magazine - safran breaks 04-05 magazine january 2010 _ safran magazine safran magazine _ january...

magazinesafran

special report

january 2010 – no. 7the safran group magazine

p. 24 c919 Focus: SAFRAN, A PARTNER ON CHINA’S NEw JETLINER / p. 39 security: ELECTIONS IN ALBANIA

Eco-responsibility is at the heart of Safran’s corporate strategy

TOWARDS GREENER SKIES

R eflecting our long-term strategy, Safran continues to bolster our security businesses in different mar-kets. We recently acquired 81% of General Electric’s Homeland Protection division, making our Group the world leader in imaging systems used to detect dangerous or illicit substances in luggage.

We also recently celebrated the delivery of the 20,000th CFM56 engine, which mainly powers the Boeing 737 and Airbus A320 twinjets. This was a historic milestone, symbolizing the unprec-edented success of this landmark turbofan engine. Created 35 years ago, the CFM partnership instigated a profound change in the course of civil aviation. Today, reflecting this adventurous

mindset, our research ef-forts and investments are shaping industry over the next 30 years, not only in aerospace, but also in our other areas of expertise. Just as we were going to press, Chinese aircraft-maker Comac selected Safran and General Elec-

tric, via their joint ventures CFM International and Nexcelle, to supply the complete propulsion system for the new C919 jetliner. This business win continues to validate our long-standing transat-lantic collaboration. Its selection also gave the Leap-X a head start in the major engine competitions coming up in the next decade, particularly in the market for single-aisle commercial jets (over 100 seats) by leading Western manufacturers.

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news breaks p. 04

tomorrow p. 08MaterialsLighter and stronger

special report p. 10Towards greener skies Eco-responsibility is at the heart of the Group’s corporate strategy

panorama p. 20In the heat of the forge Birth of an engine

C919 focus p. 24Safran, a partner on China's new jetliner

markets p. 3030 New engines for the Rafale fighter

32 Joint ventures for nacelles

34 Flight data under control

36 Vinci, Ariane’s new upper-stage engine

38 Secure elections in Albania

insight p. 4040 “Women on the move” at Safran

42 Making “Kids’ Dreams” come true

43 Integrating young disabled workers

interview p. 44New horizons for European aviationInterview with Patrick de Prévaux, Director, Air Transport, R&T and Operations at the AeroSpace and Defense Industries Association of Europe (ASD)

Safran is working on upgrades to the Rafale’s M88 engine, to boost power and simplify maintenance.

FULL THROTTLE FOR THE RAFALE

30 markets

Check out the latest Safran group news at www.safran-group.com

January 2010 _ Safran magazine Safran magazine _ January 2010

02-03contents

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Chief exeCutive OffiCer, Safran GrOup

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At the end of December 2009, Comac (Commercial Aircraft Corporation of China, Ltd.) chose the Leap-X engine offered by Safran and General Electric, via their joint company CFM International, for its new C919 jetliner. Comac opted for a complete propulsion system, including the engine itself plus the nacelle (the housing that protects the engine and allows it to be attached under the wing) and the thrust reversers (which help brake the aircraft on landing). The 150-seat C919 is slated to enter service in 2016. Safran is also a candidate on other equipment contracts for this aircraft. Its selection for the

propulsion system already represents total potential sales of $15 billion over the next 30 years. “The selection of the Safran-GE alliance on the C919 is the culmination of our strategy based on partnerships and operations in China reaching back over 30 years,” said Safran CEO Jean-Paul Herteman. “This latest success confirms Safran’s excellent position in the commercial aviation market, especially in the single-aisle jet segment.”

K MOREArticle on page 24Safran website: www.safran-group.com

Safran CEO Jean-Paul Herteman was elected chairman of Gifas (Groupement des Industries Françaises Aéronautiques et Spatiales), the French aerospace industry trade association, on July 9. In accepting the appointment he reiterated his commitment to meeting the associated challenges: “Given the fierce economic crisis and an unfavorable euro-dollar exchange rate, my efforts will be fully focused on helping all of our members overcome these difficulties and prepare for the eventual recovery.” Jean-Paul Herteman succeeds Charles Edelstenne, Chairman and CEO of Dassault Aviation, who held this position for four years. The Gifas chairman is elected from among the heads of the companies belonging to the association. Three Safran company heads have been chairman of Gifas over the last 30 years.

SafRan and GEnERal ElEctRic EnGinE chOSEn fOR china’S nEw jEtlinER

jEan-PaUl hERtEMan, thE nEw chaiRMan Of GifaS

20,000th CFM56, delivered! On October 20, 2009, Safran and GE celebrated the delivery of the 20,000th CFM56, the world’s best-seller. The ceremony was attended by the French Secretary of State for Transportation, Dominique Bussereau (photo), and the CEO of GE International, Ferdinando Beccalli-Falco. Safran CEO Jean-Paul Herteman addressed the guests, reminding them that the creation of CFM International in 1974 was inspired by the excellent relationship between Gerhard Neumann and René Ravaud, the respective heads of GE Aircraft Engines and Snecma at the time. “They were able to develop a breakthrough aircraft engine, the CFM56, that would eventually become the greatest success in the history of civil aviation.”

The Safran Group magazine2, bd du Général Martial-Valin75724 Paris Cedex 15 - FranceFax: 33 (0)1 40 60 85 01

E-mail: [email protected]

Publication Director Pascale DuboisEditorial DirectorChristine Orfila Executive Editor in chiefFlorent Vilbert Editor in chief Martin BelletWritten byD. Baudier, M. Bellet, B. Dietz, P. François, F. Lert, P. Michaud, A. Papeguay, G. Sequeira-MartinsTranslation Don Siegel, ID CommunicationsProduction

Printed by Imprimerie Vincent, certified imprim’vert, on PEFC accredited paperIssn 1960-7164The articles and illustrations published in this magazine may not be reproduced without prior authorization.Cover © Olivier Marbœuf

V-22 GEtS in GEaR

After the main gear, the nose gear! In August, Messier-Dowty (Safran group) delivered its first nose landing gear for the Bell-Boeing V-22 Osprey, for which it already provides the main landing gear. Messier-Dowty currently is under contract to deliver nose gear for 141 aircraft. Safran is extremely proud of its role

in this unique aircraft: the V-22 “tiltrotor” can land, take off and hover like a helicopter, but then tilts its rotors forward to fly like an airplane. Through this latest contract, Messier-Dowty strengthens its position as a landing gear supplier to Boeing Integrated Defense Systems.

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During NATO’s “Belcoast 09” trials in October 2009, designed to assess new defense and homeland protection technologies, Sagem’s new multirole optronic sight, SAPS, made a very strong impression. Mounted on an all-terrain vehicle, it demonstrated its day/night, all-weather detection and identification capabilities with different threats: foot soldiers, snipers, light aircraft, drones, fast landing craft and vehicles. This data can then be shared between system operators and tactical command units, for situational analysis in near real time.

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Concorde took off for the first time 40 years ago. Taking the controls, André Turcat knew that he was making history. The new French-British aircraft was a supersonic transport, or SST, the first in the world. Within a few months, the Concorde had broken the sound barrier and reached its nominal cruise speed of Mach 2.02. Which meant that Paris was only three hours from New York. Propelling this streamlined bird were four Olympus 593 turbojet engines jointly developed by Snecma and Rolls-Royce, and

generating over 150,000 pounds of thrust at takeoff. Today, we’re still waiting for the oft-announced successor to the Concorde. Paris and New York have drawn further apart, as the flight once again takes about eight hours. But aviation has progressed in different directions. The A380 super-jumbo, for instance, carries over 500 passengers with unrivaled comfort and environmental awareness: it consumes less than 3 liters of jet fuel per 100 passenger-kilometers.

Concorde, a commercial SST

The wings of history

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SMaRtGatE winS indUStRY dESiGn awaRd

Customs agents at airports in Australia and New Zealand deploy a very innovative control system based on facial recognition, enabling adult passengers to save time during ID checks. Dubbed SmartGate and designed by Sagem Sécurité (Safran group), this system authenticates travelers’ identities by comparing their face to a digital photo stored on a chip in their e-passport. This ergonomic, easy-to-use system has just received the Janus de l’Industrie prize, awarded by the French Design Institute since 1953. The Janus award recognizes products that are designed to deliver real benefits to their users. The prize was awarded by Christian Estrosi, French Minister of Industry.

GUillEMOt: wORld chaMPiOn! 15 days, 19 hours, 22 minutes and 10 seconds: that’s how long it took for Marc Guillemot and Charles Caudrelier Benac to win the 2009 Transat Jacques Vabre aboard Safran, sailing from Le Havre in France to Puerto Limon in Costa Rica. Safran took over first place on the fifth day of the race and held it all the way to the finish line, despite the very trying weather conditions: storms with winds up to 50 knots at the midway point, and a becalmed zone near the end. “We gave it all we had to win this race,” admitted a tired but very happy Marc Guillemot. He was finally able to fly Safran’s colors at the top of the podium, after finishing second in the 2007 Transat Jacques Vabre and third in the 2008-09 Vendée Globe. Based on these excellent results, the Safran skipper was crowned IMOCA world champion for 2009 in the Open 60 (sixty-foot monohull) class.

A400M airlifter in the skies of Spain

December 11 will go down in history as a landmark date in joint European defense efforts. The Airbus Military A400M airlifter, designed to carry both troops and equipment, made a successful first flight in the skies over Seville in southern Spain. Initiated primarily by Germany, France, Spain and the United Kingdom, the A400M program has had to meet a number of challenges. Its propulsion system, for instance, the only one of its kind in this class of aircraft, required extensive design work, including by Snecma (Safran group), responsible for about

one-third of the total. Safran makes other major contributions to this aircraft, including the landing, wiring and navigation systems.

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fiRSt fliGht Of BOEinG 787 dREaMlinER a SUccESS

On Tuesday, December 15 at 10:27 am, two big jet engines spooled up on the runway at Paine Field in Everett, Washington, not far from Seattle. A few seconds later, a large blue bird climbed into the gray sky: the Boeing 787 Dreamliner had just taken off for the first time. With some 840 orders already under its belt, Boeing’s new long-range jet with the all-composite fuselage is already a striking success. Safran is playing a major role in this program, with contributions spanning the landing system, wiring, engine control units and engine. The 787 is slated to enter commercial service at the end of 2010.

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08-09tomorrow


F or engineers working on tomor-row’s engines it’s a real scientific and technological challenge to strike the right balance: the

continued growth of air transport will depend on the development of airplanes that are lighter, stronger and environ-mentally-friendlier – but don’t cost any more to buy and maintain!” explains Claude Quillien, the head of materi-als and processes at Safran. To meet this challenge, the Group has a perma-nent workforce of over 750 researchers and technicians. They team up with well-known research labs, such as the Ecole des Mines de Paris engineering school, French aerospace research center Onera and national scientific research agency CNRS, to develop new materials. Their task is to find solutions that will reduce structural weight, and replace certain parts made of titanium, nickel or steel-based alloys that are used on most engines today. Since the early 1990s the focus has been on composite materials. Made of a “framework” of carbon fibers, strength-ened by an organic matrix of resin, ceramic or metal, these materials con-siderably reduce engine weight. “On fan blades, composites can cut weight by up to 100 or 130 kilos, with an even greater induced impact on the aircraft itself,” says Bruno Dambrine, composites and materials mechanics expert.

rEsEarCH. Safran’s researchers are studying the new materials that will go into tomorrow’s aircraft engines. Stronger and lighter, these materials will help reduce fuel consumption and CO2 emissions.

Materials to shape the future

viEwPOiNT

After joining Onera in 1978, Shigehisa Naka quickly focused on research concerning new alloys. Along with his team, he worked on the development of single-crystal solidification. Since then, this revolutionary process has given rise to nickel-based superalloys that are now used to make the turbine blades on Safran engines. In spite of all his experience, when faced with the current demands of aircraft manufacturers his immediate response is a cri du coeur, “It’s a heck of a challenge!”

But he’s not at all discouraged, in fact far from it. Firmly convinced that metallic alloys still harbor enormous potential, he is directing his teams to focus on three main areas for the future: an intermetallic alloy based on refractory metals such as niobium, which would increase the lifespan of parts subject to temperatures reaching 1,300°C; a higher performance version of his superalloy; and an intermetallic alloy such as titanium aluminide, far lighter than the nickel-based alloy used today.

ShiGEhiSa Naka, director of the Metallic StructureS and MaterialS depart-Ment, onera (french aeroSpace reSearch agency)

“It’s a heck of a challenge!” Boosting propulsion

efficiencyOrganic matrix composites based on polymer resins cannot stand up to temperatures exceeding 200°C, so they will be used on the “cold” parts of the engine, namely the fan blades and inlet section. Tests of these com-ponents are planned for 2010 and complete engines should be flying by 2014. These composite materials are widely used in nacelles, the struc-ture that surrounds and protects the engine, and attaches it to the airplane via a pylon. Ceramic matrix composites offer excellent temperature resistance – up to 1,100°C – and are therefore used on the hot parts of the engine, mainly in the nozzle and low-pressure tur-bine blades. They also offer excellent

mechanical strength, based on a com-bination of silicon carbide fibers and a titanium matrix, making them the ideal material for the disks holding the blades, not to mention delivering significant weight savings. alloys still in pole positionEven though composites seem espe-cially promising, Safran is also work-ing on metallic alloys, which continue to progress by leaps and bounds. For example, a niobium/silicon-based alloy is used to make “refractory” compos-ites that stand up to a temperature of 1,300°C. By increasing the heat-resistance of the high-pressure turbine blades, this new material will enable temperatures in the combustor to be increased, for greater engine operating efficiency.

“For the moment this alloy is still susceptible to oxidation, since we don’t have an appropriate coating, and nobody knows how to produce it at reasonable cost,” notes Jean-Yves Guédou, an expert in metallic materi-als. The first engines equipped with turbine blades using this new alloy won’t fly until 2018 at the earliest. This may seem a rather distant date, but in fact for engineers it’s just around the corner. For engine-makers to deploy these new materials, they have to start revamping their design tools right now by integrating the specific characteristics of these materials, as well as identifying production meth-ods that combine robustness and cost-effectiveness. Safran’s engineers will have their hands full indeed as they try to rise to these latest challenges. ■

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Eco-responsibility is an integral part of Safran’s corporate strategy, and is applied throughout the enterprise.

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THE ROAD TO GREEN IS PAVED WITH RESEARCHP. 12

BRAINPOWER, NETWORKED! P. 15

COMBINING ECOLOGY AND COST-EFFECTIVENESSP. 18

ECO-PRODUCTION IN MEXICOP. 19

TOWARDS GREENER SKIES

facts & figures

special report €1.6billion budget for Clean Sky

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55 Group facilities certified ISO 14001

85%of an aircraft by weight can be recycled after dismantling

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safran magazine _ January 2010January 2010 _ safran magazine

W hat if going greener also meant increasing per-formance? “For us, envi-ronmental concerns are

an integral part of any aeronautics research,” says Michel Laroche, Vice President for Research & Technology in the Snecma group. “In fact, our technology efforts have always focused on reducing engine weight and fuel consumption. Today, more than ever, these are the underlying principles behind our general research objec-tives, which strive to meet market expectations. We are working inten-sively to reduce the fuel consumption of turbine engines and make them friendlier to the environment, in line with the ACARE objectives for 2020.” (see “Viewpoint” opposite) Tomorrow’s aircraft engines will be quieter and less polluting: not only the new LEAP-X, slated to replace the CFM56 in a few years, but also the SaM146 which powers the Superjet 100, Sukhoi’s new regional jet. The nozzle on this engine, designed and produced by Group company Snecma Propulsion Solide, reflects this two-pronged challenge. According to design engineer François-Laurent Buffenoir, “The nozzle’s main struc-ture is an organic matrix composite, combining carbon fibers and a bisma-leimide resin, which offers environ-mental benefits at two levels. First,

DEVELOPMEnT. Supporting sustainable air transport is a pivotal goal of Safran’s research activities. The environmental revolution has started, and covers every facet from engines to materials.

The road To green is paved wiTh research

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CFM56 turbofan engine being towed to the test stand.

the nozzle is 30% lighter than its metal equivalent, or 20 kilos less, which reduces fuel consumption. Secondly, it reduces noise, since the inner sur-face of the nozzle is in fact drilled with 160,000 tiny holes, ‘trapping’ the sound waves inside the composite honeycomb structure.”

a complex challengeScientists and engineers face a num-ber of challenges in their quest to design engines that generate fewer greenhouse gases and other pollut-

ants. They have to reduce fuel con-sumption, which means working on the engine combustion cycle and associated pressures and temperatures, reduce weight, and also cut polluting emissions such as oxides of nitrogen (NOx), which means revamping the combustor. Turbomeca has achieved this goal on its Ardiden 1H1 turboshaft engine, designed for twin-turbine helicopters in the 5 to 7 ton class. A modified injection system, which redistrib-utes air and fuel in the combustion

“in 2001 the european commission launched the advisory council for aeronautics

research in europe, or acare. comprising representatives of the commission, governments and industry, acare oversees the application of a timetable for european aeronautics research. it aims to meet the needs of society to make air transport safer, more efficient and environmentally-friendly, while also ensuring the competitiveness of the european aviation industry. in particular, the council has set very precise objectives for 2020: a 50% reduction in carbon dioxide (cO2) emissions, an 80% reduction in nitrogen oxide (NOx) emissions and a 50% reduction in noise, all in relation to the baseline figures from 2000. However, even though acare originally established 2020 as its target date, we are already working on the following decade. cycles in the aviation industry are very long indeed, and we have to plan well ahead to account for changes in this sector.”

ACARE: LOOKING TOWARDS 2020… AND BEYOND!

NARESH KuMAR, head of communications at acaRe

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E cology and climate change are global issues, and solutions have to be found in synergy with all stakeholders,” emphasizes Marc

Ventre, Safran Executive Vice President, Aerospace Propulsion branch. “Our full-fledged role in European research programs, especially Clean Sky, reflects our leadership position in the global aerospace industry.” As chairman of the Clean Sky steering committee, Ven-tre adds: “This research program was launched in 2008 as a public-private partnership, and enjoys equal funding from industry and the European Com-mission. Twelve European aerospace companies created this project, includ-


ParTnErsHIPs. Safran takes a lead role in many environmental projects. Whether in France or across Europe, the Group teams up with industry, academia and government to develop clean, sustainable air transport.

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chamber, reduces NOx emissions by 20% compared to its predecessor, the TM333, while also operating at higher pressure and temperature, for greater efficiency. The upshot is a significant decrease in fuel consumption. “All our technological improvements in recent years have driven environ-mental progress,” enthuses Francis Couillard, director of environmental policy at Safran’s European Affairs department. “Improving our products means higher performance, and to do that we have to decrease weight and energy consumption.”

Offering lower total cost of ownership, greater propulsion efficiency and lower environmental impact, “more electric” aircraft are the future of the air transport industry. and safran is taking an active role in this revolution. in short, the traditional hydraulic and pneumatically-driven systems are gradually being replaced by electrically-driven systems. this is already the case on the a380’s thrust reverser actuation and ventilation systems, and the brakes on the Boeing 787 Dreamliner.

THE “MORE ELECTRIC” REVOLUTION

new materials Another main research objective is the development of materials that resist higher temperatures, while increas-ing strength and reducing weight. “Composites are lighter, yet stronger, and they are another area of research excellence at Safran,” notes Michel Laroche. “Today composites are used in the fuselage and other structural com-ponents, as well as fan blades, nacelles and landing gear. They give us signifi-cant weight savings, and will therefore be increasingly used on both airframes and aircraft equipment.”

A number of tests are under way to validate the use of thermostructural composites, which maintain their mechanical properties even at very high temperatures. “We’ll use them in engine exhaust systems, and eventually in combustors and high and low-pres-sure turbines,” continues Laroche (see article on page 8). Security businesses are also taking a long, hard look at various innovative materials. For example, the polycar-bonate used by Sagem Sécurité (Saf-ran group) as pages in ID documents is more environmentally-friendly than the previously used PVC. It also offers the considerable advantage of support-ing laser engraving techniques, for even greater document security. ■

K More for more information on polycarbonates, see the Media section in safran’s website: www.safran-group.com

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Safran design office at the Villaroche plant near Paris.

safran magazine _ January 2010

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January 2010 _ safran magazine

special report

ing Safran, Airbus, Thales and Rolls-Royce, and manage it along with the Commission.” More than 70 companies, includ-ing about 20 small and medium-sized enterprises (SME), are associate part-ners in the Clean Sky Joint Technology Initiative (JTI), along with 15 research organizations and 17 universities. Other partners will undoubtedly join this pro-gram by 2014.

Meeting the environmental challenge“Clean Sky will help us meet the objec-tives set by the Advisory Council for Aero-nautics Research in Europe, or ACARE,” explains Marc Ventre. “We are targeting a 50 percent reduction in CO2 emissions and noise, plus an 80 percent reduction in NOx emissions for new aircraft in 2020, compared to the figures for 2000.” In addi-tion to these objectives, Clean Sky seeks to foster the development of eco-design, while driving steady progress in “greener” production, maintenance and end-of-life disposal. Clean Sky has defined six major research subjects, in the form of Integrated Technology Demonstrators (ITD). Three of these concern the aircraft itself (smart fixed-wing aircraft, green regional aircraft and rotorcraft), and three cover general subjects (sustainable and green engines, systems for green operation, eco-design). “Safran is one of the major participants in this project,” continues Ventre. “We are participating in all ITDs and we co-lead the green engine ITD. Europe is pro-viding 800 million euros in funding for Clean Sky, with an equivalent amount from industry and other project partners.”

a national programSafran is also heavily involved in com-parable efforts on the domestic front.

“Our business is to generate value from aircraft that can no longer fly by deconstructing them,” says Philippe fournadet, chairman and ceO of tarmac aerosave. safran is a partner in this new company, alongside airbus sita (suez-gaz de france group), equip’aero industrie and aéroconseil. Based at the tarbes airport in southwest france, the company boasts an unrivaled site: a 3,000 meter runway and a 9,000 square meter hangar stretching 40 meters high – big enough to house all aircraft types, including the airbus a380 super-jumbo. Philippe fournadet prefers the term “deconstruction” instead of the more traditional “dismantling”. tarmac aerosave carries out selective disassembly, starting with the

pollution cleanup of the aircraft, then removal of all fluids: fuel, hydraulic liquids, oil and water. the aircraft’s systems and equipment are only removed at that point. “there are about a thousand assemblies on an aircraft that could be reused, once refurbished by an accredited repair shop,” points out fournadet. “Once these assemblies are removed, we then start cutting up the airframe using a diamond-coated wire, lubricated simply with water. this is what i would call ‘green’ deconstruction, generating neither noise, dust, nor hot points. all in all, some 85 percent of the plane by weight can be recycled under economically acceptable conditions, in full compliance with environmental laws.”

TARMAC AEROSAVE: PROMOTING GREEN AIRCRAFT DECONSTRUCTION

The Civil Aviation Research Coun-cil, or Corac, was created in 2008 by Jean-Louis Borloo, French Minister of Ecology, Energy and Sustainable Development, as part of the Grenelle Environment Forum. It is the French equivalent of ACARE, and seeks to meet the same objectives. Corac’s mis-sion is to define and implement innova-tive research and technology actions in France. Safran CEO Jean-Paul Herte-man is a member of Corac.

Teaming up to move forwardSafran is also heavily involved with partners in other research programs. For example, as part of the European program Vital, which aims to reduce aircraft engine fuel consumption, CO2 emissions and noise, Group company Techspace Aero designed a smaller,

lighter low-pressure compressor by optimizing its aerodynamics. A series of tests in 2008 at the Central Insti-tute of Aviation Motors (CIAM) in Moscow validated these new concepts, which will be incorporated in the next generation of engines. Stéphane Dellac, systems engineer-ing manager at Messier-Bugatti, is the coordinator of a project dubbed DRESS, for Distributed and Redun-dant Electrical nose gear Steering System. As he explains: “DRESS was selected by the European Commission for the sixth R&D Framework Program, and concerns an electrically-actuated nosewheel steering system. There are thirteen European partners, includ-ing Messier-Bugatti, Messier-Dowty, Airbus and Saab, several smaller com-panies and five European universities. This project clearly reflects the trend

towards ‘more electric’ aircraft. By increasing system reliability, it will enable these systems to be compat-ible with upcoming automated guid-ance requirements.” Other research projects also sup-port the development of more efficient aircraft ground manage-ment. The aim is to ensure ground movements in total safety under all weather conditions, especially fog. This will speed up airport traffic and therefore decrease fuel consumption, while also avoiding “runway incur-sions” [incorrect presence of an air-craft, vehicle or person on an area designated for takeoff or landing]. “Safran has made a strong commit-ment to all areas where our expertise supports the development of envi-ronmentally-friendlier air transport,” concludes Marc Ventre. ■©

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The low-pressure compressor designed and built by Techspace Aero of Belgium, within the scope of the Vital research program, reduces weight by 15% without affecting engine performance.

This test bench was set up at Messier-Bugatti in June as part of the DRESS project. It is designed to test an electrical actuator for landing gear, intended for the “more electric” aircraft that will make their appearance towards 2020. In particular, this system will enable moving aircraft around airports even under conditions of zero visibility, to speed up ground traffic and help reduce fuel consumption.

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V IP parking! Several staff mem-bers at Labinal’s Chihuahua plant have a special badge on their windshield that gives

them access to a reserved parking space. But to wear this badge you don’t have to be part of top management at this Saf-ran subsidiary specialized in aircraft wir-ing. All you have to do is “car pool” to work with at least two of your colleagues. Bearing the tongue-in-cheek name of “Autosardina”, this program encourages car pooling to limit CO2 emissions dur-ing travel from home to work. Ana Laura Duarte Diaz de Leon, the Health, Safety and Environment man-ager at the plant, explains that “Autosar-dina” is just one of the many sustainable development initiatives deployed on the site. “All of our restroom facilities have been revamped to reduce water con-sumption by 42 percent. And we have installed solar water heaters, thermo-stats, timers and air-conditioning con-trol software.”

raising eco-awareness The Chihuahua plant also practices selective waste sorting, reuses paper that has been printed on a single side, and favors biodegradable garbage bags. This is a very promising sign in Mexico, where eco-awareness is only beginning to dawn. As Ana puts it, “Our employees realize the importance of meeting environmen-tal challenges and have really embraced this initiative. They have become so involved, in fact, that they have even changed their everyday behavior. For instance, since selective sorting is not applied outside the company they bring their used batteries into the plant.” ■


EnGaGEMEnT. The Safran group continuously improves its environmental performance at all industrial sites. At Labinal’s plant in Chihuahua, Mexico, for instance, this approach has helped raise the ecological awareness of employees.

eco-producTion in Mexico

Ana Laura Duarte Diaz de Leon in front of the solar water heater installed on the roof of Labinal’s plant in Chihuahua, Mexico.

E cology and profitability can in fact go hand in hand. This applies in particular to the avia-tion industry, and it’s a lesson

that Messier-Bugatti has learned very well. The Group’s braking special-ist has launched an initiative dubbed “econovation”, which offers solutions that combine economy with ecological awareness. Take for instance the carbon

sOLUTIOns. The products and services offered by Safran are designed for optimum service life and energy consumption, which means reduced environmental impact and greater cost-effectiveness.

coMBining ecology and cosT-effecTiveness

brake designed for Boeing’s iconic Next-Generation 737 twinjets. These brakes cut weight by 320 kilos per aircraft ver-sus conventional steel brakes, which reduces annual jet fuel consumption per aircraft by about 32 tons. On a fleet of ten Boeing 737-700s, for example, this generates savings of nearly $400,000 per year and reduces CO2 emissions by 900 metric tons.

Moving to aircraft engines, the Tech Insertion standard now offered on CFM56 engines rejuvenates these best sellers through longer life on-wing, 5% lower maintenance costs, a decrease of 15% to 20% in nitrogen oxide (NOx) emissions, and a considerable decrease in fuel consumption. Likewise, the CFM56-3 Advanced upgrade kit reduces fuel con-sumption on this engine and cuts repair costs in half. Daniel Chaubard, engine support manager at Snecma, explains: “Our recommendations on engine settings or compressor cleaning, for instance, help improve efficiency, and decrease consump-tion and emissions. But we go even fur-ther. During flight operations seminars, our consulting pilots share best practices with pilots from our customer airlines to enhance operating efficiency.”

a winning approach At Sagem Avionics (Safran group), the services offered to customers all reflect this same approach. “Our Analysis Ground Station, or AGS, which ana-lyzes flight data, helps improve proce-dures and thus limits fuel consumption during the critical takeoff and approach phases,” notes Laurent Bloch, sales & marketing director at Sagem Avionics, Inc. “The data we collect also helps opti-mize the jet fuel reserve carried by the plane, and makes taxiing more economi-cal as well, by using the engines more efficiently.” To take just one example, an airline was able to save some 743,000 liters of fuel over a period of ten months, meaning 1,895 fewer metric tons of CO2 released into the air. ■

By 2050, developed countries will have to cut their emissions four-fold, which means an average annual decrease of 3% for all activities. Planning ahead to meet this challenge, the safran group has set a goal of reducing its cO2 emissions by 15% over three years. this ambitious initiative starts with each plant’s in-depth knowledge of its main sources of greenhouse gases. Last year the group launched a program to measure its carbon footprint at some 60 sites. these measurements showed a total of 3 million metric tons of cO2 equivalent generated by the safran group in 2007 – the same amount as emitted by a city of 380,000 inhabitants.

MEASURING SAFRAN’S CARBON FOOTPRINT

safran also helps customers operating in other sectors bolster their environmental performance. in March 2009, for instance, sagem sécurité supplied the abu Dhabi police with solar-powered automated speed control radars – helping the largest oil producer in the gulf expand the use of renewable energies, while decreasing highway fatalities.

K Morethe emirates’ solar-powered speed radars are featured in the Media section on safran’s website: www.safran-group.com

GREEN ROAD RADARS

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High-temp, high-pressure production of Safran engine parts

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a century of metallurgyIn 1895 Louis Seguin set up shop in the Paris suburb of Gennevilliers with about 40 workers. That was the birthplace of the Omega rotary engine, the first successful product offered by the company Gnome, the ancestor of Snecma, a Safran group company. Over a century later, some 1,400 employees now work on the

sophisticated parts that go into the Group’s aircraft engines. From the CFM56 and SaM146 to the M88 and TP400, all of the Group’s aero-engines start their lives in the forges and presses of this historic site. But materials and processes have of course evolved over the last 100 years. Today, Gennevilliers offers resources and technologies that are unique in Europe, including powder metallurgy, single-crystal structures, isothermal forging, high-speed machining and micro-drilling. Safran Magazine takes a closer look at these forge and foundry facilities that turn out some 95,000 high-tech parts a year.

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1. 80-ton drop-hammerThe part is shaped by the power of this 80-ton drop-hammer.

2. from furnace to forgeAfter being heated in the furnace, the rough disk is moved over to the 80-ton drop-hammer for forging.

3. circular rolling pressHeated to over 1,100°C, the ring is then gradually enlarged on this 565-ton circular rolling press to provide its final shape.

4. 20-ton drop-hammerThe forge operator adjusts a heated ring that will be shaped by the 20-ton drop-hammer prior to machining.

5. grindingAfter the forging operations, the parts go to the finishing shop for grinding to remove surface defects and burrs.

6. forgingA reactor blade that has just undergone precision forging is removed for cooling.

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partnership. The success of China’s planned C919 commercial jetliner will depend on certain Western skills. Safran is leveraging its expertise to get in on the ground floor.

A FrAnco-AmericAn heArt For A chinese bird

S afran has all the cards in hand to win contracts on China’s C919: 30 years of presence in the country, an excellent brand

image and technical expertise spanning virtually all mechanical systems for the new single-aisle jet being developed by the Commercial Aircraft Corporation of China, or Comac. “We’re taking an integrated Group-wide approach to all requests for proposals (RFP) from

Comac,” notes Jean-Luc Doublet, pro-gram manager at Safran. “The propul-sion system contract that we just won is a specific case because it involved CFM (see box). For all other ‘work packages’, Group companies have proposed solu-tions under the auspices of Safran, which is acting as the single point of contact with our Chinese partners.” In addition to the engines, Comac has defined four major packages for poten-

tial equipment suppliers. Sagem is bid-ding on the flight controls and avionics, Hispano-Suiza on electrical generation and distribution, and Labinal has also been in contact with Comac for the contract to supply the aircraft’s wiring. As for the landing and braking systems, “Messier-Dowty and Messier-Bugatti have submitted a joint proposal, via the future programs department representing the two companies,” notes Christophe

Claisse, director of future single-aisle aircraft programs at Messier-Bugatti and Messier-Dowty. “Messier is staking out a position as lead partner to the aircraft manufacturer, enabling us to reduce risks over the entire program, from the initial landing system design to its integration on the aircraft.”

Local partnersMessier-Bugatti and Messier-Dowty are teaming up with LGC (Landing Gear Company), a consortium that consolidates China’s landing gear capa-bilities, to propose a landing system for the new jet. LGC includes Huaxing (producer of wheels and brakes), the design office FAI (First Aircraft Insti-tute) and LAMC, a machining specialist and long-standing partner to Messier-Dowty on other programs. The main equipment suppliers should be selected by the end of 2009. They will then have until September 2010 to refine their detailed designs during a col-laborative working phase with Chinese engineers. Partnerships between Chinese and Western manufacturers will be a real advantage for the aircraft manufacturer. It is only logical that local industry ben-

the first flight of the c919 is scheduled for 2014. different versions will carry 168 to 190 passengers.

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VIEWPOINT

FABIENNE LACORRE, head of product and market strategy at snecma (safran group)

engines, all wrapped up and ready to run… “CFM had offered Comac a complete propulsion system, including engine and nacelle, a highly integrated layout that helps reduce weight and increase overall performance. Leap-X is a new-generation engine intended for tomorrow’s single-aisle commercial jets, and the C919 will be its first application. It is made of basic “building blocks” which already exist, including a new combustor and fan blades, for which demonstrators have already been validated in ground tests. A decisive advantage for CFM

was its two parent companies’ strong industrial presence in China: both General Electric and Snecma have several production sites for aircraft engine parts, as well as services. More than 1,800 CFM56 turbofan engines are now in service with 20 Chinese airlines. The nacelle, a sort of engine “housing”, will be designed and produced by Nexcelle, the new joint venture created by Aircelle (Safran group) and Middle River Aircraft Systems (General Electric) (see page 32).” ©

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the use of composite materials will reduce the weight of the Leap-X fan.

efit from the spectacular growth of Chi-nese air traffic. And it is to the advantage of Western system suppliers to draw on partnerships with Chinese counterparts, not only to be selected for this new pro-gram, but also to enhance their offer-

ings. These alliances will be based on a judicious mix of workshares, allowing the end product to benefit from each partner’s expertise, while also protecting their technologies, and providing excel-lent opportunities for both parties. ■

L’o�re Safran sur le C919

SYSTÈMESIPS (integrated propulsion system), moteurs et nacelles

CFM International (joint-venture 50/50 entre Snecma et General Electric) propose un ensemble intégré moteur et nacelle. Le moteur sera une première application du LEAP-X qui o�rira une augmentation de rendement sans rien perdre de la �abilité qui a fait la réputation de son prédécesseur le CFM56. La nacelle sera fournie par Nexcelle, joint-venture 50/50 entre Aircelle (Groupe Safran) et Middle River Aircraft Systems (�liale de General Electric). Plus �ne et plus légère, elle participera également à la baisse des consommations et à la réduction du bilan de masse.

SOUS-SYSTÈMES ET ÉQUIPEMENTSOMS (onboard maintenance system)

AIS (aircraft information system)

Safran n’a pas l’ambition de proposer le système avionique global mais a fait une o�re de systèmes d’information embarqués sur la base de ce qui a été développé pour les Airbus A380 et A350.

EWIS (electrical wiring interconnection systems), câblageLe câblage ou EWIS (electrical wiring interconnection systems) du C919 n’a pour l’instant fait l’objet d’aucun appel d’o�res. Traditionnellement, la conception du câblage ne se fait que lorsque l’architecture de l’avion est bien connue.

PFCS (primary �ight control system)

Safran a recentré son o�re sur le Cockpit Control System : ensemble des équipements de contrôle en cockpit, des commandes de vol, des systèmes d’atterrissage et du moteur (manette de gaz).

LGS (landing gear system)

Les atterrisseurs du C919 seront de conception classique. Au-delà de la seule conception des atterrisseurs, Messier (groupe Safran) se positionne également comme intégrateur système global capable d’accompagner le client chinois jusqu’à la certi�cation.

WTBS (wheels tires braking system)

La conception du système roues et freins du C919 est encore sujette à débat. Un système électrique serait certes plus innovant mais le recours à l’hydraulique serait un gage de maturité et de �abilité. Quelle que soit l’option retenue, Safran est prêt à proposer ses solutions.

EPGS (electrical power generation system)

L’o�re de Safran, partenaire de General Electric sur cepackage, est innovante et met en œuvre la technologie IGGB (integrated generator gearbox) d’Hispano-Suiza (groupe Safran) débouchant sur l’intégration du générateur électrique dans le boîtier d’accessoires du moteur.

EPDS (electrical power distribution system)Hispano-Suiza et Labinal, associés à Esterline Power Systems, ont fait une o�re globale sur la distribution électrique sous l’égide de Safran Power. Bien que nouvel entrant dans ce domaine, Safran a adressé à Comac une o�re crédible.

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C919: Safran’s equipment proposals

SYSTEMSIPS (integrated propulsion system): engines and nacelles

Safran is proposing an integrated engine/nacelle assembly via CFM International, the 50/50 joint venture between Snecma and General Electric. The engine would be a �rst application for the new-generation Leap-X, which increases e�ciency without losing any of the reliability that has built the reputation of its predecessor, the CFM56. The nacelle will be supplied by Nexcelle, a 50/50 joint venture between Aircelle (Safran group) and Middle River Aircraft Systems (a subsidiary of General Electric). Lighter and more streamlined, this nacelle will help reduce the aircraft’s overall weight and fuel consumption.

SUBSYSTEMS AND EQUIPMENTOMS (onboard maintenance system)

and AIS (aircraft information system)

Safran will not o�er the entire avionics suite, but has proposed an onboard information system based on the ones it developed for the Airbus A380 and A350.

EWIS (electrical wiring interconnection systems), wiringFor the moment, Comac has not issued a request for proposals (RFP) for the C919’s electrical wiring interconnection systems (EWIS). In general, the wiring system design can only be completed once the aircraft architecture is well established.


Safran has refocused its o�ering on the cockpit control system, a suite of control equipment for the �ight deck, including �ight, landing and engine (throttle) controls.


The C919 will be �tted with conventional landing gear. In addition to designing the landing gear, the Messier companies in the Safran group are staking out a position as a systems integrator, capable of supporting its Chinese customer all the way through certi�cation.


The design of the braking system on the C919 is still open to discussion. An electrical system would undoubtedly be more innovative, but using conventional hydraulics would indicate maturity and proven reliability. No matter which option is chosen, Safran is ready to o�er appropriate solutions.


Safran is teaming up with General Electric on this work package, with an innovative solution based on Hispano-Suiza’s integrated generation gearbox (IGGB) technology. The IGGB is based on the integration of an electrical generator in the engine’s accessory gearbox.

EPDS (electrical power distribution system)Hispano-Suiza and Labinal have teamed up with Esterline Power Systems, under the Safran Power label, to develop a comprehensive o�ering for the electrical distribution function. Although a new player in this area, Safran has submitted a very feasible proposal to Comac.

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Proposal selected by ComacPending proposal

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C919 focus

C919 targets Chinese marketWill China always buy its commercial jets from Europe or the United States? Beijing’s answer is a resounding “no”, as it gears up for the entry of the C919 in a market dominated by the duopoly Airbus and Boeing. In fact, the Chinese domestic market alone will give this new plane a non-negligible market base. The projected global market for single-aisle commercial jets from 2017 to 2035 is about 15,000 aircraft, with China accounting for 17% of this total. Comac plans to use this domestic market as its springboard to become the world’s third leading aircraft manufacturer. The first flight of the C919 is slated for 2014, with service entry of the basic 168-seat version in 2016.

positioning. China is of course a highly strategic market in today’s global economy. Safran was ahead of the curve on this trend, since it has been developing local partnerships for nearly 30 years.

sAFrAn FLying high in chinA

T he “Middle Kingdom” is now the world’s second largest economy, trailing only the United States. Buoyed by its huge population,

China continues to boost its fast-paced development with massive investments in a number of different sectors, especially aerospace. Several Western manufacturers are supporting this development, with Safran among the leaders. The Safran group boasts more than three decades of industrial collaboration with China, a long track record that clearly reflects the high quality of the partnerships formed over the years. Tur-bomeca started things off in the 1970s by selling turbine engines to power Super Frelon helicopters. More recently, Sagem flight control equipment was selected for China’s future regional jet, the ARJ21. In the aircraft engine market, CFM International has been just as successful here as in other areas of the world. Some

1,800 CFM56 engines are now in service in China, and this figure continues to grow. Over the next 20 years, China will account for about 20% of all single-aisle commercial jets sold worldwide. In addition to its sales success, Safran has set up a number of joint research and production programs, solidly anchor-ing its presence in the Chinese market. The Group now has several joint ven-

tures in China, with a total of nearly 700 employees. Looking further ahead, Safran is also investing in training centers for mechan-ics and technicians, and has formed part-nerships with the country’s leading univer-sities. Safran has truly set down roots in China by planting numerous seeds, which should help it reap a bounteous harvest in the future.

A delegation from comac met the heads of safran in July 2009 and visited various group facilities, such as the messier plant near Paris shown here. they got a first-hand look at safran’s scope of expertise as a top-tier player in aircraft propulsion, equipment and electronics.

INTERVIEW

from the industrial standpoint, how would you describe the collaboration between safran and Comac? Safran has to demonstrate its technical and economic credibility, but it also has to emphasize significant local content in its proposals, whether

for the nacelles, landing gear, engines or wiring. For engine assembly, a dedicated assembly line will be set up with a Chinese partner. In addition to current arrangements, several partnerships will be established with Chinese companies, mainly for production, but also for part of the design work. This enhanced collaboration will ensure not only the success of the program, but also help us build foundations for the future by developing new supply sources in China.

how will you organize the joint work with Comac? As our customer, Comac will have a very clear view of the different work packages under our responsibility. The dashboards will be totally “transparent”, and will enable daily tracking of development progress, the different milestones, any difficulties encountered, etc. This information will also be available to Safran management, which will share an overall vision of the C919 program with Comac, thus facilitating high-level exchanges.

What does this mean in practical terms? We will have an array of highly visual dashboards, concerning timetables, costs, allocation of resources and customer satisfaction, all kept up-to-date through regular meetings with Comac teams at different levels of responsibility. A control room based in Shanghai will centralize and summarize all information we receive.

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markets

T he Safran M88 engineer-ing department knows this powerplant inside out. These engineers offer all the skills

and expertise needed for a state-of-the-art fighter engine, and are used to working closely with the French armed forces that deploy the Rafale multirole fighter. Week after week, they analyze the rich lode of data generated by the aircraft’s missions. “Feedback from this M88 fleet – now totaling over 100,000 flight-hours – flows directly into the current and future developments of this engine, and also helps bolster its reliability,” notes Jacques Dufau, M88 engineering manager at Snecma.

solid foundationsThe next major upgrade to the engine is the M88 TCO Pack (total cost of own-ership package), addressing operational requirements of French armed forces. “Our customer, the French govern-ment, wanted to retain the same thrust but improve the engine’s operating life and maintainability,” explains Dufau. Safran’s engineering teams responded by drawing up the specifications for this upgraded engine. “The development of the new version was built on very solid foundations,” points out Marcel Charrier, M88 TCO Pack program manager. “We don’t start anything unless we’re sure that the tech-nology is mature. In this case, about 20 percent of the engine will change, including the rear section of the high-pressure compressor and the high-pres-sure turbine. We largely revamped the

propULsion. Safran continuously improves the M88 engine powering the Rafale fighter to keep pace with customer expectations.

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turbine production process, incorporat-ing a new design and new materials. On August 29 the first TCO version of the M88 made its first ground test, a milestone on the road to qualification, planned for 2011. “We have to efficiently manage the risks that are inevitable in any development program,” adds Char-rier, “especially because we are cutting metal for the first production-standard parts well in advance, so we can deliver complete engines as soon as the TCO version is qualified.”

in synch with the customerOver the last six month engineering teams have made several trips to the United Arab Emirates, a potential Rafale customer. At the 2009 Paris Air Show in June the UAE indicated that they would like an engine in the “9-ton” thrust class (20,000 lb), rather than the current 7.5 tons (16,500 lb). “Before kicking off the development of a new engine we first try to under-stand the customer’s requirement and optimize the engine for the specified range of missions,” explains Jacques Dufau. It should take only about 36 months to develop a new “M88-X” incorporating the advances of the TCO Pack. “Studies are underway,” says Bruce Pontoizeau, M88-X program manager. “And they are focusing on an enhanced low-pressure compressor. At the same time, we’re working with Dassault to integrate the engine in the airframe, including several changes around the air inlets.” But even this new initiative won’t signal the end of M88 developments, since this engine still harbors room for improvement over the many years of service that stretch out ahead. ■

VIEWPOINT

JACqUES DUFAU, m88 engineering manager, snecma

M88 tCo pack under test

“Everything is proceeding perfectly. We started ground tests of the first of five engines needed to develop the TCO Pack variant, and right from the second day we achieved full thrust. We will need about two weeks of testing to check the engine’s mechanical integrity and acceleration, so we can gradually adjust the fuel control laws. We’re already very satisfied with temperature readings, since they’re fully in line with our predictions. The engine will then undergo testing in a simulated altitude chamber to simulate actual conditions and its ability to restart under these conditions. At the same time, a second engine will be installed on a test rig for mechanical endurance tests, operating for the equivalent of more than 1,600 hours of service use (about eight years). The following engines will then be used for vibration tests and flight testing.”

the two m88 engines get the 15-ton rafale off the flight deck in a hurry!

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markets

A ircelle, the nacelle specialist in the Safran group, has taken to heart the old adage, “In union there is strength”, by forming

alliances with two major players in the global aviation industry, General Electric and Air France Industries. “These new joint ventures reflect two different log-ics,” underscores Vincent Mascré, head of Aircelle. “The former enables us to pool our research resources, while the latter bolsters our service business.” The aim behind the creation of Nex-celle with the GE subsidiary Middle

River Aircraft Systems (MRAS) was to generate synergies. The Nexcelle structure is of course inspired by CFM, the exemplary engine alliance between Snecma and General Electric, although it’s not on the same scale. “The CFM organization is based on mutual trust and efficiency, and has been operating flaw-lessly for 35 years,” notes Steve Walters, president of Nexcelle. “We are gearing up for the next generation of single-aisle commercial jets by uniting our industrial and commercial strengths. Based on the collaboration agreement between Nex-

celle and CFM International, we are ready to contribute to tomorrow’s highly innovative integrated power plant sys-tems, comprising engine, nacelle and pylon.” There are a number of opportunities: China’s C919 single-aisle jet (see previ-ous article), the Embraer KC-390 military transport, and of course successors to the Airbus A320 and Boeing 737 twinjets. “In addition to continuing our historic partnership with Airbus,” notes Vincent Mascré, “we are staking out a position with aircraft manufacturers in emerging

the nacelle is the engine’s “housing”, also enabling it to be attached under the wing via a pylon.

the new joint venture formed by Aircelle and Air France international is based in dubai, united Arab emirates.

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countries and we hope to win at least one nacelle contract from Boeing. The part-nership with MRAS gives us solid foun-dations in the United States, an advan-tage not only in terms of expanding our geographic footprint, but also allowing us to work with a partner in the dollar zone.”

a win-win partnershipOther reasons lie behind the creation of Aerostructure Middle East Services, or AMES, a joint venture of Aircelle and Air France Industries. As Aircelle head Vincent Mascré explains, “We want to double the share of our total revenues generated by services in the next five years.” Since it’s very hard, perhaps impossible, to achieve this target through organic growth alone, Aircelle wanted to team up with a rec-ognized service provider. “Our in-depth knowledge of this type of equipment

INTERVIEW

BRUNO DELILE, senior Vice president, industrial and Business deVelopment, air france industries (afi)

Why did you create this joint venture with aircelle in the Middle east? Under current conditions, operators in the Gulf region are looking for innovative solutions that combine local presence and reduced costs. Our project to set up a Dubai-based repair shop perfectly addresses these requirements.

how will you carry out this link-up with aircelle? We’re used to working together, in fact, and the two partners will bring to the table complementary

areas of expertise and similar cultures. AFI deploys a solid sales & marketing force, along with certification enabling us to develop new repair procedures. Aircelle enjoys a very strong presence in the market for new-generation nacelles.

What about aMes’ local facilities? In fact the setup in Dubai will have about 40 people once we hit cruise speed, only two of whom are expats. But it will of course call on the repair entities of its two parent companies for support, AFI’s Le Bourget facility and the Pont-Audemer plant for Aircelle.

innovative solutions

strategY. Aircelle is multiplying alliances with industrial partners in an effort to quickly bolster its presence in international markets.

nAceLLes, or the Art oF PArtnershiPs

attracted Air France Industries, and they were able to give us access to the Middle East market through their broad sales & marketing network,” adds Mas-cré. “We’re also attractive to them as an OEM, or original equipment manu-facturer.” The first step in this collaboration is opening a nacelle repair unit in Dubai. This is in fact a strategic location since it’s a global hub at the crossroads between East and West, and above all because it’s at the heart of the United Arab Emirates, which has a large fleet of long-haul aircraft. Whether or not they use Aircelle products, this fleet will benefit from the technical expertise and local presence of AMES. “We’re already in negotiations to cre-ate other joint ventures in international markets,” notes Mascré. “These will be partnerships with recognized compa-nies, targeting very specific areas.” By forming joint ventures around the world, Aircelle will forge a powerful network enabling it to meet ambitious goals. ■

K more For more information, see the Media Section in Safran’s website: www.safran-group.com

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marketsserViCes. Airlines have to record their flight data. But this same data can also become a source of savings – as Safran shows with its eGDM service offering.

FLight dAtA under controL

F ly more, spend less.” This may seem paradoxical, but it is in fact the challenge met by Sagem’s eGDM (enhanced

Global Data Management) solution for flight data analysis. “Airlines today record a huge amount of information and this trend can only accelerate,” points out Philippe Arnaud, sales & marketing director of the Sagem Avion-ics division. The growing use of health and usage monitoring systems (HUMS) will only increase the number of param-eters concerning the aircraft’s general condition and how it changes over time. “We wanted to take this a step fur-ther and use this data as a basis for preventive, or even predictive mainte-nance,” explains Laurent Bloch, sales & marketing director at Sagem Avionics Inc., Sagem’s Dallas-based U.S. subsid-iary. “To facilitate this operation, we installed a memory board in the flight data recorder. The data is thus stored and then downloaded at the end of the flight.” Airlines could reap a host of potential benefits through this system, ranging from enhanced maintenance to more efficient flight management, all generating savings. Sagem (Safran group) already offers solid experience in this area, for instance through its well-known “black boxes”. But it also makes aircraft con-dition monitoring systems (ACMS) and the AGS (analysis ground station) flight data analysis software, now used by 135 airlines. However, managing these systems can be a daunting task for small airlines. “That’s why we devel-oped a ‘virtual’ data collection solution, based on direct, fully automated trans-

mission of data anywhere in the world,” explains Philippe Arnaud. That’s the principle behind Sagem’s eGDM, which manages everything at once: the data acquisition unit and data security, tele-phone communications, data storage and archiving, and automated report printing.

online analysisThe process kicks into gear as soon as the engines are switched off. Sagem’s ACMS unit transmits all flight data to a data center via a 3G link. After pro-cessing, this data is immediately made available to customers via a secure Internet connection. Several levels of service are available, from the sim-

VIEWPOINT

KEVIN BOTTEMILLER, director of safety/security and regulatory compliance, sun country airlines

egDM according to sun Country“We contacted several FOQA (Flight Operational Quality Assurance) service providers, and Sagem’s eGDM services best matched the needs of a small airline. The data collected through this system will enable us to enhance flight safety within the scope of our safety management program, to be implemented very shortly. In practice, each quarter we target different airports to identify any difficulties during the approach phase. Crews are then informed of the results of the analysis via a newsletter. Other aspects we study include aborted takeoffs, go-arounds and activation of the GPWS (Ground Proximity Warning System). Let me

give you a concrete example: after analyzing the data for one airport, we saw that it was impossible to reduce landing risks – so we decided to stop flying there. Another advantage is that data storage is totally secure with eGDM, and this guaranteed confidentiality is crucial for our company.”

plest, including the mandatory flight reports for civil aviation authorities, to the most sophisticated, enabling the creation of personalized reports, flight monitoring and even pilot train-ing aids. “For a fixed monthly fee, the airline gets all the information it needs for effi-cient fleet operation,” notes Philippe Arnaud. Among other advantages, this data supports a preventive mainte-nance approach: data from a plane that experienced an incident is compared with the data from other aircraft, giv-ing rise to individual or grouped servic-ing, if needed. “Our system is the only one of its kind on the market, and it’s setting a new standard,” notes Arnaud

with pride. One of the factors behind this success is Sagem’s synergies with the Safran group’s two engine-makers, Snecma and Turbomeca. Data col-lected from these engines supports high-value-added services, enabling, for example, the cost-effective applica-tion of a “power by the hour” mainte-nance contract. “The service center at Sagem Avi-onics is the first building block in the Safran Global Data Services platform, which will be up and running towards the end of 2010,” says Laurent Bloch. In the meantime, about 40 aircraft were already fitted with eGDM at August 31, 2009 – and this number should increase to 1,500 by 2015. ■©

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sUn COUntrY airLines at a gLanCe• Fleet of 9 aircraft: 7 Boeing 737-800 and 2 Boeing 737-200. • 32 destinations in the United States, Mexico and the Caribbean. • Hub: Minneapolis-Saint Paul International Airport, Minnesota .

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Escaping the Earth’s gravity is no laughing matter, but Ariane 5 has largely proven its bona fides. The European launch vehicle needs

three separate propulsion systems to carry out its missions, and Safran leads the development and production of all three. First step: liftoff! This is mostly han-dled by the two huge solid rocket boost-ers, which provide some 90% of the total thrust needed for liftoff – as much as several nuclear powerplants! Two min-utes and twenty seconds after T-0, they burn out and are jettisoned to lighten

DEVELOPMEnT. In early 2009, Safran resumed development of the Vinci cryogenic rocket engine, intended for the upper stage of an upgraded version of the Ariane 5 launcher, set for its first liftoff in 2016.

Vinci on track

the launcher. The main stage Vulcain 2 engine continues to operate for another seven minutes, bringing Ariane 5 above the Earth’s atmosphere to an altitude of 150 kilometers. After using up all its pro-pellants, the main stage also shuts down and separates, leaving the upper stage and its HM7B engine to take over for the next 20 minutes. It’s up to this stage to inject the satellite or satellites (Ariane 5 often launches two payloads at once) into their assigned orbits. Like the main stage Vul-cain 2, the HM7B is a cryogenic engine fueled by liquid oxygen and hydrogen,

which create thrust through combustion and then ejection of the hot gases at very high speed.

The future is spelled “Vinci”Ariane 5 is the leader in today’s commer-cial launch services market, but it has to evolve to cope with the gradual increase in satellite weight and greater international competition. For that reason, Snecma, a Safran group company in charge of HM7B production, has also been working since 1999 on a successor, dubbed “Vinci”. Tests

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of the two demonstration engines from 2003 to 2008 validated the design choices. Based on these results, the European Space Agency’s ministerial-level council meeting in November 2008 voted to con-tinue development of the Vinci engine for an upgraded Ariane 5 Mid-life Evolution (A5ME) model, that would be operational towards 2016. “The main changes to the launcher involve the upper stage, which actu-ally injects the satellites into orbit,” notes Emmanuel Edeline, A5ME program man-ager at Snecma’s Space Engines division.

develop nearly 40,000 pounds of thrust, three times that of the HM7B, and offer a significant improvement in thrust-to-fuel consumption ratio. Vinci’s higher perfor-mance is due to a new combustion cycle that uses all the liquid oxygen and hydro-gen in its tanks. Also new on the Vinci is an extendible nozzle. As Emmanuel Edeline explains, “The hot gases from the combustion chamber expand in this cone-shaped nozzle. In a vacuum, the longer the nozzle the higher the speed of the exhaust gases, which gives us higher performance for the

EXtEnDiBLE noZZLE

as soon as the two stages separate, the Vinci engine extends the lower section of the nozzle, or exit cone. Vinci’s compact design means a reduction in the launcher’s overall weight, allowing it to carry a larger payload.

Boosters and fairing jettisoned.

Separation of main and upper stages.

First satellite injected into orbit.

Vinci restarts.

Second satellite injected into orbit.

Liftoff; ariane 5 leaves the atmosphere.

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“The primary objective for this upgrade is to improve payload capacity into geosta-tionary transfer orbit (GTO) from 9.6 met-ric tons for the current version, to 11.2 met-ric tons on A5ME. Furthermore, the Vinci engine is restartable in space, enabling its satellite passengers to use less of their own fuel for the orbital positioning phase, and therefore extend their service life.”

More powerful, more flexibleThe main improvements in the new Vinci engine address these trends. It will

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same propellant consumption. The advan-tage of an extendible nozzle is that it takes up less space in the launcher, enabling us to save weight. After separation of the main stage the nozzle is deployed by an electro-mechanical system.” Last, but cer-tainly not least, the new Vinci is capable of being reignited several times in flight. “These are the main upgrades from the customer’s standpoint,” adds Edeline, “but behind them is a series of technological innovations based on twenty years of joint research with the French space agency CNES.” For example, the rotor on the hydrogen turbopump, operating at some 100,000 rpm, uses ceramic ball bearings developed by Snecma. And its ability to restart in space calls on new computer simulations validated by “microgravity” testing on the Airbus A300 Zero-G air-craft. The extendible nozzle made of ther-mostructural composite materials is the fruit of 40 years of experience at Snecma Propulsion Solide (Safran group), which has developed a number of nozzles for solid rocket motors. In fact, it applied this same expertise to the extendible nozzle on the American Delta 4 launcher (right). This technology is exclusive to Safran, and led

to Snecma Propulsion Solide being chosen to develop the Vinci nozzle. almost ready for ground testsSnecma is aiming to meet three major objectives by 2011. First, shift the project into higher gear and get all the partners in fighting trim (see box). Secondly, resynchronize the major stages in the development of the Vinci engine and its

A French-led europeAn project

Snecma’s Vernon plant in Normandy, about an hour west of Paris, oversees the development of the Vinci engine and all propulsion functions on the new upper stage. This management team calls on the plant’s specialists in design, testing and production, as well as a vast network of European partners, including Astrium GmbH in Ottobrunn, Germany, a partner for more than 30 years for the thrust chambers on Snecma’s cryogenic engines, and Avio in Turin, Italy, in charge of the oxygen turbopump. Volvo Aero Corp. of Sweden makes the turbines, Techspace Aero, a Group company in Belgium, is responsible for the valves, and Snecma Propulsion Solide is in charge of the nozzle (see below).

subsystems with the major stages in the A5ME project. Thirdly, demonstrate the engine’s maturity to ESA through new series of tests. The first engine is now being assembled for testing that is slated to start in early 2010, and a second engine will be ready for ground testing in 2011. “These prototypes will be tested with the extend-ible nozzle, so we can test them under realistic operating conditions and carry out the initial endurance tests,” notes Edeline. “At the same time, we’re gearing up for production, so the Vinci can be pro-duced at a rate of eight engines per year, dependably and competitively.”

from ariane 5 to ariane 6There is a lot at stake in this program, all the more so since the development of Vinci is a real long-term investment. For example, the French prime minister ordered a report on European space policy, which was published last May. The report underscores the necessity of having the Vinci cryogenic engine to power the upper stage of the next Ariane launcher, and also considers the possibility of using this tech-nology on a future upgrade of Europe’s new light launcher, Vega. ■

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sECUrITY. From large coastal cities to isolated villages, all Albanian citizens now have access to modern, secure ID documents. Safran set up this system alongside a local partner.

nEw iD For aLBania

A lbania is now a democracy that wants to call on modern tech-nologies on a par with those in Western Europe. In particular,

its young, well educated population wants to see the world! However, the government first had to distribute iden-tification documents meeting interna-tional standards to the citizens of this country. That was the aim of the request for proposals (RFP) issued by the Alba-nian government in 2008. The require-ment was for the production and deliv-ery of about 3.2 million ID cards and

INTERVIEW

FERDINAND PONI, AlbAniAn Vice Minister for the interior

What were the albanian government’s requirements for ID documents? We wanted to modernize and computerize our public records, by giving our citizens a new ID card. One of the challenges was to distribute as many as possible prior to our legislative elections in June 2009. The joint venture with Sagem Sécurité was undoubtedly the best way of meeting this objective.

are you satisfied with the system deployed? Absolutely! With a daily production capacity of 15,000 cards and 3,000 passports, we were ready for the elections. This major success will also facilitate Albania’s integration in Europe as well as the free circulation of our citizens in the EU.

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• Capital: Tirana• 3.6 million inhabitants• Joined NATO in 2009

two million passports. Sagem Sécu-rité (Safran group) won the contract in conjunction with a local partner. “We offered a comprehensive turnkey solution, covering finance, logistics, technical aspects and everything else. I don’t know of another solution offered anywhere in the world that’s as com-plete as ours,” says Philippe Cuisset, director of sales and marketing Europe at Sagem Sécurité.

Joint ventureFor this contract the two partners cre-ated a joint venture called Aleat, which was granted a five year concession by the Albanian government. The first challenge for this young enterprise was to install the registration systems throughout the country, then record personal data, and produce and deliver as many ID cards as possible in time for the legislative elections last June.

“We pulled out all the stops to meet this deadline,” notes Jean-Alain Jouan, managing director of Aleat. “In just six months we hired and trained over 700 people to issue more than 1.5 million ID cards. It was quite an achievement.” As a result of this effort the elec-tion logged one of the highest voter participation rates in the country’s his-tory – with no challenges. This type of comprehensive contract based on a concession could prove to be a model for other European countries. ■

the proud recipient of the first Sagem Sécurité iD card in albania.

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insightEnGaGEMEnT. Safran is a partner in “Women on the move”, an association that aims to encourage young women to pursue engineering and technical careers. Safran Magazine sketches a portrait of three of the Group’s “godmothers” who are supporting this initiative.

womEn EnginEErS SpEak out

The “glass ceiling” in the very mas-culine world of engineering is beginning to crack. Since Septem-ber 2006 the French association

Elles bougent (“Women on the move”) has offered young women students, from high schools, vocational schools, universities, or the first year of engineering school, a chance to meet women who are already working in the profession, one of whom may even become their “godmother”, or mentor. Safran’s corporate human resources department has supported this initiative since the outset, and Caroline Diebolt, in charge of school partnerships and relations at Safran, is on the associa-tion’s board of directors. For the Group, this is an excellent way of introducing young women students to its technical and scientific disciplines as early as possible, and encouraging them to pursue technical careers. It will also help meet Safran’s ambitious goal of making women 30% of new hires in the coming years. At the same time, Safran encourages its women engineers to participate in these actions to raise awareness, in particular by becoming godmothers in the “Women on the move” association. Their role is to explain their jobs, support the younger women in making professional choices, and of course answer their questions and address their concerns. Below are short profiles of three Safran “godmothers”. ■

K morEFor more information see the association’s website: www.ellesbougent.com (French only)

A Turbomeca employee since 1986, Chantal Grésillion joined “Women on the move” at the 2007 Paris Air Show. Like many other “godmothers”, she doesn’t mentor one young women in particular, but gets involved through the association’s website. “Our relations are via the forum. I get requests for help in finding internships, questions on careers, or job openings at Turbomeca,” she explains. Chantal Grésillion didn’t hesitate a minute in choosing an engineering career. Emphasizing that young women shouldn’t be scared of the sciences, she says: “Engineering schools offer a broad array of jobs as soon as you leave school, and also allow you to work in many different sectors throughout your career.” Based on her own career in engineering and production, she summarizes her experience: “You never get bored, and you’re always learning something new.”

Yolande Brault discovered the association during the Safran Discovery Days orientation event for new management staff in October 2008. She quickly decided to sign up. Although she has only participated in a single event, the initiative “100 girls, 100 godmothers, 100th anniversary”, at the 2009 Paris Air Show, she already has a number of projects. “I’d like to go directly into the high schools to meet with students. We have to change the ideas of young women and address their concerns about family life, because they

consider this profession as one that will take up all their time.” Her present job was a natural outcome of her pronounced taste for all things mechanical. “I never really thought about the fact that there aren’t many women,” she admits. After taking technical courses at university, Yolande entered the Sup’Aero engineering school (since merged with ENSICA to form ISAE), and then joined Snecma after graduation. “You shouldn’t be shy just because you’re a woman, nor deny your femininity. It all builds character!”

YoLanDE BrauLt, 28, methods engineer in the engineering department at Snecma

martinE moYEr, 51, head of the Biometric matching system program at Sagem Sécurité

Martine Moyer joined Sagem Sécurité’s border control department in July 2008. That same year she discovered the association during an open house at her alma mater, Polytechnique. Today, Martine Moyer is mentoring a student, as she explains: “It’s important for her to know how this business works. We should organize informal meetings to form real mentoring bonds, like ‘godmother looking for goddaughter’, or vice versa.”Drawing on her own experience, Martine Moyer notes, “Today, there’s too much media pressure on parity, which raises doubts in young women. They’re afraid to get pregnant, afraid of not having enough time to spend with their family.” She also wants to emphasize that there are no more restrictions than in other sectors. “Professions like ours enable us to be involved in current history and to contribute to changing society.”

chantaL gréSiLLion, 50, head of the center of industrial expertise in combustion, Turbomeca

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PaTrOnaGE. It was a magical day at Villaroche on May 27, 2009 when the “Knights of the Sky” flew in to make dreams come true for a number of children, most of them disabled. Safran was not only a full-fledged partner in this operation, but its CEO even took the controls for the first flight.

FirSt FLight

sOCIaL. Through its Elan initiative, Safran allows young disabled persons to enter work-study programs. The Group supports these enthusiastic employees all the way through their degree and into the workforce.

ELan program kEEpS DiSaBLED EmpLoYmEnt on track

Les Chevaliers du Ciel (“Knights of the Sky”) is a French association of pilots who generously orga-nize an aerial Tour de France

every year, dubbed “Kids’ Dreams”. At each stage in their tour, they offer a first flight to disadvantaged children. One of the stages this year was at the Saf-ran Aerospace Museum in Villaroche, near Paris, and the neighboring airfield. Eagerly awaiting their arrival were 140 youngsters, including 60 physically or mentally disabled children from three special education facilities in the region. “One of the principles of this opera-tion is to bring together ‘normal’ and ‘special’ kids,” explains Vanessa de Lauzainghein, head of patronage at the Fondation d’Auteuil, also a part-ner in this operation. “We already work closely with the Safran corporate patronage department, and they called on our organization to put together this special event.”

Dreams at 10,000 feetOn the agenda were the first flights, of course, but also special workshops, entertainment and a visit to the Safran Museum. “Each flight lasts about 20 minutes and includes one to three chil-dren, depending on their condition,” continues de Lauzainghein. The volun-teer pilots were of course drawn from the Knights of the Sky association, but there was also a volunteer from Safran – Jean-Paul Herteman, Chief Executive Offi-cer, who wanted to kick off the flight

Skilled hands, a keen-eyed regard, intense concentration… when you watch Patxi Elissalde repair a part, it’s hard to imagine that this 23 year

old has a significant disability, but in fact he is deaf. Like about 30 other young adults he joined the Safran group as part of the Elan program, launched back in September 2005. The instigator of this program was Chris-tian Mari, treasurer of the Safran Founda-tion and executive vice president of Group company Messier-Bugatti. “We noticed that disabled persons were generally stuck in administrative jobs,” he explains. “By hav-ing these young people as apprentices in the Group, or through work-study programs, I wanted to show that we could offer them a much wider range of skilled jobs.” The Elan program has met this goal, and is continuing its work with funding from the Safran Foundation. Human resources teams from the Group and its

schedule personally. “The youngsters are of course used to facing difficulties all the time, and they felt quite honored by Safran’s ‘beau geste’,” notes de Lau-

VIEWPOINT

VIEWPOINT

“Safran is a largely aerospace-oriented group, with a real spirit of solidarity. I wanted to make a personal contribution and put my enthusiasm for flying to good use, by making these ‘kids’ dreams’ come true. This is a generous and innovative operation, one that aims to change peoples’ view of the disabled by allowing both ‘normal’ and ‘special’ children – to use the words of the Knights of the Sky – to develop a project together, and then to experience something that they will all undoubtedly remember for the rest of their lives: their first flight in an airplane. My passengers Arthur and Pierre were overjoyed – and their joy was contagious!”

“In Molsheim we’ve always had a culture of welcoming and training young people to help them integrate the workforce. So we quite naturally agreed to participate in Elan by welcoming six disabled young adults to our plant. The history of Grégory Edel, who has a physical disability, is a perfect example. At 17, he didn’t really know what he wanted to do. He came to us for a vocational diploma in logistics – which he finished in a year instead of the usual two! Greg then asked if he could stay to earn his professional baccalaureate in a work-study program. He finished his degree this summer, and now he’s on temporary contract to our logistics service provider on site. By working with us, this company has also embraced our value of welcoming people who may seem a bit different.”

rainghein. “It’s the third project we’ve organized with Safran, and the smiles on everybody’s lips were eloquent testimony to our success.” ■

companies are also heavily involved, to support these young people’s quest to earn a degree and join the workforce.

“Just like everybody else…”“The first few days were a bit confusing,” admits Patxi Elissalde, who communicates

JEAN-PAuL HERTEMAN, chief executiVe officer of sAfrAn

JEAN-PAuL COLESSE, MolsheiM plAnt MAnAger, Messier-bugAtti

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Behind the controls

Textbook success

using sign language, “but I quickly found my place in the team thanks to a warm welcome by all the skilled workmen in the shop.” Hired by Turbomeca two years ago, he is now a skilled trade worker like his colleagues in the sheet metal shop, where he repairs parts. “Patxi joined us in 2007 with a profes-sional qualification contract, and at the time nobody in the shop spoke ‘his’ lan-guage,” recalls Bruno Duboz, sheet metal welding and repair supervisor. “Two of our workers volunteered to learn sign language, and soon we were able to communicate.” Today, the whole team knows at least some signs, and only a few figures still have to be written down on paper. “I really wanted to prove that we all have the same skills,” says Patxi with a smile. ■

K morEThe complete interview with Christian Mari is online at www.safran-group.com

K morEActions by the Safran Foundation in the “Commitments” section on www.safran-group.com

patxi Elissalde (right) hard at work in the turbomeca sheet metal shop.

gram for Research & Development (FP7), and prepare for the 8th Frame-work Program (FP8). He also coordi-nates ASD's support for the Advisory Council for Aeronautics Research in Europe (ACARE).

Safran Magazine: How do you see the current crisis, its implications and possible escape roads? Patrick de Prévaux: The cyclical nature of the industry is well known in our business sectors, but for the first time we are facing a much lon-ger and deeper crisis than we have ever experienced. Over the last few months we have seen a collapse in

the freight market, a strong down-ward trend in passenger traffic, postponed aircraft deliveries, etc. In other words, we’re a long way from seeing the light at the end of the tun-nel. Furthermore, the low point is undoubtedly yet to come, mainly due to the high level of uncertainty con-cerning financing for aircraft to be delivered in 2010 and 2011. We have informed the European Commission of this, and they are once again nego-tiating actively with the European Investment Bank for financial aid to smaller enterprises and carriers. We are eagerly awaiting the results of these negotiations, which should be completed in early 2010.

Based in Brussels, the AeroSpace and Defence Industries Associa-tion of Europe brings together the national associations in four major sectors, namely space, defense, secu-rity and aircraft construction in the broad sense of the term. While ASD defends the interests of Euro-pean manufacturers, it also acts at a more general level, with its Secretary General as chair of the International Coordination Council for Aerospace Industries Associations (ICCAIA), which represents industry associa-tions from the United States, Can-ada, Europe, Japan and Brazil. ASD plays a pivotal role in regu-latory issues, for instance by making sure that proposed European Union regulations are consistent with the capabilities of European industry. It also helps conduct the Research & Development (R&D) and industrial teaming programs co-funded by the European Commission. One of Patrick de Prévaux’s pri-mary missions at ASD is to oversee the application of the European Commission’s 7th Framework Pro-

“Aviation is a very strategic sector for Europe” Patrick de Prévaux

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bio 1987 Vice President, sales & Marketing euroPe and africa, airbus

1988Vice President for africa, aerosPatiale dge

1990Vice President, PrograMs, aerosPatiale aircraft

1994 corPorate secretary, socata

Interview with Patrick de Prévaux,appointed Director, Air Transport, R&T and Operations, ASD, in 2009


1998 Managing director for international aViation safety PrograMs, asd

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New horizons in European aviationPatrick de Prévaux is Director, Air Transport, R&T and Operations at the AeroSpace and Defence Industries Association of Europe, or ASD. In this interview he reviews the many challenges facing the European aviation industry today, from the economic crisis to environmental imperatives and research strategies.

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But a direct cash infusion for compa-nies is not the only solution to emerge from this crisis. ASD, on behalf of industry, is also emphasizing to Euro-pean institutions the absolute neces-sity of maintaining R&D efforts. From this standpoint, the implemen-tation of FP7 and preparations for FP8 represent a crucial challenge. We are taking a very active role to ensure that research projects funded by Europe are maintained, or even expanded. Aviation is a highly stra-tegic sector for our economies, and sustained technological leadership will have a very significant impact for generations to come.

What is aSD’s position on environmental issues? First, remember that over the last

50 years aircraft have steadily improved their fuel-efficiency, thanks to powerful research & technology efforts, and the resulting marked advances in aerody-namics, weight and propulsion systems. Aviation only accounts for about 2% of total CO2 emissions. Today, we are taking a more direct “citizen-oriented” approach: we have to shift into higher gear by developing another disruptive technology, similar to the introduction of high-bypass turbofan engines in the 1970s. Our aim is to develop the solu-tions – new materials, engine operation, flight management modes – that will drive this quantum leap in the environ-mental performance of aircraft, and of the air transport industry in general. A landmark event took place at the end of the last year, namely the UN summit meeting on the climate in

Copenhagen in December. Because of its position within the ICCAIA, ASD will play a unifying role, and will coordinate industry players on both sides of the Atlantic. Airlines, airports and air navigation services have a common vision based on ambitious objectives: to improve the energy efficiency of air transport by an average of 1.5% per year from now to 2020, thus cutting greenhouse gas emissions in half by 2050 (ver-sus 2005). To achieve this goal, we will have to press a number of levers, in particular increase partnerships between industry, national govern-ments and regional authorities. The impetus has been given, and one of the best examples in the Clean Sky research program, targeting the design of tomorrow’s green aircraft.

Another key project is Sesar, which aims to create a future Europe-wide air traffic control system. With this system, we could reduce the green-house gases generated by flights in Europe by about 10%. Both of these projects are public-private partner-ships, jointly funded by industry and the European Commission.

What’s the relationship between European and national research programs? The European Commission supports an approach based on joint research programs, whereas industry and indi-vidual countries are more reserved, for two main reasons. First, coordina-tion between the EC’s programs and those of each member state is already largely assured. Secondly, each mem-ber state wants to retain a certain research independence in order to protect its domestic industry. Furthermore, the Commission already largely encourages col-laborative research projects by co-financing them along with partners in each sector, including of course manufacturers. This has driven the creation of networks and broader collaboration between the differ-ent stakeholders. The creation of ACARE [a joint body combining politicians, agencies and indus-try] and the definition of a Strate-gic Research Agenda (SRA) first amplified, then consolidated this trend. ASD supports ACARE to ensure that research co-funded by the Commission satisfies the needs of citizens and addresses the require-ments of industry. For research to translate into technological advances incorporated in products that reach the market, industry stays involved throughout the technologi-cal development process: from basic fundamental research (and the EC considers this extremely important), to large-scale projects such as Clean Sky and Sesar. This policy is nec-essarily guided by the viewpoints of manufacturers, who have to offer innovative, cost-effective solutions in fiercely competitive markets. And that’s ASD’s mission. ■

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“The budgets allocated to European aeronautical research projects have continued to climb, year after year. Our industry has been able to show political decision-makers that we are capable of delivering solutions to problems and challenges that affect society as a whole: i.e., decrease pollution, improve medium and long-range transport, transfer our technological advances to other industries, create jobs, etc. There is indeed a political motivation underlying the R&D Framework Programs, since we are laying groundwork for the future of European citizens. Today, we have to ensure that Europe continues to support the development of aeronautical

research projects. Our entire industry has to move in the same direction! Safran is clearly at the heart of European initiatives in this area: Michel Laroche, head of R&T at Safran, was named chairman of ASD’s Research & Technology committee, taking over for Jean-Paul Herteman, Safran CEO. Marc Ventre, a member of Safran’s executive board, has been named head of the Clean Sky board, while Eric Dautriat, previously Safran Vice President, Quality, was named director of this Joint Technology Initiative (JTI). Not only is this “triple play” clear recognition of our Group’s expertise and leadership, it also amply illustrates our ability to unite all takeholders.”

JACqUES CIPRIANO,VIce PresIdent, euroPean affaIrs, safran

“The EU’s research programs shape the future of aviation”

Safran participates in major European research programs working on tomorrow’s “more electric” aircraft. The Copper Bird test rig, for example, developed by an Hispano-Suiza-led team for the Power Optimized Aircraft program, is designed to demonstrate the maturity of electrical systems and technologies.

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The CFM56 turbofan powers mainline commercial jets with more than 100 seats. Launched 35 years ago, it is equally produced by Safran and General Electric. The CFM56 is the world’s best-selling commercial jet engine, with over 20,000 delivered to date and 500 airline customers. A CFM56-powered aircraft takes off every 2.5 seconds. Snecma and General Electric are gearing up for the next generation with a new engine, Leap-X, that will incorporate breakthrough technologies.

For more information see the websites for the joint venture (www.CFM56.com) and Safran (www.safran-group.com)

CFM56, global success

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