those topics within the remaining calls for proposals. Thematic topics will contribute to the progress towards the high-level objectives of the CS2 Regulation, but are not necessarily linked to one IADP/ITD (demonstration activities/strategy), meaning they are “outside” the complementary framework of one IADP/ITD/TA. The implementation of the seventh call for proposals (CfP07) was successfully completed in October 2018:

69 successful topics out of 72 topics published (96% success rate) with a total funding request of approx. €70.1 million;

198 participations from 15 different countries; SME participation: 26%; 162 Partners selected; Time to Grant performance (GAPs signed <8 months): 97%

3 http://cleansky.eu/members-0

http://cleansky.eu/members-0

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The implementation of the eighth call for proposals (CfP08) started in November 2018 and will be completed by March 2019:

58 successful topics out of 68 topics published (85% success rate) with a total funding request of nearly €65.3 million of which: o 100% success rate for thematic topics (2 topics were launched); o 6 proposals retained (3 for each topic) with a total funding request of €5.7 million;

182 participations from 17 different countries; SME participation: 36%; 153 Partners selected.

The outcome of the evaluation is summarised in the graphs hereafter:

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The ninth call for proposals (CfP09) was launched in November 2018 with an evaluation taking place in March 2019. The key metrics of this call are shown below:

Call comprised of 55 topics of which four are thematic topics; Indicative topic value of approx. €59.1 million (overview depicted hereafter) plus €10.0

million for thematic topics; Opening date: November 2018; Closing date: February 2019; Deadline for eight months - time to grant: October 2019.

Cumulative position of the calls for proposals By the end of 2018, nine calls for proposals were launched, of which eight have been evaluated and are either fully implemented or in the final stage of grant preparation. These eight calls are already engaging more than 560 Partners from 27 different countries with a strong SME involvement in terms of participation and grants awarded: 31% of the Partners selected, requesting 25% of the nearly €375 million EU funding launched via the eight calls.

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Note that the numbers in the statistics above are subject to change due to the ongoing implementation of CfP08. Cumulative position of Clean Sky 2 participants With more than 700 unique participants (including the 16 leaders and their affiliates) and over 1200 participations, the Clean Sky 2 programme is well on track. With the remaining calls for proposals budget available for implementation in 2019 and beyond (still representing up to roughly €150 million) and the launch of thematic topics, we expect a significant further broadening of the participation over the remaining life of the programme. This demonstrates a dynamic and open system that creates a wide array of opportunities at various project (funding) size and engagement levels for all potential stakeholders.

Note that the statistics above are based on the proposals details. Multiple winners in CfPs and CPWs have been removed and the affiliates of the Core Partners are not included.

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1.4. Evaluation: procedures and global evaluation outcome, redress, statistics

In 2018, the evaluation of two calls was completed, namely the CfP07 and the CfP08:

Call CFP07 CFP08

No. of Experts4 134 116

Gender Balance [% Female] 16% 23%

Nationalities [%]:

France 19% 18%

Germany 10% 9%

Italy 18% 20%

Spain 10% 14%

UK 14% 9%

Others 29% 30%

Type of Organisation [%]

Consultancy firms 6% 3%

Higher Education Establishments 31% 33%

Non-research commercial sector incl. SMEs 22% 23%

Private Non-profit Research Centres 5% 4%

Public Research Centres 8% 10%

Others 28% 27%

No. of Days claimed5 716 789

No. of Observers 2 3

New wrt H2020 [%] 31% 24%

Newcomers in CS call evaluation (last 3 years) [%] 34% 25%

Highlights:

1. The JU continued its efforts to improve the experts’ gender balance where possible while maintaining the level of experience and aeronautical (or similar) technical background. However, it is not seen as easily improved upon beyond this level given the specificities of the technical areas and subject matter involved.

2. The balance of nationalities of the experts is representative of the domain, and inclusive with respect to a broad representation.

3. Given the significantly larger size of the calls, it was deemed beneficial to conduct the evaluations with two observers. For CfP08, the JU invited three observers as the evaluation of proposals answering thematic topics took place for the first time.

4. For each of the evaluation exercises concluded and submitted to the Governing Board, the Observers’ Reports – with substantial detail on the expert panel breakdown in gender and nationalities, but also on the evaluation process and set-up – have been shared with the SRG. The redress rate for 2018 remained at a very good level and stayed below the KPI of 2%.

5. One more call was launched in 2018 – the CfP09 – but given the closing date in February 2019,

4 Based on the total number of experts in the pool. 5 Based on the total number of experts having attended the evaluation.

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the evaluation is scheduled for Q1 2019. This call is not included in the statistics shown above.

1.5. Progress against KPIs/statistics

The key performance indicators results for the year 2018 are presented in Annexes 5 to 7. The JU has taken into its scoreboard all H2020 indicators, which have been established for the entire research family by the Commission, to the extent to which they are applicable to the JU. Comments to some individual indicators are provided in the annexes or in the related section of this report. In addition, the JU is presenting more detailed results of its performance monitoring in specific areas, e.g. there are comprehensive statistics and key figures provided in the section dealing with the calls.

For CfP06, the implementation of the GAPs started in November 2017 and was completed by February 2018 with nearly 97% signed within the 8 month time to grant. For CfP07, a similar good result was achieved. 97% of the GAPs were signed and completed on time by October 2018. For CfP08, the implementation and the signature of the GAPs started in October 2018 and will be completed by March 2019.

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1.6. Activities carried out in Grant Agreement for Members (GAM)

The structure and set-up of the Clean Sky 2 programme is highlighted in section 1.2, where the top-level breakdown of actions as set out in the GAMs is described. The key elements of the technical progress in 2018 are highlighted below. More details on the significant results, deliverables and complementary actions per IADP/ITD/TA are provided in Annex 11.

LPA – Large Passenger Aircraft IADP

Summary of activities and progress of work in 2018

The Large Passenger Aircraft IADP, which focuses on the development and maturation of key technologies for next generation large passenger aircraft in three main research areas (called “Platforms”), accomplished the following substantial progress in 2018:

• Platform 1 “Advanced Engine and Aircraft Configurations”: definition and down-selection of key technologies to integrate Ultra-efficient Ultra-High Bypass Ratio turbofan engine, freeze for a large scale flight demonstration. Development of aircraft architecture for radical propulsion concepts including hybrid electric. Development of manufacturing concepts for a simplified HLFC horizontal tail plan, development for an HLFC wing demonstrator. Preparation of a scaled flight test demonstrator to validate future radical aircraft configurations.

• Platform 2 “Innovative Physical Integration Cabin – System – Structure” : completion of a next generation Multi-Functional Fuselage concept aiming to combine fully integrated systems, an advanced structure enabling a radically changed manufacturing and assembly concept with key features enabling the application of factory 4.0 technologies. Based on concepts frozen in 2016, development of a Movable Passenger Service Unit (MPSU), Environmentally Friendly Fire Protection (EFFP) and Fuel Cell Powered Galley (FCPG). Design of major elements and components for the next generation lower centre fuselage.

• Platform 3: “Next Generation Aircraft Systems, Cockpit and Avionics”: the definition of key functions and enablers for a disruptive cockpit for future large passenger aircraft was virtually completed in 2018. Part of the key technologies were developed to a status of component tests and were partially prepared for the insertion to an advanced regional aircraft cockpit and a biz jet cockpit, both aiming for a substantial reduction of workload. Testing on ground and in flight started for some components respectively technologies in 2018. A final level of specifications was accomplished for virtually all advanced systems maintenance activities.

Major achievements in 2018

LPA Platform 1 In May 2018, the LPA Annual Review Meeting approved the re-scoping of WP1.1 and WP1.2, based on a decision taken in mid-2017 not to perform the flight test demonstration of the open rotor because of insufficient economic benefits of the current engine architecture design. Remaining actions to redefine the scope and objectives for WP1.1 and 1.2 were accomplished in 2018. The technical planning of all Platform 1 WPs was adapted and considered in the update of the work plan and the contract amendment. In this context the list of Platform 1 demonstrators was revised, including e.g. Boundary Layer Ingestion and UHBR short/medium range integration.

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In WP1.1 the preliminary design of a new ORAS (Open Rotor Advanced System) started. Progress was made towards the 2020 benchmark to assess the potential and risks of an ORAS as well as on certification/rulemaking. The studies of the results of the GTD tests in Istres is progressing towards TRL4 of the Low Pressure System, working on Low Pressure Turbine airfoil additive manufacturing and on advanced gearbox modelling capabilities.

On Non Propulsive Energy, the resulting fuel burn at A/C level was estimated based on complete data packages for engine and APU. Concerning the ground demonstrator, trades were made for the APU High Density Energy Conversion System (HDECS) and the best architecture selection was completed.

On BLI, the work of Airbus was mainly focused on the refinement of the potential of two BLI A/C configurations. Dedicated studies on aerodynamics tools, physical integration, handling qualities, and a multidisciplinary design optimisation on block fuel were made. Sizing studies of under wing engines equipped with electric power generators fed a weight estimate of the rear end fuselage equipped with the corresponding BLI propulsor.

In WP1.2 the development of an Advanced Rear End is progressing, covering from value-driven configuration studies to detailed manufacturing considerations and including aerodynamic, structures systems and testing aspects. A comprehensive investigation of structural configurations to enable high production rates was performed. The structural definition of critical design details of the innovative solutions to be tested was completed and the test definition is in progress.

In WP1.3 the main activities in this period are the theoretical studies for similarity aspects and the preparation of the Scaled Flight Demonstrator. This second activity includes the design and development of the airframe, FTI and GNC. The Preliminary Design Review (PDR) was conducted in July 2018 leading to design refinements which had been validated during a specific geometry review in August. CIRA is developing a GNC system that must be compatible with the reference system installed by NLR. Thus, a functional interface review was performed to assess compatibility issues between the GNC and reference system requiring the consolidation of the concept of operation.

In the scope of HLFC on tails (WP1.4.1), manufacturing trades were conducted to demonstrate the bonding of the micro-perforated sheet with the inner CFRP structure. Furthermore, the HLFC control system architecture was defined, including failure cases. Regarding HLFC on wings (WP1.4.4), multidisciplinary working sessions were held, which established design objectives and workflows as well as TRL2/3 requirements. Based on the provided wing geometry data the jig shape was created and the preliminary design of the wind tunnel test model was progressing. The detailed design phase of the NLF HTP Demonstrator (WP1.4.6) started in July 2018. For HLFC on VTP flight testing, the launch review meeting took place.

During the UltraFan™ (WP1.5.2) TRL3 review the architecture retained was deemed to be sufficiently robust from an operational point of view and the panel requested that the concept/architecture be completely reviewed. In this context, the teams have further refined the fuel burn status, with inputs and new performance data provided by Rolls-Royce, feeding the TRL3.2 review. The Thrust Reverser Unit structural and system sprint enabled the team to work on a promising architecture, which has been well perceived by the experts and some panel members.

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For Active Flow Control (WP1.5.3) the second test campaign of high Re wind tunnel test in the Cryogenic Wind Tunnel in Cologne (KKK) was performed, considering the original V2500 nacelle (flight test configuration) and an UHBR nacelle (baseline configuration). In this campaign, a new design of the pulsed blowing actuators (oblique blowing) was applied. In addition, assessments on system level regarding costs, weight, operability, maintenance and safety were performed.

With regards to Active Vibration Control Technologies and Noise Prediction Methods for Rear-mounted Engines (WP1.5.4), good progress had been made.

All activities in WP1.6 saw a continuation on the respective demonstrator activities with no major deviations to the plan. Radical Aircraft Configuration demonstration showed continued progress on the configuration design exercises according to the plan without deviations, towards the year-end review. This was performed by all three teams (ONERA, DLR and NOVAIR (TU-Delft/NLR)) on increasing levels of detail. Work was progressed with supporting activities, from the Hyper-F core partner consortium and TRADE - CfP. For Hybrid Electric ground test demonstration, activities were also performed to plan, with the start of hardware manufacturing for the first components. For Airbus, a dedicated team continued on the specification of equipment for the test facility resulting in orders for dedicated items. On Rolls-Royce’s side, activities ranged depending on the different components from studies to dedicated hardware fabrication.

LPA Platform 2 Throughout 2018, the work in Platform 2 was mainly focused on the maturation phase and development of the three demonstrators assigned to WP2.1, WP2.2 and WP2.3.

In WP2.1 “Next Generation Fuselage, Cabin and Systems Integration” the maturation phase and preparation of the demonstrator manufacturing was priority on the development and design of the multifunctional fuselage structure, systems, and cabin elements, based on the currently available and evaluated technology bricks, which were generated within the consortium during the concept phase.

In WP2.2 “Next generation Cabin and Cargo Functions” the focus was on the following activities: (1) Passenger Control Unit (PCU), (2) Environmentally Friendly Fire Protection (EFFP), (3) Fuel Cell Powered Galley (FCPG) and (4) Printed Electrics. PCU concerned the development of a Passenger Control Unit (PCU) to be compatible with the platform concept. With regard to EFFP, the main objective of these activities in 2018 was the manufacturing of the OBIGGS demonstrator unit for the preparation of the Fraunhofer test facilities, ahead of the verification tests scheduled for 2019. For FCPG it was proposed to extend the application scope of the fuel cell activities far beyond the current use case galley, possibly up to an energy-autonomous cabin powered by a fuel cell system. The experience, technology and information learned from the “Fuel Cell in Galley” project shall be used to enable a rapid acceleration of progress.

The project Printed Electrics looked at the technology of “printing” data and power connections as well as functionalities like antennas or lighting. After finishing the requirement phase in 2017, in 2018 “Printed Electrics” focused its activities on the testing of available prototypes, substrates and printed specimen. Applicable use cases were defined, developed and prototyped to prove technical feasibility of printed electrics and conductive pathways.

In WP2.3 “Next Generation Lower Centre Fuselage” the activities were focused on the industrial challenge to secure the high production rate of 60 aircraft per month (extensible to 100 per month). This is done with two main loops, one per year. A “design to build” approach was used with strong links between the WP 2.3.2 to 2.3.6 activities. In 2018, the first step of these WPs did

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not consider modules, which were included only in the second step.

In WP2.4 “Non Specific Cross Functions” and interface to Airframe ITD, a key part of the action was assembly technology development continuation of innovative high performance blind fastener technology and facilitating composite structure assemblies’ technologies. Development of innovative structural test conditions with optimized lead time. Two aspects were developed: innovative technologies and automatisms. Development was focused on thermal stress analysis integration and damage detection including crack, corrosion, and impact damages. In order to sustain lead time reduction, the work package also looked at the development of automated inspection technologies that could be integrated into structural tests and future manufacturing technologies such as welding process and assemblies.

LPA Platform 3 In 2018 achievements and progress wwere achieved in all four main Demonstrators domains.

Large Aircraft Disruptive Cockpit Demonstrator (DISCO): In WP 3.1 “Enhanced flight operations and functions” the development and evaluations of main functions progressed according to the plan. The ground collision avoidance function V&V strategy was intensively detailed and agreed by Airbus and Honeywell: the ground evaluations will now start in 2019. The runway detection function activity has started. A Speech to Text function prototype was delivered by Honeywell and integrated in the DISCO operational demonstrator and some operational scenario evaluation started. The preparation of the LIDAR based navigation sensor flight tests was performed, and the design of the sensors installation on flight test aircraft completed. The flight crew oxygen masks Critical Design Review was successfully passed, and the flight tests phase preparation for 2019 started.

In WP3.2 “Innovative enabling technologies”: The Modular Radio Avionics prototype definition was achieved and an ATN/IPS Router prototype was made ready for validation. The field bus technology to interface smart air system sensor with Cockpit Utility Management System was selected and the corresponding TRL roadmap was defined. The IMA platform virtualisation strategy update was defined and reviewed with the CSJU.

In WP3.3 “Flight tests demonstration”, the flight test demonstrator for LIDAR and PROTECTeD Oxygen Masks was prepared to be tested on an A350 aircraft. Thales Software Defined Radio flight test need has been confirmed for end 2019. Updated Architecture dossier presenting all flight test needs and progress was delivered.

In WP3.5 “Disruptive Cockpit ground demonstration”, the DISCO systems tests V&V strategy and roadmap has been consolidated and updated with the partners. The first version of the corresponding “System Bench” set up has been completed, and two versions of the Thales FMS and CDS systems was delivered, integrated and tested.

Regional Aircraft “Active Cockpit” In WP 3.1 targeting for “Functions for Efficient and Easy Systems Management”, the major crew workload reduction functions have successfully closed the Critical Design Review. This includes the Enhanced Lightweight eye visor for which the design is nearly complete and the hardware components specified and ordered; the Voice Command function for which the system description was delivered and the interface with the integration environment was defined; the Pilot Health Monitoring for which system description has been matured, and workload and fatigue model

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development has started; the aircraft monitoring chain with a system description complete and for which initial testing has started at DLR. The Core Partner GEAS announced their withdrawal from the CS2 REACTOR project at the end of 2018, and the corresponding mitigation actions have been triggered in the REACTOR consortium as well as in the LPA Platform 3 consortium.

In WP 3.4 “Regional Aircraft Active Cockpit demonstration with innovative functions & technologies” the ASCENT CfP project CDR has been passed and installation activities have started in an Airbus simulator environment.

Business jet enhanced cockpit ground and flight tests demonstrations The WP3.1 is developing “functions and solutions for man-machine efficiency” especially for applications at business jets (BJ). The “Voice to System” function prototype has successfully passed TRL5. The Approach Stabilization Assistant (AStA) function model performance has been evaluated with HWL pilots, prior to flight tests which will take place early 2019. The sensors suite integrated on the Business Jet (BJ) simulator allowed to collect significant amount of data on Pilot State Monitoring to work with a new partner to develop pilot monitoring sensors. The new navigation sensor GPAHRS based has undertaken a successful flight test evaluation phase on Honeywell Falcon test aircraft. A touchscreen prototype has successfully passed TRL5. For pilot State Monitoring, the CfP HIPNOSIS consortium was selected to develop aerospace grade sensors.

In the WP3.2 dedicated to Cockpit Utility Management System, the Business Jet integrated cabinet demonstrator for Cockpit Utility management system reached TRL3.

In the WP3.3, the BJ Dual Head Up Display (HUD) from CfP ANGI-HUD has now been completely integrated on the Dassault Avionics test bench.

End-to-end maintenance demonstrator – ADVANCE

In WP3.6 ADVANCE, the final demonstration story board and corresponding scenarios have been defined and detailed. Peer-to-peer and integrated tests of the different prototypes have been successfully tested throughout the year in different workshops. IHMM TRL5 has been achieved early 2018 and TRL6 was initially scheduled for November. Due to some identified bugs during final tests, TRL6 has been postponed to Q1 2019. Global Prognostics Solution Prototype has been delivered. E2E preliminary evaluation has successfully started for some individual tools/enablers. Final demonstration has been planned for end of Q1 2019.

Implementation of Call for Proposals in the period 2018

By the end of 2018, a total of 77 CfP topics were running in all LPA platforms launched in CS2 CfP open calls 01 through 07. All these topics were and are providing important contributions to the LPA main R&T work programme, examples are provided in the “Main Achievements 2018” chapter above. In LPA most of the Partners are connected by Implementation Agreements to enable a close cooperation with shared use of sensible background data and generated foreground

In some large work packages, for example WP3.6 “Advance”, CfP partners or Partner consortia (DEMETER, AIRMES) contribute with a very substantial share of R&T activities and thus the key achievements and progress of work. These are among other CfP topics for which the corresponding partners are about to complete their activities in 2019.

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In most of these cases it was typically jointly decided that the partners become parties in the consortium with LPA GAM members.

Following the further ramp-up of the LPA programme in 2018, 16 CfP topics were published in CfP#08 Open Call in May and 20 in CfP09 Open Call in November with a majority of topics dedicated to Platform 1 activities.

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REG – Regional Aircraft IADP

Summary of activities and progress in 2018

Regional Aircraft IADP activities related to green conceptual aircraft studies made important progress in 2018: the second design loop (Loop 2) was performed for the green conceptual aircraft TP90pax as well as for the innovative configuration aircraft concept; the activities related to the Future Regional Multi-Mission configurations ended with noise studies of Baseline and Future configurations and model inputs were provided to the Technology Evaluator at emissions and noise levels.

The technology maturation as well as the definition and design of the full-scale demonstrators also made good progress:

• Preliminary Design Reviews (PDR) were held for the Adaptive Wing innovative technologies (Adaptive Winglet, Morphing Flap, Droop Nose, Innovative Wing Tip and Load Control & Alleviation System) as well as for the Outer Wing Box (OWB) on-ground structural demonstrator. Eco-design activities progressed with good achievements for the Stage 0 Pilot Activity as well as for the Stage 1 activity, both agreed with the ECO Transverse Activity.

• Integrated Vehicle Health Management (IVHM) software requirements were defined. • For the on-board innovative systems: the technical specification for the innovative wing ice

protection system was issued; the Electrical Landing Gear Critical Design Review (CDR) was closed; the Advanced Environmental Control System hybrid architecture was chosen upon completion of detailed trade-off and technological bricks selected; the innovative propeller PDR was held.

• Flight Control System actuation activities progressed for Electro-Mechanical Actuators (EMAs): PDRs for Winglet/Wingtip Actuation were successfully opened and the closure of all actions stemming from the reviews is now imminent.

• The Flying Test-Bed no. 1 (FTB1) demonstrator aircraft’s PDR was held, and the detailed design of experimental modifications was started.

• The CDR of the Flying Test-Bed no. 2 (FTB2) was passed with all actions completed. There are no design stops in technology development. Wind tunnel testing started and the campaigns for power effects and high Reynolds number effects are prepared and will commence in the near future.

• The Fuselage/Passenger cabin demonstrators’ PDR was successfully completed and the detailed structural design started.

• The Iron Bird architecture design process proceeded according to the relevant input data progressively received from the formal reviews of the involved work packages (WPs).

Demonstrator Management Committees (DMC) meetings were held during 2018, one for each full scale demonstrator (for a total of twelve DMCs in 2018) with the participation of all involved beneficiaries. A plan has been established for the wind tunnel tests foreseen in support of the WP1 – developments, technology developments in WP2 and full scale demonstrations in WP3. For each test a high-quality wind tunnel facility has been identified.

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Major Achievements in 2018

High Efficiency Regional Aircraft (WP1) Loop 2 activities were performed for both the conventional and innovative regional aircraft configurations. In particular, the following activities were performed: sizing and performance evaluation of the conventional configuration; conventional configuration definition; sizing and performance evaluation of the innovative intermediate configuration; innovative rear mounted engine configuration definition; aerodynamic dataset for the conventional intermediate configuration; aerodynamic dataset for the innovative intermediate configuration; innovative configuration performance assessment; innovative configuration propeller debris analysis and safety assessment (rear engine mounting installation). Technology Development (WP2) For the innovative structural technologies of the adaptive wing: the Request for Experimentation for Liquid Resin Infusion (LRI) elements and stiffened panels was prepared for these to be subjected to static and fatigue tests; the manufacturing of structural test articles including Structural Health Monitoring (SHM) sensors integration was started; tests on LRI specimens manufactured with Automatic Fibre Placement (AFP) and Hand Lay-Up (HLU) were performed. The PDR of the OWB was successfully completed and the detailed design for this full-scale on-ground structural demonstrator started. Eco-Design activities progressed with good achievements, in particular for the innovative surface treatment on steel and for the LRI process to be applied on the OWB demonstrator.

For the innovative air vehicle technologies of the adaptive wing, the PDRs of Morphing Devices and Loads Control and Alleviation system were successfully completed; the first session of aircraft level assessments of these technologies was completed; the detailed design effort was progressing well, and the relevant CDRs are planned by early next period. The Morphing Devices’ high-speed wind tunnel models concept design was completed, and the preliminary design phase started; the PDR is planned early in the next period.

A first release of SW requirements for IVHM framework development was finalised.

For the On-Board Systems Technologies: the technical specification for the innovative wing ice protection system was issued; the Advanced Environmental Control System hybrid architecture selection was performed and technological bricks selected; the Landing Gear (LG) system CDR was closed. The Advanced EPGDS (Electrical Power Generation and Distribution System) achieved significant progress through the relevant CfPs Projects. The innovative Propeller PDR was performed.

Activities on the flight control system and Electro-Mechanical Actuation (EMA) also showed significant progress: the PDR for the Aileron EMA was successfully closed; EMA’s and related control units technical specifications and interface control documents were issued; PDR for Winglet/Wingtip Actuation successfully opened and good progress was achieved in the closure of actions. Demonstrations (WP3) Adaptive Wing Integrated Demonstrator (FTB1 and OWB)

FTB1 Demonstrator - Aircraft Experimental Modifications preliminary design phase was closed with the PDR held in October 2018. The detailed definition and design started for the experimental modifications to be introduced on the flying test bed aircraft wing in order to install the innovative Movable Surfaces on the wing tip.

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OWB Ground Demonstrator - the PDR of the Outer Wing Box (OWB) ground demonstrator was successfully completed. The detailed structural design phase commenced.

Fuselage/Passenger Cabin Demonstrators - the partnership for these demonstrators was completed with the successful evaluation of topics launched in CfP07 and CfP08, furthermore mitigating related risk items.

The PDR of the fuselage structural demonstrator was successfully completed, leading to the completion of the preliminary design phase. The detailed structural design phase started. The preliminary lay-out phase of the cabin interiors to be installed into the fuselage barrel was completed, defining the preliminary interfaces and installations features of the interiors major items. Development of the testing infrastructure commenced.

Iron Bird Demonstrator - the most relevant results were achieved in the definition of the electrical interfaces and preliminary Interface Control Drawings (ICDs) between the Iron Bird modules and within the software architecture definition. Some relevant requirements for software applications were subjected to preliminary evaluation, in order to ensure the availability of all the expected input parameters to the involved technologies. Significant progress in the mechanical components design was also achieved.

FTB2 Demonstrator - The design activities progressed well with technology decision gates performed and the CDR passed successfully. The flight test objectives were established and activities to prepare the demonstrator for modification performed. Preliminary activities in preparation for the demonstrator aircraft were started in order to have the platform ready for Clean Sky 2 modifications; these activities were related mainly to Simulator and Flight Controls Test Rig, software versions of computers for tail surfaces control, on-ground tests, and Permit to Fly process with airworthiness.

Important progress was achieved in the technology development, and the CDR actions were completed for aileron and spoiler components of FTB2. CDR milestone for the centre wingbox (including the innovative common assembly jig concept) and engine mounts was also passed. The innovative Jig-Less Assembly concept was cleared for implementation on the aileron and a successful workshop took place to present the concept. Important progress was made also in the Additive Manufacturing (AM) of a critical fitting part in which important steps in surface finishing were done. Regarding the Minimum Quantity Lubrication (MQL) technology line, parts for the FTB2 aileron and spoiler were produced. AFTB2 composite (CFRP) integrated spoiler parts were manufactured. Important progress was achieved in the assembly shimming innovation, with a new evolution of the liquid shim pin concept and validation trials of the AM shim concept. Finally fire tests were carried out in order to select the fire protection solution for the innovative strut concept.

WP4 - Technologies Development/Demonstration Results Evaluation Upon completion of Loop 2 activities, the Aircraft Simulation Models (ASMs) preparation started in WP1 and their submission to the TE is planned for February 2019. In the frame of interactions with ECO TA, Stage 0 (pilot activity) delivering on Surface Treatments and powering a REACH6 Action Group and Stage 1 activity on composite Outer Wing Box (OWB) were approved.

6 https://echa.europa.eu/regulations/reach/legislation

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FRC – Fast Rotorcraft IADP Summary of activities and progress in 2018

The Fast Rotorcraft IADP of Clean Sky 2 consists of two separate demonstrators: the NextGenCTR Tiltrotor and the RACER compound helicopter. Both projects have advanced in their pursuit to deliver these game-changing concepts.

The NextGenCTR demonstrator (WP1) in early 2018 focused on concluding actions from the System Functional Review conducted in December 2017. This allowed design activities to increase aimed at achieving sub-system level Preliminary Design Reviews (PDRs) during 2018, culminating with the aircraft level being completed in mid-December 2018. Expansion of T-Wing consortium activities was agreed to include movable surfaces, a key requirement for the PDR.

In 2018, the RACER compound demonstrator (WP2) progress focused on the conclusion of the

preliminary design phase with all Partners. In addition, the detailed design phase for the

technologies was started. Assembly and testing logic was harmonised. Manufacturing of first parts

was launched, as well as purchasing of Long Lead Time Items. Critical test benches (e.g. Systems

Integration Rig, Electrical Generation and Distribution System) were set up as well.


NextGenCTR (WP1) The NextGenCTR demonstrator programme’s revised Integrated Master Schedule was frozen in early 2018 as planned, confirming budget and resources to achieve programme objectives. Subsequently the allocation of technical resources increased substantially in line with ramp-up assumptions to achieve the scheduled PDR in December.

The engine selection was finalised and a kick-off meeting held with the supplier in October. Core Partners’ activities related to the wing (T-Wing consortium) started in January and progress in 2018 went according to schedule. Agreement was reached in July to expand the T-Wing scope of work and budget to include wing movable surfaces.

Key milestones during 2018 follow below:

System Functional Review (SFR) - milestone achieved in Q1 2018.

Engine selection;

Release of Aircraft Architecture and Design Criteria of the NextGenCTR related Technology Demonstrator (NGCTR-TD);

Completion of studies for Centre of Gravity (CG) vs. Hub Centre critical architecture choices to support T-Wing and LIFTT Core Partner consortia schedules;

Confirmation of the Requirements and Policy Document to be flowed-down to our Partner/Supplier specifications;

Release of the updated Engineering Operative Plans and Risk Register.

Aircraft Sizing completed - milestone achieved in Q1 2018. The NGCTR–TD is based on an existing platform to demonstrate the viability of key technologies at a reduced scale and to validate their scalability and portability to a future production aircraft.

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Fuselage - (Forward Fuselage, Cabin, Aft Fuselage) Structural modifications for ejection system defined along with preliminary systems layouts for avionics, flight controls and seat. Upper canopy glazing and seat requirement specifications issued;

Preliminary loads book issued;

Undercarriage – definition of general architecture requirements;

Wing - crash analysis philosophy document issued. Interconnect drive shaft installation assessed using leading edge mock up;

Drive system - definition of the Drive System layout based on the NGCTR-TD power ratings and general architecture, Inter-connecting Drive Shaft layout defined;

Nacelle - requirements agreed;

Rotor System – studies done on Lateral and Longitudinal Cyclic Actuation;

Target weight for each sub-system defined.

Wind Tunnel Model new empennage Critical Design Review (CDR) - milestone achieved in Q2 2018.

In order to fulfil the aerodynamic requirements of a new empennage with different configurations, some of the components were redesigned and manufactured for an existing 1/8.5 scale model during 2018. This scaled model will allow testing different V-tail angles and validate a dynamic T-tail.

Preliminary Design Review - milestone achieved in Q4 2018. Preliminary Design Review:

Requirements reviewed;

Availability of Detailed System Description (draft);

Availability of preliminary subsystems Function Hazard Assessment (pFHA);

Completion of Trade Off studies;

Preliminary 3D, schemes, mass distribution;

Scalability considerations;

Preliminary Systems Interface Control Documents (ICDs);

Preliminary drawing tree and Requirement Specification (for Partners and suppliers).

RACER (Rapid And Cost-Effective Rotorcraft) (WP2)

RACER Flight Demonstrator Integration (WP 2A)

WP 2A includes Chief Engineering tasks (aerodynamics, aircraft architects, vibrations, etc.) as well as ground and flight tests.

WP 2A work in 2018 aimed at first at closing as many interfaces between systems, so as to finalise the Preliminary Design phase. Although some systems passed their Preliminary Design Review in 2017, most passed in 2018. The PDR at RACER level took place in July 2018. Due to all the technical simplifications implemented to go for flight as soon as possible, a non-acceptable drift in centre of gravity (CG) diagram was highlighted during the PDR period. As a consequence, a short term recovery plan, compatible with the project schedule, was created to recover and secure CG for first flight. As a result of this action, CG recovery is now achieved and on track.

The critical design phase is initiated with the main focus on the long lead-time items (LLTI). Also all partners stemming from sixth call for proposals (CfP6) are fully on-board and contributing to the demonstrator.

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Main achievements of RACER Airframe Integration (WP 2B) for 2018 are

Airframe Structure (WP 2B.2):

The second test of composite panel manufacturing was finished by RoRCraft Consortium, with a good improvement in quality;

PDRs performed with some actions in April 2018;

Qualifications path for Permit to Flight received preliminary agreement;

Critical design phase with Partners started.

Landing Gear System (WB 2B.3)

Landing gear architecture was frozen including the actuation systems and actuation components;

PDR performed;

All interfaces with the helicopter were frozen;

Critical design phase started for long lead time items.

Main achievements of RACER Dynamic Assembly Integration (WP 2C) for 2018 are

Mechanical Drive (WP 2C.6)

Preliminary Design Review passed for both lateral gear boxes;

Good progress was made for the critical part of High Speed Input Stage and Accessory Gear Box; preliminary design review for long lead time item performed and interfaces at correct level of maturity;

Lateral Gear Box power rig PDR done, first parts ordered;

Main Gear Box baseline review passed;

Main Gear Box testing bench being defined in details, procurement of Long Lead Time Items launched;

Continuation of technology maturation activities. Actuation System (WP 2C.9)

Flight Simulation done to secure safety of the system and associated limitations;

Interfaces at the right level of maturity with main interface reviews completed;

Flap Actuator (on wing) and Kinematic Integrated Actuator preliminary design review completed.

Main achievements of RACER On-board Systems Integration (WP 2D) for 2018 are

All subsystem Preliminary Design Reviews performed;

Interfaces with avionics and helicopter frozen;

Electrical Generation and Distribution System (EGDS) preliminary bench delivered;

One Starter/Generator delivered to the bench;

Electrical Harnesses delivery for tailboom secured. Eco-Design (WP3) Eco-Design activities within the FRC IADP progressed during the year. Whilst the ECO TA was supported, interaction with the ECO TA was limited as it concentrated its effort on specific Eco-related topics that were selected as pilot projects with dedicated funding.

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Technology Evaluator (WP4) Following the agreement of gas emissions and noise reduction targets in 2017, agreement was made with the Technology Evaluator Transverse Activity for mission scenarios, data sets and outputs to be exchanged under the terms of the cooperation agreement.

AIR – Airframe Summary of activities and progress of work in 2018

High Performance and Energy efficiency (HPE)

Technology maturation continued during 2018. The most significant achievements are as follows:

The tool suite was set up for the analysis of new innovative aircraft architectures and to support the trade-study decision. After the decision gate related to the Contra-Rotating Open Rotor (CROR) of July 2017, the activities dedicated to this and the Ultra-High Bypass Ratio (UHBR) were reprioritised and the “UHBR and CROR configuration” work areas redefined. Significant progress was made on the laminar nacelle. Flight tests and results analysis have started and coating technologies for laminar airflow were significantly matured.

The design of airframe structure demonstrators such as a Large Passenger Aircraft (LPA) door and the Business Jet (BJ) Wing Root Box (WRB) made good progress with Preliminary Design Reviews (PDR) mid-2018 and start of detailed design.

The technologies development for Electrical Wing Ice Protection System (EWIPS) for slats is on-going and the conceptual design of innovative movables is now on track. The flight tests for vibration control have been successfully carried out and results analysed.

The study of concepts for the human-centred cabin and the office-centred cabin significantly progressed and entered into demonstration phase in 2018.

High Versatility Costs efficiency (HVC)

Technology maturations continued during 2018. Significant achievements to be mentioned follow below.

The Wing and Tail Preliminary Design for the Compound Rotorcraft passed a PDR with actions. Successful internal PDR and material system selected for Small Aircraft Transport (SAT) Optimised Composite Wing Box, with preliminary small scale integral demo

The Morphing Winglet design for Regional FTB2 was fully closed and manufacturing started with first trials for composite parts (outboard torsion box). WIN-TOOL innovative assembly tooling for the morphing winglet was delivered. Multifunctional Flap design for Regional FTB2 was fully closed and manufacturing and assembly started.

Several Critical Design Reviews (CDR) were completed. These included: Loop Heat Pipe Ice Protection to be integrated in the nacelle; structural embedded antenna; Ice Protection based on Induction; and High Voltage Direct Current (HVDC) electrical generation and distribution.

Finally, good progress was made in other technology development areas such as: Morphing Leading Edge technology (Leading Edge target shapes computed); Out-of-Autoclave (OoA) Composite Outer Wing Box (OWB) Thermoplastics in situ Consolidation and Liquid Resin Infusion characterisation tests; additive manufactured parts for the door demonstrator; Regional Composite Fuselage detailed design in progress and tests on elements (Level L2) and on sub-components (Level L3) in progress. For Regional Cabin Interiors, the preliminary definition of the aircraft interfaces for each major aircraft cabin item and first key comfort analysis were performed based on the most important selected variables.

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Eco-Design

With respect to “Technology Development”, the most promising and relevant technologies selected entered into development and Life Cycle Assessment (LCA) data collection started. Collaboration with ECO TA was efficient.


High Performance & Energy Efficiency (Activity Line A):

Innovative Aircraft Architecture (Technology Stream A-1) With respect to “Optimal engine integration on rear fuselage”, an overall assessment of the optimised scarfed nozzle concept has been performed at aircraft level: noise reduction, integration aspects, aircraft performance. In addition, the integration of simulation tools for the evaluation and down-selection of the four rear engine integration options for both A320 and business jet has been carried out. After the decision gate about CROR of July 2017, the activities dedicated to “UHBR and CROR configuration” were reshuffled and redefined. Activities on “Novel High Performance Configuration” were devoted to the integration of structural analysis and rapid computational fluid dynamics (CFD) tools for optimisations and down-selection of the most promising concepts for both A320 and business jet. With respect to “Virtual Modelling for Certification”, the activities were focused on the requirements and development of the tools on the following six topics: improvement of aircraft external noise modelling using certification data; advanced criteria for rapid dynamic/crash modelling for safety; safety of composite fuel tanks for lightning; model based integrated systems analyses; prediction of aerodynamic loads at high Reynolds number; and cabin thermal modelling including a human thermal model.

Advanced Laminar airflow (Technology Stream A-2) With respect to “Laminar nacelle” activities, the design and validation of a structural concept of laminar nacelle for BJ has been carried out, as well as the trade-off between natural laminar flow (NLF) & hybrid laminar flow (HLFC) concepts. The activity on “NLF smart integrated wing” was focused on preparation & performing the BLADE flight tests, as well as the analysis of test data and further maturing the NLF concept. The activities related to “Extended laminarity” mainly consisted of preparing, designing, performing and analysing results of a dedicated test in F2 wind tunnel to access the combination of an Anti-Contamination Device (ACD) and a suction device on the attachment line for a BJ configuration.

High Speed Airframe (Technology Stream A-3) With respect to “Multidisciplinary wing for high and low speed”, the preliminary design of the Wing Root Box (WRB) Demonstrator has been carried out (PDR mid-2018), and the detailed design of one specific part started, to be completed in Q4 2019 (CDR Q4 2019). In addition, the concept phase of a ‘Flaperon’ has been completed: the PDR was held in Q4 2018 and CDR will be in 2019. The activities related to “Tailored front fuselage” were focused on optimising cockpit windshields for large diameter business aircrafts. With respect to “Innovative shapes & structure”, detailed design of the doors and tooling is being performed with a CDR planned mid-2019. In addition, priority has been put on the WRB demonstrator (in the WP for the multidisciplinary wing for high and low speed) rather than on the composite Central Wing Box (CWB) for BJ applications. The activity on the CWB was put on hold in 2018.

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Novel Control (Technology Stream A-4) With respect to “Smart Mobile Control Surfaces”, the development of the mixed thermal ice protection including mechanical integration, related simulation tools and the electrical architecture has been pursued. Investigation on the ultra-low power ice protection system (IPS) using piezo electric technology has continued. The development of the integration of the electrical wing ice protection system (EWIPS) on a slat to produce a demonstrator for ground icing wind-tunnel tests (IWTT) has continued. In addition, the potential benefit of the best concepts for the target applications outer wing/winglet, multi-functional flap/adaptive trailing edge (TE), morphing air inlet and affordable slat has been assessed on aircraft level. Activities on “Active load control” consisted for BJ applications of performing a comprehensive analysis of the data collected during the vibrations control flight demonstration. In addition, this has been complemented by: (i) first, design of feedforward and feedback active gust load control laws of a business jet use-case, then (ii) model a detailed flexible generic long range aircraft accompanied with preliminary control laws, and finally, (iii) prepare wind tunnel tests for load control validation in controlled environment. The work targeting LPA applications was mainly focused on aeroelastic modelling for Active Flutter Control (AFC).

Novel Travel Experience (Technology Stream A-5) With respect to “Ergonomic Flexible Cabin”, on the Human Centred Cabin three topics have been specified, prototypically implemented and evaluated: the multi-functional cabin crew rest area, the digital galley module and the In-Seat Ventilation (ISV) concept. On the Immersive Cabin Services, no activity was carried out in 2018.

The 2018 1st semester activities related to “Office Centred Cabin” were focusing on the finalisation of the innovative cabin layout concept development of the business jet aircraft. The studies of the experimental procedure to be used on the mock-up for comfort validation of this innovative concept have started. In addition, some activities were focused on studying the new concept of compact shower and the galley new equipment installation.

High Versatility and Cost Efficiency (Activity Line B):

Next generation optimised wing (Technology Stream B-1) With respect to “Wing for lift & incremental mission shaft integration”, PDR passed with actions detailed design started. In addition, the noise emission of RACER using refined simulation methodologies has been further assessed and means to reduce the noise emission of the aircraft have been developed. Under “Optimised composite structures”, internal wing box PDR has been successful, material down-selection successfully performed with technology down-selection trade-off tables filled in. Work on small scale integral demonstrator started. Significant progress on Structural Health Monitoring (SHM) algorithms, bonding technologies and virtual testing was achieved. With respect to “More efficient wing technologies”, the Morphing Winglet design for Regional FTB2 has been fully closed and manufacturing started with first trials for composite parts, completing the 3 Left Hand manufacturing trials for O/B torsion box and 1 Right Hand, valid for flight. WIN-TOOL innovative assembly tooling for morphing winglet was delivered. Activities under “Flow & Shape Control” were focused on developing the affordable Load Control System in status CDR for Step1 configuration for FTB2 flight test campaign. Further activities were carried out to be ready for PDR for Step2 for FTB2 configuration. For the Morphing Leading Edge, numerical investigations were performed in order to define the skin layup as well as the number, position and required actuation direction of load application points. This was complemented by

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supporting systematic concept and detailed design development of the Modified Leading Edge (MLE); Computational Fluid Dynamics (CFD) and Computational Aero-Acoustics (CAA) analysis was be performed as well as selection of the promising MLE wing profiles.

Optimised high lift configurations (Technology Stream B-2) With respect to “high wing/large turboprop nacelle configuration”, the activities were mainly focused on having a CDR of the system developed by the PIPS project. The works on the integration of ice protection based on heat transport devices (Loop Heat pipes) into the engine air intake has started. In addition, the characterisation for the Out-of-Autoclave composite wing of FTB2 for Thermoplastics in situ Consolidation and Liquid Resin Infusion characterisation tests at detail level were closed and progressing at panel levels. For the Aluminium Rib in Hot Stamping technologies, the down-selection was done of the aluminium alloy to be used for the specimen demonstrator. For the multifunctional flap, design for Regional FTB2 has been fully closed and manufacturing and assembly started. The highly integrated actuation system to control surface tabs with electro-mechanical actuators (EMAs) continued. High-Lift installations were considered and optimised for the P180 and M28 aircraft architectures. For each aircraft architecture, the manufacturer provided a Digital Mock-Up (DMU) of a meaningful wing section.

Advanced integrated structures (Technology Stream B-3) Under “All electrical wing”, EMAs activities to control aileron and spoiler were focused on closing a PDR in 2018 and closing the installation design and integration. Embedded antenna in the Fuselage Fairing activities were focused on closing the PDR and CDR for Step1 FTB#2 Configuration and closing installation design an integration, and first contact with satellite provider was made. HVDC (High Voltage Direct Current) was focused on closing a CDR and started the first laboratory tests. Induction Ice Protection System integrated in the Leading Edge was focused on having a CDR of the system and established the architecture for the Icing Tunnel. Carbon Nano Tube (CNT) Ice Protection system activities focused on performing reliable tests, both electrical and mechanical, to prove its performance under icing conditions and over a certain time phase. Finally, a concept design of the EMA actuation architecture for a Morphing Leading Edge (MLE) was completed, a load control system with all hardware and software interfaces was specified and the detail design phase started. With respect to “advanced integrated cockpit”, activities on innovative materials for regional cockpit structure elements were focused on closing the PDR; while those on an innovative SHM system were focused on being ready for the Feasibility Design Review in April 2019 with all the specimens manufactured by end of 2018. Characterisation of panels for electro-magnetic compatibility (EMC) and lightning strike was carried out. Preparation for execution of the Bird Strikes on the Structural Cockpit of Regional FTB2 was done. With respect to hail impact, the development of improved simulation methodologies was finalised; while for lightning strikes, the numerical tool for lightning strike damage prediction in the Carbon Fibre Reinforced Polymer (CFRP) panel was focused on the direct impact damage caused by the surface explosion of the protection layer during the lightning strike. Ergonomic cockpit activities were focused on a PDR and CDR, with Draft Mock-up validated and augmented reality validation of the CDR concept. For LPA cockpit structural elements, the activities were oriented on four axes: multifunctional composite, functional coating, automatised inspection technologies from manufacturing to in-service, and repair process for structural composite components. Finally, FRC related activities focused on the manufacturing of four side-shell structures as part of FRC ITD airframe using Automated Fibre Placement layup technology. Under “More Affordable Small Aircraft Manufacturing”, reference and innovative specimens of hybrid joints were produced and tested for strength and EMC behaviour. In addition, the aileron

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demonstrator was manufactured for new jig-less assembly technologies after a CDR. Finally, it is planned to complete the design activity including CDR and detail design of the cabin part (demonstrator A) and nacelle (demonstrator B).

Advanced fuselage (Technology Stream B-4) With respect to “Rotor-less Tail for Fast Rotorcraft”, activities focused on the Detailed Design, tooling development and delivery, and test rig development and delivery for Structural Test Campaign. Under “Pressurised Fuselage for Fast Rotorcraft”, development of the new “V Tail” concept for NGCTR-TD progressed, in particular the definition of preliminary interface loads with existing fuselage structure. Trade studies into tail configurations have assessed weight, strength and manufacturing advantages and disadvantages between a conventional “T Tail” and proposed “V Tail” architecture. “More Affordable Composite Fuselage” activities consisted of the completion of stressed lay-out of fuselage structural main components, testing of Level 2 fuselage elements, manufacturing of Level 3 fuselage sub-components, and development of surface treatments processes on aluminium alloys. In addition, manufacturing and testing of sensorised elements related to the 5 structural items and repair complemented with extensive modelling related to design, optimisation and virtual testing were performed. Finally, Design-Against-Distortion for metallic additive-manufactured structure model validation has been completed. The integration of distortion prediction in Design Optimisation continued. Integration of the simulation with topology optimisation for composite Design-Against-Distortion started. With respect to “Affordable Low Weight, Human Centred Cabin”, major cabin items’ conceptual layouts were defined with initial evaluation of the interfaces versus the structural items. In addition, the first down-selected interior technologies were developed on numerical simulations with validation approach at coupon level of environmentally-friendly materials and noise and vibration reduction solution.

Eco-Design (Activity Line C):

C-1: Eco-Design Management and ECO TA Link The Airframe ITD describes most of its goals in the Airframe Strategy Paper, which will be updated with new upcoming content in 2019 from CfPs linked to Eco-Design activities. The Eco-Design Analysis (EDAS)/Vehicle Ecological Economic Synergy (VEES) mapping process requested from ECO TA is still ongoing. The first ECO TA linked activities are in the cluster “End-of-Life (EoL) Management and Recycling” with different CfP topics. 3 topics have been identified for the first wave of Eco-Design activities supported by ECO TA funding (stage 1 projects). The second wave of instant proposals for stage 2 project is expected in spring 2019. The first evaluation of the Eco-Design technology list was produced and distributed amongst the AIRFRAME Leaders. LCA Data Collection activities started for C-2, with good progress in C-2.1.5. An Eco-Design demonstrator list was elaborated and will support the Eco-Design Demonstrator Synthesis report.

C-2: Eco-Design for Airframe With respect to “Technology Development”, after finalisation of the trade-off studies in 2017, the most promising and relevant technologies have been selected to be further developed. Life-Cycle Analysis (LCA) data for technologies were collected in order to be stored in the aeronautical database (CS-AED) created in Clean Sky (FP7). Eco-statements were performed under the LCA task for the AIR ITD demonstrators to be developed within CS2. Data collection will be conducted for technologies which will be applied on one or more

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demonstrators in AIR. Finally under the “Demonstration” task, activities on two demonstrators were performed: Composite Aircraft Wheel and Hybrid Seating Structure.

C-3: New materials and manufacturing The following activities have been carried out:

Eco-efficient factories of the future: torsion box eco-efficient assembly.

Future leakage identification system: validation of model and simulation of hydraulic, fuel system and tanks and gas fluid system.

Integration of testing systems on Digital Mock-Up (DMU): tool for interconnection and integration between product structure-testing structures.

Automated testing technologies: enhanced Auto-Test capabilities demonstrator and predictive model development.

HMI in productive environments: requirements and solution of hardware for the human machine interface (HMI) of test systems for the automatisation and digitalisation support of test system process.

Connected Factory: requirements and integrated solution for the interconnection via Wi-Fi of portable devices and tools for manufacturing & assembly processes.

Laser-sintered samples and simulation: guidelines for the Computer Aided Design (CAD) development and Additive Manufacturing (AM) process on the demonstrator component

Innovative manufacturing and functional testing of aerostructures: testing and optimisation of the collaborative robot cell installed during 2017.

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ENG – Engines ITD


For the Ultra-High Propulsive Efficiency (UHPE) Demonstrator (WP2), activities focused on defining the rig tests for risk mitigation and on evaluating innovative technology for future target engine.

For the Turboprop Integrated Power Plant System (WP3), detailed drawings of the demo power plant were released to start manufacturing the parts. The components for the engine test cell upgrade and the advanced PAGB test rig were also put on order. Additional studies on compressor upgrade were also performed.

For the Advanced Geared Engine Configuration (WP4), compression system activities focused on the testing of the first and second build of the Inter Compressor Duct rig test. The conceptual design of the two-spool rig is progressing with a preliminary concept review (DR2) passed in May 2018. Engine demonstrator activities focused on completing the preliminary design phase with the relevant reviews for design and testing and performing initial manufacturing trials for the new blade and duct materials.

For the Very High Bypass Ratio (VHBR) Middle of Market Turbofan technology (WP5) important and valuable technical progress was delivered. This includes significant work to further develop low-speed fan technology and model-based systems engineering on the UltraFan® architectural concepts to further enhance their feasibility.

For the VHBR Large Turbofan demonstrator (WP6), the key highlight was the significant achievement surrounding delivery of the Advance 3 Core Engine Demonstrator up to Stage 1 Exit.

For the Lightweight and efficient jet-fuel reciprocating engine (WP7), 6-cylinder engine activities focused on testing with the two first demonstrators, whereas engine installation activities have been rescheduled to wait for the engine delivery. Equipment activities (propeller, engine control) dealt with design & manufacturing, and core engine activities have been concluded early in 2018 with final evaluation of tested technologies.

For the reliable and more efficient operation of small turbine engines (WP8), the Maestro engine Loop#2 data have been received & post processed: fuel consumption, CO2, noise and NOx emissions evaluation was finalised. The compressor test has been completed, meeting the aerodynamics and aeromechanics goals. The all-additive combustor detailed design has been released and the hardware procurement is on-going (test planned in 2019 through the CfP START).

For the Eco-Design Transverse Activity, a consolidation of the strategic view and a structuring of the work in sub-WP have been proposed. Some major reorientations took place, due to partners’ internal restructuring or work reorientations, but nonetheless the ENG ITD team succeeded in building a structured and consistent work programme.


For the Ultra-High Propulsive Efficiency (UHPE) Demonstrator (WP2), the two main objectives of 2018 were to define the best configuration of the rig tests in order to achieve the risk mitigation prior to the full engine test and to evaluate innovative technologies to secure the environmental objectives on CO2, NOx and acoustics of Clean Sky 2 in a future commercial engine.

Two main options were studied for the rig test of the transmission system:

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A fully-integrated maturation test

Tests of key components for integration

The studies performed were validated during design reviews and a decision gate took place in June where the guidance was given to resume the studies of the key component test rigs as they represent the best option for simulating the mechanical, dynamic and thermal behaviour of the system with limited disturbance from the test bed equipment compared to a fully integrated test.

In addition to the definition of the test rigs, advanced modelling of transmission system dynamic and thermal behaviour was performed based on methodology beyond state of the art. During design reviews of the test rig concepts, recommendations were given to go further on the advanced modelling prior to the freeze of the test vehicle architecture done in the PDR. Therefore, the overall schedule was updated and the PDR postponed enabling the design team to carry out the studies requested.

The aerodynamic test campaign on the high-speed booster (within ENOVAL) was performed in spring and summer 2018. All the test items were performed. The efficiency was consistent with the prediction and the stability margin higher than expected.

Significant work was performed on innovative technologies by Safran Aircraft Engines and its partners. Several studies and component testing enabled the validation of the concepts and technologies. A dedicated team bringing together specialists for all systems interacting on propulsive and non-propulsive energy in an aircraft carried out studies to assess different concepts on hybrid architectures. On the component level, innovative technologies were studied and tested on the ICF, TVF and TRF.

For the Turboprop Integrated Power Plant System (IPPS) (WP3) the study of the engine test facility upgrade was completed during 2018. The new dedicated equipment was ordered. The first demo engine was built in turboshaft configuration in order to run the first tests. Studies on turbomachinery components were further conducted to analyse potential gains from optimisation.

The manufacturing of parts for demo engine tests and compressor & combustor tests modules was on-going with expected delivery scheduled in 2019.

In particular the manufacturing of all parts for the new Power & Accessory Gear Box (PAGB) engine module was started. In parallel, the design of the PAGB partial test rig was completed. The design of the demo propeller was completed and the manufacturing was launched, as well as the associated equipment for controls. The nacelle concept studies were also completed together with the integration of the last equipment (ACOC) and the engine cradle.

For the Advanced Geared Engine Configuration (WP4), the Inter Compressor Duct rig testing facility at DLR successfully tested the first build, which was finished in August. The hardware for the second build was integrated in the rig in September and the rig is currently running in productive testing. These test results are the basis for the planned two spool compression system rig test in 2021. The conceptual design of the two spool rig is progressing according to plan with advancements of the compressor design and the definition of the test surroundings.

The expansion system engine demonstrator passed the preliminary design review (DR3) and the test concept review. Thereby, the concept phase has been completed and the technology integration has been verified. The detail design of the engine demonstrator has been started and

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technology development has been continued. Initial casting trials with the new blade material have been performed and reference parts for structural testing of the Ceramic Matrix Composite (CMC) parts have been manufactured.

For the Very High Bypass Ratio (VHBR) Middle of Market Turbofan technology (WP5), GKN has completed casting trials for two alternative Ti-alloys, and has conducted weld trials to understand the weldability and mechanical properties of its structural systems. 2018 saw the introduction of WP5.1.3 – the Low Speed Fan (LSF) work package to Clean Sky 2. The main technical progress saw all hardware design and manufacturing activities completed, including the LSF5 Blisk. Moreover, facility datum testing has been carried out and will lead to LSF5 testing which is due to start at ANECOM in January 2019. For WP5.2.3, the VT-4-3 aero rig testing and the VT-2 aero rig (multistage) design were completed. As part of WP5.3.1 (PGB), the first component of the AORBIT rig arrived at University of Nottingham.

Rolls-Royce’s work with University of Nottingham and ANSYS continues through WP 5.6 (AERIS), resulting in enhancements such as the new coupled ETFM-VOF, which are developed and being tested to inform best practices.

DLR and RRD (through WP5.7 TRANSITION) have started work on the DLR NG-Turb test facility circuit virtualisation, with the intent of finding solutions for quicker and safer rig part handling during rig instrumentation and assembly. Rolls-Royce’s Blisk

Repair activity (WP5.8.1) continues to deliver and has passed MatCAP stage 2 (June 2018), and TRL 4 (CCAR) (September 2018) for Ti-6246 Blisk Aerofoil Repair.

For the VHBR Large Turbofan demonstrator (WP6), the UltraFan® team announced at the Berlin Air Show in April 2018 the joint signing of the Cooperation and Research Agreement with Airbus, to provide both nacelle and engine/aircraft integration architecture and technology enablers.

WP6.1.1 (ITP/RR) saw the achievement of the Turbine Tip Clearance Control and Integration in engine mounting concept selected. GKN (WP6.1.2 in collaboration with RR) saw the ICC pass its concept review in April 2018, and achieve TRL4 on fabrication using cast sectors in June. The UltraFan® programme successfully passed its Stage 1 review in Q1 2018, and is currently addressing actions from the review in line with committed schedules. The programme is now making good progress towards Stage 2 Exit in early 2019. Contributors to the Stage 1 review success were Externals (WP6.3.2), Validation (WP6.4.3) and Ground Test (WP6.4.5).

Advance3 (WP6.2.5) has completed Phase 1 of its test campaign with very promising results and significant beneficial input to UltraFan® already demonstrated. Detailed analysis of the data continues. Phase 2 of the Advance3 test campaign will commence in early 2019.

For the Lightweight and efficient jet-fuel reciprocating engine (WP7), WP7.1 aimed at testing several innovative designs for some parts of the core engine. 2018 has seen the conclusion of this activity with the post-test analysis that allowed the most promising technologies amongst those tested to be identified. WP7.2 was dedicated to the validation of design evolutions for the turbocharger and has been concluded in 2017. WP7.3 deals with the development of a propeller able to withstand the specific operating conditions of a Jet-A engine. 2018 was focused on the validation of design for propeller & governor, the

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manufacturing of several prototypes and the preparation of the second test campaign. WP7.4 aimed at developing a new 6-cylinder engine architecture. 2018 has seen the assembly of the first two demonstrators, which were put on the test bench in May and July. Despite several unexpected issues, the demonstrators performed together 150 hours of operation and reached almost 90% of their power target. Corrective actions (design updates, new components manufacturing…) have been taken to solve issues detected on fuel system and oil pumps, to be able to restart the test campaign at the beginning of 2019. In parallel, the 3rd and 4th demonstrators’ assembly has started to prepare the engine delivery to aircraft partner and the propeller validation. WP7.5 concerned the 6-cylinder engine installation in an aircraft and was mainly put in stand-by to wait for the engine delivery rescheduled to mid-2019. However, following technical exchanges concerning the installation inside the nacelle, some small design updates have been performed to anticipate the reception of the real engine. WP7.6 was dedicated to the engine control system and 2018 was focused on designing the hardware and software of this equipment. Activities have also been conducted to build a safety analysis and prepare the validation tests phase planned in 2019. Finally, the hardware components have been purchased to be able to assemble the two prototypes beginning of 2019.

For the reliable and more efficient operation of small turbine engines (WP8), the Maestro engine Loop#2 data was received & post processed: the fuel consumption, CO2, noise and NOx emissions evaluation has been finalised and the results compared with the reference values with outcomes fulfilling the targets. In WP 8.1 the engine transient model and power turbine overshoot model, developed in 2017 based on Loop#1 Medium SAT (19 seats) market requirements, have been updated consistently with Loop#2. WP8.2: Low noise propeller blade manufacturing concept has been identified and aero-acoustic design is on-going. Gearbox technology maturation is progressing to validate at TRL3/4 the key identified technologies, mainly focusing on Gas Quenching and Additive Manufacturing.

WP8.3: the compressor rig test has been successfully completed in the Munich testing facility at TUM and the related blowdown test detailed data analysis performed: both the aerodynamics and the aeromechanics outcomes accomplish the MAESTRO target. Preparation work for phase 2 of blowdown test has started with a plan to run the test in 2019.

WP8.4: the all Additive Combustor Detail design has been completed, including additional comparison and analysis needed to characterise MAESTRO engine performances with respect to the Loop#2 requirements; the test article machining has been launched in the Turin Additive Laboratory, after the closure of the enabling manufacturing trials, primarily focused on the liner machining process. The all Additive Combustor test will be performed in 2019 by the CfP START. WP8.5: the Power Turbine Inter Duct Test has been cancelled, thanks to technology cross-feeding coming from the GE Aviation product family (GE Catalyst), guaranteeing the achievement of the MAESTRO SFC reduction target.

For the Eco-Design Transverse Activity, some topics were put on stand-by (metallic powders recycling) or reorganised (composite recycling) due to topic construction delays and partners internal reorganisation. The definition and content of these WPs were presented during ECO-CCM and accepted to be included in ENG GAM 2018-2019.

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SYS – Systems ITD Summary of activities and progress of work in 2018

In 2018, several cockpit technologies reached maturity levels in terms of Technology Readiness Levels (TRL) 3 to 5. Examples are voice recognition, certified avionics displays and the enhanced terrain & obstacle awareness system.

The cabin and cargo technologies completed its first year of activities. Specifications and architectures for all research areas were defined as solid bases for future work. The Smart Integrated Wing Demonstrator completed its mechanical and electrical set-up including a new remote electronics network. First test units of an electro-mechanical actuator for primary flight controls could be manufactured.

Equally, important parts of the direct drive wheel actuator for landing gear systems have been produced and functional validation was started.

The health monitoring solution for the Innovative Electrical Network reached a maturity level 4. Critical technology bricks for the power-electronic-modules that will establish the power management centre have achieved the maturity level 4 as well.

A successful preliminary design review of the electrical environmental control system has been passed and the final architecture will be frozen early 2019. In parallel, sensor and filtration components to enable higher air re-circulation in the adaptive environmental control system were completed as test units and readied for test bench integration.

In the area of Small Air Transportation, progress in many technology bricks has been made. Design reviews could be passed for example for electro mechanical actuation, electrical power distribution, and flight control computer.

Transversal activities on electronics progressed in all five work packages, focusing on power electronics, electrical architectures, electrical drives, electrical machines and reliability and packaging technologies. Meanwhile the transversal activity about an integrated simulation framework delivered the core simulation environment at maturity level 5 including functions to enable a collaborative, open and adaptable design process.


Innovative Extended Cockpit (WP1) As far as the cockpit is concerned, a new concept of disruptive Cursor Control Device was matured up to TRL3. The voice recognition system was adapted to aircraft cockpits and related operating environment, and TRL4 was reached on the “Touch & Talk” use case. Direct tactile interaction with open world information (from tablet-based ‘Electronic Flight Bag’ (EFB) docked into cockpit) on a certified avionics display was validated at TRL5. Regarding the next generation of eyes-out cockpit products, the work on a very high brightness & compact full colour micro display went on.

As far as avionics functions are concerned, the enhanced Flight Warning System reached TRL3 on the comprehension and projection processes. The Synthetic Flight Vision System and the Enhanced Terrain & Obstacle Awareness Systems reached a partial TRL5. The Integrated Modular Communications concept was matured up to TRL3. Regarding the Flight Management System, the Permanent Resume Trajectory reached TRL5. Furthermore, the innovative pilot aids were matured up to TRL4 for the what-if functions, ECO flight capabilities and flight strategy, and up to TRL3 for the automated capabilities concept.

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Cabin & Cargo Systems (WP2) Actual cabin processes with regard to cabin crew, seats, catering, cabin safety as well as Cabin & Cargo (C&C) architectures were analysed and first pain points for crew and catering operations identified. A standardisation plan was released identifying relevant standardisation bodies and activities.

With regard to cabin systems, the high-level specification for the connected seat was delivered and a thorough preselection of sensor technologies was done. Good progress was achieved on cabin load analysis in order to identify power management strategies as well as on the power converter specification. In terms of personal electronic device (PED) interfaces, a market survey for visual reality and augmented reality systems for the content display was led according to schedule. Technologies and protocols for trolley and galley communications were evaluated.

With regard to cargo systems, concepts for a novel waste-water system, employing grey-water instead of potable water, were developed. Different system designs and solutions for system components were evaluated in trade-off studies. Suitable parameters for the combination of an on-board inerting gas generation system and a halon-free fire suppression system were identified, which meet the requirements during long-term suppression. System designs were evaluated with respect to the key criteria of weight and volume and starting points for further optimisation were identified.

A demonstration strategy was released outlining principles and setup of an Integrated Cabin Demonstrator and stand-alone cargo systems demonstrators.

Innovative Electrical Wing (WP3) Architecture studies continued in 2018 with build-up of models for Large Aircraft as More- and Full-Electrical variants in PACE simulation software. The motor-pump-unit of the electro-hydraulic Power Package passed the detailed design milestone and manufacturing/assembly of first prototype has been achieved. Several component tests on pumps and electrical motor have been carried out successfully. The Smart Integrated Wing demonstrator reached the completion of mechanical build-up and the new remote control network has been successfully implemented on the primary flight control test rig. First test units of the electro-mechanical actuator for Flap Tap surfaces has been produced and brought into ground testing.

Electro-mechanical Flight Control technologies for Regional Aircraft demonstrator progressed according to schedule. Preliminary Design Reviews were passed for Aileron, Spoiler and Flap Tab actuation. The detail design of Flap Tab actuation was completed. Aileron back-up servo-hydraulic actuator, roll feel unit and Flap Tab electronic control unit functional prototypes were released for manufacturing.

Smart active inceptor architecture has been reworked and direct drive architecture confirmed.

Landing Gears Systems (WP4) The Preliminary Design Review (PDR) of the Main Landing Gear equipment and system was completed. Results showed that the activities should be intensified with primary focus on the development of technology ‘bricks’ – i.e. enabling elements.

The different parts of the Direct Drive Wheel Actuator have been manufactured and assembled for functional and performance validation to be completed in Q2 2019.

A first prototype of the optimised cooling wheel has been manufactured in 2018 for performance tests in 2019 while designing a second prototype with higher dissipating performances.

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Architecture freeze of Innovative Electrical Network (WP5) With regard to the aircraft electrical architecture, the principles for innovative decentralised installation architectures have been defined: the HVDC power centre specification is completed with the Remote Control Circuit Breaker (RCCB), Solid State Power Controller (SSPC) and No Break Power Unit (NBPU) specifications delivery.

With regard to the power generation, the digital Generator Control Unit (GCU) has been fully developed, the DC/DC converter has been manufactured and tested and the Starter Generator disconnect design option was selected.

With regard to the Innovative Electrical Network Health Monitoring, TRL4 has been reached and the auto-synchronisation through a high speed bus between end-systems and the ATA24 architecture has been validated.

With regard to power management for large aircraft, the preliminary matrix design has been finalised and convergence on NBPU specification has been completed. TRL4 for power-electronic-module bricks technologies has been reached.

Environmental Control System Demonstration (WP6) Two main achievements can be highlighted. Regarding electrical Environmental Control Systems (eECS), a successful preliminary design review was completed in June 2018 following an architecture trade-off study based on performances, simulation models and cost assessment analysis. The final eECS architecture will be frozen in early 2019, following a detailed definition of the architecture. The main technological bricks have also been identified to be maturated up to TRL6 by considering performance, reliability and air quality aspects. Regarding the adaptive ECS, a successful design review took place in November 2018. The prototype sensor suite and filtration systems were completed and will be integrated at the test bench in 2019. For icing activities, an important icing wing tunnel test campaign took place successfully in June 2018 to validate further optimisations of the electro-thermal Wing Ice Protection System (eWIPS) demonstrator, to reduce power consumption, simplify the control and monitoring system, and address reparability and maintainability constraints. Then regarding the ice detection system, a successful TRL3 has been passed in 2018 for two main functions: ice accretion rate measurement & ice crystals detection. A first prototype is under development for icing tests to take place in 2019.

Small Air Transport Activities (WP7) Concerning the activities related to more electric systems for small aircraft, the preliminary design review of electro mechanical actuator demonstrator with updated requirements (fail operative) has been reached. With regard to Electrical Power Generation and Distribution, the preliminary design review of the electrical distribution demonstrator has been passed, meanwhile in the area of power generation the joint way-forward for the high voltage generator demonstrator has been defined. Concerning both, electrical landing gear actuation and brakes, all requirements have been issued.

Concerning fly-by-wire demonstrator architecture, the preliminary design review of flight control computer has been reached and requirements for air data probe system have been issued. Concerning the traffic separation system, the Simulink model has been completed and validated; the advanced weather system model has been developed and validated; the flight reconfiguration system hardware for software testing has been assembled. Concerning noise insulation for small aircraft, material testing for selection has been performed in laboratory with aim to select

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appropriate architecture for panels testing in 2019. Concerning crashworthy configurable seat, design activities of seat demonstrator 1 has been completed allowing test evaluation in 2019.

Power Electronics (WP100.1) Technology bricks for More Electric Aircraft have been developed in 2018. All 5 technical work packages have been active, focusing on power electronics, electrical architectures, electrical drives, electrical machines and reliability and packaging technologies. The power electronics work has been focusing on new technologies that use Silicon Carbide devices to enable higher switching frequencies and potential for higher performance and reduction of weight. Network architectures have focused efforts on developing underlying principles for defining aircraft architectures and developing a tool that enables more informed decision-making for centralised and decentralised strategies. Electrical machines and drives have been exploring new technologies for electrical machine and drive design as well as understanding better the performance and degradation of windings. Reliability and packaging has focused on looking at cooling technologies for a planar transformer and on developing a novel gate driver technology based on deeper understanding of the physics of failure behind novel wide band gap materials. A key highlight for 2018 has been the development of a tool for modelling aircraft power distribution networks. A technical workshop was held with all major stakeholders in the Systems ITD community, which resulted in good dissemination of the findings and potential areas for exploitation of the technologies by Systems ITD Leaders.

Eco-Design activities (WP100.2) In 2018, lots of activities have been continued and started in line with the general objective to identify and maturate environmentally-friendly materials and processes for systems. Two main axes can be highlighted:

Green surface treatments & coatings, to reduce environmental impacts and comply with REACH regulation: good results have been achieved in 2018 for Chromium CrIV free related studies (examples being: optimisation of a Sulfuric Acid Anodizing (SAA) sealing process within SEALANT or anodic layers removal solution to be investigated within CR FREE).

Composites and light alloys with improved properties, for lighter components and emissions reduction: good preliminary results have been achieved in 2018 for the characterisation and feasibility demonstration of functionalised composite (examples: electrical conductivity within ECOFUNEL or reinforcement within IMCOLOR).

Aircraft and systems simulation core environment TRL5 reached (WP100.3) A TRL5 prototype of the core simulation environment has been developed and demonstrated, focusing on the implementation of additional functionalities of the toolchain including steps showing integration and usability between different tools to achieve a collaborative, iterative, open, modular, adaptable and agile design process for multi-physical systems. The development and validation of a platform for design and optimisation of energy and power management strategies at aircraft level was completed. Collaboration between the project and other Systems ITD Members continued successfully in 2018 focusing on electro-mechanical actuation (EMA) and electro-hydraulic actuation (EHA) design optimisation at both system and aircraft level. Activities related to virtual testing of actuation systems were initiated with Collins Aerospace in late 2018 and will continue in 2019. The achievements were disseminated at a number of key aerospace events including the Farnborough Airshow, Aviation 2018 and SAE Aerotech and internally in Systems ITD, including meetings with airframers and open-access to TRL5 demonstrator.

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ECO – Eco-Design Transverse Activity


Integrating ecologic and socio-economic effects, Eco-Design Transverse Activity (TA) strongly contributes to sustainability and future competitiveness of the European aviation industry. It covers the assessment of materials, processes and resources (MPR) employed along the entire aircraft life cycle, assisted by the development and integration of fundamental methodologies, tools and databases into a comprehensive platform. Based on the structure of eight Eco themes7, Eco-Design enables an extended Life Cycle Analysis (LCA+), going far beyond aircraft operation, to enable future standardised, consistent and comparable analysis with regard to Design for Environment (DfE) approaches.

During 2018, under the Eco-Design coordination, a consolidation of the strategic view and the launch, supported by the technology mapping, of a first set of pilot projects defined with SPDs has taken place mainly in the area of surface treatments, composites and recycling technology. A series of new projects has been selected and integrated in GAMs including subjects like 3D printing and eco efficient factory aspects providing a valuable portfolio to the action. In addition some novel concepts, like the design for environment and the socio-economic derivative, have also been introduced.


Eco-Design TA coordination refocus on cross valuable themes

The following themes have been agreed as key to be pursued through the action with the Eco-Design analyst team’s support and guidance: REACH, recycling and end-of-life, additive manufacturing, machining, energy storage, supply and transmission, and future connected factory. Activity is sufficiently well-balanced among the different SPDs and cooperation has improved. The definition of benchmarks and coverage of the CS2 programme technologies over aircraft structures, engines and systems still need a consolidation to form the basis for future analysis. This is an essential step in view of the Design for Environment milestone. A transversal thematic workshop on composite recycling (CFRP) has been performed increasing the cooperation among SPDs and defining some candidate topic for CfPs. Other similar workshops are planned for 2019 on additive manufacturing and other subjects.

Eco-Design pilot projects and cooperation 1 year review

Following the independent experts assessment performed at the end of the previous year leading to the definition of a first list of pilot projects for the action, a review was made to assess the progress in terms of components and demonstrators relevance, technology innovation compared

7 The eight Eco themes are [A] Life Information Technologies (LIFT, Identification strategy, Life scoping), [B] Materials Processes Resources, [C] Manufacture/ Production, [D] Service to component and system (MRO, financing, accounting, storage, inside-outside gate processes, alternative parts / consumables of the shelve (COTS), Material flow logistics), [REUP] Re-Use, [EoL] End of Life, [ADS] Field Assembly-Disassembly-Separation / Integration, [ASA] Alternative Sectorial Applications.

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to reference technology, process flow charts for Life Cycle inventories and LCI data for the analysis. The outcome of the review was positive, with some areas to be improved, and it provided the guidelines for the next projects.

Implementation of call for proposals in the period 2018

Several projects with Eco-Design relevance are performed in the different SPDs.

A specific topic on additive manufacturing to enhance engine component design and process optimisation has been published. New candidate topics for future calls (i.e. composite re-use and recycling) are under discussion.

SAT – Small Air Transport Transverse Summary of activities and progress of work in 2018

In the Small Air Transport Transverse Activity (SAT TA), the main activities were the management of SAT related research and technology development activity across the relevant ITDs, driving and monitoring their technical activities, and the execution of the Loop 1 19-seats aircraft Green configuration design. One of the main efforts was the implementation of call for partners related to the SAT activities in order to harmonise the topics for SAT and have a high-level control on budget.


The following key steps were made during 2018:

• Design of Loop 1 19 seats Green aircraft; • Technology preliminary aircraft integration studies to assess benefits of CS2 technologies on

19-seats aircraft; • Agreement with TE to address demand model of 19-seats aircraft.

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WP0 focused on general project management tasks. In WP1 the focus was concentrated on call planning and topic descriptions (CfP 9 and 10), discussions on a TE-IS Call for Tender, exchanges with Clean Sky 2 partners on metrics/reference aircraft as well as exchanges with the JU on the TE light projection. WP2 dealt with the interfaces between the TE and IADPs, ITDs and TAs. Monthly teleconferences took place to exchange on the TE light projection, the “Techno2Models” table, indicators to measure competitiveness, additional noise metrics as well as the preparation of the TE CfP rounds. Specific meetings with SPDs were organised covering topics like climate impact, noise, competitiveness and forecasts & scenarios. A TE-SPD workshop took place at the end of October. Specific exchange meetings were also held with Eco-Design and EASA. In WP3 work on modelling of 3 concept planes with an expected entry into service in 2050 has been continued. The 19, 150 and 550 passenger aircraft are planned to be integrated with low TRL technologies to avoid overlap with SPD concept planes. Detailed design studies for a small regional hybrid electric vehicle are currently in progress. Plausibility checks with SPD models have been done. Results for the REG 50/70 Seat Multi-mission Reference and Concept Vehicle have been produced. The TLARs for all reference and concept aircraft are nearly completed. Inputs are still expected for the reference compound rotorcraft and for the ultra-advanced long range concept aircraft. In WP4 a representative set of European airports based on a classification of primary hub, secondary hub and regional airports has been selected in preparation for the 1st assessment. Also the assessment process was defined, i.e. in terms of scope, the main underlying assumptions and the indicators to be used. Eventually a preliminary noise input has been elaborated for the light projection assessment using the noise objectives as starting point. In WP5 work was carried out for the light projection assessment. For this a simplified world fleet forecast has been produced including concept aircraft replacement scenarios. The environmental impact in terms of emissions was evaluated using the manufacturer´s vehicle objectives and entry into service assumptions for the mainliners and regional fleet. Additionally socio economic analysis was done at global level for the gross value added development and at European level for employment both for the time frame of 2050. A list of potential indicators reflecting competitiveness was elaborated and after a workshop with SPDs established. Connectivity examples in terms of combination of aircraft and car travel times were evaluated using European wide data. In the frame of WP5 CfP05 work was also executed for rotorcraft assessments using 1st model inputs from manufacturers yielding first environmental results for CO2. The increased mobility of fast rotorcraft for oil platform traffic in the North Sea was analysed. Also forecasts for future 2035 Small Air Transport, business jet and rotorcraft fleets were elaborated. In WP6 a white paper on the TE information system was written, and based on this the technical requirements for it defined as being part of the an upcoming cft documentation in 2019. In WP7 the TE Dissemination and Exploitation plan was defined and an update of TE website done. Additionally animations for the “Omniglobe” spherical projector were implemented and shown at the Tokyo airshow 2018 as element for dissemination activities.

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The major achievement of TE in 2018 was the performance of a “Light projection”: the elaboration of a global forecast followed by simplified impact assessments for emissions, connectivity and economy. The Clean Sky 2 Joint Undertaking is committed to alleviating environmental impacts of aeronautics and fostering the competitive advantage of the aeronautical industry and supply chain in Europe. In particular, Clean Sky 2 has set out an ambitious objective to reduce CO2, NOx, and noise emissions by 20 to 30% as compared to the ‘state-of-the-art’ in the year 2014. The light projection report provides an overview of the emission reduction potentials at the level of concept vehicles or demonstrators and their underlying key enabling technologies along with a first appraisal of the expected overall benefits of Clean Sky 2 at fleet level. Based on the global fleet forecast, it can be assumed that by the year 2050 approximately 50% of vehicles might carry major Clean Sky 2 technologies resulting in an overall reduction of 13% in global CO2 and NOx emissions, while passenger numbers will grow from 3.4 billion in 2014 to 12.3 billion in 2050 accompanied by an increase of flights from 32.2 million to 69.3 million in the same time span. Noise reduction potentials, again for the year 2050, are found to range from 10% to 30% in terms of surface area in the vicinity of airports exposed to significant noise levels and to vary between 10% and 45% in terms of population affected. Concerning socio-economic impacts, potentially significant benefits for Europe can be expected, for connectivity including for remote regions, potentially for job creation in the European aeronautics sector, and for direct gross value added from the air transport industry, where we expect a doubling; as well as potential savings of €4.6 billion (monetised) in terms of 208.5 million tonnes of CO2 not emitted in 2050. The report is concluded by outlining a set of competitiveness indicators for a more rigorous treatment of this particular aspect in future analysis.

Implementation of call for proposals in the period 2018

TE Call for proposal round 05: This activity was running in 2018 (see above descriptions in WP5) for rotorcraft and airport assessments as well as for SAT/business jet/rotorcraft forecasts elaboration. TE Call for proposal round 07: The “technology diffusion” project negotiation phase is near to closing and the kick off meeting will take place in early 2019. TE Call for proposal 09: the following call topics were published:

Alternative fuels and propulsion

Overall Air Transport System Vehicle Scenarios

Regulation and policy scenarios TE Call for proposal round 10: The topic descriptions for airport assessment, rotorcraft assessment as well as SAT/business/rotorcraft forecast continuation were written.

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1.7. Call for Tenders

No calls for tenders’ processes were launched in 2018.

1.8. Operational budget execution

In 2018 the JU managed the Clean Sky 2 programme (Horizon 2020) with a corresponding amount of commitment appropriations of €356.4 million planned. The JU executed 100% of the operational budget. The available payment appropriations amounted to €324.1 million and were executed to 98.8% of the available funds.

Title IV CS2 Budget execution

Executed CA Executed PA

LPA 62.713.256,66 43.816.184,24

REG 16.862.577,03 15.755.140,10

FRC 62.174.360,36 44.393.285,81

AIR 43.351.734,12 45.772.906,84

ENG 40.470.419,52 42.033.109,81

SYS 29.569.874,69 33.416.916,37

TE 894.048,99 998.027,07

ECO 999.950,01 1.159.605,85

SAT 0,00 72.724,69

TOTAL CS2 GAM 257.036.221,38 227.417.900,78

100% 100%

GAPs 99.340.073,45 96.648.738,08

100% 97%

TOTAL CS2 Operational

356.376.294,83 324.066.638,86

100% 99%

At a glance, a breakdown of the areas of commitment and payment is illustrated.

1,4%0,9%

27,2%

70,4%

Staff

Infrastructure

Operational CS2 - GAPs

Operational CS2 - GAMs

Commitments

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Budget evolutions The Governing Board adopted the original 2018 budget for Clean Sky 2 Joint Undertaking for the global amount of €295.7 million in commitment appropriations and €340.5 million in payment appropriations in October 2017. In 2018 the Governing Board adopted two budget amendments. In April 2018, the budget was amended in order to adjust the commitment and payment appropriations - as a consequence of the correction of the estimated carry-over. The second amendment of the year 2018 had as main purpose to re-inscribe de-committed credits and to re-allocate them in accordance to the revised operational and administrative needs. The final budget adopted by the Governing Board in October 2018 for implementation amounted to €367.6 million in commitment appropriations and €340.3 million in payment appropriations. The complete details of these amendments are made publically available under the section ‘Key Documents’ on the JU’s website.

1,5% 0,6%

29,2%

68,7%Staff

Infrastructure

Operational CS2 - GAPs

Operational CS2 - GAMs

Payments

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1.9. In-kind contributions

In-kind contributions (IKC) are provided by the private members throughout the lifetime of the programme. The amounts are set out in the Clean Sky 2 Regulation:

H2020 (m €)

Max. Union contribution for operational expenditure 1.716

Max. total EU contribution to operational cost of private members (Leaders/Core-Partners/Associates)

1.201

Min. expected contribution from private members to the Joint Undertaking

2.193

Private Members contribution for operational expenditure for funded projects – in-kind (IKOP)

1.1908

Minimum Private Members contribution for additional activities – in-kind (IKAA)

965

H2020 programme: The private members can provide their in-kind contributions in two ways under the H2020 programme: in-kind contributions from operational (JU funded) projects, i.e. unfunded share of costs on JU projects (IKOP) and in-kind contributions from implementing the so-called additional activities (IKAA). IKOP certification and validation According to the Clean Sky 2 JU regulation, all costs to be taken into account as IKOP must be certified. The IKOP values mentioned in the table below show both the reported and the certified and validated amounts to date. As of the cut-off date of the Final Accounts 2018, the JU has validated certified contributions to the value of €273.9 million. A breakdown by area of the projects is provided below9. The difference between the reported and certified values is linked to the grant reporting cycle, as for 2018 only the estimates received from Members are available and the certification of these amounts in the final period of the ongoing GAMs10. The procedure for the management of in-kind contributions is under revision in order to reflect the transfer of all the GAMs to H2020 EC grant management tool.

8 This figure is an estimation. 9 Including the estimated amounts by private members for 2018. 10 The duration of the current GAMs is 2018-19 and the final reporting will take place in March 2020.

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ITDs/IAPDs GAM 2014 – 2018 JU contribution

Reported IKOP by private members 2014-2018

Certified and validated IKOP 2014-2017

Still to be certified IKOP

AIRFRAME 109 744 174 83 597 027 56 971 531 26 625 496

ECO-DESIGN TA 1 636 551 2 201 094 1 583 133 617 961

ENGINES 116 236 876 111 128 959 79 542 406 31 586 553

FAST ROTORCRAFT 58 221 789 45 320 252 25 886 798 19 433 455

LARGE PASSENGER AIRCRAFT

104 527 496 88 734 235 43 621 358 45 112 877

REGIONAL AIRCRAFT 33 704 735 30 156 906 18 936 109 11 220 797

SMALL AIR TRANSPORT 432 373 303 977 254 349 49 628

SYSTEMS 80 995 936 69 360 733 46 684 566 22 676 167

TE 1 204 517 600 042 371 351 228 691

TOTAL 506 704 447 431 403 226 273 851 600 157 551 626

IKAA certification and validation The IKAA value of €801.7 million reported includes a total amount of €620.0 million fully certified by the members’ external auditors and validated by the GB for the period 2014-2018. This value has also been provided to the Governing Board for its opinion in accordance with Article 8 (2) (j) of the Statutes of the CS2 JU. The additional activities underlying the values validated by JU management to date and reported for the period 2014-2018 consist of:

Preparation of test aircrafts/platforms including infrastructure for flight testing; Development and testing of advanced component technologies, modelling, control systems and

materials systems for the engine demonstrator programme; Development of accompanying manufacturing methods and techniques, e.g. for laminar wings; Development of supporting technologies, e.g. research and technology development of

architectures, technology bricks and other enablers for systems and airframe; Aircraft architecture design process; New manufacturing and assembly techniques; Composite manufacturing processes; Activities concerning the innovative passenger cabin; Configuration optimisation tools; Development of various technologies/materials lowering operating and life cycle cost; Counter-Rotating Open Rotor related complementary activities; Landing Gears complementary activities; Preparation of simulated environment for integration of early developments.

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At the end of 2018, at programme implementation level, the JU incurred 38% of the total programme expenditure11, whereas the Members already provided 57% of the expected total IKC. Looking at the breakdown of IKC: on the level of IKOP the provided contribution (36%) is below the overall programme progress rate (38%), however on the IKAA level the provided contribution rate is very high (83%). Assuming that the current trend will be constant for the remaining years of H2020 programme, the private members will exceed the overall €2,155.00 million IKC obligation as required by the Council Regulation.

Targets CS2

Regulation m€ Actual *

2014-18 m€ Achieved

%

Max. Union contribution for operational expenditure 1,716.00 652.43 38%

Max. total EU contribution to operational cost of private members (Leaders/Core-Partners)

1,201.00 509.51 42%

Min. expected in kind contribution from private members for operational activities (IKOP + IKAA)

2,155.00 1,233.13 57%

Private Members contribution for operational expenditure for funded projects – in-kind (IKOP)

1,190.00 431.40 36%

Minimum Private Members contribution for additional activities – in-kind (IKAA)

965.00 801.72 83%

*2014-17 are certified figures, the 2018 figures are based on reported values provided by the Members

11 2014-17 are validated and certified figures, the 2018 figures are based on reported values provided by the Members.

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1.10. Synergies with the European Structural and Investment Funds (ESIF)

The Clean Sky 2 Joint Undertaking is called by its founding Council Regulation no. 558/2014 of 6 May 201412 to develop close interactions with European Structural Investment Funds (ESIF) and to underpin smart specialisation efforts in the field of activities covered by the CS2 JU.

Since the year 2015, the following figures show the progress in the action undertaken by the JU:

The Europe 2020 strategy towards smart, sustainable and inclusive growth makes significant progress by building on the synergies between the cohesion policy – European Structural and Investment Funds (ESIF) – and the excellence objectives within Horizon 2020.

Synergies between ESIF and Clean Sky maximises the specific value added of Smart Specialisation Strategies (S3) investments such as the capacity to support effectively aeronautics capacity building and the exploitation of research results for raising the overall social/economic impact of European aeronautics sector.

Therefore, the JU strongly supports synergies with ESIF by allowing complementary activities to be proposed by applicants to CS2 calls and by amplifying the scope, adding parallel activities or continuing CS2 co-funded projects/activities through ESIF in synergy with the Clean Sky 2 Programme and its technology roadmap. The JU also promotes the use of ESIF to build and enhance local capabilities and skills in fields related to the Programme, in order to enhance the level of European competitiveness of stakeholders in this area.

Action plan

At strategic level, the JU implements a coherent and comprehensive strategy and a pilot action plan on synergies with Member States and Regions which are interested in investing ESIF or regional funds into the aeronautics area and other related technologies in this domain. In this regard, the JU is developing close interactions with the interested Member States (MS) and Regions in Europe and is discussing, based on the priorities set out in their Smart Specialisation Strategies (RIS3), a possible cooperation and the most appropriate modalities for developing synergies depending on the level of interest and commitment which the Member State/Region may decide to engage with.

Regional cooperation on synergies with the CS2 JU – the MoU framework

To facilitate the synergies with ESIF, CS2 JU considers the signature of a MoU framework to be an

12 See in particular n° 21: “the CS2 JU should seek to develop close interactions with the ESIF, which can specifically help to strengthen local, regional and national research and innovation capabilities in the area of the Clean Sky 2 Joint Undertaking and underpin smart specialisation efforts.”

17 MoU

> 60 Regions/Countries

with priorities in RIS3

> 30 Projects

8 Synergy Labels

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important and effective way to take a strategic approach and discuss in advance with Member States and regional authorities ways to stimulate synergies based on the regional strategy/RIS3 and the applicable ESIF regional funding instruments or other regional funds, to identify thematic objectives or align the regional instruments to support synergetic pilot projects.

In 2018, the CS2 JU further extended its bilateral contacts with a number of interested Member States and Regions based on the RIS3 priorities mapping drawn up by the CS2 JU, which shows over 60 Regions that indicated aeronautics or correlated areas to CS2 JU scope among their R&I priorities. A further MoU was signed in 2018 with Brandenburg in Germany, which brought the number of MoU in force by 31 December 2018 to 17 (see map below of the existing MoU cooperation). This may be followed by the signature of a few other possible cooperation agreements in the year 2019 within the estimates provided in the CS2 JU Development Plan to ensure consistency with the overall programme strategy and development.

State Representative Group - Working Group on synergies

In the framework of the State Representative Group (SRG) and its statutory mandate and tasks, a Working Group (WG) was set up in 2017 on synergies between national/regional programmes and CS2 JU. This WG responds to a recommendation from the 2017 Interim Evaluation of CS2 JU by reinforcing the SRG statutory task to provide information on national programmes and identify interfaces/areas of cooperation.

In 2018, the SRG WG focused on: Data collection on national programmes/funding schemes, and links with CS2 objectives

and ITDs/IADPs through “country fiche” papers; Elaboration of country level analysis on possible synergies and drawing up of “Country

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Fiches” for the following Member States: DE, RO, GR, BE, AT; Analysis of information and data gathered, and bilateral exchanges; Drawing up conclusions and inputs on synergies in the next framework programme.

MoU implementation in 2018

In the framework of the MoU implementation, some Member States/Regions under a MoU launched calls and funding schemes that either included topics dedicated to aeronautics and synergetic to CS2 JU or incentivised the submission of proposals complementary to JU activities and objectives. Additionally, more than thirty (30) projects with a budget of more than 40 million €, were leveraged through the MoUs. Some examples of calls launched or new projects funded in 2018 are hereby provided: Campania The Campania Region published on 21 May 2018 an R&I technology transfer call to support regional stakeholders within the areas of the ‘regional smart specialisations strategy’ (RIS3) priorities, which includes ‘Aerospace’ amongst other priorities. Under the notice, projects of technology transfer and for industrial take-up of innovative companies may be supported. Within this category of projects, a specific budget of €10 million was allocated to support, with priority, proposals that fell within the technology priorities identified by the Region in the field of aerospace and which were identified as being coherent and contributing to the objectives of Clean Sky 2. A total of 9 projects were supported under this regional call. Castilla-La Mancha

Castilla-La Mancha region launched (end of 2017) a regional call under which companies, also from the aeronautical sector (which is a RIS3 priority of Castilla-La Mancha region), could submit proposals in the field which are synergetic to CS2 JU. The call also provided some favourable conditions to the proposals which had a positive evaluation by the CS2 JU, such as proposals in the reserve lists of the CS2 calls (which may still be considered valid for both the stakeholder and the JU as complementary activities) or complementary activities submitted to the CS2 JU. One more pilot project (GRECO) complementary to Clean Sky 2 activities and programme was funded in 2018 under this regional call.

Czech Republic

A complementary call to Clean Sky 2 JU under the National Operational Programme ‘Aplikace’ was launched (end of 2017) by the Ministry of Industry and Trade of Czech Republic. The call aimed at supporting RDI projects complementary to Clean Sky 2 and its technical scope as defined in the Work Plan, and had a total budget of 400 million CZK (approximately €15.5 million) from the European Structural and Investment Funds. This was an important first pilot complementary call at national level and represented a major milestone in the implementation of the action plan. Five projects were selected for funding in 2018 under this national call.

Occitanie Occitanie re-launched in 2017 the R&I call ‘Readynov 2018’* (successor of Easynov 2016 and Readynov 2017) which included a part dedicated to aeronautics and related industries. The call covered a number of topics related to aeronautics technologies in line with Occitanie RIS3 priorities and aimed also to support proposals linked to Clean Sky 2 topics by referring to the CS2 JU Work Plan in terms of scope. Additionally, the Occitanie Region also launched in December 2017 the

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‘Programme d’Investissements d’Avenir (PIA3) Action: Occitanie Projets d’Innovation PIA3’, which also focussed on the RIS3 priorities. In the context of the MoU cooperation, sevencomplementary projects linked to Clean Sky 2 topics were validated for support by the Region. Portugal

The Portuguese National Innovation Agency (ANI) had launched in 2017 the national R&D calls PT2020 for Collaborative R&D projects and Demonstrators and Pilot Lines (individual and collaborative projects). One pilot project (MOSHO) was selected in 2018 for funding under this call. Västra Götaland In the context of the MoU cooperation, the regional authorities decided in 2018 on the co-funding of an additional pilot project (PEPLAB) linked to Clean Sky 2 activities. The other three complementary projects already funded in the previous years (‘Additive manufacturing lab’, ‘FIA’ and ‘SVIFT’) are under implementation. Romania

In the context of a national call that had been launched since 2016 by the National Authority for Scientific Research and Innovation of Romania (ANCSI), one more complementary project was selected for funding in 2018. This pilot project “DORIC” was also awarded the Clean Sky Synergy Label. Zuid Holland

The ESIF/Regional Development Funds [EFRO] approved in December 2017 the proposal ‘Composite Automation Development Centre (CADC)’, which demonstrates strong synergies with the work from TU Delft and Fokker, both Core Partners (in LPA and in AIR). The total regional funding is €2.25 million and the project is expected to start in the first semester of 2018.

The JU will continue implementing the MoUs in force throughout the year 2019 in view of supporting more upstream coordination with RIS3 and the implementation of more ESIF projects, and will continue identifying more best practices in view of the next framework programme.

Clean Sky Synergy Label In 2018, two more complementary proposals were awarded the quality certification of the Clean Sky 2 synergy label and were highly recommended for support through the ESIF.

DORIC - ESIF complementary activities in the area of Engine ITD OSIRIS – ESIF complementary activities in the area of Systems ITD

In addition the JU was asked by some Regions under MoU to act in the regional evaluation committees or deliver a synergy assessment to contribute to the regional evaluation process of R&I proposals received under the regional calls.

Regional participation in Clean Sky 2

The JU has also elaborated a statistical analysis regarding the participation of the regions in CS2 calls. According to the data, by the end of 2018, 107 regions from 27 countries have participated in CS2 winning proposals.

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Dissemination and communication activities

In 2018, the JU updated the website section13 dedicated to the cooperation with Member States and Regions and uploaded many useful information and links. The JU also re-published the brochure ‘Clean Sky working together with the Member States and Regions’. This brochure provides an insight into how Clean Sky develops closer interaction with Member States and Regions and promotes the synergies with European Structural Investment Funds (ESIF) in the field of aviation. Several examples of ESIF funded projects under the MoUs are provided, as well as a statistical overview of participation in Clean Sky 2 calls and additional information related to ESIF and the implementation of MoUs.

In 2018, the JU also took part in specific sessions and information meetings and organised a series of events, as follows: Info day dedicated to CS programme, the CfP9 and Synergies that was organised in Bucharest

on 4 December by INCAS and Romanian authorities. Info day dedicated to CS programme, the CfP9 and Synergies that was organised in Bordeaux

on 19 November by the Region Nouvelle Aquitaine and Aerospace Valley. Conference “INDustrialTECHnologies2018” (INDTECH) - Innovative industries for smart growth -

organised on 31 October by the Austrian Presidency of the EU and the European Commission. Clean Sky participated as a speaker in the Session 3.4 on “Co-Programming Partnerships”.

Info day dedicated to CS programme, the CfP9 and Synergies, that was organised in Bilbao on 30 October by the Basque country.

Participation in a regional Info day that was organised on 24 October in Milan by the Lombardy region.

Participation in a workshop dedicated to Clean Sky, organised by the CZ Ministry of Industry and Trade on 10 October in Prague.

Participation in European Week of Regions and Cities – Clean Sky partner at Andalusia workshop: “Cohesion Policy Boosting Regional Industrial Transition Based on RIS3” that took place in Brussels on 9 October.

Participation in “European Symposium on synergies between EU funding for defence and dual use R&I” organised by the Commission (DG for Internal Market, Industry, SMEs and Entrepreneurship) and Andalusia Region, on 3-4 October in Seville.

European Conference "EU Funding for Defence and Security Projects", Berlin. CSJU chaired the Session: Building Synergies between ERDF & H2020 in Order to Maximise the Impact of EU Research & Innovation (R&I) Investments, that took place in Berlin on 27-28 September.

Clean Sky session “Clean Sky boosting European Aviation Research & Innovation and building synergies with Member States and Regions” organised by the JU at the ILA Berlin on 26 April.

Participation in a ceremonial event in TU Delft, where the project “CADC” was awarded the Clean Sky synergy certificate” on 7 April in Delft.

CS2 JU co-organised a joint event with the EC JRC Seville, CoR, Fuel Cell and Hydrogen, Bio-Based Industry Joint Undertakings that took place in Brussels on 7 March.

13http://www.cleansky.eu/httpdocs/structural-funds-and-regions

http://www.cleansky.eu/httpdocs/structural-funds-and-regions

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2. SUPPORT TO OPERATIONS

2.1. Communication activities

In 2018, Clean Sky 2 reached the halfway point of the programme, making steady progress towards its goals to reduce emissions and noise levels from aircraft. The innovative technologies under development within the programme and increasingly broader partnerships across Europe are central to Clean Sky’s advocacy and communication activities, given the high expectations of target audiences from both the political side and from potential industrial and scientific stakeholders. In addition, Clean Sky aligned more than ever to the European Commission’s communications on Horizon 2020 and its successor Horizon Europe by sharing messages and referring to the far-reaching EU innovation vision and policy in connection with demonstrations, events, and news about the programme. Ensuring that key figures in the European institutions are aware of the activities and achievements of Clean Sky is a particular priority, especially regarding the wide participation of diverse European actors and the programme’s progress in realising its environmental objectives. In 2018, this involved regular, constructive and positive communication, including meetings and events with the European Commission, the European Parliament and the EU Member States. In parallel, there has been a noticeable growth of interest in the Clean Sky 2 programme in and outside Europe. Communication activities are managed according to a Communication Strategy adopted by the Governing Board on a multiannual basis. Throughout 2018, Clean Sky worked with its institutional and industrial Members on a 2019-2020 Advocacy and Communications Strategy, which was adopted by the Governing Board in December 2018. The Strategy is fully designed to support the organisation at a time of political and public consultations and discussions on the future of the European partnerships for aviation. A detailed 2019 Action Plan was also endorsed identifying objectives, target audiences, messages and tools. The key priorities in 2018 were: demonstration of Clean Sky 2’s successful outcomes, positive reputation, expanding networks, brand building and visibility. To this end, the communications strategy in 2018 took place in three main strands: 1) stepping up digital communications; 2) accelerating content creation and consolidating branding; and 3) delivering impactful events and printed publications. Stepping up digital communications 2018 witnessed a substantial investment in the Clean Sky digital strategy anchored on www.cleansky.eu and social media channels, as well as stronger coordination of Clean Sky communications with those of the European Commission and industrial partners, universities and research centres. The highlights were: a) the production of a brand-new video on Clean Sky 2 results and key facts and figures of the programme to date; b) development of a series of digital applications on a tactile screen to demonstrate the impact of Clean Sky technologies on CO2 emissions and noise reduction; and c) stepping up on social media by creating more relevant and frequent messaging, as well as further coordination with the Commission RTD services and industrial leaders, resulting in

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increased traffic and wider outreach to more communities. In 2018, measureable increases are reported in impressions, followers and likes in:

Twitter with 81 tweets, 325.5K tweet impressions and 479 new followers bringing the total to 1670 by the end of 2018.

LinkedIn with 3000 followers and still growing. YouTube with 6 new videos added to the playlist on the Clean Sky channel (3 uploaded by

Clean Sky, 3 shared from our partners). The audio-visual highlight of the year was the new Clean Sky results video, which has had 934 views since 10 December 2018.

www.cleansky.eu with a total number of visitors to the website (sessions) of 124.621, with an ample geographical spread in Europe and globally. The most visited pages were calls for proposals, vacancies, key documents, events and key technologies.

Accelerating content creation and consolidating branding Clean Sky JU and its Members made a substantial investment in producing relevant and impactful content to showcase Clean Sky key facts and figures and technology results to date. The objective of this was to prepare for the political discussions taking place throughout 2019-2020 on the future of the European partnerships in aviation. This vision translated into the production of 1) an info-graphic visualisation on the diverse and expanded Clean Sky membership, as well as the goals and organisation of the programme. The info-graphic went online and was also printed in a poster format which was widely distributed to Members and at events; and 2) 42 stories on Clean Sky 2 results across the different technology platforms of which 18 were finalised in 2018, with a wide promotional campaign planned as from early 2019. In 2018 the branding of Clean Sky activities and results also improved substantially. The Joint Undertaking team, industrial members, SMEs, research organisations and universities made a significant effort to brand the results of Clean Sky as such, but also as part of the European Union’s Horizon 2020 programme, by posting the EU emblem in all sorts of deliverables including hardware, videos and social media posts. Delivering impactful events and printed publications Following a tested and successful model, Clean Sky organised its own events and used external high profile aviation events to raise awareness of goals and achievements while expanding its community. The following large events took place in 2018: a dozen Clean Sky 2 Info Days across Europe, the ILA Berlin Air Show in April, and the major Farnborough Air Show in London in July. Clean Sky’s participation at ILA and Farnborough Air Shows continued to be in partnership with the European Commission under the motto “EU investment in aviation”. Stands at both events showcased some 20 pieces of innovative hardware developed within the programme, demonstrating the progress achieved in the goal of reducing the CO2 emissions and noise levels produced by aircraft while strengthening European competitiveness. At ILA Berlin, a signing ceremony took place for the European Flight Lab A340 (Clean Sky’s BLADE demonstrator aircraft) in the presence of Airbus CEO Tom Enders; German Parliamentary State Secretary for Economic Affairs and Energy, Oliver Wittke; Dr Christian Ehler MEP; Director for

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Transport at the EU’s Directorate-General for Research & Innovation, Clara de la Torre; and former Chairman of Clean Sky 2 Joint Undertaking Governing Board, Prof. Ric Parker. In addition, the Clean Sky annual awards for Best Project from Partners and Best PhD also took place at ILA Berlin. Both ILA Berlin and Farnborough gave Clean Sky and the European Commission the opportunity to welcome many visitors and interact with the public at large, including during the public weekends, thus demonstrating concrete results to the wider community to emphasise a positive message of the EU’s investment in research and innovation. Publications remain a useful tool to regularly address internal and external audiences. Clean Sky’s communications include the ‘Skyline’ magazine, which is published three times per year, and the electronic monthly E-News. Both have seen their dissemination lists optimised to ensure that different services of the European Commission, Members of the European Parliament, national representatives specialising in research from the 28 Member States and not least new partners are kept abreast of Clean Sky news on innovative technologies, broader partnerships and key events. This has enabled the expansion of Clean Sky news and activities to other networks, such as partners’ own newsletters for example, thus improving visibility and brand support. On the procurement side, in 2018 Clean Sky started fully implementing a large Communications framework contract for four different communication lots that will run from 2018-2021. The Advocacy and Communications Manager is supported by an interim assistant, a trainee, and an external part-time web master.

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2.2. Legal and financial framework

New Financial Regulation Regulation (EU, Euratom) 2018/1046 on the financial rules applicable to the general budget of the Union, repealing Regulation (EU, Euratom) No 966/2012 (2012 Financial Regulation) was adopted in 2018. Therefore, in 2019 the JU will need to revise its own Financial Rules (http://cleansky.eu/sites/default/files/cs-gb-written_proc._2016-05_revised_csju_financial_rules.pdf ), in line with the recommendations from the European Commission. Governance decisions A set of Governing Board decisions related to the set-up of the governance and functioning of the JU were adopted by the Board as listed under subchapter 3.1 of this document. Closed, reopened or new court cases In 2017, five new cases were lodged by the JU against a company for the enforcement of debt recoveries by the General Court in the framework of the respective Grant Agreements. The five cases are still on-going in 2018 and OLAF was also involved. Data protection The new Regulation 2018/1725 was adopted on 23 October 2018 and entered into force on 11 December 2018. The JU started in 2018 the analysis of the new legislative framework and preparatory work to ensure timely compliance with the expected new rules as recommended by the EDPS by letter of 12 October 2017. In December 2018 the JU drew up an “Action Plan” on Data Protection 2018 – 2019 Transition to the new Data Protection Regulation endorsed by the JU management that envisages the following main steps: - Update privacy statements; - Adopt implementing rules (Executive Director‘s decision on restrictions, data breach procedure); - Update the register on data processing operations and publish it on the website; - Update internal policies and documents (e.g. privacy statements, contractual clauses) on the data protection aspects related to the launch and management of the calls for proposals, of procurement, grants and experts and the conflicts of interest and related declarations of interests. To this end, the JU Data Protection Officer/Assistant informed the staff on the new Regulation and set up meetings with colleagues from communications, IT and audit in order to raise awareness on the new framework in view of ensuring compliance of their processing operations. The DPO and its assistant followed the communications and attended meetings and trainings organized by the EDPS and worked in cooperation with the other JUs also in view of identifying possible sharing of tasks and resources efficiency in the field.

http://cleansky.eu/sites/default/files/cs-gb-written_proc._2016-05_revised_csju_financial_rules.pdf

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2.3. Budgetary and financial management

Title 1 & 2 Budget (€ m) Executed (€ m) % rate

CA 8.2 8.2 99.92

PA 8.7 6.9 79.17

Title 1 & 2 – Staff and administrative expenditures: The administrative expenditure of the JU had again a very high rate of use in 2018 showing a reliable budgetary planning for this part of the JU budget:

- For commitment, the execution rate was 99.92%, slightly higher than 98.4% in 2017 - For payments, the rate achieved reached 79.17% in 2018, lower than 93.1% in 2017

Staff expenditure budget (Chapter 11) was mainly used for the statutory staff of the JU (38 posts filled in as of 31.12.2018), although other external support was also hired in by the JU to cope with the increased workload (Chapter 12). The JU made a provisional commitment with a value of 0.8 million euro for the Ex-Post Audits carried out by the Common Support Center of the EC. As no payments linked to the Ex-Post Audits were processed, the payments consumption was impacted.

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2.4. Procurement and contracts

List of contracts signed in the year 2018 (>15.000 EURO)

Contractor Framework contract

Y/N

Selection procedure

used

Document Reference Subject Signature Date Amount (€) Commitment

European service

Network SA

Y FWC SC-01/FWC-CSJU.2017.OP.01-LOT4-01 implementing framework

contract No FWC/CSJU.2017.OP.01-

LOT4-01

Clean Sky Website 18/01/2018 52 000 SKY.1513

Moore Stephane

Y FWC Specific Contract no 06_38 implementing FWC no 30-

CE-0756492

Ex-Post audit 12/03/2018 96 994 SKY.1537

Start People Y FWC OF no 2018/65 implementing framework

contract no IMI.2016.FWC/018

Interim Staff Services 26/03/2018 10 578 SKY.1540

20STM Y FWC OF no 2018/71 implementing framework


LOT2-01

ILA Berlin - infographics

24/04/2018 52 422 SKY.1546






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Y/N

Selection procedure

used



Real Dolman Y FWC OF 2018/77 implementing FWC no IMI.2014.FWC.043

IT services- GMT server hosting 2018-

2019

26/04/2018 23 292 SKY. 1551

EU-Turn Y FWC OF no 2018/88 implementing framework


LOT1-01 as amended via Amendment no 1 on

14/11/2018

Skyline 25/26 and stickers

04/06/2018 11 984 SKY.1557




TMAB Y FWC OF no 2018/105 implementing framework


LOT3-01

Clean Sky at Farnborough 2018: hardware and stand

support

27/06/2018 39 543 SKY.1566

HADES SA N Negotiated procedure

FWC CSJU.2018.NP.01 Water supply 05/10/2018 25 000 SKY.1512




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Y/N

Selection procedure

used








EUTURN Y FWC OF no 2018/130 implementing FWC

CSJU.2017.OP.01-LOT1-01

Merchandise 2018 26/09/2018 28 021 SKY.1581




EU TURN Y FWC OF 2018/135 implementing FWC CSJU.2017.OP.01-

LOT1-01

CS 2 articles 12/10/2018 59 500 SKY.1587

20STM Y FWC OF no 2018/143 implementing framework


LOT2-01

Clean Sky 2 results video

25/10/2018 30 550 SKY.1591




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Y/N

Selection procedure

used











Baker and Tilly BE

Y FWC Specific Contract no 08_15 implementing FWC no 30-

CE-0756464

Audit of annual accounts of CSJU

20/08/2018 45 600 SKY.1568

COMPAREX Y FWC OF 2018/208 implementing FWC DI/07470

Windows & Office 17/12/2018 18 796 SKY.1584

RealDolman Y FWC OF 2018/148 implementing FWC IMI-2017-SC-218

RealDolman 03/12/2018 22 988 SKY. 1585

BT Limited, Belgian Branch

Foreign Law Company

Y FWC Common JUs Specific Contract no 38

implementing FWC no DI/07410-00

Provision of external communication

14/12/2018 120 000 SKY.1609

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2.5. IT and logistics

In 2018 Clean Sky 2 JU held the rotating chair of the IT Governance Committee of the six joint undertakings who share the White Atrium building and the IT infrastructure. As usual the year 2018 began with a maintenance and upgrade over the holiday period. The major ICT project for 2018 was the migration of all the IT applications which were running on a Belgian data center to the “EU Agency Cloud”. The Agency Cloud is the result of a joint procurement by many EU agencies which had the same needs for data center hosting and cloud services. The participation of Clean Sky 2 JU in this initiative is a result of the close networking that takes place between the IT managers of the different EU bodies and agencies across Europe. The winner of the contract to provide the Community Cloud is a consortium led by CANCOM and the physical data center used is based in Germany. Planning and implementing the migration took most of 2018 and was successfully completed in December 2018. This was a common project of all six Joint Undertakings located in the building. Future benefits of this move include a direct connection from the agency cloud to Commission IT Systems which will increase the robustness of essential connectivity. In 2018 Clean Sky 2 JU joined or activated several more framework contracts for various ICT services. One example is the migration of landline services from Proximus to BT Belgium with significant cost savings for the future. In 2018 much work was done on the project to migrate to the HR systems of the EU Institutions. This change will eliminate the need to have a local system and will provide many features currently unavailable to the JU. The system was fully tested in 2018 and functional as of 1 January 2019. At the end of 2018 the contract for ICT support for all six Joint Undertakings expired. Therefore, a call for tender was published in the spring of 2018. The evaluation was conducted during the summer. During the autumn a new framework contract and a specific contract for 2019 were put in place for four years. A revision of the business continuity and disaster recovery plans was jointly adopted among the six Joint Undertakings and later on was put to a real test in December 2018 when a broken water pipe flooded several floors of the building. The meeting rooms in the building were used more intensely and for a greater variety of meetings. Therefore, a professional site survey was conducted to produce a plan for the installation of advanced and adaptable audio-visual equipment. Based on this plan, an order for the procurement and installation of this equipment was signed at end of 2018.

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Equally, the Wi-Fi system in the building, which was installed in 2010 (and sized for a much smaller size staff population) is reaching end-of-life and is can no longer be technically supported by the contractor. Therefore, a site survey for a new, higher capacity Wi-Fi system was performed in autumn 2018 and a design was produced. This was adopted for procurement and installation early in 2019.

2.6. Human Resources

The JU establishment plan for 2018 contained a total of 42 statutory staff (TA and CA) with 38 posts filled at the end of the year. In 2018 the JU launched the recruitment process of two positions. In addition to the statutory posts, the JU relies on external service providers such as the webmaster, the IT services firm shared with the other JUs, two SNEs recruited in 2016, five interims and one trainee to provide extra support to the JU. The JU held information sessions on Ethics and on outside activities, put in place by the new decisions adopted by the Commission during the year 2018 concerning implementing rules for giving effect to the Staff Regulations regarding the middle management, the adviser function and regarding staff guidelines on whistleblowing. The JU also launched the implementation of Sysper2, the time and personal data management tool of the Commission. In cooperation with the other JUs, Clean Sky also worked on the implementation of the anti-harassment policy: the selection of the confidential counsellors has been completed and the policy and key actors have been defined. An information session specific for Clean Sky staff will be held in April 2019. As the European Commission finalised the selection of the Executive Director only in October 2018, the year 2018 has been another year of transition for the JU team. In order to consolidate the team spirit, the JU organised two team events, which succeeded in reinforcing the cohesion among colleagues. In accordance with the decision of the Governing Board regarding the reclassification system, in 2018 the JU has performed the reclassification exercise and as a result seven staff members were reclassified.

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3. GOVERNANCE

3.1. Governing Board

In 2018, the Governing Board was composed of 23 members: the Commission, with 50% of the voting rights; the 16 founding members of Clean Sky 2 Joint Undertaking, and six Core Partner representatives of the ITDs/IADPs in the Clean Sky 2 programme. In 2018, the representatives of Core Partners were Avio Aero, Aciturri, GKN, Onera, University of Nottingham, United Technologies Research Center Ireland. The Chairman of the Governing Board was Ric Parker (Rolls-Royce) and the Deputy Chairman was Bruno Stoufflet (Dassault Aviation). On 5 December, Stephane Cueille (Safran) was elected Chairman and Marco Protti (Leonardo Aircraft) as Deputy Chairman. The Clean Sky 2 Joint Undertaking Governing Board had four meetings in 2018, on:

5 April 2018 29 June 2018 19 October 2018 5 December 2018

In 2018 the Governing Board adopted the following key documents in its meetings: Meeting 5 April 2018

Decision of the Governing Board regarding the acceptance of the Core Partners' Wave 3 membership — 3rd batch;

Decision of the Governing Board taking note of the Annual Activity Report 2017; Governing Board decision empowering the Executive Director to request the

Commission's agreement to implementing rules for giving effect to the Staff Regulations;

Decision of the Governing Board adopting the First Amended Bi-annual Work Plan and Budget 2018-2019;

Decision of the Governing Board approving the Annual Audit Plan 2018 of the Internal Audit Officer (Internal Audit Capability);

Decision of the Governing Board on the action plan responding to the recommendations set out in the Interim Evaluation of the Clean Sky 2 Joint Undertaking (2014-2016) operating under Horizon 2020;

Decision of the Governing Board adopting the Internal Control Principles; Governing Board decision empowering the Executive Director to request the

Commission's agreement to the non-application of Commission Decision C(2017)6760 of 16 October 2017 governing the conditions of employment of contract staff.

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Meeting 29 June 2018

Decision of the Governing Board approving the Annual Activity Report 2017 including the corresponding expenditure;

Decision of the Governing Board approving the consolidated Additional Activities Plan 2014-2018;

Decision of the Governing Board on middle management staff; Decision of Governing Board concerning the function of adviser; Decision of the Governing Board on implementing rules laying down guidelines on

whistleblowing; Opinion of the Governing Board on the Final Accounts and Budgetary

Implementation Report 2017; Governing Board opinion on the in-kind contribution related to additional activities

declared by the Leaders and Core Partners of the Clean Sky 2 Joint Undertaking for the period 2014-2017.

Meeting 19 October 2018

Decision of the Governing Board appointing the Executive Director Meeting 5 December 2018

Clean Sky Advocacy and Compelling Communications Strategy 2019 - 2020 Decisions by written procedure

The following eight written procedures decisions were adopted:

Written procedure 2018-01 - Governing Board Decision on the acceptance of the in-kind contribution related to operational activities provided by the private members to the Clean Sky Joint Undertaking through the execution of the Clean Sky Programme (FP7);

Written procedure 2018-02 - Decision of the Governing Board adopting amendment no 1 to the Clean Sky 2 Joint Undertaking Bi-annual Work Plan and Budget 2018-2019;

Written procedure 2018-03 - Opinion on the in-kind contribution related to operational activities declared by the Leaders and Core Partners of the Clean Sky 2 Joint Undertaking through the execution of the Clean Sky 2 Programme (H2020) Grant Agreements 2014-2016;

Written procedure 2018-04 - Decision of the Governing Board approving the Ranking Lists of the selected proposals of the Call for Proposals 7 (CFP07);

Written procedure 2018-05 - Governing Board opinion on the in-kind contribution related to operational activities declared by the Leaders and Core Partners of the Clean Sky 2 Joint Undertaking through the execution of the Clean Sky 2 Programme (H2020) Grant Agreements 2014-2017;

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Written procedure 2018-06 - Governing Board decision concerning the annual appraisal, probationary and management trial period of the Executive Director of the Clean Sky 2 Joint Undertaking;

Written procedure 2018-07 - Decision of the Governing Board approving the Ranking Lists of the selected proposals of the Call for Proposals 8 (CFP08);

Written procedure 2018-08 - Decision of the Governing Board adopting the Second Amended Bi-annual Work Plan and Budget 2018 - 2019.

It can be noted that most of the decisions were adopted unanimously or almost unanimously, showing a smooth and efficient decision-making process. Each Governing Board is prepared by a ‘Sherpa Group’ meeting, chaired by the JU. The GB acted according to its adopted Rules of Procedures.

3.2. Executive Director

The Executive Director is the legal representative and the Chief Executive for the day-to-day management of the JU, in accordance with the decisions of the Governing Board, in line with Article 10 of the CS Statutes. The Executive Director is supported by three Heads of Units: the Head of Strategy and Horizontal Affairs Unit, the Head of Programmes Unit and the Head of Administration and Finance Unit. One Project Officer per SPD allows the JU to play its coordination role. The JU’s management acts on the basis of its quality system, which is described in the JU’s Quality Manual. Interactions with the SPDs are mainly governed by the Management Manual. All grant management processes applied by the JU are designed to a large extent by the Commission through the H2020 tools and other EC systems. In 2018, Tiit Jürimäe, continued to serve as Interim Executive Director. The selection procedure to appoint a new Executive Director was successfully finalised in June. In October 2018, Axel Krein was appointed by the Governing Board as Executive Director of the Clean Sky 2 Joint Undertaking, taking up duties on 1 of February 2019.

3.3. Steering Committees

Each Integrated Technology Demonstrator (ITD) and each Innovative Aircraft Demonstration Platform (IADP) in charge of specific technology lines within the CS and CS2 programmes is governed by a Steering Committee, as described in article 11 of the Statutes. The Steering Committees are responsible for technical decisions taken within each ITD/IADP and in the TE and have met regularly in the course of 2018. The relevant Project Officer, supported when needed by the Head of Unit or the Executive Director, attends these meetings. The Executive Director in particular chairs the TE Steering Committee meetings.

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Technology Evaluator and other Transverse Activities The Technology Evaluator, as a Transverse Activity, monitors and assesses the environmental and societal impact of the technological results arising from individual ITDs and IADPs across all Clean Sky activities, specifically quantifying the expected improvements on the overall noise, greenhouse gas and air pollutants emissions from the aviation sector in future scenarios in comparison to baseline scenarios. The Executive Director chairs the TE Coordination meetings. Eco-Design and Small Air Transport Transverse Activities are in charge of the coordination of their activities in cooperation with ITDs and IADPs.

3.4. Scientific Committee

The Scientific Committee (SciCom) is an advisory body to the Governing Board. In 2018, the Scientific Committee met five times:

27 February 2 May 26 June 25 September 30 November + Scientific Committee workshop (29 November)

The Scientific Committee was consulted on various documents. The SciCom was asked to express opinions and recommendations on the CS2 JU Work Plan priorities and its Calls for Proposals, on the technical, scientific and programmatic relevance of the Clean Sky 2 programme’s research and innovation actions with respect to the achievement of the environmental Clean Sky targets. In particular:

The SciCom members were involved as reviewers in the Annual Reviews and the Interim Progress Reviews of the CS2 programme. The reviewers delivered the reports and a summary concerning the main outcomes and recommendations of the Annual and Interim Reviews meetings for the Governing Board information.

The SciCom reviewed and assessed the description of the topics of CfP08 and CfP09. The analysis targeted the expected progress beyond the state of the art, the level of contribution towards the CS2 objectives, the CS2DP and the demonstrators. In addition, technical feasibility, correlation with past and on-going projects at European level and the CS2 SPDs were assessed as well.

At the request of the Interim Executive Director, the SciCom prepared a document to illustrate their vision on the future European aviation research programme. To this end, all the main stakeholders (including the European Commission) and the SciCom were invited to participate in a workshop to present their ideas about the aircraft of the future. Based on the information collected, the SciCom has compiled a summary of their vision for the future aviation research programme, which was presented to the Governing Board.

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3.5. States Representatives Group

The States Representative Group (SRG) is an advisory body to the Clean Sky 2 Joint Undertaking, established in accordance with Article 14 of the Council Regulation. The SRG consists of one representative of each EU Member State and of countries associated with the Horizon 2020 programme. It is chaired by one of these representatives and two co-chair representatives. To ensure that the activities are integrated, the Executive Director attends the SRG meetings and the Chair of the SRG attends as an observer at the Governing Board. The secretariat is ensured by the JU. During 2018 the SRG met four times:

21 March, Brussels 20 June, Brussels 19 September, Brussels 21 November, Lisbon

The SRG was informed and regularly consulted in 2018 as required by the Statutes on the progress of the programme towards achievement of its targets, on any update of strategic orientation such as the launch of the first “thematic topics”, on the level of SMEs participation and in particular on the adoption of the Work Plan and its amended versions, on the calls for proposals and on the Development Plan. The lists and topic descriptions of the calls were subject to specific consultations as part of the Governing Board consultation procedure and before official publication on the H2020 Participant Portal. The opinions provided by the SRG were duly taken into consideration by the JU as part of its review. The SRG also received and discussed the independent reports on the call evaluations from the Independent Observers. The SRG was also regularly informed on the development of the different ITDs/IADPs/TAs, on the milestones of major demonstrators and the assessment of the Technology Evaluator. The States Representative Group expressed its supportive view on the continuation of the Clean Sky Joint Undertaking instrument under the next framework programme (Horizon Europe). In December 2018 the SRG and the ACARE Member States Group concluded and endorsed a joint position paper on aviation research in the next framework programme that was disseminated by the end of 2018 to the Governing Board, the European Commission, the Austrian Presidency of the Council of the EU, other policy makers and stakeholders.

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4. INTERNAL CONTROL FRAMEWORK

4.1. Financial Procedures

In 2018 the JU completely migrated all the GAMs into the H2020 IT tool (SYGMA – COMPASS), as a consequence the Manual of Financial Procedures has been fully revised and updated. These updates consist of the intergration of the full set of new rules emerging from the H2020 guidance, including the general control framework applicable in the Commission and a series of step by step guidance for Financial Officers on checks to be performed, validation of cost claims and related reporting and payments workflow as annexes to the document.

Further awareness of beneficiaries of financial and administrative novelties was raised through the development of guidance and a dedicated annual Financial Workshop organised on 15 of November 2018, where a specific training on the EC IT tool has been provided to all participants highlighting the main specificities.

4.2. Ex-ante Controls on Operational Expenditure

With a view to the start of the ex-post audits for H2020 grants, which started to provide results only from the reporting year 2016 onwards, the ex-ante controls are of high importance. Therefore, the entire processes of planning, executing and monitoring the grants as described in the related internal manuals have been revised and implemented, to provide for updated process descriptions, templates, checklists and detailed guidance to the JU’s private members and to the JU staff. Specific attention has been paid to the processes for monitoring the strategic programme planning, establishing the work programmes of the SPDs, monitoring the budget allocation, validation of the cost claims, approval of technical reports, and dissemination and usage of research results. Under the Financial Regulation applicable to the general budget of the Union14, control activities are defined as broader than checks and verifications. Article 2 defines a control as ‘any measure taken to provide reasonable assurance regarding the effectiveness, efficiency and economy of operations, the reliability of reporting, the safeguarding of assets and information, the prevention and detection and correction of fraud and irregularities and their follow-up, and the adequate management of the risks relating to the legality and regularity of the underlying transactions, taking into account the multiannual character of programmes as well as the nature of the payments concerned’.

14 Regulation (EU, Euratom) 2018/1046 of the European Parliament and of the Council of 18 July 2018 on the

financial rules applicable to the general budget of the Union, OJ L 193, 30.7.2018

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An overall control strategy, therefore, helps achieve policy. The finance and operational teams have further intensified their cooperation in their day-to-day activities of initiation, verification and payments of invoices and cost claims, creation of commitments, recovery orders, validation of financial and technical reports and follow-up on other financial and administrative aspects of the projects. Based on a lesson learned, the finance and the operational teams agreed on additional controls in order to ensure sound financial management and perform a proper risk assessment at the grant preparation phase. For instance, the internal process for financial viability check has been reinforced. These activities have been conducted in a timely manner and monitored through the defined set of KPIs. Good performance has been achieved in particular regarding the time to pay, the budget implementation and work plan execution. Best practice and highest quality standards were ensured through the re-enforcement of the Clean Sky Management Manual, Manual of Financial Procedures and Quality Manual.

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4.3. Ex-post Control of Operational Expenditure and Error Rates identified

I. Introduction

The results of the Ex-post Audit (EPA) process represent a significant element of the Internal Control System of the JU. Besides the summary in this report, further details regarding scope and results of the audits are provided in the Annual Ex-post Audit Report 2018, which is available on the website of Clean Sky 2 JU. The main objectives of the ex-post audits are: - To assess the legality and regularity of the validation of cost claims performed by the JU’s

management, through the achievement of a number of quantitative targets; - To provide an adequate indication on the effectiveness of the related ex-ante controls. - To provide the basis for corrective and recovery activities, if necessary.

The scope of the audits performed during the year 2018 comprised FP7 and H2020 grant agreements and their expenditure. In this report, audit activities and their results are presented per programme. Whilst the audit process for FP7 projects has been carried out under the responsibility of Clean Sky 2 JU, the audit activities for H2020 grants are fully centralised in the Common Audit Service (CAS) of DG RTD. This contributes to a consistent harmonised audit approach for the totality of H2020 projects and aims at reducing the audit burden for beneficiaries who often participate in various projects with several granting authorities of the H2020 Research family15. The implementation of the audit results remains under the responsibility of Clean Sky 2 JU. On the basis of the Clean Sky Ex-post Audit Strategy for FP7, the H2020 Audit Strategy and in line with the related Clean Sky 2 JU Procedure16, the JU is establishing its specific audit results for the two programmes on the basis of its individual representative samples drawn from the CS2JU population of grants. In addition, cost claims pertaining to Clean Sky 2 projects also form part of the Common Representative Sample (CRS) of the Common Audit Service of DG RTD (CAS), which is the basis for calculating the results of the ex-post audits for the entire H2020 Research family. Furthermore, cost claims of Clean Sky 2 projects will be included in various samples of corrective (risk based) audits established by the CAS.

The Common Representative Sample (CRS) provides an estimate, via a representative sample of cost claims across the Research and Innovation family, of the overall level of error in the Research Framework programmes across all services involved in its management.

15Group of Commission services, Agencies and Joint Undertakings implementing the H2020 programme 16 Clean Sky 2 JU Procedure for implementing the H2020 Ex-post Audit Strategy

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Whilst the CRS is therefore a basic indicator of legality and regularity for the Framework Programme as a whole, Clean Sky 2 JU also examines the results of controls in its particular population to provide specific assurance on the legality and regularity regarding the JU’s individual operational expenditure. Due to the different specific samples taken for the Clean Sky 2 JU population of grants, as described in the following sections, explicit evidence has been made available to draw conclusions on the error rate prevailing in the specific population of grants of the Clean Sky 2 JU. Taking into account the above-mentioned audit layers, the following samples are considered relevant for the assurance of the Executive Director for the year 2018: (A.1) Specific sample of Clean Sky 2 JU for FP7 projects (including representative and risk

based audits) (A.2) Specific sample of Clean Sky 2 JU for H2020 projects (including only representative

audits) (B) Sample of corrective (risk based) audits of the Common Audit Service of DG RTD

(CAS) covering Clean Sky 2 H2020 projects (C) Common Representative Samples (CRS) of the CAS covering H2020 projects for all

H2020 stakeholders, including Clean Sky 2 JU

II. Scope of the audit exercises 2018 and coverage of the Clean Sky and Clean Sky 2 programmes expenditure

For the calculation of the audit coverage, the accumulated audited value covered by the EPA exercises 2011 to 2018 is compared to the accumulated total amount of validated cost claims at the date of the closing of the Annual Accounts 2018.

(A.1) Specific sample for FP7 With a view to the termination of the FP7 budget implementation and considering the accumulated results achieved through the audits of the FP7 program expenditure since the beginning in the year 2011, the audit exercise 2018 is the last one for the program. No further samples will be taken. The FP7 samples were established according to the methodology described in the Clean Sky Ex-post Audit Strategy considering the following elements: Most significant cost claims (all claims until a certain coverage starting from the

biggest ones) Representative sample selected at random (by counting) Risk based sample

In the year 2018, seven audits stemming from the representative sample were carried out on FP7 projects and are included in the audit results 2018. Additionally, the 2018 audit

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results include two audit assignments stemming from the 2017 audit exercise. The total audited value of these audits was €35 694 100 (reported validated project costs). Table 1a:

Scope of the EPA exercise 2018 for FP7 projects

Total GAMs & GAPs

2014 (or earlier)

GAMs & GAPs 2015

GAMs & GAPs 2016

audited value 35 694 100 74 743 20 381 494 15 237 863

number of cost claims

14 1 5 8

number of audits 9 1 3 5

The total coverage achieved for the FP7 programme expenditure at the end of the year 2018 is 24.7%. Table 1b:

Accumulated FP7 audit coverage

Euro

Total audited value of the years 2011 to 2018 (a) 340 033 605

Total amount of validated cost claims (GAMs and GAPs) (b) 1 378 639 276

Coverage (a) / (b) 24.66%

The specific audit coverage for FP7 Grant Agreements of Partners (GAPs) stemming from the year 2018 and previous audit exercises amounts to 4%. (A.2) Specific sample for H2020 projects (including only representative audits) The H2020 sample for 2018 was established in line with the H2020 Audit Strategy and the Clean Sky 2 JU Procedure for implementing the H2020 Ex-post Audit Strategy. It comprised of the following elements: Representative sample

- Most significant cost claims selected at random (the population was stratified to achieve a certain coverage of the most significant cost claims).

- Remaining cost claims selected at random. No risk based sample was selected

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The sample consisted of cost claims pertaining only to Members. In the first three audit exercises (2016, 2017 and 2018) no Grant Agreements for Partners (GAPs) have been selected as part of the JU sample, since auditable cost claims were still limited in numbers at the time of selecting the sample for 2018. For H2020 projects, 35 new audits covering 40 cost claims were launched until September 2018, out of which 26 could be finalised until the closure of the final accounts 2018. Additionally, the results of two audits stemming from the 2017 representative sample and finalised in 2018 are included in the 2018 reporting. The total audited value of the representative JU specific samples reported in 2018 with final results was € 21,112.706 (reported validated project costs). The total audited value of the representative JU specific samples reported in 2018 with final results was € 21,112.706 (reported validated project costs). Table 2a:

EPA exercise 2018 H2020 programme

Total GAMs 2014 GAMs 2015 GAMs 2016

audited value 21,112,706 589,139 4,981,706 15,541,860

number of cost claims 33 1 9 23

number of audits 28 1 6 21

Table 2b:

Accumulated H2020 audit coverage based on audits finalised until end of 2018

Euro

Total audited value from EPA exercises 2016 to 2018 (a) 61 312 776

Total amount of validated cost claims(b) 501,512,130

Coverage (a) / (b) 12.23%

(B) Sample of corrective (risk based) audits of the Common Audit Service of DG RTD

(CAS) covering Clean Sky 2 H2020 projects In addition to the H2020 Clean Sky 2 JU representative samples, cost claims pertaining to Clean Sky 2 JU projects have also been audited as part of the corrective (risk based) samples selected by the CAS. The JU does not consider them as representative for the specific Clean Sky 2 error rate calculation.

In 2018, 13 audits were launched by the CAS on Clean Sky 2 projects covering 28 validated cost claims stemming from Clean Sky 2 GAMs 2014, 2015 and 2016. Out of these, 9 audits could be finalised until the closure of the final accounts 2018.

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Additionally, the results of two audits stemming from the 2017 corrective sample are included in the 2018 reporting. The accumulated value of audits stemming from the corrective CAS samples reported in 2017 and 2018 was €10,399,986 (reported validated project costs). Through these samples, an additional coverage for the Clean Sky 2 H2020 operational payments of 2% could be achieved. III. Status of audits and results (error rates) of the specific samples

Table 3:

Status of current audits launched in 2018 and before (FP7 & H2020)

number share of total launched

FP7 audits

Total number launched 9 -

Pre-final reports received 5 56%

Final reports received 4 44%

Audits included in the final audit results 2018 9 100%

H2020 audits

Total number launched 37 -

Final reports received 28 76%

Audits included in the final audit results 2018 28 76%

Error rates: The representative error rate is an indicator of the quality of the ex-ante controls as it gives an estimate of errors that remain undetected in the JU’s operational payments after the ex-ante controls have been performed.

Based on the results of the final audit reports, detected errors are corrected. The extension of systematic errors is calculated and implemented following the related rules of the Clean Sky and Clean Sky 2 grant agreements. Under this assumption, residual error rates are calculated and contribute to the Declaration of Assurance of the Executive Director on the legality and regularity of the Clean Sky 2 JU’s operations. The (ex-post) residual error rate indicates the ‘net-errors’ that remain in the total population after implementing corrective actions resulting from the ex-post controls including extrapolation of systematic errors to non-audited cost claims.17

17The residual error rate is calculated according to the formula described in Annex 9.

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FP7 error rate The accumulated (ex-post) detected error rate in favour of Clean Sky 2 JU identified in the audited cost claims of FP7 projects amounts to 3.42%. The corresponding rate for the individual audit exercise of the year 2018 is 2.45%.

After excluding the results of the risk-based audit, the accumulated representative error rate is established, which indicates the error rate applicable to the entire FP7 programme expenditure of the JU before corrective measures. It amounts to 2.92%.

Considering the implementation of corrective measures, the residual error rate amounts to 1.21%. The residual error for the entire FP7 programme stays well below the targeted threshold of 2%.

Table 4:

Summary of FP7 error rates for the FP7 programme (accumulated results of 2008 to 2018):

Representative error rate (RepER%) = -2.92%

Systematic error rate (RepERsys%) = -2.60%

Residual error rate (ResER% )= -1.21%

H2020 error rate

The audit reports received provide final results for 28 representative audit engagements launched in 2017 and 2018. The accumulated (ex-post) detected error rate in favour of Clean Sky 2 JU and the representative error rate identified in the audited cost claims of H2020 projects for the accumulated audit exercises of the 3 years 2016 to 2018 amounts to 1.44%. The corresponding rate for the individual audit exercise of the year 2018 is 0.98%.18

Considering the implementation of corrective measures, the accumulated residual error rate amounts to 1.11%, the annual result for the year 2018 is 0.68%. The residual error for the entire H2020 programme stays well below the targeted threshold of 2%.

Table 5:

Summary of H2020 error rates for the H2020 programme (accumulated results of 2016 to 2018):

Representative error rate (RepER%) = -1.44%

Systematic error rate (RepERsys%) = -0.56%

Residual error rate (ResER% )= -1.11%

18 As no risk based audits have been performed the detected error is representative.

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The error rates reported for the year 2018 – accumulated and annual – confirm the level of error as identified in the previous years for the H2020 projects of Clean Sky. On the level of the programme and the actual year 2018, the residual error stays well below the targeted threshold of 2%. IV. Extrapolation of findings from specific samples

For FP7 beneficiaries, extension of systematic audit findings is performed for all audits which have identified a net systematic error rate of all cost claims included in the individual audit of a beneficiary exceeding 1% (in favour of the JU). The extrapolation of systematic errors for the audit exercise 2018 has been launched for two out of the three cases stemming from 2018 audit exercise during the months February to May 2019. The last FP7 extrapolation case will be launched in June 2019. For details, see section VI. Implementation of audit results. The extension of audit findings stemming from H2020 audits is done according to common criteria for the entire H2020 Research Family19. This means that unlike the approach applied for the FP7 audits, systematic errors identified in individual cost claims of H2020 projects will be corrected in all cost claims of the concerned beneficiaries including those stemming from different granting authorities. Since the beginning of the audits for H2020 projects, in total 10 cases of extension of findings concerned Clean Sky 2 projects, see section VI. Implementation of audit results.

V. Materiality applied for specific audit exercises

The control objective is to ensure for the CS programmes (FP7 and H2020) that the residual error rate, which represents the level of errors which remains undetected and uncorrected, does not exceed 2% of the total expense recognised until the end of the programme. 2% is therefore the materiality level set for the JU. A detailed description of the materiality criteria applied for the assessment of the audit results with a view to the assurance declaration of the Executive Director of the JU is provided in Annex 9 to this report. VI. Implementation of audit results of previous audit exercises

FP7 programme Overpayments identified in the ex-post audits carried out for FP7 projects in the years 2017 and 2018 have been recovered during the year 2018 and 2019 directly from the audited beneficiaries.

19The common criteria and harmonized implementation have been developed by the Common Audit Service of DG RTD for the entire

group of H2020 stakeholders.

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Likewise, the financial effect of the extrapolation of systematic errors detected in the ex-post audits on unaudited cost claims has been implemented. As of the date of this report, for FP7 audits of 2017, a 99% correction rate could be achieved. For audit results of 2018 10% could be corrected. Taking into account the audit exercise 2018, a correction rate of 94% for the detected errors and extension of audit findings has been achieved for the entire FP7 programme until the date of this report. Table 6a:

Total corrective action implemented for entire FP7 EPA exercise

Audited and extrapolated value

Adjustments in favour of CSJU for audited and extrapolated cost claims (100%)

related overpayment (50 % of total adjustment)

Corrected overpayment (RO issued or ex-ante correction)

correction rate for overpayments (%)

920,916,274.88 -23,775,196.46 -11,978,657.70 -11,275,704.20 94.13%

H2020 programme H2020 overpayments identified in the EPA exercise 2017 had been implemented until the closure of the JU’s Final Accounts 2017 at a rate of 66%. The implementation rate20 has meanwhile improved further to 100%. For overpayments detected in H2020 audits of the ex-post audit exercise 2018, the implementation rate is at 58% in May 2019. The rate is expected to arrive at 100% until the end of 2019, when all cases with extension of audit findings will have been processed by the dedicated unit from the Common Audit Service. On programme level, the accumulated corrections implemented so far for the H2020 programme until the date of this report represent 85% of the total impact of detected errors and extension of audit findings.

20 Following Article 21.5 of the H2020 GA, the CSJU implements audit adjustments in on-going projects through deducting the rejected

costs from the payment to the project coordinator for the next reporting period.

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Table 6b:

Accumulated corrective action implemented for H2020 EPA exercise 2016-2018

Audited value (of audited and unaudited cost

claims)

Adjustments (detected error and

extension of findings) in

favour of CSJU

related overpayment

corrected overpayment (€) (i.e. adjustments

booked in the system for

next payment or RO issued)

correction rate (%)

183,326,574 -893,453 -751,408 -641,811 85.41%

VII. Results of non-representative ex-post audits stemming from the sample of

corrective (risk based) audits of the CAS covering Clean Sky 2 H2020 projects In the year 2018, a detected error rate resulting from the sample of corrective (risk based) audits selected by the CAS covering Clean Sky 2 H2020 projects has been established and represents 1.4% of the audited CS2 H2020 expenditure. The accumulated detected error for the years 2016 to 2018 of this type of sample currently amounts to 2.2% The representativeness of the error rate is limited as the selection of the samples has not been based on a consistent methodology for random sampling and the coverage achieved is only at 2.07% (see section II above). Nevertheless, the results confirm the level of error detected in the representative audits of the JU and thus contribute to the assurance obtained from the audits.

VIII. Results of the Common Representative Sample (CRS) of the CAS covering H2020 projects for all H2020 stakeholders, including Clean Sky 2 H2020 projects

At this stage of the programme lifecycle, cost claims totalling 9 billion euro of requested funding had been received by the CAS from the services until the end of 2018. The first Horizon 2020 audits were launched in the middle of 2016 and further audits were launched in 2017 and 2018. Two Common Representative Samples (CRS), Common Risk Samples and Additional Samples have been selected. In total, by December 2018, 2383 participations had been selected for audit, covering all the services signing grants in Horizon 2020. In total, the audit of 1155 participations has been finalised by 31/12/2018 (763 in 2018). This includes 164 out of 303 selected in the first 2 CRS. The error rates at 31/12/2018 are: Overall Detected Error Rate based on 1155 participations: 1.62 %

The Detected Error Rate based on 164 out of 303 participations selected in the first CRS

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is 2.43%. However, if we take into account the draft audit reports, then the expected

representative error rate for the full sample will be around 3.32%.

The Residual Error Rate for the Research and Innovation Family amounts to 2,22 %

(2.24% for DG RTD alone); the rate is expected to rise to around 2.45% when taking

into account the draft audit reports.

The Residual Error Rate derived from the two CRSs for Clean Sky 2 JU amounts to 1.96% for audits finalised until the end of 2018.

As last year, the error rates set out above must still be treated with care. The two first CRS are not yet complete, and so the error rate is not yet fully representative of the expenditure that it covered. In addition, the first CRS was taken at an early stage of the programme in order to provide an early indication of the error rate and, also, to help assess whether the simplifications introduced in Horizon 2020 had been effective. The nature of expenditure in the first years of the programme may not be totally representative of the expenditure across the whole period of expenditure. And the programme is in any case multi-annual, so the error rates, and especially the residual error rate, must be considered over time. In particular, the cleaning effect of audits over time will tend to increase the difference between the representative/detected error rate and the residual error rate, with the latter finishing at a lower rate.

Looking at the corporate results of the Common Representative Sample of the CAS covering H2020 projects for all H2020 stakeholders, including Clean Sky 2 JU, they seem to confirm the positive trend of the H2020 error rates compared to the FP7 programme, as identified in the specific samples of Clean Sky 2 JU. There is some evidence at this point of time that the simplifications introduced in Horizon 2020, as well as the increased experience of major beneficiaries, are reducing the number and level of errors made by beneficiaries. However, beneficiaries still make errors, sometimes because of a lack of understanding of the rules, sometimes because of a non-respect of the rules. The Common Support Service of DG RTD has subsequently introduced several simplifications or clarifications in the H2020 Model Grant. The results of the first audits were considered in a working group bringing together auditors from the Commission and the Court to see where additional simplifications and clarifications may be needed21. Considerable efforts have been made by the Commission to ensure clear communication of the rules and guidance to participants and their auditors. In 2018, the Common Support Center has been attending and coordinating 15 events organised by the National Contact Points of Members States and associated members with a total of 1819 participants. Clean Sky 2 JU has performed until now 3 workshops for its Members on the eligibility rules of the H2020 programmes, in addition to information provided during Info Days carried out in the context of Calls for Proposals.

This meeting took place on 14 March 2018

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VIII. Assessment of the ex-post audit results

The final results of the ex-post audit exercises 2011 to 2018 pertain to validated cost claims for GAMs and GAPs of the years 2008 to 2017 for the FP7 and H2020 programmes. As described in the materiality criteria in the Annex 9 of this report, the control objective of the JU is to ensure for the two individual CS programmes, that the residual error rates, which represent the remaining level of errors in payments made after corrective measures, do not exceed 2% of the total expense incurred until the end of the individual programmes. The results of the EPA process 2018 reflect the legality and regularity of the validation process for GAM execution 2008 to 2017 for the FP7 and H2020 programmes. Whilst the FP7 expenditure is meanwhile fully covered through the EPA exercises until 2018, the EPA results of the year 2018 do not directly relate to the entire H2020 expenditure incurred by the JU until the end of 2018. However, the JU’s EPA strategies are implemented through an on-going process, which produces accumulated results applicable to the entire expense incurred for the CS programmes up to a certain point of time. At present we have results for payments incurred for GAMs and GAPs 2008 to 2017. The accumulated audit coverage of the validated financial statements pertaining to GAMs and GAPs for the years 2008 to 2017 is 25% for the FP7 programme and 12% for the H2020 programme. The additional coverage achieved through corrective audits launched by the CAS on Clean Sky 2 grants is 2%.

FP7 programme: The FP7 programme has been finally closed, no further financial transactions need to be considered in future audit exercises. Therefore, the conclusions on the final error rates for the entire FP7 program are presented in this report. At the end of 2018, the results established in the FP7 audit samples, stemming from eight annual exercises carried out in the years 2011 to 2018 reflect an accumulated representative error in favour of the JU in the validated FP7 operational expense of 2.92%. The corrective measures performed as a result of the eight annual FP7 audit exercises, carried out in the years 2011 to 2018, have been implemented to nearly 90%. The implementation rate expected until end of 2019 is 100%, which corroborates the calculation of the residual error rate. The final results indicate at present an accumulated residual error for the FP7 expenditure of 1.21%, which lies well below the target of 2%. Therefore, we consider the accumulated results of the EPA process 2011 to 2018 appropriate to provide assurance for the FP7 related operational expenditure as recognised in the Final Accounts 2018 as well as for the entire FP7 program. The error rate identified for FP7 grants as described in this report does not require a reserve for the legality and regularity of the FP7 programme expenditure.

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H2020 programme: The accumulated results established in the first H2020 samples of the years 2016 to 2018 reflect a representative error in favour of Clean Sky 2 JU in the validated operational expense of 1.44%, compared to 1.68% for the accumulated audit exercises of 2016 and 2017. The error rate can be considered representative, as the major part of the selected sample of the year 2018 is final and available for the error rate calculation.

The H2020 accumulated residual error rate stemming from the first 3 audit exercises amounts to 1.11%, compared to 1.30% for the first two exercises 2016 and 2017.

The accumulated audit coverage of the validated H2020 financial statements pertaining to GAMs for the years 2014 to 2017 is 12%. In view of the moderate errors detected in the first H2020 audits, the level of assurance provided through these audit results is considered sufficient for the reporting of the year 2018. The results from audits pertaining to the specific samples carried out on the Clean Sky 2 expenditure as well as the samples of the CAS (CRS and other corrective audits), indicate that, over the multiannual period and considering the envisaged level of the overall audit coverage of Horizon 2020 expenditure of Clean Sky2, the residual error rate will stay below 2%. In conclusion, Clean Sky 2 JU considers that the error rate for its individual population of H2020 grants will fall below the materiality level established, so it does not consider a reserve for Horizon 2020 expenditure of the year 2018.

4.4. Audit of the European Court of Auditors

In 2018, the JU was audited by the European Court of Auditors as set out in the Statutes. The results of these audits were published in the Court’s Report on the Annual Accounts 2017.22 As in previous years, the Court issued a positive opinion to the JU on the reliability of the annual accounts and on the legality and regularity of the underlying transactions.

The scope of the Court’s annual audit for the year 2017 comprised also a review of the results of the final evaluation of the Clean Sky programme and of the interim evaluation of the Clean Sky 2 programme carried out by the Commission in the year 2017 through independent experts. The assessment of the Court focussed on the recommendations given by the experts and the status of their implementation achieved by the JU until the end of 2017.

22 Report on the Annual Accounts of the Clean Sky Joint Undertaking for the financial year 2017, dated 02.10.2018.

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The findings and comments raised by the Court during the two audit visits performed until June 2018 have been taken up by the JU and actions have been developed to further improve the procedures of the JU and enhance controls.

4.5. Internal Audit

The Internal Audit function of Clean Sky 2 JU has been carried out in 2018 by the Internal Audit Service of the Commission (IAS) and the Internal Audit Officer of Clean Sky 2 JU (IAO). According to Article 26 of the Clean Sky 2 Financial Rules (CSFR), the internal auditor shall advise the JU on dealing with risks by issuing independent opinions on the quality of management and control systems, as well as recommendations for improving the conditions of implementation of operations and promoting sound financial management. Internal Audit Service (IAS): In the year 2018, the IAS carried out an audit on the Coordination with the Common Support Centre (CSC) and implementation of CSC tools and services. The objective of the audit engagement was to assess the adequacy of the design, the efficiency and the effectiveness of the related Clean Sky 2 JU governance, risk management and internal processes. The audit identified as a strength the active role of the JU in exchanging information with the CSC for presenting the specific characteristics of the JU and receiving the most appropriate services from the CSC. Furthermore, the auditors highlighted the joint approaches taken by the Directors of the JUs to collectively voice their needs in significant subjects like confidentiality of project data and ex-post audit arrangements. As Clean Sky 2 JU had been requested to migrate its grant agreements for Members from its own local grant management tool (GMT) to the H2020 IT tools and systems (SYGMA/COMPASS), the IAS focussed on the service provided by the CSC to facilitate this change and on the actions taken by the JU to coordinate the change process with the CSC. In this context several recommendations have been issued by the IAS to further adapt the IT systems of the Commission to the JUs’ specific needs and to resolve the remaining constraints for the data transfer pertaining to Clean Sky 2 grants into the Commission tools. The IAS recommended further finalising the development of criteria and procedures for handling confidential data of the JUs’ beneficiaries in the Commission databases. The coordination with the CSC and implementation of the CSC tools and services was covered by the IAS also as a horizontal audit topic of 5 individual Joint Undertakings. In addition to the findings stated in the individual audit of Clean Sky 2 JU, the IAS identified as horizontal areas for improvement the appropriate prioritisation of IT developments for the JUs, the reduction of the high number of meetings for individual specialised purposes, which are difficult to manage for the small size of the JUs, and the limitation of the high number of

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KPIs to be reported by the JUs to the Commission. Besides the findings related to the coordination with the CSC, the IAS addressed another area for improvement in the CS2 JU’s internal control system, which concerned the adequateness of the JU’s risk management. The auditors issued in this context a recommendation, classified as very important, for elaborating a consolidated risk register, which should cover risks affecting the programme and the JU as a stand-alone entity.

In addition to the assurance audit, at the end of 2018 the IAS performed a risk assessment of the JU’s business processes and the entire internal control system. The result has not yet been provided to the JU. Based on the outcome of this risk assessment, the IAS will establish its multi-annual Strategic Audit Plan (SAP) for the years 2019-2022.

In July 2018, the IAS has summarised the status of open recommendations of previous years in a note addressed to the JU’s GB and to the Director. According to the IAS, six audit recommendations concerning the JU’s grant management and the performance management are considered as only partially implemented. The JU has worked on the open actions and strives to achieve the closure of all of them until mid 2019.

As in the years before, no critical residual risk levels regarding the JU’s main business processes and internal controls were notified by the IAS to the JU management in 2018. Internal Audit Officer (IAO):

The IAO of the JU has summarised the main activities in the IAO’s Annual Report 2018.23 Similar to the previous years, the IAO provided in 2018 consultancy services in order to advise the JU’s management in the following areas:

- Ex-post audit exercises 2017 and 2018 for FP7 and H2020 expenditure including the implementation of audit results

- Selection and preparation of the specific EPA sample 2019 of Clean Sky 2JU - Coordination of the specific needs for H2020 ex-post audits of Clean Sky 2 JU with

the audit activities of the Common Audit Service (CAS) on the basis of the H2020 Audit Strategy

- Implementation of the anti-fraud strategy - Revision of the Internal Control framework of Clean Sky 2 JU - Risk management - preparation for the audit of the Coordination with the CSC and development of the

action plan based on the auditors recommendations - Implementation of IAS audit recommendations on the subjects of management of

the CfP process, performance management and coordination with the CSC.

23 Annual Report 2018 of the Internal Audit Officer, dated 04.02.2019.

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For the year 2018, the IAO confirmed to the GB that organisational independence has been upheld according to the standards of the Institute of Internal Auditors (IIA). However, due to repeated involvement in management tasks in the areas listed above and also related to the JU’s quality management processes, the IAO declared to management and to the GB a lack of objectivity. At the end of the year 2018, the IAO performed a risk assessment of the core business processes of the JU and identified areas which require mitigating actions of the JU management and were not covered by the JU’s own risk assessment. The most significant risks noted by the IAO concerned the following areas: Assessment of achievement of strategic objectives (environmental and economic) of Clean Sky 2 JU

- The IAO considers the time schedule of the TE2 as delayed for several reasons: the first full assessment of the TE2 is postponed until 2020. A “light projection” carried out in 2018 provided as a first step details of the methodology for estimating the achievements towards environmental objectives. The assessment of the potential economic impact has been dealt with in the light projection exercise and in a dedicated workshop but needs further development, which is planned for 2020 or 2021. No agreement could be achieved so far with the private Members to share certain business information relevant for the assessment of the impact on competitiveness.

Assignment of roles and tasks in the organisational structure of the JU

- The IAO considers the change in the organisational structure of the JU as introduced in 2017 not consistently implemented until the end of 2018. The creation of a third unit has caused uncertainties regarding responsibilities and reporting lines, which may hamper effective work and motivation of staff.

Use of SYGMA/COMPASS for Clean Sky 2 JU grants

- After the transfer of the GAMs for 2018 into the EC tools at the end of 2017, the IAO still sees several unsolved issues at the end of 2018 concerning technical constraints in SYGMA/COMPASS to accommodate all features of the CS2 GAMs. In particular this concerns the limitations in the EC tools for the reporting of deliverables at all work-package levels and for all individual beneficiaries participating in the individual GAMs. The use of additional reporting means outside of SYGMA/COMPASS may be required to ensure adequate monitoring by the JU but may cause significant inefficiencies.

- Furthermore, it has been noted by the IAO, that the configuration of the H2020 tools does not always provide the right options to be used for establishing the Clean Sky 2 grant agreements, e.g. for the Thematic Topics.

- The frequent changes of the H2020 model grant agreements and adaptations made in the interpretation of the eligibility rules with retrospective effect may cause confusion and legal uncertainties for the long lasting grant projects of CS2 beneficiaries.

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In-Kind Contribution (IKC) – change of process and implementation of previous audit recommendations

- Following the transfer of the GAMs to SYGMA/COMPASS the IKC reporting for the funded projects (IKOP) is done through the EC tools. A local tool had to be developed by the JU for the calculation and validation of the IKOP outside SYGMA/COMPASS, as the latter does not provide the required modules. The IAO sees the need to finalise the change in the JU’s internal processes, in the IKC procedure and the guidance for the private Members. In addition, the IAO refers to some of the recommendations issued in an audit of the JU’s IKC management in 2017/2018 regarding IKOP and Additional Activities, which were not fully implemented until the end of 2018. Pending the full implementation of the audit recommendations, the management of the IKC may still face uncertainties regarding the reliability of values and achievement of targets.

Data Protection

- The revised Data Protection Rules are applicable for the JU since December 2018. The IAO considers the actions still to be implemented by the JU in this respect as significant, e.g. providing DP training to staff, establishing the CS2 JU DP policy, updating the concerned CS2 JU internal procedures, identifying the JU processes with relevant DP issues and completing the DP register.

Internal Control System

- The CS2 JU Internal Control principles have been endorsed by the GB in April 2018. The IAO highlights that a self-assessment of the application of the principles by the Internal Control Coordinator (ICC) of the JU was only started in December 2018. In this context, the IAO points out the importance of an integrated approach for providing assurance from the level of middle management to the Executive Director of the JU to avoid uncertainties for issuing the annual declaration of assurance.

The JU management is aware of the above risk areas and is actively monitoring the execution of the required actions.

In the context of an assurance audit performed on the JU’s management of the in-kind contribution, during the year 2018 the IAO monitored the implementation of the recommendations.

At the end of the year, the majority of the recommendations had been implemented at least partially. Open actions for issues described by the IAO as very important, concern the internal workflows for managing the Additional Activities and validating the in-kind contribution of funded projects. The JU is currently setting up the required internal processes and updating existing procedures. Following a recommendation concerning the preparation for the GB decision on the validation of the Additional Activities, the process has been further refined until the date of this report.

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4.6. Risk management and conflict of interest

As one major element of its Internal Control Framework, the JU assesses and manages, through a dedicated process, the potential risks which may be detrimental to achieving its objectives. At JU level, a risk register is maintained which provides information including a description of the risk, the risk type (financial, operational and reputational), the related business process and the required mitigating action. The programme-related objectives are closely monitored by the risk management within the SPDs, for which the JU has identified its requirements in its Management Manual. The SPDs’ risks, which can impact the objectives of the programme, are consolidated in the CS2 JU risk register. The risk management performed by the JU is fully integrated into the JU's planning and reporting cycle. It is carried out: Throughout the planning and programming phase:

- Identification of risks in relation to the foreseen activities/objectives during the grant preparation phase. The Project Officers and Programme Managers review the risks when preparing the annexes which contain the description of the work; critical and very important risks are listed together with the envisaged mitigating actions in the Annual Work Plans and in detailed JU action plans.

Throughout the execution phase: - For each Level 1 Work Package of the programme, a risk analysis is conducted by

the Work Package Manager/Work Area Leader regarding the technical performance (achievement of the objectives) and the schedule. The follow-up is performed during the annual reviews.

- Specific risk reviews are presented in each Governing Board meeting, during the technical progress reviews.

- The annual risk review of the JU management on global programme level. As part of the reporting:

- A presentation of risks and risk management in the Annual Activity Report. Please see further below in this chapter the reference to the risk registers.

The recommendations for improving this risk management at operational level have been made in most reviews and have been implemented by the JU (in particular to improve the consistency across ITDs/IADPs/TAs). The JU’s Internal Audit Officer (IAO) and the Internal Audit Service of the Commission have performed independent risk assessments in 2015, which resulted in the selection of audit topics for the coming year(s) and in the identification of significant risk areas. A summary of results from the IAO’s risk assessment is reported in the Internal Auditor Officer's annual report, as mentioned above in subchapter 4.5. The main risks for the JU relate to the operational objectives of the programmes and to some core management processes, which could have an impact on the implementation of the overall programme.

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Clean Sky 2 Programme - Risk assessment 2018

Risk Description in the Work Plan Summary of actions and risk mitigation

Execution of the technical activities in Clean Sky 2 may not result in the achievement of the High-Level Goals [HLGs] as stated in the Regulation

The “flow-down” of targets from the Regulation’s quantitative HLGs into objectives at the level of integrated and viable ‘CS2 Concept Aircraft’ has been completed and adopted by the Governing Board as part of the Clean Sky 2 Development Plan. Progress towards these goals is monitored through the Technology Evaluator’s assessments, of which the first (preliminary) light projections were completed in 2018 in the report named ‘The Ambition of Clean Sky’ delivered to the JU. To support the achievement of the targets at aircraft level, lower level contributions from of each IADP/ITD and 1st level Work Packages and Major Demonstrator elements have been defined and were monitored through the periodic reporting and the reviews, including an assessment from the Clean Sky 2 Scientific Committee at aggregate level, which was submitted in June to the Governing Board for acknowledgment. The TE work plan in 2018 included the first preliminary assessment of progress towards the programme’s objectives (see above mentioned report) and demonstrated the sustained commitment towards the achievement of the objectives, as well as confirmed the goals as set are realistic and achievable. The report also confirms that the monitoring and assessment system is functional and fit for purpose for the assurance of achieving the goals for the programme. In some demonstrator areas, the reviews (and assessment by the Scientific Committee) have recommended modest adjustments to the programme content where necessary in terms of assuring timely progress and/or a sharper focus on the technologies with the highest leverage towards the programme’s environmental goals. These are followed up in the updates to the Development Plan, and Work Plan and GAMs.

Strategic or technical priorities within industrial companies may result in a lack of resources available for Clean Sky 2, delays in the completion of the activities and/or a need to revise programme content.

An ‘early warning capability’ is maintained – and was used - through quarterly reports, and the Annual and Intermediate Progress Reviews. The resulting expert and JU analysis of technical progress through these reviews is assessed, and where necessary the Private Members and subsequently the Governing Board are informed of any concerns and made aware of possible interventions to remedy any issues. No programme revisions were necessary in 2018 on the basis of this analysis. The JU team implemented a number of ad-hoc technical evaluations beyond the annual and intermediate reviews, in order to allow for a more in depth discussion and investigation, and where appropriate the programme content at lower level work packages has been revised in order to ensure their congruence with the Programme’s HLGs and implement a prioritization that ensures the programme’s success.

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Technical setbacks in one or several IADPs /ITDs/TAs may result in under-achievement of milestones and deliverables and/or a significant under-spending of annual budget.

The quarterly reporting to the programme office was maintained, checking progress in terms of resource availability for the research and progress in terms of milestones and deliverables. At each Governing Board a synthesis of these quarterly IADP/ITD/TA reports and the reported KPIs were presented along with any observations and/or recommendations from the programme office for rectification of any shortfalls. In a number of cases a re-balancing of the budget across work packages and/or across two or more ITDs/IADPs was proposed and implemented. Examples are the internal adjustments in scope and funding within the LPA IADP; a transfer of work scope and related to the propulsion/airframe integration challenges between LPA and the ENG ITD; and a modest rebalancing of activities between the AIR ITD and the REG IADP. These adjustments and re-orientations will be reflected in the upcoming revision cycles of the CS2DP and WP. The GAM Amendment has been used to update the work descriptions as required.

Planning for cost and effort for complex, large ground and flight demonstrators (10 year programme) may lack maturity and/or accuracy, leading to delayed completion of technical activities or reduced scope of activities.

Each IADP / ITD utilizes a detailed risk management and “through to completion” plan with critical path management. In the course of 2018 a first compilation of the risks from top level / strategic programme level to work package level was undertaken in order to implement a central ‘risk register’ – giving visibility across the IADP/ITD/TA areas and spanning isolated work package elements to major risks that could impact the achievement of programme goals. No IADP/ITD level risks have been found in this exercise that reach a severityto justify their monitoring at the central programme / JU level and at the level of this report of activities. The annual reviews held in 2018 and covering the 2014-2017 ‘start up and implementation phase’ of the programme was used to implement a robust review of progress, the efficacy of the plans to completion and the budgets, timelines and resource estimates. No major mismatches or critical risks were found, however some re-prioritizing of research activities is underway, and some risks of cost overruns materializing through revised costing estimates may lead to increased contributions from private members in order to maintain the demonstrator programme in scope and in time. As such, this is managed in direct liaison with the members concerned and any additional activities or non-funded activities registered and reported within the programme’s In-Kind Contributions. A robust “Gate” process is maintained for major demonstrators [in particular flight demonstration], diverting resources if necessary to alternative programme content that demonstrates clear progress towards the HLGs at lower and more manageable risk. Demonstrator / Platform reviews were held in several IADPs / ITDs in 2018 in order to monitor the progress.

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Competences and resource to successfully enable the completion and test of flight demonstrators may be underestimated or insufficient.

The required competences and resources were monitored through PDR/CDR and milestone management. The risk management approach (explained above) includes the assessment of competences and resources; the ‘early-warning system’ of quarterly reports has been used to track milestones and deliverables, and the bi-annual expert reviews (annual and intermediate reviews) were used to test each demonstrator plan robustly, including critical path management and work scope prioritization where deemed necessary. The JU team, with the support of external reviewers, has ensured that in each case a diligent check is made concerning the relevance of cost and schedule related to ‘Permit to Fly’ and airworthiness issues (if necessary commissioning further dedicated reviews). As the programme enters the phase of preparation of flight demonstrators in this upcoming year, and the actual demonstrations spanning 2020 – 2024 the demonstrator and design review cycle will be diligently followed, with external reviewers including selected members of the Scientific Committee attending to ensure a critical review process.

Some costs may be overrun, and some participants may be unable to carry on until completion. Competences and resource to successfully enable completion of the technical work programme may be insufficient.

Managing this risk is an on-going effort: ensuring the proper management of priorities: abandoning where necessary any non-crucial technology development and focusing on crucial enabling technologies in the demonstration efforts. Contingency margin in the planning of the Members is encouraged. No major mismatches or critical risks were found in 2018, however some re-prioritizing of research activities is underway, and some risks of cost overruns materializing through revised costing estimates are likely to result in increased contributions from private members in order to maintain the demonstrator programme in scope and in time. Where this is the case, the JU is confident on the basis of the dialogue with the members that this level of contributions will be committed to the programme.

Clean Sky 2 implementation and monitoring in the common H2020 grant management systems may result in an insufficient control at programme operational level due to the IT systems’ incomplete coverage of the complex, multi-layer nature of members grants (GAMs). A customised monitoring tool for the Execution of the CS2 projects may be necessary requiring more efforts to be spent than in the previously used Clean Sky Grant Management Tool.

The transition of the CS2 GAMs to the EC’s Grant Management Tools required an intense dialogue with the EC on the tools’ functionality during the year. Some issues remain unresolved as of early 2019. This will lead to further investigation to ensure their ongoing use from 2020 towards programme completion can be done with less intervention into the systems, and to ensure the appropriate level of project / programme management information for the JU’s project officers (either in the H2020 system or, if needed, with supporting local systems providing the required functionality).

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Programme risks on SPD level The SPDs manage the risks inside their projects, each using an approach agreed between the members concerned while complying with the methodology defined by the JU. Members monitor risks in the project control environment agreed specifically by the relevant consortium and discuss the evolution of the risks in the Project Management Committees and the Steering Committees as a standard item. The overall responsibility for the risk management of each SPD lies with the SPD Coordinator, who receives input from the Associates/Core Partners according to internally defined processes in the consortium. Risks have been addressed at two levels:

- associated with the CSDP and associated technologies and demonstrators. - associated with the annual work plans and associated work packages and with a view

to four categories of targets:

technical (WP, TRL & Environmental)

schedule

costs

input and resources planned and needed Conflict of interest The JU continued to apply in 2018 the decisions adopted by the Governing Board on the rules on the prevention and management of conflicts of interest applicable to the bodies of the Joint Undertaking and to the JU staff members. Fraud prevention and detection The JU management pays particular attention to fraud prevention and detection. The Internal Audit Officer of the JU participated as Antifraud Correspondent to the Fraud and Irregularity Committee (FAIR) of the H2020 research family. The H2020 Anti-Fraud Strategy is implemented by DG RTD together with its stakeholders including the JUs. One of the major issues addressed in the Anti-Fraud Strategy and the related action plan also present in 2018 was the detection and prevention of double funding. Development of appropriate IT tools was continued by the EC, but has not yet comprehensively covered the projects funded by CS2 JU through its grant agreements for Members. During the year 2018, three cases of alleged fraudulent activities were detected in connection with beneficiaries receiving funding from CS2 JU and were notified to OLAF.

4.7. Compliance and effectiveness of Internal Control

Clean Sky 2 JU implements an internal control framework applicable at all levels of management and designed to provide reasonable assurance that operations are effective and efficient, but also that the financial reporting is reliable and the JU complies with

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applicable laws and regulations. During the first quarter of 2018 this system was based on the 16 internal control standards (ICS) adopted by the Governing Board in 2010, in line with equivalent standards laid down by the European Commission. However, in April 2018, the Governing Board adopted a revised internal control framework aligned with the control framework adopted by the European Commission in April 2017. The new ICF moves away from a compliance-based to a principle-based system. It provides the necessary flexibility to adapt to specific characteristics and circumstances while ensuring a robust internal control with a consistent assessment. This approach aims at helping the organisation to achieve its objectives and sustain operational and financial performance. The new internal control framework based on 17 principles takes into account the structure and size of the JU, the nature of its tasks, and the financial and operational risks involved. The Executive Director, together with the Internal Control Coordinator and the JU staff at all levels ensure the implementation of the internal control framework. Key internal control responsibilities include:

promoting, coordinating and monitoring the implementation of the internal control framework, including supervision of control activities;

performing the annual self-assessment of the effectiveness of the internal control system, complemented by intermediate reports where needed;

performing the annual risk assessment exercise and assuring the mitigation of risks threatening the achievement of the JU’s objectives;

reporting in the AAR on the JU's compliance with the internal control principles and on the effectiveness of the internal control system that the JU has in place.

This model is embedded across the organisational structure and relies in particular on a combination of ex-ante and ex-post controls, segregation of duties, documented processes and procedures, exceptions and deviations control, promotion of ethical behaviour, and sound financial management. The 2018 annual self-assessment of the effective implementation of the internal control system was mainly based on objective examinations of reports and assessments carried out by internal and external auditors, as well as on the management overview on the progress made regarding the implementation of the corresponding action plans. In addition, the JU performed an analysis of the register of exceptions and internal control weakness or control failures as recorded during the year. Other deviations considered of limited relevance after management assessment were controlled and documented in appropriate notes to the file. Internal control matters were also regularly discussed during weekly management and unit meetings or ad-hoc meetings when preparing new processes or revising existing operating procedures. Risks identified through the annual risk assessment exercise (described in section 4.5) were also assessed and managed through appropriate controlling and mitigating actions.

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Throughout the year, particular efforts were made to monitor the KPIs. The time to pay, time to grant and budget execution were followed closely. The financial circuits were updated at the end of the year with regards to describing the financial workflows that will increase the efficiency of internal procedures for transactions.

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5. MANAGEMENT ASSURANCE

5.1. Assessment of the Annual Activity Report by the Governing Board

GOVERNING BOARD OF CLEAN SKY 2 JOINT UNDERTAKING

ASSESSMENT OF THE ANNUAL ACTIVITY REPORT 2018

The Governing Board of Clean Sky 2 Joint Undertaking took note of the Annual Activity Report 2018 (Authorising Officer's report), the provisional version of which was made available on 28 February 2019 and the consolidated version on 23 May 2019. The Board is of the opinion that the Annual Activity Report sets out the relevant highlights of the implementation of the 2018 activities of the Joint Undertaking from both an operational and administrative point of view. The Board is pleased to note the broadening of the Clean Sky 2 programme main contributors (657 participants in total from 29 countries) welcoming in particular the large number of small and medium enterprises (256), research centres (92) and universities (117), as of end 2018 and still increasing. The Board notes however that the steep and continuing increase in the level of participation impacts the workload primarily for the JU programme office, as well as for the private members. The Board is pleased to note the successful launch of the thematic topics that enable competing technology solutions to address problem statements / topics geared towards the programme’s high-level objectives, and the positive reaction from the RTD community. The Board takes note of the rapid progress in the implementation of the action plan responding to the recommendations set out in the Interim Evaluation of the Clean Sky 2 Joint Undertaking (2014-2016) operating under Horizon 2020 during 2018. The Board takes note of the good rate of budget execution achieved in 2018 and encourages the members to maintain it further. It encourages all participants to the programme to continue to meet the targets set out in the grant agreements for achievement of milestones, deliverables and optimum use of resources assigned. The Board is pleased to note that the number of strategic Memorandum of Understanding, put in place with the various regions in Europe fostering ESIF and Clean Sky synergies continued to grow. Their implementation impact is visible in strengthening the R&I

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innovation capacity of the European aeronautics regions while complementing the programme and supporting its overall objectives. The Board takes note that the in-kind contributions of the private members are brought in at a satisfactory level to meet the commitments made by the private members, in particular with reference to the additional activities provided. It encourages the members to further report in-kind contributions for operational projects. The Board notes that no critical risks have been identified regarding the JU’s main business processes and internal controls. However, given the stage of the programme’s execution, it recommends a further development and strengthening of the risk management approach, in particular enhancing the systematic monitoring of technical and financial risks in the projects. The Board welcomes the efforts made to communicate and disseminate the research results in accordance with the grant agreement provisions and encourages the private members and the Programme Office to continue the dissemination efforts by highlighting the programme’s achievements and impact. The Board takes note that the JU has fulfilled its monitoring tasks through the implementation and usage of dedicated key performance indicators for the achievement of strategic research and management objectives. The Board takes note that the ex-post audits for the FP7 programme have been finalised and results for the entire programme meet the target of achieving a residual error rate below 2%. Furthermore, the GB notes, that the H2020 audits are duly implemented and processed. The Board welcomes the established positive result visible in the achieved residual error rate level confirmed in the H2020 audit exercise 2018, which is also below 2%. Further actions to maintain the applied preventive and remedial measures as well as to continue a robust audit process for the H2020 programme will be supported by the Board. Done in Brussels, 27 June 2019

Stéphane Cueille

(Signed)

Chairman of the Governing Board

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5.2. Elements supporting assurance

Besides the dedicated supervisory activities of the Executive Director, the main elements supporting the assurance are: - the reporting of the Head of Administration and Finance (who is also the internal

control coordinator of the JU) - the reporting of the Head of Unit for Programme Management - the reporting on the accumulated results of the ex-post audit processes from 2011 to

2018 and the related implementation - the information received from the Data Protection Officer - the results of audits of the European Court of Auditors to date - the reporting of the Internal Audit Officer and the Internal Audit Service of the

Commission - the overall risk management performed in 2018 as supervised by the Executive

Director - the key performance indicators in place - the dedicated ex-ante controls of the JU’s operational expenditure - the private Members’ reporting of in-kind contributions

5.3. Reservations

No reservation is entered for 2018.

5.4. Overall conclusion

Not applicable.

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5.5. Declaration of assurance

I, the undersigned, Axel Krein, Executive Director of Clean Sky 2 Joint Undertaking

In my capacity as authorising officer by delegation

Declare that the information contained in this report gives a true and fair view1.

State that I have reasonable assurance that the resources assigned to the activities described in this report have been used for their intended purpose and in accordance with the principles of sound financial management, and that the control procedures put in place give the necessary guarantees concerning the legality and regularity of the underlying transactions.

This reasonable assurance is based on my own judgement and on the information at my disposal, such as the results of the self-assessment, ex-ante and ex-post controls, the work of the internal audit capability, the observations of the Internal Audit Service and the lessons learnt from the reports of the Court of Auditors for years prior to the year of this declaration.

I confirm that I am not aware of anything not reported here which could harm the interests of the Joint Undertaking.

Brussels, 27 June 2019

(signed)

1

True and fair in this context means a reliable, complete and correct view of the state of affairs in the Joint Undertaking.

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ANNEXES

1. Organisational chart

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2. Staff establishment plan

Category and grade Establishment Plan 2018

Staff population actually filled at 31.12.2018

Off. TA Off.

AD 16

AD 15

AD 14 1 (1) 1

AD 13

AD 12

AD 11 2 1

AD 10 3 3

AD 9 10 7

AD 8 1 4

AD 7 5 3

AD 6 10 2

AD 5 0 7

Total AD 32 28

AST 11

AST 10

AST 9

AST 8

AST 7 1 1

AST 6

AST 5 2 2

AST 4 1 1

AST 3

AST 2

AST 1

Total AST 4 4

TOTAL TA 36 32

CA FG IV 1 1

CA FG III 5 4

CA FG II

1

CA FG I

Total CA 6 6

TA+CA 42 38

SNE 2 2

TOTAL (TA+CA+SNE) 44 40

(1) Seconded official from European Commission since 16/09/2016.

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3. Publications from projects Clean Sky 2 JU has started to obtain, after the start-up and development phase of the programme, the first tangible results as demonstrated by the numerous publications shown in the following table. This table represents the status of the dissemination up to June 2018.

Description SDP Dissemination 2014-2018

Papers

Thesis/ Book

chapters Conferences

Other Diss.

Total

Dissemination and usage of results

AIR 25 1 50 70 146

ENG 12 0 28 47 87

FRC 1 0 1 14 16

LPA 20 3 33 17 73

REG 33 0 47 20 100

SYS 13 1 16 7 37

TE 2 0 0 0 0 0

Total 10424 525 17526 17527 459

4. Patents from projects The following table presents all patent requests made by Clean Sky 2 programme projects up to now. Description SDP Patents 2014-2018

Applications 2014-2018

Granted 2014-2018

Patent statistics

AIR 5 -

ENG 8 -

FRC 0 -

LPA 1 -

REG 1 -

SYS 9 -

TE 2 -

Total 24 -

24 Includes peer review papers and technical papers. 25 Master and PhD theses, book chapters. 26 Oral presentations to workshops, conferences, symposia. 27 Flyers, exhibitions, web releases, press articles, videos, publications, posters.

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5. Scoreboard of Horizon 2020 and common KPIs

Description Targets 2017 Results 2018 Results Comments

H2020 Results

SME - introducing innovations of participating SMEs

No target set

Not reported Not reported

Information not yet available

SME - Growth and job creation in participating SMEs

No target set

Not reported Not reported

Information not yet available

Patent applications and patents

> 366 patents

Not reported for H2020

Patent applications: 24

The target is established on programme level. After an initial phase of study and development, the research begins to create first important results that have been exploited through patents and license requests

Demonstration activities (number of demonstrators and technology streams)

35 Not reported Not reported

Redress after evaluations

<2% of proposals (excluding PP submission related redress requests)

<1% 1.7%

Time to grant (TTG)

80%

CfP03: 83% CfP04: 98%

CfP05: 100%

CfP06: 97% CfP07: 97%

CFP 08 on-going

Time to pay (TTP) Operational budget

95% 95% 97%

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Vacancy rate (%) 0% 7% 10%

By end 2018 the recruitment procedures were finalised and the posts filled by February 2019

Budget implementation/ execution

100% in CA 95% in PA

99% in PA

98.2% in PA

Time to pay (TTP) Administrative budget

> 95% Not reported 99%

6. Indicators for monitoring cross-cutting issues Description Targets 2017 Results 2018 Results Comments

H2020 Results

Country distribution (EU Member States and Associated countries) - numbers

EU 28: 95% Associated: 5%

GAMs: EU 28: 97.5% AC: 2.1% TC: 0.4% GAPs: EU28: 95.5% AC : 4.20 % TC : 0.30%

GAMs EU 28: 97.9% AC: 2.1% --------- GAPs: EU 28: 95.9% AC: 3.7% TC: 0.4%

GAMs signed GAPs applications/ participations

Country distribution (EU Member States and Associated countries) - financial contribution

GAMs: EU 28: 99.6% AC: 0.4% TC: 0% GAPs: EU: 97% AC: 3% TC: 0%

GAMs EU 28: 99.4% AC: 0.6% --------- GAPs: EU 28: 96.5% AC: 3.5%

TC: 0%

GAMs signed GAPs applications/ participations

SME participation - financial contribution

At least 13% GAMs SMEs: 1.5% -----------------GAPs: 25%

GAMs SMEs: 3.3% ----------------------- GAPs: 24.3%

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Gender balance - Programme participation

No target set Not reported Female participation rate: 22%

Gender balance - Project coordinators

no target 14% Female participation rate: 13%

For GAPs

Gender balance - Advisors and experts

No target set Female participation rates: 20.1% in evaluations (CPW04, CfP05, CfP06). 9.1% in Annual Reviews 8.3% in Technical Reviews (IPR) 16.7% in the SciCom 23% in the PCC

Female Participation rates: 19% in evaluations (CfP07, CfP08) 18% in Annual Reviews and Technical Reviews (IPR) 25% in the SciCom

Third-country participation

No target set 3 participations from CA, RU. No contribution (€0.01 for CA)

4 participations from CA, RU, US. No attributed contribution

Innovation Actions (IAs): Share of projects and EU financial contribution allocated to Innovation Actions (IAs)

Leaders: 100% Core partners: 100% partners: 70%

Leaders=100% Core partners=100% Partners= in number 63 % in funding 62 %

Leaders=100% Core Partners=100% Partners = in number 56.53% in funding: 57.53%

Higher percentage of RIAs in calls

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Demonstration activities within IAs

70% Not reported Not reported

Scale of impact of projects (High Technology Readiness Level)

Not reported zero No target set in the period: TRL objectives can be considered on a longer term in line with the CS2DP

Horizon 2020 beneficiaries from the private for profit sector - number of participants

not more than 60%

GAMs: 73% CfP(CfP01): = 49% GAMs IND: 68.7% SME: 10.8% RES: 0.3% (all) 79.8% ---------------------- GAPs IND: 18% SME: 31 % (all 49 %)

GAMs IND: 70% SME: 10% RES: 1% (all) 81% ------------------- GAPs IND: 19% SME: 30 % (all) 49 %

Horizon 2020 beneficiaries from the private for profit sector - financial contribution

80% GAMs IND: 79.8% SME: 3.2% RES: 0.3% (all) 83.2% -------------------------- GAPs IND: 21% SME: 25% (all 46%)

GAMs IND: 82.4% SME: 1.4% RES: 0.4% (all 84.2%) ------------------------ GAPs IND: 23% SME: 26% (all 49%)

EU financial contribution for PPP

580.6328 M€ CA: 304,5 M€ PA: 200,9 M€

CA: 364,7 M€ PA: 331 M€

28 CA for the period 2018-2019.

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Private sector contribution including leverage effect

On programme level: 125%29

IKOP reported: €266 million IKOP certified: €54 million IKAA reported: €594 million IKAA certified: €423 million

IKOP reported: €431 million IKOP certified: €274 million IKAA reported: €802 million IKAA certified: €620 million

Represents the value of the reported estimates of IKAA and IKOP Represents the value of the reported and certified IKAA and IKOP

Dissemination activities

At least 100 per year (papers, thesis, book chapters, conferences and other dissemination activities)

See annex 3. Publications from projects in AAR 2017

Peer Reviewed papers : 52 Technical papers : 52 Thesis : 4 Book : 1 Conference participation : 176 Other Dissemination Activities : 176

Similar to the FP7 programme, the Clean Sky 2 programme has started to deliver significant results after the first four years and consequently dissemination activities have started

Distribution of proposal evaluators by country

<25% from one country

EU28 nationality: Germany 14.8% France 14.8% UK (14.4%), Italy (12.2%), Spain (7.9%) Greece (4.8%). Non-EU nationality 3.5%, including Turkey (1.7%), Israel (0.9%)

CfP07: France 19% Germany 10% Italy 18% Spain 10% UK 14% Others 29% CfP08: France 18% Germany 9% Italy 20% Spain 14% UK 9% Others 30%

Both calls reported separately. KPI met in both calls

Distribution of proposal evaluators by type of organisation

<66% from one sector

For CPW04, CfP05 and CfP06: Higher Education

For CFP 07: Higher Education Establishments: 31% Non-research

29 Not applicable as annual target.

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Establishments: 29.7% Non-research commercial sector including SMEs: 17.5% Consult. firms: 9.2% Public Research Centers: 6.6% Private Non-profit Research Centers: 2.6%

commercial sector including SMEs: 22% Consult. firms: 6% Public Research Centers: 8% Private Non-profit Research Centers: 5% Others: 28%

Participation of Research and Technology Organisations and Universities in PPPs (Art 187 initiatives)

At least 25% GAMs: Number of participations: RTO: 12.2% UNI: 7.2% Total = 19.4% Financial contribution : RTO: 12.6% UNI: 3.6% Total: 16.2% ---------------------- GAPs: Number of participations : RTO: 27% UNI: 23% Total: 50% Financial contribution : RTO: 31% UNI: 19% Total share: 51%

GAMs: Number of participations: RTO: 11.7% UNI: 7.8% Total : 19.5% Financial contribution : RTO: 13.4% UNI: 3.6% Total: 17% ------------------------- GAPs: Number of participations: RES: 26% UNI: 25% Total = 51% Financial contribution RTO: 31% UNI: 22% Total: 53%

Ethics efficiency: % of proposals not granted because of non-compliance with ethical rules Time to ethics clearance for proposals invited to grant

<2%

45 days

0%;

clearance time < 45 days

0%;

clearance time < 45 days

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Residual error rate

<2% 1.46% 1.11%

7. Scoreboard of KPIs specific to Clean Sky 2 Joint Undertaking Description Targets 2017 Results 2018 Results Comments

H2020 Results

Call topics success rate

> 90% 85% 91%

WP execution deliverables versus plan

100% 62% 87%

Ex-post audit coverage

20% 11.6% 12.2% The target has been set for the entire H2020 programme. Due to low detected error rates, the target will be reduced to 15%.

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8. Final accounts

The main tables of the Final Accounts 2018 of the CS2 JU are comprised of the Balance Sheet, the Statement on Financial Performance, the Statement of changes in Net Assets and the Cash Flow Analysis. A detailed explanation to assets and liabilities of the JU and to the economic result of the year 2018 is provided in the Notes to the Final Accounts, which form part of the Final Accounts document itself.

Economic Outturn

The Statement on Financial Performance presents the economic result of the CS2 JU in the reporting period (1 January 2018 – 31 December 2018).

The most substantial components are the operational expenses incurred in-cash and in-kind for implementing the aeronautical research programmes funded by the JU. The operating expenses (‘administrative expenses’) cover the running costs of the JU.

As a result of the specific accounting rules applied by CS2 JU, the funds received from the Commission and from the other members of the JU are shown as contributions received from Members in the Net Assets of the Balance Sheet and not as revenue in the economic outturn.

The non-exchange revenues represent adjustments for contributions from Members previously recognised in the Net Assets due to subsequent changes in already validated cost claims (e.g. through ex-post audits) and miscellaneous administrative revenues.

Balance Sheet

The Balance Sheet reflects the financial position of the CS2 JU as of the 31 December 2018. Assets are comprised mainly of the fixed assets, pre-financing incurred for the execution of the grant agreements and balances with the central treasury;30 liabilities include the ‘Net Assets’ on one side and current liabilities such as amounts payable, accruals and provisions on the other.

The available funds at the year-end slightly increased compared to 2017 (2017: €10.3 million, 2018: €12,8 million).

The main fixed asset item is the internally developed Grant Management Tool (GMT).

The balance of the Net Assets at the end of the reporting period presents the accumulated contribution received by the JU from its Members (the Commission, industry and research organisations), which has not yet been received for funding the research programme.

30 In 2017 the treasury of CS2 JU was integrated into the Commission's treasury system. Because of this, CS2 JU does not have any bank accounts of its own. All payments and receipts are processed via the Commission's treasury system and registered on intercompany accounts which are presented under the heading ‘exchange receivables’.

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The Net Assets in the Balance Sheet of the JU’s Final Accounts 2018 show a positive balance of €2.9 million.

The two main elements are the outstanding pre-financing (most of the 2019 GAM pre-financing was paid in December 2018) and the non-validated Members’ in-kind contribution.

Main tables:

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9. Materiality criteria

This annex provides a detailed explanation on how the Clean Sky 2 JU defines the materiality threshold as a basis for determining significant weaknesses that should be subject to a reservation to the annual declaration of assurance of the Executive Director. Deficiencies leading to reservations should fall within the scope of the declaration of assurance, which confirms: - A true and fair view provided in the AAR and including the Annual Accounts - Sound financial management applied - Legality and regularity of underlying transactions As a result of its multiannual nature, the effectiveness of the CS2 JU’s controls can only be fully measured and assessed at the final stages of the programme’s lifetime, once the ex-post audit strategy has been fully implemented and systematic errors have been detected and corrected. The control objective is to ensure for the CS programmes (FP7 and H2020) that the residual error rate, which represents the level of errors that remain undetected and uncorrected, does not exceed 2% of the total expense recognised until the end of the programme (see explanations to the weighted average residual error rate underneath).

This objective is to be (re)assessed annually, in view of the results of indicators for the ex-ante controls and of the results of the implementation of the ex-post audit strategy, taking into account both the frequency and importance of the errors found, as well as a cost-benefit analysis of the effort needed to detect and correct them.

Notwithstanding the multiannual span of the control strategy, the Executive Director is required to sign a statement of assurance for each financial year. In order to determine whether to qualify this statement of assurance with a reservation, the effectiveness of the control systems in place needs to be assessed not only for the year of reference but also with a multiannual perspective, to determine whether it is possible to reasonably conclude that the control objectives will be met in the future as foreseen. In view of the crucial role of ex-post audits, this assessment needs to check, in particular, whether the scope and results of the ex-post audits carried out until the end of the reporting period are sufficient and adequate to meet the multiannual control strategy goals.

Effectiveness of controls

The basis to determine the effectiveness of the controls in place is the cumulative level of error expressed as a percentage of errors in favour of the CS2 JU, detected by ex-post audits measured with respect to the amounts accepted after ex-ante controls.

However, to take into account the impact of the ex-post audit controls, this error level is to be adjusted by subtracting:

- Errors detected and corrected as a result of the implementation of audit conclusions; - Errors corrected as a result of the extrapolation of audit results to non-audited cost claims

issued by the same beneficiary.

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This results in a residual error rate, which is calculated in accordance with the following method:

1) REPRESENTATIVE ERROR RATE

As a starting point for the calculation of the residual error rate, the representative error rate will be established as a weighted average error rate identified for an audited representative sample.

The weighted average error rate (WAER) will be calculated according to the following formula:

(er) WAER%= ----------------------- = RepER% A Where:

(er) = sum of all individual errors of the sample (in value). Only the errors in favour of the JU will be taken into consideration.

n = sample size.

A = total amount of the audited sample expressed in €.

2) RESIDUAL ERROR RATE

The formula for the residual error rate below shows how much error is left in the auditable population after implementing the outcome of ex-post controls. Indeed, the outcome of ex-post controls will allow for the correction of (1) all errors in audited amounts, and (2) systematic errors on the non-audited amounts of audited beneficiaries (i.e. extrapolation).

(RepER% * (P-A) – (RepERsys% * E) ResER% = ----------------------------------------------------- P

Where:

ResER% = residual error rate, expressed as a percentage.

RepER% = representative error rate, or error rate detected in the representative sample, in the form of the Weighted Average Error Rate, expressed as a percentage and calculated as described above (WAER%).

RepERsys% = systematic portion of the RepER% (the RepER% is composed of complementary portions reflecting the proportion of systematic and non-systematic errors detected) expressed as a percentage.

P = total amount of the auditable population of cost claims in €. A = total amount of the audited sample expressed in €. E = total non-audited amounts of all audited beneficiaries. This will consist of all non-audited cost statements for all audited beneficiaries (whether extrapolation has been launched or not).

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This calculation will be performed on a point-in-time basis, i.e. all the figures will be provided as of a certain date for the specific annual audit exercise actually performed.

However, in order to arrive at a meaningful residual error rate for the entire cumulative period covered by ex-post audits during the execution of each of the two CS programmes, the weighted average residual error rate (WAvResER%) shall be calculated for the whole duration of the programme until the end of each audit period according to the standard formula for a weighted average (sum of weighted terms (=term multiplied by weighting factor in relation to the population in value (p)) divided by the total number of terms) as follows: n ∑ (Res ERi*pi ) i=1 WAvResER% = ------------------------------ n ∑pi i=1 The control objective is to ensure that the residual error rate of the overall population (recognised operational expense) is below 2% at the end of each of the CS programmes.

If the residual error rate is less than 2%, no reservation would be made.

If the residual error rate is between 2 and 5% an additional evaluation needs to be made of both quantitative and qualitative elements in order to make a judgment of the significance of these results. An assessment needs to be made with reference to the achievement of the overall control objective considering the mitigating measures in place.

An additional correction effect may be considered in the assessment of the legality and regularity of the transactions of Clean Sky 2JU through implementation of audit results outside of the specific JU samples. The Common Representative Audit Sample (CRAS) or risk based samples of the CAS may cover additional CS cost claims, which are not part of the specific sample of the JU. Furthermore, errors could be corrected through extension of systematic audit findings on unaudited JU cost claims, which do not stem from JU representative audits.

(AddErDet) + (AddErSyst) AddErCorr%= --------------------------------------- P

(AddErDet) = error detected outside of the specific JU sample (samples of the CAS).

(AddErSyst) = financial effect of extension of systematic audit findings on unaudited JU cost claims, which do not stem from JU representative audits.

In case the residual error rate is higher than 5%, a reservation needs to be made and an additional action plan should be drawn up. These thresholds are consistent with those retained by the Commission and the Court of Auditors for their annual assessment of the effectiveness of the control systems operated by the Commission. The alignment of criteria is intended to contribute to clarity and consistence within the FP7 programme and the H2020 programme.

In the case where an adequate calculation of the residual error rate during or at the end of the programmes is not possible, for reasons not involving control deficiencies but due to e.g. a limited number of auditable cost claims, the likely exposure to errors needs to be estimated quantitatively by

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other means. The relative impact on the Declaration of Assurance would then be considered by analysing the available information on qualitative grounds and considering evidence from other sources. Adequacy of the scope

The quantity and adequacy of the (cumulative) audit effort carried out until the end of each year is to be measured by comparing the planned with the actual volume of audits completed.

The data is to be shown per year and cumulated, in line with the current AAR presentation of error rates.

The Executive Director should form a qualitative opinion to determine whether deviations from the plan are of such significance that they seriously endanger the achievement of the control objective for the programmes. In such case, he would be expected to qualify his annual statement of assurance with a reservation.

A multiannual control strategy requires a multiannual perspective to assurance

It is not sufficient to assess the effectiveness of controls only during the period of reference to decide whether the statement of assurance should be qualified with a reservation, because the control objective is set in the future. The analysis must also include an assessment of the likely performance of the controls in subsequent years and give adequate consideration to the risks identified and the preventive and remedial measures in place. This would then result in an assessment of the likelihood that the control objective will be met in the future.

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10. Results of technical review The Scientific Committee report on the Summary of the Annual reviews of Clean Sky 2 ITDs, IADPs and TAs will be published separately on the Clean Sky website.

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11. Table of significant results, deliverables and complementary actions per IADP/ITD/TA

LPA – Large Passenger Aircraft IADP

# Major Achievement (title) WP Ref. Date 1 Boundary Layer Ingestion (BLI) configuration assessment for integration

of advanced engine concepts. Advanced engine technologies development roadmap for large transport aircraft.

WP1.1.12 11/2018

2 Identification and analysis of manufacturing processes for highly loaded frames with automated processes for advanced aircraft rear end structures for pre-selected design solutions.

WP1.2 12/2018

3 Manufacturing of main components of the first flight test demonstrator, delivery of the flight test instrumentation for the first flight test campaign.

WP1.3 10/2018

4 Assessment of the HLFC HTP component manufacturing demonstrator; bonding of suction panel to CFRP structure. Specification of TRL4 requirements (WP1.4.1).

WP1.4.1 09/2018

5 First and second phase WTT for the integration of an AFC system at the pylon-wing junction accomplished, results compared and analysed in detail. Cross-correlations with CFD results done and interpreted.

WP1.5.3 11/2018

6 Active system design for business-jet cabin noise and vibration control completed and validated.

WP1.5.4 04/2018

7 Ultra-High Bypass Ratio engine integration and performance review (TRL 3) acoustic liner technology development (TRL4).

WP1.6 11/2018

8 Update of the specification for the UHBR integration to aircraft and flight test demonstration plan.

WP1.6 12/2018

9 Analysis of different Freezes of the configurations enabling the use of hybrid propulsion and advanced propulsion concepts for future large transport aircraft for second analysis phase of radical aircraft designs selected.

WP1.6.1 10/2018

10 Hybrid Electric Propulsion generator and power electronics design for large scale demonstrator.

WP1.6.2 12/2018

11 Concept for the Multifunctional Fuselage for future large passenger aircraft developed and frozen. Start of tooling manufacturing for Multi-Functional Fuselage Demonstrator parts and components.

WP2.1 03/2018

12 Implementation of Wave #04 core partners joining the project in Q1/2018, setting of MFFD development and manufacturing work shares and definition of R&T work shares to be acquired via Open Calls #08-#10.

WP2.1 04/2018

13 Test campaigns with different welding technologies of thermoplastic material are accomplished at test specimen level, analysis and preparation of tests at component level.

WP2.1 / WP2.4

11/2018

14 Cabin & Cargo full size segment assembly demonstrator-platform is finished (established in cooperation with FHG and CfP Partners).

WP2.2 11/2018

15 Manufacturing of floor to floor panel interfaces demo pieces in 3D- printing.

WP2.2 12/2018

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# Major Achievement (title) WP Ref. Date 16 Concept definition for the electrical cabin supply with Power & Data for

the Backend and Frontend equipment. WP2.2 12/2018

17 Description of Universal Cabin Interface (UCI) module demonstrator specimen built up.

WP2.2 11/2018

18 OBBIGS demonstrator hardware delivered WP2.2 10/2018

19 Demonstrator for enabling technologies for the Movable Passenger Service Unit (MPSU) delivered.

WP2.2 10/2018

20 Advanced Lower Center Fuselage (LCF) architecture development advanced to preliminary design status (TRL3 planned in 2019).

WP2.3 12/2018

21 Identification and functional & interface specification of LCF modules to environment completed.

WP2.3 09/2018

22 Safety strategy for the technologies and functions wrt. integrity requirements, regulatory issues and other factors defined for Ground Collision Avoidance Systems.

WP3.1 11/2018

23 Validation of GPS-aided MEMS AHRS based on flight tests GPAHRS Flight test with demonstrators in 2017 prototype completed and flight test accomplished

WP3.1 08/2018

24 “Active Cockpit” for Pilot Workload Reduction Technologies definition document for integration and validation of technologies for regional aircrafts completed (CDR).

WP3.1 09/2018

25 Business Jet Cockpit Utility Management cabinet demonstrator technical specification completed (TRL3).

WP3.2 05/2018

26 Large Aircraft cockpit Functions and Technologies setup of test bench

launched.

WP3.3 03/2018

27 Physical assembly of the Large Aircraft Disruptive cockpit demonstrator launched.

WP3.5 06/2018

28 Final End-to-End Advanced Maintenance Services tools demonstrated, feedback of contributing “customer views” received and analysed.

WP3.6 12/2018

REG – Regional Aircraft IADP Key complementary actions of Projects (GAPs) are running with the goal of converging on final Demonstration targets, and hereafter highlighted.

Project Acronym Content / progress in 2018

DEMMOW FTB1; morphing devices (Leading Edge, Trailing Edge, and Winglet) and Wing Tip modelling. PDR outcomes in progress.

GRETEL FTB1; flexible wing and morphing elements WT models (droop nose, morphing trailing edge, adaptive winglet) preliminary design in progress.

WTM-RECYCLE FTB1; Preliminary design of WT model modifications completed.

POLITE FTB2; WT model manufactured and first Low-Re WTT run successfully performed at RUAG in October. Some problems in model devices impacted forthcoming tests with power effect: technical solution in progress.

ReLoad FTB2; to implement the complex aerodynamic behaviour of a spoiler into a linear aero-elastic model and optimise its control. WTT results analysis, fast movable loads calculation for dynamic analyses. Final meeting in September 2018.

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AlForAMA Fuselage/Cabin Integrated Ground Demonstrator; initial deposition trials have been performed on new alloys (an innovative High Strength Al alloy in Additive Manufacturing) with powders obtained by mechanical mixing.

VADIS Fuselage/Cabin Integrated Ground Demonstrator; PDR performed for a flexible assembly system based on reverse engineering, tolerance analysis and Determinant Assembly Approach of wing box.

ASPIRE Iron Bird; Smart-grid converter. CDR phase closed.

ESTEEM Iron Bird; Energy Regeneration System for Enhanced E-EM. PDR phase closed.

TAIRA Iron Bird; EMA for Aileron. PDR held in June.

HYDRO_RIG 3G FTB2; hydraulic installation representative of demonstrator enriched with innovative WIFI sensors. Deliverables (reports and hardware) in good progress.

InSPIRe Innovative Low Power De-Icing System; Ice impingement analysis done.

ENIGMA Iron Bird; E2-EM Supervisor and Control Algorithms. Requirements analysis phase ongoing.

COFRARE 2020 Fuselage/Cabin Integrated Ground Demonstrator; Full-scale innovative composite frames and shear ties. KOM held.

TOD Fuselage/Cabin Integrated Ground Demonstrator; Full-scale innovative composite doors, surrounds and sub-structure. KOM held.

WINFRAME 4.0 Fuselage/Cabin Integrated Ground Demonstrator; Full-scale innovative composite windows frame. KOM held.

SPARE Fuselage/Cabin Integrated Ground Demonstrator; KOM held.

IDEN Iron Bird; Innovative Distributed Electrical Network. KOM held.

RIB-AM FTB2; Technological readiness at the operational level for AM in primary structure and large size components. KOM held.

ESTRO FTB1; High Speed wind tunnel tests for laminar wing and morphing devices. Negotiation in progress.

EC2S Fuselage/Cabin Integrated Ground Demonstrator; Innovative recirculation/air treatment system for regional aircraft. Negotiation in progress.

FUSINBUL Fuselage/Cabin Integrated Ground Demonstrator; Full-scale innovative pressure bulkheads. Negotiation in progress.

PERTURB FTB2; High Reynolds WTT with technological aspects. Negotiation in progress.

FRC – Fast Rotorcraft IADP The following projects are in place or under preparation as of end 2018:


NGCTR

AMATHO

Gearbox casing manufactured using ALM. Development of both powder-bed and direct-deposition machines & work parameters. Manufacturing of specimens (Al & Ti) and relevant static and fatigue tests performed. Proof of Concept identified as a complex Titanium Servoactuator Attachment.

DIGIFUEL Integrated fuel gauging and distribution system. Set-up of a Fuel System Joint Development Team with DEFENDER and T-WING in order to maximise D&D

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integration and efficiency. System Requirements Review held in October.

TILTHEX Heat Exchanger manufactured using ALM. KoM in February 2018, Signature of GAP Amendment to include HiETA (UK ALM industry) as subcontractor for manufacturing Q4 2018.

HVDCGEN High speed HVDC Generator/Motor. PDR held in February 2018, Implementation Agreement March 2018, TRL4 Demonstrator Design Review held in May 2018.

NO-ICE ROTOR Rotor Anti-icing System. Heater Layer test specimen hardware. Finalised and agreed test plan for structural testing.

INSTEP Electrical power distribution system. Report Implementation Agreement April 2018, SRR April 2018 and Pre PDR meeting August 2018.

DEFENDER

Next generation fuel storage system. IA signed in April 2018, following AeroSekur organisational re-shape. Set-up of a Fuel System Joint Development Team with DIGIFUEL and T-WING in order to maximise D&D integration and efficiency. System Requirements Review held on October 2018.

HaSU Hydrophobic coating. Manufacturing and testing of first set of Hydrophobic samples, PDR held in October.

CONSTANCE Wireless Rotor Slip-ring. PDR Minutes. A non-compliance with Mass requirement needs to be worked out for the PDR follow-up in Q1 of 2019.

NEXTTRIP

Interactional Aerodynamic assessment of advanced Tilt-rotor. Kick-off meeting held March 2018, Implementation Agreement May 2018, PDR held June 2018, CDR held August 2018.

FLAPSENSE Rotor flapping angle measurement system. KOM held in April 2018, initial space envelope provided to consortium based on existing component dimensions.

HIGHTRIP Advanced WT experiental technique to characterise the Tilt Rotor at high speed. The GPR signed in October 2018 and KOM held in November 2018.

RACER

9eGEN Design, develop, manufacture, test and qualify up to TRL 6 a High Voltage Direct Current (HVDC) controlled Generator (HVGEN) intended to be installed on RACER for a Flight Demonstration.

ACTIonRCraft

The partner will develop the fuel system including specific full tanks and will define and conduct all system tests required to validate flightworthiness. The delivered system will be integrated in the RACER rotorcraft flight demonstrator (TRL 6).

CONCERTO Develop a computation tool for prediction of noise of the lateral rotors installed on a compound helicopter. Flight path optimisation in order to obtain low noise foot print.

DREAM

The aim of this call for proposals is to develop and manufacture the main elements constituting the engine compartments of the High Speed Rotorcraft (Upper Cowlings, Air Intake, Engine Bay Ventilation with exhaust ejector). Activities of project management, engineering, manufacturing and tests have then to be performed by the Partner.

FastCan

Primary structure to be designed and produced constitutes the fuselage front section from radar-transparent nose and cockpit section to junction with the central fuselage. It does not include the doors but does include the transparent panel. This structure will be integrated in the RACER rotorcraft flight demonstrator.

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HERO eBearing Development of hybrid tapered bearings to be adopted on RACER Lateral Gear Box (LGB).

HVEB Design and develop a HVDC electrical master box (HVEMB) for the RACER helicopter demonstrator.

iGear: Development of an Advanced Health Monitoring System for next generation materials.

ISG Project was terminated in 2018 due to infeasibility of technical implementation.

LATTE Full Fairing for Main Rotor Head or the RACER demonstrator. GAP signed September 2017.

MUTR The scope of work has been redefined. The main activity has been redirected towards hydraulic loader and RACER frame testing rig preparation.

NAFTI Noise Abatement FMS with Tactile Interface.

POCOL Design, development, manufacturing, qualification and support prior flight tests of power conversion equipment dedicated to be embedded on board of RACER demonstrator.

VOLT Design, development, manufacturing, qualification and support of a prototype battery for flight tests. This battery is connected to a RACER high voltage electrical network and used for pre-flight power supply and starting.

WIMPER Lightweight windshields for RACER, developed, manufactured and tested. This encompasses both sides of the front area as far as the upper pilot and the lower windshields.

cLEvER

Emergency Exits and Cabin Footstep for the Fast Rotorcraft; develop new innovative composite emergency exits and electronic cabin footstep based on carbon Pre-Peg material combining low density and high mechanical characteristics. This structure will be integrated in the RACER rotorcraft flight demonstrator.

StrongRcraft Safe, technically robust and optical new generation fuel system to be integrated on new RACER.

Concerto

To develop a new computational tool enabling, in multiple operating conditions, the noise prediction of lateral rotors of various dimensions, installed on the future RACER demonstrator, and equip the topic leader with this necessary tool to significantly improve the noise performance of this rotorcraft.

Astro Complete set of assembly and maintenance tooling, including auxiliary tooling.

Hiris To provide an efficient TRL 6 Flight Test Instrumentation equipment for the Main Rotor (MR), the Lateral Rotor and the Drive Shafts (DS) systems fully adapted to specific configuration and needs of the Fast Rotorcraft demonstrator.

AIR – Airframe

On HPE side, the following CfP projects contributed to the achievements described above:

Project Content / progress in 2018

AddMan Design Guide Lines and Simulation Methods for Additive Manufactured Titanium Components.

ASPIRE Aerodynamic and acoustic capabilities developments for close coupling, high

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bypass ratio turbofan aircraft integration. Successfully ended.

BALANCE Design and demonstration of a laminar nacelle concept for business jet. Successfully ended.

BINCOLA Evaluation of the benefits of a laminar nacelle and a laminar Horizontal Tail Plane (HTP) installed on a bizjet configuration (CfP07).

BLADEOUT Blade Finite Element Method (FEM) impact simulations and sample manufacturing for CROR aircraft.

COMBUSS Prototype Tooling for manufacturing composite stiffened panel for a business jet wing root box (CfP07).

CORDIAL Research and development of a compact drilling and fastening unit suitable for a range of standard 2 piece fasteners

CRiSTA Multi-functional cabin rest area.

CRO-INSPECT Complex (composite) part ultrasonic inspection facilitated by man-robot collaboration.

CRORTET Experimental characterisation of turbulent pressure fluctuations on realistic Contra-Rotating Open Rotor (CROR) 2D airfoil in representative high subsonic Mach number. Successfully ended.

DEMOS Advanced predictive models development and simulation capabilities for engine design space exploration and performance optimisation.

DOVER Development of innovative and optimised stiffeners run-out for overall panel weight saving of composite wing.

ELEMENT CROR engine debris middle-level impact and mechanical test.

ERACLE Aero-acoustic experimental characterisation of a CROR (Contra Rotating Open Rotor) engine WT model with core flow in propellers architecture.

EULOSAM II Finalise and improve the manufacturing of the model of a laminar wing configuration bizjet (LSBJ) (CfP07).

FLEX Flexible tool concept for composite using Resin Transfer Moulding (RTM) (CfP07).

IMCA Technology evaluation of immersive technologies for in-flight applications.

INNOHYBOX Innovative solutions for metallic ribs or fittings introduced in a composite box to optimally deal with thermo-mechanical effects.

MISSP Novel manufacture of low-weight skin without chemical milling.

OASIS Optimisation of Friction Stir Welding (FSW) and Laser Beam Welding (LBW) for assembly of structural aircraft parts.

OptiWind Optimised cockpit windshields for large diameter business aircrafts.

PILOT Functional clear coat for natural laminar flow.

PRODIGE Prediction of aerodynamic loads at high Reynolds Number.

REDISH CROR engine debris impact. Shielding design, manufacturing, simulation and impact test preparation.

RESET Eco-Design for Airframe - re-use of Thermoplastics Composites.

RODEO Orbital Drilling of small (<10mm diameter) holes, standardly spaced with aluminium material in the stack.

TestConCert Integrated Automated Test Bench Control System with Certifiable Test Documentation Functionality.

TRANSITION Tool-Part-Interaction simulation process linked to laminate quality.

WINNER Erosion-resistant functional coatings.

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On HVC side, the following CfP projects contributed to the achievements described above:


ACCURATE Development of prototype system based on Laser UT technology for high-speed contactless no-couplant inspection of hybrid and thick composite structures.

ADDAPTA SEALS

Seals for FTB#2 Wing with Additive Manufacturing Technologies (CfP07).

ADD-ON Low cost optical wave guides for damage detection including analysis and aircraft data transfer related to aircraft functional needs with self-testing connection.

AFPMeT Lay-up tools for net-shape Automated Fiber Placement (AFP) manufacturing of geometrically complex helicopter sideshell sandwich-panels.

AMTRAS Adaptive multifunctional innovative Test Rigs built-in high performance instrumentation for both structural tests of multidimensional and multishape panels and structural tests on tail unit.

AMuLET Integrated electronics for actuator data and power management for Morphing Leading Edge activities.

ARIESS Hardware demonstrator development and deployment on Future Industrial Human Machine Interface (HMI) and connected factory technologies.

ASTRASY Adjustable high loaded rod.

BRIDAS System development for optical fiber sensing technology measurements for industrial aeronautical contexts: composite manufacturing plants, structural test platforms and airborne conditions.

C-JOINTS Developing innovative joining concepts and their manufacturing methodologies.

COBOMEGA Automation of hand lay-up manufacturing process for composite stiffeners

COFRARE 2.0 Process development for composite frames manufacturing with high production rate and low cost.

DADIYSOS COMP

Design Against Distortion: part distortion prediction, design for minimised distortion, carbon-epoxy aerospace parts.

DAHLIAS Optimisation of hybrid joining (Refill Friction Stir Spot Welding + adhesive bond) for increasing mechanical properties and corrosion protection of the joints (CfP07).

DILECO Development and deployment of Product Life Management (PLM) Tools for A/C Ground Functional testing with Eco-Design criteria.

DIMES Advanced Integrated Testing Methods development (CfP07). DISTRACTION Design Against Distortion: part distortion prediction, design for minimised distortion,

metallic aerospace parts.

E2S2A2 Integrated airborne antenna for satellite communications in wing – fuselage airframe fairing.

FORMIT Innovative Tooling Design and Manufacturing for Thermoplastic Stringers and High Integration. Completed.

FRCDoor Demonstrator

Flightworthy flush & lightweight doors for unpressurised Fast Rotorcraft. Technical and financial issues might impact the project implementation.

HEFESTO Helicopter carbon composite engine deck (CfP07). HEPODIS HVDC Electrical Power Conversion and Distribution System Development.

I3PS Integration of innovative ice protection systems into structure and their validation.

IIAMS Innovative & flexible pilot plant means for highly integrated Automated Fiber Placement (AFP) infusion wing box at flying demonstrator manufacturing (CfP07).

InductICE Ice protection technology based on electromagnetic induction integrated in representative leading edge structure.

INSCAPE Curved stiffened panels in thermoplastics by preindustrial In-Situ Consolidation process.

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Ended.

LABOR Development and validation of a self-adaptive system for automated assembly of major composite aerostructures.

LIGHTAIR Light-weight, certifiable airframe structures through combination with high performance materials (CfP07).

MAF Auto testing technologies and more automated factories for aircraft validation test process.

MEPAFUS Prototype Tooling for subcomponents manufacturing for fuselage.

MOTIVATE Testing matrix optimisation through interaction between numerical modelling and innovative non-contact measurement technology.

NEODAMP New enhanced acoustic damping composite material.

NEWCORT Structural bonded repair of monolithic composite airframe.

OLFITT Prototype Manufacturing Tooling for Single Parts Manufacturing of the Rotorless tail for RACER.

OLTITA Prototype Tooling for Sub-Assembly, Final Assembly and Transport of the Rotorless tail for RACER.

OPTIMOrph Development of methods for deriving optimised shapes of morphing structures considering both aerodynamic performances and specific mechanical morphing boundary conditions.

PASSPORT Part-specific process optimisation in Selective Laser Melting (SLM).

PIPS Ice protection system based on two-phase heat transport technologies integrated in representative engine intake structure.

PSIDESC Numerical methodologies and related tools for effect of defect prediction in manufacturing.

Radiant Panel Thermal conductive coating providing self-limitation of heating power at a selected temperature level (CfP07).

RATIOS Breakthrough design concept solutions and technologies for Regional Aircraft Cabin Interiors innovative configuration (CfP07).

Rib-ON Development and manufacturing of innovative stamping dies for aluminium ribs Hot Stamping.

RYTHMS Tests and modelling for reliability characterisation and robustness of optoelectronic transceivers for optical SHM systems (CfP07).

SHERLOC QSP Quilted Stratum Processes (QSP) for low cost and eco thermoplastic manufacturing of complex composite parts.

SimCoDeQ Simulation tool development for a composite manufacturing process default prediction integrated into a quality control system.

SMART-LAYUP Development of innovative automated fiber placement machine for composite fuselage manufacturing with high performance hybrid materials.

SPECTRAL Low cost Fused Filament Fabrication of high-performance thermoplastics for structural applications.

TAMI Test for leakage identification on aircraft fluid mechanical installations.

TR4EMACS Flexible Test Rig of Aircraft Control Surfaces powered by EMAs. The project is experiencing some delay due to technical issues.

WINBOXTOOL Prototype tooling for sub-assembly, final assembly and transport of the Morphing Winglet and Multifunctional Outer Flaps of the next generation optimised wing box.

WIN-TOOL Prototype tooling for subcomponents manufacturing for wing winglet.

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On Eco-Design side, the following CfP projects contributed to the achievements described

above:


ARIESS Hardware demonstrator development and deployment on Future Industrial Human Machine Interface (HMI) and connected factory technologies.

COBOMEGA Automation of hand lay-up manufacturing process for composite stiffeners.

DILECO Development and deployment of PLM Tools for A/C Ground Functional testing with Eco-design criteria.

HAIRD Hybrid Aircraft Seating Design. Completed.

HAIRMATE Hybrid Seating Structure Manufacturing and Testing (CfP07).

IAWAS Development of innovative aluminium filler wire based manufacturing of aeronautic components and structures (CfP07).

MAF Auto testing technologies and more automated factories for aircraft validation test process.

PASSPORT Part-specific process optimisation in SLM.

RESET Eco-Design for Airframe - Re-use of Thermoplastics Composites. Completed.

TAMI Test for leakage identification on aircraft fluid mechanical installations

VULCAN Development of an eco-friendly selective stripping for exterior surfaces of airframe structures (CfP07).

ENG – Engines ITD As of December 2018, a total of 25 CfP topics were running in the ENG ITD for CfP06-07. A topic has been proposed in the frame of WP9.1 for CfP09 dedicated to additive manufacturing boundary limits assessment for Eco-Design process optimisation.

Call Project Coordinator CfP summary

6 AMBEC NATIONAL

AEROSPACE UNI Improvement of design of compact bearing chamber in hot environment.

6 HIPERFAN HIGH TECH

COATINGS GMBH

To develop and demonstrate high-performance material and associated manufacturing processes for journal bearings in a lightweight aero-engine epicyclic gear box.

6 BBT TEKNIKER

Development of an intelligent tool concept for the internal profiling of the engine drive shaft integrating different technological subsystems that enable the achievement of large Length to Diameter ratio and meeting the aeronautic requirements related to the machined surface condition.

6 ICTUS VIBRATEC To design and manufacture the engine cradle for the ground demonstration.

6 CIDAR INSTITUTO ESTEBAN

TERRADAS

To develop and demonstrate non-intrusive measurement and 2D tomography of nvPM/soot and CO2 concentrations in aero-engine exhaust.

6 TRAVIATA TECHNISCHE

UNIVERSITAET GRAZ

Dual-spool turbine rig test to support the maturation of the turbine vane frame (TVF) aerodynamic design for UHPE architectures.

6 SALAMANDER ALTRAN

TECHNOLOGIES Numerical analysis of air flow behaviour in the engine bay.

6 BIRAN CTA The work will comprise the aerodynamic rig testing associated to the

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Call Project Coordinator CfP summary

WP5.2.

6 PROTEUS CRANFIELD UNIVERSITY

To develop capability to understand and predict sub-idle & idle behaviour of geared VHBR engines.

6 IDA LOUGHBOROUGH

UNIVERSITY

This topic asks for technology development in the areas of new intelligent and sensorised tool concept for internal machining of bottle bore geometry.

6 START UNIVERSITA DEGLI STUDI DI FIRENZE

The target is to adapt the available Quick-Design-Rapid-Validation methodology to the family of combustors for turboprop engines.

7 CROSSONT

RHEINISCH-WESTFAELISCHE

TECHNISCHE HOCHSCHULE

AACHEN

Several key technologies to reduce secondary flows, thus improving turbine performance are expected to be investigated in a representative environment of high speed LPT.

7 BrEATHE SKF AEROSPACE

FRANCE

Specific surface treatment to reduce risk of wear and improve loading capacity is to be investigated and characterised by test (specimen or component).

7 SALUTE ECOLE CENTRALE

DE LYON The scope of the activities is to develop bearing technologies for highly loaded gearbox.

7 ProTHiC SWEREA SICOMP

AB Composite process simulation models will be developed that can capture effects of high temperature curing RTM resins and multiple part tools.

7 FloCoTec TECHNISCHE

UNIVERSITAET MUENCHEN

The call aims to develop and validate HPC flow treatment technologies to address HPC aerodynamic challenges associated with future UHPE engine architectures.

7 PANTHER THIOT INGENIERIE The purpose is to investigate the impact resistance of TiAl turbine blades through original experiments.

7 FLORA ECOLE CENTRALE

DE LYON The activity will focus on compressor air flow which will be analysed in a dedicated compressor test module.

7 FAST TAPS

INSTITUT VON KARMAN DE

DYNAMIQUE DES FLUIDES

Development and delivery of 8 probes for unsteady pressure measurements in harsh conditions: 15bars, 1400K and a 5kHz+ bandwidth.

7 EATEEM CHALMERS TEKNISKA

HOEGSKOLA AB

Experimental aerothermal investigation of novel integrated concepts of low-pressure turbine frame and nozzle for the next generation geared aeroengines.

7 ADORNO UNIVERSITA DEGLI STUDI DI NAPOLI

FEDERICO II.

The task is to develop aircraft models for the MTU Clean Sky 2 regional aircraft engine platform.

7 ADVANCE THERMO-CALC SOFTWARE AB

The purpose of this call is to develop an advanced CALPHAD database for TiAl materials.

7 ESTiMatE

BARCELONA SUPERCOMPUTING CENTER - CENTRO

NACIONAL DE SUPERCOMPUTACI

ON

Future emissions regulations will dictate limits to smoke mass concentrations as well as particle sizes. A programme of work is proposed to deliver accurate and reliable predictive methods for all pollutant species, based on development of advanced emissions and spray models, as the spray has a major effect on emissions.

7 DEBRA

OXFORD UNIVERSITY

(ELEMENT SIX (UK) LIMITED)

Bearings currently proposed for future UltraFan® engine concepts require oil for lubrication and cooling. Research is proposed to exploit the superior hardness and thermal conductivity of synthetic diamond materials in the manufacture of bearings.

7 HUC

ASOCIACION CENTRO

TECNOLOGICO CEIT-IK4

Material characterisation of a High Temperature (HT) alloy, manufactured through the Powder HIP route under engine relevant conditions for casings; design & containment with and without HT exposure.

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SYS – Systems ITD As of December 2018, a total of 59 CfP topics were running in the SYS ITD (CfP01-07). Nine further GAP projects were about to sign their contracts (CfP08).

Project Content/progress in 2018

ISSELUB Smart Integrated Wing: hydrostatic lubrication and sealing concepts.

E-TSIN Main Landing Gears (WP4): technology bricks for Green Taxiing applications.

iBearing Instrumented bearing for oil cooled starter / generator.

DiDi-FaCT Evaluate mechanical and fatigue capabilities for diode die in harsh environment.

MALET Development of MODELICA libraries for VCS modelling.

MACAO Embedded sensors technology for air quality measurement.

ALGeSMo ALGeSMo (Advanced Landing Gear Sensing & Monitoring).

ROSSINI Analysis of centrifugal compressor instabilities occurring with vaneless diffusor, at low mass flow momentum.

IDEAS Innovative design of acoustic treatment for air conditioning system.

SEALANT Eco-Design: Optimisation of SAA chromium free sealing process.

REPRISE Electromechanical actuator for primary moveable surfaces of small aircraft with health monitoring.

SPAIN Passive thermo-acoustic insulation for small aircraft.

DeMAnD Database of dynamic material properties for selected materials commonly used in aircraft industry.

EMA4FLIGHT Development of electromechanical actuators and electronic control units for flight control systems.

SOCOSYS Smart oil pressure sensors for all oil cooled starter/generator.

TOPMOST Optimisation two phases cooling solution using micro pump brick.

IMCoLoR Eco-Design: injection of thermoplastic reinforced with long carbon fibers for scroll reinforcement.

ECOFUNEL Eco-Design: composite functionalisation: thermal and electrical conductivity.

ENERGIZE Model-based identification and assessment of aircraft electrical and thermal loads architecture management functions.

SEaSiDE Low Power De-Icing System suitable for Small Aircraft.

NSLGP Eco-Design: high efficient non-structural landing gear parts based on advanced carbon fiber material systems and highly automated production technologies for helicopter and aircrafts.

HiLICo Very high brightness & compact full colour display for next generation eyes-out cockpit products.

VALEMA Validation tests of electromechanical actuators and its dedicated control units at TRL6.

AEMS-IdFit Electrical simulation model identification method and tool.

ICOPE Innovative cooling system for embedded power electronics.

BREEZE Alternative recirculation filter for better cabin air quality.

MULTIECS Multivariable control approach for electrical air conditioning pack.

ADVENT Analysis, validation and parametric studies of design and operating parameters for modern cabin ventilation concepts related to future aircraft energy management systems.

INDIS An innovative Electrical Power Distribution System (EPDS) for Small Aircraft.

FASE-LAG Electromechanical actuation for landing gear.

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Project Content/progress in 2018

SENSORIANCE Affordable Electro-Optical Sensor Unit (LRU) for Vision & Awareness.

HADES Optical hot air leak detection.

HTcoils Eco-Design: screening and development of optimised materials (wires, resins and varnishes) for high temperature coils.

DEFLECT Development of composite materials with expansive soul.

AMPWISE Development of autonomous, smart and low cost current sensor for electrical line monitoring.

SUNSET High density energy storage module for an electric taxi.

VOICI Solutions for voice recognition in cockpit environment.

ECOLAND Eco-Design: electrocoating process for Cr6-free surface treatment of aluminium parts.

MUPIA Mems Accelerometer-Maturity Assessment and Improvement.

IMASAT Computing Node for Safety Critical Applications.

PALACE Innovative pump architecture for cooling electrical machine.

AMPS Power module.

RAISE Eco-Design: assessment of Partial Discharge behaviour of electric insulation materials for very high voltage gradients.

TecALSens Advanced Load Sensing technology for aerospace applications.

PERF-AI Application of machine learning techniques to enable enhance aircraft performances database and facilitate mission optimisation objectives.

ODESSA Obstruction detection Sensor for Modular surveillance active Trajectory check improvement.

PEGGASUS Development of a system for pilot eye gaze and gesture tracking in the cockpit environment.

ANTI FOD Development of a Foreign Object Debris (FOD) protection device applied to an electrical ECS fresh air inlet.

ERICE Super hydrophobic and erosion resistant coating for turbine scroll and downstream pipe.

E-BRAKE Electro-Mechanical Brake actuation for Small Aircraft.

MIDAS Development of Digital Integrated Multifunction Probe for Air Data Sensing.

OPeRATOR Aircraft mission modelling: ground and flight operations.

ANALYST Development of methodology and tools based on advanced statistics applied to Electro Magnetic Compatibility analysis of cable harnesses in aeronautics.

VILB Design and Development of a high temperature HVDC busbar.

GRACE Development of 94 GHz (W-band) Radar Components.

ComAIR Cabin air quality and passenger comfort.

SIBACK Development of a new backup electronics unit for Smart Inceptor.

EFAICTS Ergonomic impact and new functions induced by Active Inceptor integration in cockpits.

LiBAT Development of a High Voltage Lithium Battery.

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SAT – Small Air Transport Transverse There is no call related to SAT GAM. However, some CfPs (wave 08) supporting SAT activities have been launched in the other ITDs (see also the list of CfPs in the several ITDs). So far, a 100% success rate for SAT related topics has been achieved.

Project Content

FITCoW Full Scale Innovative Integrated Tooling for Composite Material Wing Box.

WIBOND Development and Optimisation of Bonding Assembly Technology for a Composite Material Wingbox.

CO3 Cold Spray of metallic coatings on polymer and composite materials.

FUN HEAD Design of special welding head for FSW process with automatic adjustable pin and welding force control system.

THERMAC Improved Thermal Properties of Computing Platforms for Next-Generation Avionics.


# Major Achievement Related WP Ref.

Date Status

1 M1: Collection of SPD objectives table input

5 31.03.2018 Delivered in time

2

M2: SPD concept models

5

31.12.2018

Received for: Low Sweep business jet, Regional jets and FRC

3 TE Light projection report 3, 4, 5 30.06.2018 Delivered 23rd July

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12. List of abbreviations and project acronyms

Abbreviations

AAR Annual activity report A/C Aircraft ATM Air Traffic Management CA Commitment Appropriations CDR Critical Design Review CfP Call for Proposals CfT Call for Tender EC European Commission GAM Grant Agreement for Members GAP Grant Agreement for Partners IAO Internal Audit Officer IKOP In Kind contributions from Operational Projects ITD Integrative Technology Demonstrator IADP Innovative Aircraft Demonstrator Platform JU Joint Undertaking JTP Joint Technical Programme PA Payment Appropriations PDR Preliminary Design Review QPR Quarterly Progress Report SPD System & Platform Demonstrator TA Transversal Activity TE Technology Evaluator ToP Type of Action TP Technology Products TRL Technology Readiness Level WP Work Package

Project Acronyms

ACD Anti-Contamination Device ADVANCE Advanced Value and Service driven Architectures for Maintenance AFC Active Flutter Control AFP Automatic Fibre Placement AM Additive Manufacturing ASCENT Active Simulator Cockpit Enhancement ASM Aircraft Simulation Model AStA Approach Stabilization Assistant ATN/IPSIMA Aeronautical Telecommunication Network/Internet Protocol Suite Integrated Modular Avionics BJ Business Jet C&C Cabin & Cargo CAA Computational Aero-Acoustics CAE Computer Aided Design CDR Critical Design Review CFD Computational Fluid Dynamics

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CfP Call for Proposals CFRP Carbon Fibre Reinforced Polymer CG Centre of Gravity CNT Carbon Nano Tube CROR Contra-Rotating Open Rotor CWB Central Wing Box DAPAGPAHRS Digital Active Phased Array radar GPS aided Attitude and Heading Reference System DfE Design for Environment DMC Demonstrator Management Committees DMU Digital Mock-Up E2E End to End EASA European Aviation Safety Agency EDAS Eco-Design Analysis eECS Environmental Control Systems EFB Electronic Flight Bag EFFP Environmentally Friendly Fire Protection EGDS Electrical Generation and Distribution System EHA Electro-Hydraulic Actuation EMA Electro-Mechanical Actuation/Actuator EMC Electro-Magnetic Compatibility EoL End-of-Life EPGDS Electrical Power Generation and Distribution System EWIPS Electrical Wing Ice Protection System FCPG Fuel Cell Powered Galley FTB1 Flying Test-Bed no. 1 FTB2 Flying Test-Bed no. 2 GAM Grant Agreement for Members GAP Grant Agreement for Partners GCU Generator Control Unit GPAHRS GPS aided Attitude and Heading Reference System HLFC Hybrid Laminar Flow HLU Hand Lay-Up HMI Human Machine Interface HPE High Performance and Energy Efficiency HVC High Versatility Costs efficiency HVDC High Voltage Direct Current ICD Interface Control Documents ICS Interface Control Drawings IHMM Integrated Health Monitoring Management IMA Integrated Modular Avionics IMACS Integrated Modular Aircraft Cabin systems IPS Ice Protection System ISV In-Seat Ventilation IVHM Integrated Vehicle Health Management IWTT Icing Wind Tunnel Test LCA Life Cycle Assessment LG Landing Gear LiFi Light Fidelity (Bi directional data transmission by light) LLTI Long Lead-Time Items LRI Liquid Resin Infusion

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LSF Low Speed Fan MFFD Multi-Functional Fuselage Demonstrator MLE Modified/morphing Leading Edge MPR Materials, Processes And Resources MPSU Movable Passenger Service Unit MQL Minimum Quantity Lubrication NBPU No Break Power Unit NGCTR-TD Next Generation Civil Tilt Rotor related Technology Demonstrator NLF Natural Laminar Flow OBIGGS On Board Inert Gas Generator System OoA Out-of-Autoclave OWB Outer Wing Box PAGB Power & Accessory Gear Box PDR Preliminary Design Review PED Personal Electronic Device pFHA preliminary Subsystems Function Hazard Assessment RACER Rapid And Cost-Effective Rotorcraft RCCB Remote Control Circuit Breaker SAA Sulfuric Acid Anodizing SFR System Functional Review SHM Structural Health Monitoring SSPC Solid State Power Controller TE Trailing Edge Or Technology Evaluator TRL Technology Readiness Levels UHBR Ultra-High Bypass Ratio UHPE Ultra-High Propulsive Efficiency V&V Verification and Validation VEES Vehicle Ecological Economic Synergy WP Work Package WRB Wing Root Box

2018 Annual Activity Report - European Parliament - European Union

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