Engage n°3 - application/pdf

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ENGAGE!
MIRAGE 2OOO
around the world
D A S S A U LT A V I A T I O N
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
SNECMA MOTEURS

THALES
ENGAGE!
Squadron chat
3-2004
20 years of FAF operations
for the MIRAGE 2000
Traditions
On February 2nd, 2004, Dassault
Aviation celebrated the 20th anniversary
of the introduction to service of the
Mirage 2000 in the French Air Force.
This event took place at the Dassault
Headquarters located on the “Champs
Elysees” in Paris, with French Air
Force Chief of Staff Gal Wolsztynski,
Serge Dassault, Charles Edelstenne
(CEO of Dassault Aviation). On this
occasion, 70 pilots and WSOs who have
logged more than 2,000 hours on the
Mirage 2000 were granted the 2000
hour patches, diplomas and trophies.
The Mirage 2000 has logged more than
1,000,000 flight hours with more than
600 aircraft built for 8 countries
throughout the world.
“Ne recule ni ne dévie”
MIRAGE 2000
user conference
This title which could be basically
translated by “Neither retreating nor
deviating” is the motto of French Air
Force EC 3/3 “Ardennes” at NancyOchey AFB. It is also the title of the
book which was issued for the EC 3/3’s
60th anniversary.
A superb
book with
archives
and photos
coming
from this
famous
unit.
The first Mirage 2000 user conference
will be taking place in Paris from
4 to 8 of October 2004. Mirage 2000
operators from 8 countries will meet
during this week-long event for technical
conferences dedicated to subjects such
as airframe fatigue and ageing,
maintenance plans optimization,
obsolescence and flight safety.
This “Premiere” conference will provide
Mirage 2000 users with an opportunity
to exchange and collect information on
maintenance and operation issues and
experience feed back.
As there are distinction patches for
Mirage 2000 pilots who have logged
1,000
2,000 and
3,000
flight
hours,
there
are now
distinction
patches for the
maintainers
who are
the real
“enablers”
for all
these
flight hours.
Dedicated
patches for those who
have worked 5, 10, 15 or 20
years on the Mirage 2000 will
be available soon.
contact :
D. Coulier (Dassault Aviation / Military Customer
Support Division : [email protected])
Summary
2
MIRAGE 2000
solo display
7
Flight safety corner
8
SEM MB Mk10
ejection seat
10
French Air Force
MIRAGE 2000 D’s
in operation
12
Letters
MIRAGE 2000
stick sculpture
A zoom on this typical
pewter stick carved by Major
Christophe Favre who is
keen on sculpture during
his free hours. Your Mirage
2000 stick can be made either
of pewter or bronze with each
piece being numbered.
contact :
Herve Hamon (Dassault Aviation :
[email protected])
Restriction notice :
MIRAGE 2000-9
flies in UAE skies
During 2003, the MIRAGE
2000-9 has been introduced
to service into the United
Arab Emirates Air Force
and Air Defense.
This publication is intended for information only. Its contents neither
replace nor revise any material in official manuals or publications.
All rights reserved.
No part of this publication may be reproduced, stored in a retrieval
system, transmitted in any form or by any electronic, mechanical,
photocopying, recording or otherwise- translating in other languagewithout prior written permission of Dassault Aviation.
Editorial
Here is the second issue of “ENGAGE!”.
It looks like all readers of the first issue
(2-2003) were happy with the concept
of this publication. The feedback was
excellent, but we would need to get your
suggestions and requests by E-mail on
[email protected]
This issue is dedicated to the French Air
Force Mirage 2000 solo displays where
you can feel the flying proficiency,
unrelenting quest for perfection and the
team spirit of all these pilots and mechanics
working to demonstrate the capabilities
of the Mirage 2000 throughout the world.
But, the French Air Force is not the only
Mirage 2000 user that has created
a display team. The Indian Air Force had
a special Mirage 2000 aerobatic display
team as well, and we hope to be able to
dedicate a couple of pages of “ENGAGE!”
to this team in the next future.
Once you have read the story, you will
probably appreciate even more the
enclosed DVD. You will find in it some
fabulous photos and videos about :
MIRAGE 2000 SOLO DISPLAYS
Enjoy !
The “ENGAGE !” Team
About our cover:
MIRAGE 2000 during derrry flight
About our poster:
R° : MIRAGE 2000 rolling left
V° : Forget last display at Singapour
Photo credits
Photos by French Air Force, SIRPA-Air, A. Paringaux, F. Robineau, N.
Renard, Thales, C. Cosmao, Snecma-Moteurs and Dassault Aviation.
MIRAGE 2OOO
THE BEST OF
airpowerment
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Mirage 2000
solo display
Teamwork first
Hall of fame
As of today, the Mirage 2000 solo display team
is composed of two demonstration pilots plus
one “coach” pilot.
The Mirage 2000 has been introduced to service
in 1984 in the French Air Force and it has been
in high demand since then from the organizers
of air events all over the world. Meeting the
expectations of the organizers and of the public
at the major air events in France and abroad
has been the motto of the French Air Force
ALPHA team whose pilots and engineers have
been presenting it for twenty years in France
and abroad, across the five continents. To date,
the Mirage 2000 has been flown in displays by
more than 20 French Air Force pilots and it has
taken part in all major air shows and meetings
all over the world: the Dubai Air Show, Asian
Aerospace in Singapore, the Paris Air Show at
Le Bourget, Farnborough International, the Royal
International Air Tattoo....
With 60 flight demonstrations (not counting
rehearsals) under his belt during the last two
years, François Forget (“Guy”) has now become
the team’s coach, having completed his tour as
demonstration pilot at Asian Aerospace 2004.
As a result, Yann Vallet (“Thor”) has been
promoted to first Mirage 2000 demonstration
pilot and Fabrice Camliti (“Jane”) has been called
on to join the display team. Fabrice is slated
to become second demonstration pilot after
his training period.
About thirty events are on the team’s 2004
agenda, with both pilots on hand for each
airshow, flying the display in turns. Accordingly
each pilot is to perform thirty or so display
sorties during the season, plus the rehearsals.
The aircraft ground handling during deployments
is performed in turn by ten hand-picked
engineers, each of them participating in three
to four events. Most deployments are under
72 hours, with only one engineer assigned
to support the aircraft. For longer deployments,
a three-man team including an armament
specialist and an avionics specialist provides
the ground assistance.
The outstanding manœuvering capability of
the Mirage 2000 as well as the proficiency
of French Air Force pilots are best exemplified
during the “ALPHA” solo display. Accordingly
the “ALPHA” team has been named “the
French Air Force’s frontline ambassador across
the five continents”, showcasing the Mirage
2000 as the cornerstone of French air power.
ENGAGE!
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Mirage 2000 solo display
Flying the alpha display
Attending the Mirage 2000 ALPHA display is
an unforgettable experience to all air show
fans. Aviation enthusiasts of all generations are
treated to an uninterrupted eight-minute festival consisting of barrel rolls, dumbles, inverted
flight, loops and high energy turns....+9G/-3G is
the price to pay for this piece of sharp airborne
perfection.
Chance or good luck are not part of the picture:
nothing else is required for a successful ALPHA
display but extreme flying proficiency, rigorous
preparation and hours of practice.
The making of a
demonstration pilot
The ALPHA pilot selection takes place each year
in October. It is open to volunteer instructor
pilots from EC 2/5 “Ile de France”. After a
suitable training period, the selected candidates
will fly the Mirage 2000 in displays during a
two-year tour.
The training syllabus starts at Salon-de-Provence
AFB with the Patrouille de France for a specialized
session on low altitude aerobatic flying. Then
comes another session with the French Air Force
EVAA (Equipe de Voltige), with several sorties
on the piston-powered CAP10.
Back home at Orange AFB, the soon-to-be
demonstration pilot undertakes a series of
experience-building sorties on the Mirage 2000
aimed at developing the specific acumen
required to detect and avoid all conceivable
pitfalls during the live demos. Accordingly, he
starts in the back seat with the acting Number
One demonstration pilot, then undertakes as
pilot-in-command a progression towards
a “canned” good weather presentation :
MIRAGE 2000 SOLO DISPLAY PILOTS
First Pilot
Second Pilot
1983-84 : Cpt SAXE
Cpt AUBERT
1984-85 : Cpt AUBERT
1985-86 : Cpt AUBERT
Cpt SAGET
1986-87 : Cpt SAGET
Cpt ROSE
1987-88 : Cpt ROSE
Cpt DUCLOS
1988-89 : Cpt DUCLOS
Cpt MASSE
1989-90 : Cpt MASSE
Cpt FOURNIER
1990-91 : Cpt FOURNIER
Cpt BOUVIER
1991-92 : Cpt BOUVIER
Cpt LANG
1992-93 : Cpt LANG
1993-94 : Cpt LANG
Cpt GUILLEMAUD
1994-95 : Cpt GUILLEMAUD Cpt POUGHEON
1995-96 : Cpt POUGHEON
Cpt BIENSEANT
1996-97 : Cpt BIENSEANT
Cpt PONSOT
1997-98 : Cpt PONSOT
Cpt LANGLAIS
1998-99 : Cpt LANGLAIS
Cpt CORDELET
99-2000 : Cpt CORDELET
Cpt PERSONNAT
2000-01 : Cpt PERSONNAT
Cpt CHAUVIN
2001-02 : Cpt CHAUVIN
Cpt BRUN
2002-03 : Cpt BRUN
Cpt FORGET
2003-04 : Cpt FORGET
Cpt VALLET
2004-05 : Cpt VALLET
Cpt CAMLITI
2-3 sorties base 5000 ft
 4-5 sorties base 2000 ft
 6-10 sorties base 1000 ft

At this point, a proficiency check must be passed
to be cleared further down to a 500 ft evolution
floor.
With the “canned” display mastered at base
500 ft, it is now time to set up a personal display
program. Every aspect has to be considered:
flight safety, evolution space, timeline and speed
as well as aesthetics...Turning this paper project
into a reality and performing the fine tuning is
the last part of the training syllabus, with
 6-10 sorties base 1000 ft
 5-6 sorties base 500 ft.
The next step is the acceptance flight usually
taking place in April before a panel of demonstration experts. They are in charge of reviewing
and approving the proposed set of display
programs (two of them actually) :
 the “good weather” demo
 the fallback demo for adverse weather
conditions.
The approved display is formally presented in
flight to the French Air Force Chief of Staff the
following week and the new demonstration pilot
can now be inducted as ALPHA demonstration
pilot Number Two.
With the season of air shows, airbase open days
and other air events fast approaching, there is
only enough time left for a series of intensive
practice sorties before D-day...The show will be
running from early May until late September.
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ENGAGE!
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4/06/04, 12:33
5
Mirage 2000 solo display
Flight safety corner
Staying on top
When the season is over, proficiency is maintained between October and April with at least
one sortie every second week. Should the flying
activity be interrupted for more than a month, a
“refresher” must be flown at base 1000ft before
practicing again at base 500 ft.
Team spirit
The recipe for the success of the “ALPHA” team
undoubtedly rests with a specific mood of cooperation and trust between the coach and the
senior and junior pilots, allowing the accumulated
aerial display experience to be enriched and
passed on to the younger generations.
But what could these three do without the
engineers ? Clearly nothing as no display sortie
can reasonably happen without an aircraft, a
“maintainer” and a pilot : the “maintainers” are
obviously an integral part of the “ALPHA” community. Actually making everyone on the team
feel at ease on his job and enjoying professional
recognition and support is considered essential
to the team’s performance.
In order to maintain the team’s reputation at its
highest level, the “ALPHA” selection committee
specifically rates the applicants on the following
personality traits :
 interpersonal skills
 flying experience
 flight safety discipline
 ability to self-assess and challenge their own
flying practice
 willingness to accept flexible schedules.
In addition, the “happy few” should be able
to carry out their specific “ALPHA” duties - i.e.
honing their skills on the flying display - while
retaining their assignment as flying instructors
and training EC 2/5 junior operational pilots.
Says Capt. Yann Vallet : “Being able to put
the Mirage 2000 right where you want it in the
sky with the right speed and attitude, and feeling the instant response to your control inputs
with the exact tempo that was on your mind a
couple of seconds earlier - that’s really a defining moment in a pilot’s lifetime....”
trop sombre
Adds Capt. François Forget : “It’s a permanent challenge, the display is never quite as perfect as you would like. The relentless practicing
improves your performance beyond what you
thought would be possible and suddenly you
realize that two years have passed and it’s your
time out! “
PILOT C.V.
Cpt François FORGET
Joined French Air Force
Fighter Wings
EC 1/4 “Dauphine”
Flight instructor on Fouga
EC 1/4 “Dauphine”
Flight instructor EC 2/5 “Ile de France”
Mirage 2000 solo display
: 1989
: 1991
: from 1991 to 1994
: from 1994 to 1996
: from 1996 to 1999
: since 1999
: from 2002 to 2004
The show is on
Total flight hours : 4000+ (1800+ on Mirage 2000)
Cpt Yann VALLET
Joined French Air Force
Fighter Wings
Flight instructor on Epsilon
EC 2/5 “Ile de France”
Flight instructor on Alpha Jet
EC 1/5 “Vendee”
Flight instructor EC 2/5 “Ile de France”
Mirage 2000 solo display
: 1986
: 1988
: from 1988 to 1991
: from 1991 to 1995
: from 1995 to 1998
: from 1998 to 2001
: since 2001
: since 2003
Total flight hours : 3000+ (1600+ on Mirage 2000)
Cpt Fabrice CAMLITI
Joined French Air Force
Fighter Wings
EC 2/12 “Picardie”
Flight instructor on Tucano
EC 2/12 “Picardie”
Flight instructor EC 2/5 “Ile de France
Mirage 2000 solo display
: 1992
: 1994
: from 1994 to 1997
: from 1997 to 1999
: from 1999 to 2002
: since 2002
: since 2004
Total flight hours : 2500+ (1200+ on Mirage 2000)
Since this issue of “ENGAGE!” is all about air displays,
let’s have a look at the flight safety angles of such
activity. First of all, we observe that this is may be the
only kind of flight performed only by dedicated pilots/
aircrews. That is to say that the aerial work involved
is particular enough to dictate so. Why is that ? Mainly
because it is a flight close to the limits and with little
margin. Let’s consider the limits: the display pilot will
fly figures close to the ground/close to the crowd, close
to or at max load factor, at minimum airspeed and maximum
AoA, from full IDLE to Max AB, and the specific display volume
itself can be tricky... Pilot’s limits must be considered too:
sustained high G turns, quick G onset (jolts), partial spatial
disorientation, fatigue, complacency... Margins around these
limits are thin: figures are tailored to look tight and packed
and dynamic, and consequent key parameters are “optimized”.
Height and airspeed on top or vertical (nose-up/nose-down)
already should be considered as “minimum”. Good a/c
positioning with regards to the set landmarks are also
paramount to go on to the next figure. All these parameters
are “decision marks” but do not leave much room to improvise:
either you can go on or you have to stop the figure. Here
is another limit, with no margin : the pilot’s ego... It is a
lot of pressure to fly before a crowd, representing your
Air Force, showing off your a/c... and your own skill. As
such, aborting the next figure because you don’t have the
correct parameters to keep on could prove to be a difficult
decision to take, but must never be overruled. After several
flights, the display pilot gets used to his display profile
and a kind of routine sets in, the pilot naturally flies the
figures, and the key parameters are easily met. The trap
is then set for overconfidence, to push the limits a little
bit further, to “eat” the margin... And as you all know, an
accident occurs when margins and limits are overshot.
For all these reasons, yes, flying airshow displays is a very
specific job, for specific pilots, carefully selected according
to their experience, skill and rigor, a true image of the Air
Force they belong to.
Happy landings to you all.
G. Dailloux (Dassault Aviation Flight Safety V.P.)
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ENGAGE!
10-11
4/06/04, 12:33
7
SEM
MB
HAF MIRAGE
2000-5
BGMMk10
FLIES !
SEM MB
(Société d’Exploitation des Matériels
Martin-Baker) is the
French licensee of
Martin-Baker
Aircraft and the
leading French
manufacturer of
ejection seats, with
over 6,500 produced
to date. Ejection
seats are an
integral part of
modern combat
aircraft and have
saved thousands
of lives since being
introduced.
The ejection sequence
The pilot pulls the ejection
handle, which initiates the
three cartridges in the gun
located at the rear of the seat.
The gas pressure
generated moves the seat
along a guide rail. The rocket
motor is activated: the seat
passes through the canopy,
which, weakened by a
pyrotechnic detonation cord,
shatters to let the pilot pass.
Various mechanisms then
stabilize the seat and
command the deployment
of the main parachute.
The pilot simultaneously
separates from the seat and
descends on parachute.
Protecting pilots
through high technology
The specialist in ejection seats
The British company Martin-Baker
developed the first ejection seats
following the second world war.
In 1959, Martin-Baker and Snecma
created a joint subsidiary, Société
d’Exploitation des Matériels MartinBaker. For nearly half a century, SEM
MB has produced ejection seats for
all French-made combat aircraft,
deployed by over 30 Air Forces
worldwide - seats that have saved the
lives of more than 600 pilots to date!
Mk10 seats
The Mirage 2000 and the Mirage F1
are fitted with Mk10 ejection seats.
These seats incorporate a solid rocket
motor for a so-called “zero-zero”
ejection, i.e. at “0” speed and “0”
altitude, which is particularly useful for
incidents at ground level. It has been
qualified for use at speeds up to 625
knots. During the critical takeoff and
landing phases, the rocket motor is also
used to contain the aircraft’s sink rate.
A sequencer integrated between the
seats on twin-seat aircraft is used to
eject the two pilots in sequence.
Lifesaver
SEM MB have produced some 1,500
Mk10 seats to date, all built with one
overriding imperative: reliability!
By definition, an ejection seat only
operates once in its life. And its role is
to save the pilot’s life. This naturally
implies that quality must be flawless
throughout the production process, and
the design must be absolutely secure.
A number of circuits are therefore
redundant, especially the ignition
system between the ejection handle and
the pyrotechnic cartridges. Reliability
also depends on stringent inspections
during production. Next, the seat’s
ejection seat
performance is qualified, in particular
by ground tests on a track, using an
aircraft fuselage at simulated speeds
up to 625 knots. All tests are filmed
and analyzed in depth using data from
sensors installed on the seat and the
dummy. The aircraft manufacturer install the seat in the aircraft, then carry
out final checks.
Once the seat is installed, it has to
remain effective. SEM MB recommend
maintenance procedures to keep the
seat in the best conditions. For example,
some parts have to be changed at
scheduled intervals, including the pyrotechnic cartridges, parachute and fabric
items, and the mechanisms have to be
tested. Armed forces generally carry
out the simpler tasks, but seats are
sent back to manufacturer for heavier
“workshop visits”. Furthermore, Air
Forces are increasingly looking at the
possibility of “outsourcing” all mainte-
Development
SEM MB also tracks technological
developments to keep pace with evolving
market requirements. In particular,
studies show that pilot’s anthropometric
characteristics will change by 2015:
they will be taller, which could modify
the “ejection envelope” defined during
seat design. This trend also comprises
the advent of female pilots, with their
specific physiological characteristics.
So, due to an expanded pilots mass
range, SEM MB study Mk10 improvements to eject safely aircrews (male
and female).
The Mk10 at a glance
 Seat fitted with a rocket motor for “zerozero” ejections.
 Ejection range from 0 to 625 knots
 Main parachute: GQ1000
 Weight of seat with personal survival pack:
90 kg (approx.)
 Time delay for ejection gun: 0.45 second
 Time for Barostatic Time Release Unit
(BTRU): 1.5 second
 “G” controller set for 2.5g between 16,400
and 19,400 feet
 Automatic Deployment Unit of Personal
Survival Pack (PSP ADU)
ENGAGE!
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nance to industry. At this end French
Air Force have started an experimentation with SEM MB for the second line
level maintenance of the Mk8 seat fitted
on Tucano trainers.
12-13
4/06/04, 12:34
9
"In February 2002,
after a brief
stopover, the six French
Air Force Mirage 2000D’s
reached the international
coalition base at Manas,
Kyrgyzstan, to take
part in operation
Enduring Freedom,"
explained Wing
Commander Angel,
commanding officer
of the 1/3 Navarre
Fighter Squadron,
during our visit to the
Nancy-Ochey air base.
French Air Force Mirage 2000D’s
in operation
Working in total interoperability with
the United States, France retained its
sovereignty over the use of its forces.
The allied CAOC at Al Kharj in Saudi
Arabia, operating under US command,
allocated 6 sorties a day to the French
planes. The CAOC planned the missions in line with France's rules of
engagement, then submitted them for
approval to the French commander-inchief, who checked they complied with
the French government's directives
before the French planes were tasked.
The Mirage 2000Ds first took part in
strike missions during operation Anaconda, which was designed to eradicate
the Taliban, then later provided air support for ISAF troops and took part in a
number of anti-terrorist operations.
Afghanistan was a particularly complex
theatre of operations, with terrain elevations often higher than 4,000 metres
making conventional C-SAR techniques
impracticable, and extreme temperatures ranging from -20°C in February
to +35° or even 40° in the summer
months. In addition, the distance
between the base and the targets made
fuel management crucial: the Mirages
were in the air for at least 51/2 hours
and needed to be refuelled four times
in flight. And rerouting opportunities in
the event of a problem were few and far
between.
Flight Lieutenant Onselaer, operational
utilisation officer on Mirage 2000D,
gave us a run-down on the aircraft
systems and spoke about the lessons
learned from this operation in Afghanistan.
The French forces had two types
of designation pods available, both from
Thales. They mainly used the PDLCT-S,
which operates in IR mode and is
suitable for both daytime and night-
time missions. But they also had the
ATLIS system, which operates in TV
mode and delivers images of excellent
quality during daylight operations and
was ideal for certain types of targets
and mission profiles. The pods were of
course used on strike missions, which
is the main role of France's Mirage
2000Ds, but they also made an appreciable contribution to mission success
during the critical refuelling phases.
As well as demonstrating the high
reliability and excellent performance of
the aircraft systems under particularly
severe operating conditions, the Afghan
air campaign highlighted the progress
that has been made in terms of datalink
capabilities and the coherence of the
image chain. For the optronic reconnaissance tasks that were secondary
objectives on certain missions, the
imagery sourced by the pod was
digitised, interpreted using the MINDS
multi-sensor image interpretation
and dissemination system, and relayed
to central command via the Syracuse
satellite system. Chiefs of Staff could
"order" images and receive the
corresponding photographs just a few
hours later.
It became clear from our discussions at
Nancy-Ochey just how demanding this
kind of strike mission can be for the aircrews taking part, and how vital it is for
them to be on top of their assignments.
Their role will take on another new
dimension when the SCALP cruise missile enters service with the French Air
Force later this year. Aircrews from 1/3
Navarre Squadron have already begun
conversion training at Mont-de-Marsan.
The arrival of this new weapon will
revolutionise the concept of deep strike
capability.
LCL Angel
Squadron Commander
EC 1/3 “Navarre”
US support units were
already in place (twelve
F-18s from the US Marines Corps were to arrive
in April), and a detachment of French Air Force
engineers were repairing
the runway. Up to 1,800
servicemen and women
were to be stationed at
Manas, 1,000 of them
Americans and 400
French.
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The Afghan experience was also a
compelling illustration of the concepts
of network-centric warfare: our aircraft
took off from Manas in Kyrgyzstan and
from the carrier in the North Arabian
Sea to strike targets thousands of
kilometres away designated by forward
air controllers who played a vital role in
target identification. The operation was
controlled in real time by the CAOC in
Al Kharj (2,000 km from the action) and
commanded by USCENTCOM in Florida.
ENGAGE! 11
14-15
4/06/04, 12:34
ENGAGE!
3- 2004
Letters
This page will be dedicated to your letters
and our answers concerning all subjects around “ENGAGE!”.
We would like :
 to have your feed back about this new publication,
 to collect all the remarks you could point out about the articles,
 to answer your questions when you need more information.
Do not hesitate to send us as much as you can about Mirage 2000 ‘s events around the world.
We would be pleased to receive :
 all the pictures you may have about this fabulous aircraft,
 any operational user article you would like to see in this publication,
such as exercises, exchanges, Squadrons traditions, and more,
 some specific spotters photos keen on Mirage 2000.
Because “ENGAGE” is, above all, your publication,
because “ENGAGE!” is the link between all Mirage 2000 users !
So, in other words, we’d like to hear from you, send your letters to:
Hervé Hamon, Dassault Aviation, (DGI), 78, quai Marcel Dassault,
92552 Saint-Cloud, Cedex 300 - France, Fax : (+33) 1 47 11 61 10
or at : [email protected]
www.dassault-aviation.com
www.snecma-moteurs.com
www.thalesgroup.com/airbornesystems
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4/06/04, 12:34
ENGAGE!
3-2004
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4/06/04, 12:34
ENGAGE!
3-2004
MIRAGE 2000 SOLO DISPLAY TEAM
2004 Agenda
July 4
July 18
July 25
REIMS (France)
FAIRFORD (U.K.)
LA ROCHE SUR YON (France)
May 2
May 8
May 9
May 16
May 23
May 30
VALENCE (France)
VALENCIENNES (France)
ORANGE (France)
COGNAC (France)
VILLENEUVE SUR LOT (France)
PRATICA DI MARE (Italy)
August 8
August 15
August 22
August 29
SANICOLE (Belgium)
ZHUKOVSKY (Russia)
PONTOISE (France)
RONNEBY (Sweden)
June 13
June 20
June 26
June 27
BRATISLAVA (Slovakia)
AVORD (France)
EVIAN (France)
DIJON (France)
September 5
September 12
September 19
September 26
PAYERNE (Switzerland)
RENNES (France)
ROANNE (France)
CHOLET (France)
October 3
BARCELONE (Spain)
069-engage_OK
20-21
4/06/04, 12:34