Imagine if the skin of an airplane could do triple duty — acting as the structure, an antenna, and a noise canceller all at once. Right now, antennas stick out from the fuselage like bumps, creating drag and burning extra fuel. ACASIAS built composite panels where the antenna is baked right into the material, so the surface stays smooth and aerodynamic. They also embedded sensors that actively cancel engine noise inside the cabin, which is a big deal for next-generation fuel-saving engines that are noisier than current ones.
Airlines face mounting pressure to cut fuel costs and carbon emissions, but the most fuel-efficient next-generation engines (contra-rotating open rotors) create unacceptable cabin noise. Meanwhile, current external antennas create aerodynamic drag that wastes fuel on every flight. Aircraft manufacturers need multifunctional panels that solve both problems — reducing drag and enabling quieter cabins — without adding weight or complexity.
The project manufactured a fibre reinforced plastics panel demonstrator and developed four integrated panel concepts: a composite ortho-grid fuselage panel with Ku-band SATCOM antenna tiles, a fuselage panel with embedded noise-reduction sensors, a smart winglet with integrated blade antenna, and a GLARE panel with VHF communication slot antenna. A total of 18 deliverables were produced across the 4-year program.
If you are an airline dealing with rising fuel costs and pressure to cut carbon emissions — this project developed integrated fuselage panels that enable contra-rotating open rotor engines, which deliver up to 25% fuel and CO2 savings compared to equivalent turbofan engines. The embedded noise control system solves the cabin noise problem that has blocked adoption of these efficient engines.
If you are an aerostructure manufacturer looking to move up the value chain with multifunctional composites — this project built and tested four types of integrated panels, including a Ku-band SATCOM ortho-grid panel and a Fibre Metal Laminate GLARE panel with built-in VHF antenna. These replace separate antenna installations with single integrated components, reducing assembly steps and drag.
If you are a SATCOM provider struggling with the drag penalty and installation cost of external aircraft antennas — this project developed a composite stiffened ortho-grid fuselage panel with integrated Ku-band SATCOM antenna tiles. The conformal design eliminates protruding radomes, improving aerodynamic performance while maintaining communication capability.
The project itself had a budget of EUR 5,836,430 split across 11 partners, focused on R&D and manufacturing demonstrators. Production costs per panel are not disclosed in the available data. Adoption costs would depend on certification, tooling, and integration into specific aircraft programs.
The project produced a manufactured fibre reinforced plastics panel as a demonstrator, proving the manufacturing process works. However, scaling from demonstrator to serial production would require further industrialization. The consortium's 64% industry ratio (7 of 11 partners from industry) suggests strong manufacturing know-how is already involved.
IP generated during the project is held by the consortium partners, coordinated by the Royal Netherlands Aerospace Centre (NLR). Licensing terms would need to be negotiated directly with the relevant partners. With 4 SMEs in the consortium, there may be partners open to licensing or co-development deals.
The project manufactured physical panel demonstrators, placing it at prototype stage. Aviation certification (DO-160, EASA) would still be required before any airline deployment. Based on available project data, ground testing was completed but flight testing details are not confirmed.
The technology targets commercial aircraft, particularly those that could adopt contra-rotating open rotor engines for up to 25% fuel savings. The SATCOM and VHF antenna integration applies broadly to any commercial or business jet needing in-flight connectivity without aerodynamic penalties.
The panels use fibre reinforced plastics and Fibre Metal Laminate GLARE — both materials already used in aviation. Based on available project data, the integration adds antenna tiles and sensors during the layup process, which would require modifications to existing production lines but builds on established composite manufacturing techniques.
Integrated structural antennas must meet both airworthiness requirements (EASA CS-25 for large aircraft) and radio certification standards. Based on available project data, the project addressed structural integrity but full regulatory certification was not within scope of the 4-year research program.
The ACASIAS consortium is heavily industry-oriented, with 7 out of 11 partners (64%) coming from industry and 4 being SMEs — an unusually strong commercial presence for a research project. Coordinated by the Royal Netherlands Aerospace Centre (NLR), the partnership spans 6 countries (CZ, DE, ES, FR, NL, UK), covering Europe's major aerospace manufacturing hubs. The 4 research organizations provide the scientific backbone, while the industry majority signals that this technology was developed with real manufacturing and deployment in mind. For a business looking to adopt or license this technology, the consortium offers multiple potential entry points across the aerospace supply chain.
The coordinator is the Royal Netherlands Aerospace Centre (NLR). SciTransfer can facilitate a direct introduction to the project team.
Want to explore licensing or co-development of integrated aerostructure panels? SciTransfer connects you directly with the research team — contact us for a tailored briefing.
