SPAIN Project main goal is to move from the current design of the fuselage insulation for small aircraft towards an innovative concept that considers insulation as a characteristic provided by the cabin lining panels. More than researching new and innovative materials for applications in aircraft cabin insulation(because such a solution could require a long certification process that could deviate the project from the focused TRL)SPAIN Project aims to be innovative in terms of insulation blanket construction methods for coupling the best thermal and acoustics characteristics and in cabin insulation system design methodologies suited for SAT community. SPAIN Project aims at researching a cabin insulation system that limiting the increase of the acquisition cost, when referred to standard insulation system for small aircraft, at 5% and that having at least the same weight per square meterof the present similar cabin insulation systems used on SAT aircrafts, will have the following expected targets: Reduced cabin noise; Improved accessibility and reduced maintenance cost linked to the insulation system removal; Improved installability and reduced use of installation means with benefits on total final cost. In addition the solution will push at the highest standards the requirements for thermal insulation and acoustic for small aircraft in order to have low weight solution, innovative materials and technology available at a relative low cost for SAT community.

The standard solution of a landing gear integrated into the wings, that is widely used in the actual single aisle aircraft configuration, even if extensively safe in terms of structural load distribution, leads to many drawbacks both referred to the structural configuration and weight and also related to the structural integration of the different components during the aircraft final assembly and set-up. New solutions need to be supported by a big efforts in terms of design and materials optimization and manufacturing processes. The scope of ITEMB project is to set up an innovative Lower Center Fuselage (LCF) architecture compliant with Body Landing Gear scenario, including high loaded structure, highly integrated concept and industrial processes validation.

The EURECA project framework is dedicated to innovate the assembly of aircraft interiors using advanced human-robot collaborative solutions. A pool of devices/frameworks will be deployed for teaming up with human operators in a human-centered assistive environment, always ensuring safety requirements. Solutions are peculiarly designed for addressing both the working conditions and the management of the cabin-cargo installation process. EURECA aims at providing the following technologies: 1. Lightweight Mobile Arm (LMA), an actuated moble platform equipped by a lightweight manipulator, will assist the assembly of light components. The LMA will perform autonomous tasks for assembly light and small components and it will cooperate with humans in handling and assemblying large, light and flexible compoents, navigating autonomously in the cabin and supplying the different parts by a passive trolley (transporter). 2. Wearable upper arms exoskeleton will be used to assist the human operator in handling and assembling of heavy parts. The exoskeleton will improve the human ergonomics in handling heavy objects, allowing the execution of tasks where two or more people are necessary having a fast attach/detach interface. 3. Continuous update and adaptation of a map of the aircraft’s cabin, including permanent/temporary obstacles (seats, exoskeleton structure, human operator moving, etc.) by RGB-D camera sensors mounted on the LMA. 4. A software platform, called Application Assistant, will enhance human-robot cooperation in all process phases, supporting the generation of programs and the issuing of commands/requests by the users. The Application Assistant will be a layered architecture that will provide the users with different services in creating, scheduling and executing applications. The Application Assistant will implement multi-modular interfaces to humans, as a projector beam to give feedback to the user about the operation status and the actions to be taken.

An innovative flexible jig will be designed and fabricated to allow the structural bonding of a SAT composite wingbox. TM will use the jig to Join internal ribs and lower panel to the upper panel where 3 spar are already cocured. The bonding process will be performed using a paste adhesive that require the application of a calibrated pressure on the bond line. To allow the control of effective bonding an SHM system based on fiber optic sensors will be embedded in the bonding line. Therefore the jig must allow the bonding operation like paste adhesive application and squeezing while holding the required part position during the process. The Consortium propose a jig with a part that sliding on a lower base give all the necessary accessibility for rib bonding and position of SHM sensors. It will be necessary to develop suitable guidelines for the bonding jig. Different methods to hold the part positioning and give bonding pressure application will be evaluated including mechanical and enflatable devices. As experimental verification is considered necessary to fulfill the requirements, before full scale jig design and fabrication, subscale trial will be performed by WIBOND consortium. Guidelines on the process delivered by TM integrated with know-how of WIBOND on assembly and bonding jig will be tested on a subscale, representative bonding jig. Detailed Jig design will be performed. It includes 3D models, 2D tables, stress, thermal & tolerance analysis. Partially in parallel with design, to meet the tight schedule, Jig components will be fabricated and assembled using state of art control equipment like Laser tracker and galvanometric Harm. Jig will be delivered and installed at TM Premises were also try out and training of operators will be performed. Lightweight recyclable materials will be used for main structure and components. Jig will be have provision for self heating but the heating system isn’t included in the baseline proposal.

Aviation has become an indispensable part of European transportation system, however, the system as it existstoday is reaching full capacity and beginning to limit mobility. In addition, there is a demand formore people and goods to travel faster and farther, with fewer delays” as defined by the H2050 target to complete door-to-door journey within 4 hours for 90% of travellers One solution to increasing mobility in European transportation system isto exploit the existing small community airports across Europe and to improve safety, comfort and operability (especially in all weather operation - Icing) of the small aircraft community aircrafts. Expand as much as possible the safe operation in all weather , and much more in icing conditions, of the small aircraft is one of the key point. Aircraft De-Icing System is one of the most power demanding onboard systems and for this reason small aircrafts are sometimes limited in icing operation. This is much more true if we consider that small aircraft (SAT) area affected by limited space availability for system installation and that due to the low volume of this general aviation market sometimes is not easy to find the Systems supply chain ready to afford requirements coming from SAT OEMs at a relative low cost (there is a sort of market failure). SEASIDE Project aims at solving the above issues by developing an innovative compact and low cost “Hybrid Electro-Expulsive De-Icing System” for the Piaggio P180 aircraft complying with CS23 Appendix C. Objective of SEASIDE project is to analyze, design, develop, test in an Ice Wind Tunnel Test (IWT) and deliver to the Topic Manager a prototype of Hybrid (thermal and electro-expulsive) De-Icing system having the following expected targets: • A continuous Power demand for meter on wing span of 0.6KW.