Superjet 100, Sukhoi`S lateSt

Transcription

safran
magazine
june 2009 – No. 6
the safran group magazine
special report
Superjet 100,
sukhoi's latest
Powered by the FrenchRussian SaM146
p. 28 stratEGY: Safran AND THE SECURITY MARKET / p. 34 MARKET: SAGEM's drone SYSTEM
contents
p. 04
tomorrow p. 08
special report p. 10
panorama
p. 18
markets p. 22
Biometrics
Facial recognition technology
Superjet 100, Sukhoi's latest
The new regional jet, powered by a jointly-built
French-Russian engine
Ariane 5 propulsion
Safran delivers the 100th nozzle
Jean-paul Herteman
CHIEF EXECUTIVE OFFICER,
SAFRAN GROUP
A
22 Helicopter engine MRO
25 Safran equips A350
28 Safran’s security strategy
30 TRUEngine, the quality label
32 Safran and Brazil: long-term partners
34 Sagem’s drone system
insight
p. 37
37 E
ngineering and services: towards
comprehensive offers
38 A400M engine takes off
p. 40
Vendée Globe, human adventure and
athletic achievement
Interview with Marc Guillemot,
skipper of the Safran Open 60 racing yacht
Check out the latest Safran group news on
our revamped website,
www.safran-group.com
June 2009 _ safran magazine
t this year’s Paris Air Show, better known here as
“Le Bourget”, the Safran group will be showcasing our latest innovations in electrical, electronic
and optronic systems, as well as composite materials. Tomorrow’s aircraft will be lighter and more
electric, making them quieter and less fuel hungry.
Our contributions to these developments, and to sustainable growth
in general, are a top priority in all three of our core businesses, aerospace, defense and security.
We bolstered our security business in 2008 by acquiring SduIdentification, followed by
Motorola’s biometrics operations and more recently
Homeland Protection,
a General Electric subsidiary. This transaction
also strengthens our longstanding partnership with
the American company,
while firmly consolidating
our world leadership in the
security market.
In fact, aerospace and security have a number of points in common:
entry barriers are high, both technically and financially, and there
are few global players. Both of these sectors have also proven resilient,
because of their associated spare parts and service businesses.
Furthermore, and perhaps most importantly, they involve key technologies at key moments. An aircraft taking off, or immigration control at an airport, demand state-of-the-art technologies and absolute
confidence. And that’s Safran's profession.
“Aerospace
and security
22
have a number of
points in common”
markets
Safran is the world’s leading provider of
helicopter engine MRO services, through
subsidiary Turbomeca’s international
support network.
NETWORK
BENEFITS
© Alexandre Paringaux/Turbomeca
interview From engines
to biometrics
© Frédéric Pitchal/Safran
news breaks
editorial
02-03
safran magazine _ June 2009
news breaks
04-05
first flight of turbomeca-powered dhruv
SAFRAN SCIENTIFIC
COUNCIL: FIRST MEETING
The first meeting of the Safran
Scientific Council was held on
April 9. Comprising eight worldrenowned scientists, this council
was created to oversee the
excellence of Safran’s scientific
partnerships, contribute to its
strategy of technological
differentiation, and help enhance
the Group’s expertise.
It is chaired by Georges Charpak,
winner of the 1992 Nobel Prize in
Physics, and also comprises Mathias
Fink, French physicist, who holds
the technological innovation chair at
the Collège de France; Daniel Eylon,
specialist in materials engineering
and a professor at the University
of Dayton, Ohio; Alain Aspect, French
physicist, research director at the
French national scientific research
agency CNRS and professor at
the Ecole Polytechnique; JeanFrançois Baumard, deputy scientific
director in the CNRS Chemistry
department; Albert Benveniste,
mathematician-engineer; and
Jean-Louis Chaboche, French
research-engineer with aerospace
research agency Onera. The
Scientific Council meets three times
a year.
Participative innovation
© DR
Safran handed out its Innovation Awards during a
ceremony on May 9, attended by Dominique Bussereau
(photo), French Secretary of State for Transportation.
For nearly a dozen years, Safran has encouraged
its employees’ creativity through a participative
innovation initiative, covering subjects such as
sustainable development, patented innovation,
Lean-Sigma, etc. During this ceremony Safran also
inaugurated its Scientific Council, chaired by Nobel
prizewinner Georges Charpak.
On January 12, 2009, the Dhruv helicopter built by
Hindustan Aeronautics Limited (HAL) of India, powered by
two Turbomeca (Safran group) Ardiden 1H1 engines, made a
successful first flight in Bangalore, southern India.
Developed in conjunction with HAL as part of an industrial
partnership contract, the engine is designed to meet the
most demanding mission requirements for operation in hot,
high and cold environments. The first test flight checked the
engine’s aero-mechanical performance. Subsequent flights
confirmed its performance when operating at high altitudes,
at the Leh air base in northern India. The engine, also called
Shakti (“power” in Hindi), develops 1,032 kW of power
(about 1,380 hp) and has chalked up 350 orders to date.
K more
www.safran-group.com, in the Media section
Snecma’s Leap-X engine, expected to
hit the market towards 2016, is
designed to meet increasingly
demanding requirements, especially
environmental, since it will help reduce
aircraft emissions by 16%. This is one
of the objectives set by the Advisory
Council for Aeronautics Research in
Europe, or Acare. Launched by the
European Commission eight years ago,
this council has some 40 members
representing all stakeholders in
European aviation: EU governments
and the Commission, industry,
research organizations, airlines,
airports, etc. Acare’s main mission is to
draw up a Strategic Research Agenda
(SRA), that will be approved and
followed by all players in European
aviation, and then to monitor its
application.
K more
www.acare4europe.org
© Thierry Parant / SAFRAN
LEAP-X, IN LINE WITH
ACARE OBJECTIVES
GLASS COCKPIT
FOR THE SIKORSKY
S-61
In early 2009, the Federal
Aviation Administration (FAA)
of the United States certified
the five digital displays made
by Sagem Avionics Inc.
(Safran group) for the new
glass cockpit in the Sikorsky
S-61 helicopter. First launched
nearly 50 years ago,
the S-61 is especially well
known in the Sea King version,
specialized in maritime
missions. These newgeneration displays will
rejuvenate the 600 S-61s
now in service worldwide.
safran
magazine
The Safran Group magazine
2, bd du Général Martial-Valin
75724 Paris Cedex 15 - France
Fax: 33 (0)1 40 60 85 01
E-mail: [email protected]
Publication Director
Pascale Dubois
Editorial Director
Christine Orfila
Executive Editor in chief
Florent Vilbert
Editor in chief
Martin Bellet
Written by
D. Baudier, M. Bellet, B. Dietz,
P. François, F. Lert, P. Michaud,
A. Papeguay, G. Sequeira-Martins
Translation
Don Siegel, ID Communications
Production 
Printed by
Imprimerie Vincent, certified
imprim’vert, on PEFC accredited
paper
ISSN 1960-7164
The articles and illustrations published
in this magazine may not be reproduced
without prior authorization.
Cover photo
© Marina Lystseva / Sukhoi
news breaks
06-07
Safran acquires
© GE Homeland Protection, Inc.
GE Homeland Protection
In April 2009, Safran acquired
an 81% stake in GE Homeland
Protection, a subsidiary of
General Electric. GE Homeland
Protection specializes in
tomography-based systems for
detection of hazardous or illicit
substances in checked baggage.
It has the world's largest installed
base, with approximately 1,600
machines in service. GE Homeland
Protection offers a range of
equipment and services to both
civil and military government
customers, to protect airports,
ports, borders and high-value
sites. Customers include several
U.S. government departments
(justice, defense, homeland
security), airports in Paris,
New Delhi, Israel, etc.
General Electric retains a 19%
stake in Homeland Protection,
thereby further strengthening its
links with Safran (the two groups
already have joint ventures in
aircraft engines and nacelles).
This latest acquisition significantly
bolsters Safran's third core
business, security, which should
eventually generate 20% of the
Group's revenues.
exchange information on the biometric
systems they operate.
For Sagem Sécurité, it is an ideal
opportunity to showcase its latest
technologies.
K more
www.safran-group.com, in the Media section
SOLAR-POWERED
RADARS IN THE GULF
In March, the Abu Dhabi police
took delivery of automated
speed control radars using
solar power. Designed by Sagem
Sécurité (Safran group),
they will be deployed along the
highway from Abu Dhabi to
Saudi Arabia. These radar
units are fully autonomous,
operate day and night, and help
improve road safety while saving
energy.
First air show
a success
DELIVERY OF 1,000th
A330/A340 LANDING
GEAR
Early this year Messier-Dowty
(Safran group) delivered its
1,000th landing gear for the
A330/A340 family. MessierDowty’s landing gear were
selected by Airbus in 1988 and
entered service in 1993. Today,
they are fitted on 950 aircraft
deployed by 90 airlines.
Airbus' order book now stands
at over 400 aircraft still to be
delivered.
on two main stands: one
dedicated to aerospace,
to display its civil and
military airplane and helicopter
engines, rocket engines,
landing gear etc.; the other
stand is dedicated to defense,
and will feature a real Mirage F1,
as well as the Sperwer drone
system (including the drone
itself and its catapult launcher).
The Group’s revamped
website provides full coverage
of Safran’s presence at this
year’s Paris Air Show:
The wings of history
© Musée de l'Air et de l'Espace
© Sagem Sécurité
In early April, Sagem Sécurité
(Safran group) brought together its
customers in Paris for “Image”,
a conference it has organized every
two years since 1992. This year’s event
was attended by 119 customers
and security agencies from
63 countries, who were able to
As a major player in the global
aerospace, defense and security
industry, Safran will boast
an extensive presence at the
48th Paris Air Show-Le Bourget,
from June 15 to 21, 2009.
Most of the airplanes and
helicopters on display include
a number of Safran systems
and equipment. For example
on the A380, the Group supplies
the engine nacelles, wiring,
braking systems, nose landing
gear and more. In addition to
these aircraft, Safran will be
showcasing its own products
© (announcing days open to the public) GIFAS
SAFRAN AT THE PARIS
AIR SHOW
BIOMETRICS
CONFERENCE
FOR USERS
WORLDWIDE
The first international air show – also called the
Aeronautical Salon, Flight Show or Aero Exhibition –
was held under the majestic glass roof of the Grand
Palais in Paris on December 24, 1908. Over the six
days of the show, some 720,000 visitors came to see,
at last, those magnificent flying machines that had
been making the front page in all the newspapers. No
less than 15 aeroplanes were on display – including
three Blériot models, a Wright and the Voisin-Farman
– as well as helicopters and airships. Airplane and
engine manufacturers were in the spotlight, under
very impressive signs. The Gnome Omega engine
presented at the show by the Seguin brothers was
still something of a curiosity. But it would shortly be
lauded throughout Europe. The 7-cylinder Gnome
rotary engine quickly enjoyed unprecedented market
success, eventually leading to the creation of Snecma,
now part of the Safran group.
K MORE
www.museesafran.com (French Only)
tomorrow
08-09
Recognizing people by looking at
their faces is something we do every day. But
facial recognition is also the principle behind
a biometric technology that meets emerging
security requirements.
BIOMETRICS.
O
ut of all biometric technologies, facial recognition is
undoubtedly the most easily
accepted by the general public. It the most widely used and most
natural: nobody minds seeing their
photo on an ID card, transportation
pass or healthcare system card. With
the ongoing progress in biometric
technologies, this type of identification is also becoming automated. The
technology is based on a comparison
of a person’s face with his or her
photo stored in the system’s memory,
to make sure that it’s really the same
person.
After several years of design work,
the facial comparison engine developed by Sagem Sécurité (Safran
group) hit 100% accuracy on one
of the tests used by the National
Institute of Standards and Technology
(NIST) in the United States.
Multiple applications
Facial recognition is used today for
three main applications. First, to issue
identity cards, most often in associaJune 2009 _ safran magazine
tion with another biometric identifier,
such as fingerprints. This is the case in
Guatemala, where Safran was selected
at the end of 2008 to supply a complete biometric ID card system. “Facial
recognition is used when the quality
of fingerprints is insufficient,” notes
Claude Bauzou, product manager at
Sagem Sécurité.
The second major use is border control, in which the photo on a biometric passport (which includes a digital
photo) is compared with the face of the
passport holder. Australia is a real pioneer in this field, and has already fitted
its main airports with the SmartGate
system developed by Sagem Sécurité,
capable of automatically performing this
operation in a couple of seconds. Since
being installed, Australia’s SmartGate
systems have already checked more
than 150,000 passengers.
The third, and far less common application is for the police. In this case,
it is used to help identify people having committed criminal acts, based on
shots from a surveillance camera for
instance.
© Jupiter Images/Safran Sécurité/Citizen Press
FACIAL RECOGNITION:
PORTRAIT OF
A PROMISING
TECHNOLOGY
Growing use
Although comfortable and well
accepted by the public, facial recognition system do not yet offer the ability
to distinguish people as well as fingerprints or the iris. Furthermore, a new
beard, sunglasses, a broad smile and
other factors can disturb the identification process. However, error rates
are still fairly low, and the technology
continues to progress.
For instance, Safran coordinated a
European research project, 3D Face,
which aimed to develop a 3D facial
recognition system. “The advantage of 3D is that it captures faces
even on the move, without having
to ask subjects to stand still and
look at the camera,” explains JeanChristophe Fondeur, head of R&T at
Sagem Sécurité. The prototype systems based on this research work are
now being tested at airports in Berlin
(Germany) and Salzburg (Austria).
Initial results are excellent.
These advances herald new uses
for facial recognition. For example,
authorities are considering the use
FINGERPRINT AND IRIS RECOGNITION
In the world of biometric recognition systems, fingerprints are still the
most widely used characteristic. Not only do they combine precision,
comfort and low cost, but fingerprints don’t change over time. However, in
certain countries they are saddled with a negative “police state” image.
Iris recognition, although well behind in popularity, about on a par with
facial recognition, is actually more accurate than fingerprints. The main
drawback it that it requires people to place their eye in front of a reader,
which is not always very pleasant. But, once again, technology is
improving. Safran is at the cutting edge of both of these technologies, and
continues to develop innovative and highly capable solutions.
of facial recognition systems that
check passports at borders to also
help identify internationally wanted
persons whose faces are already on
record. Another possible application is monitoring people released on
probation. Likewise, secure access to
public buildings could be made much
easier and more user-friendly thanks
to this technology, which guarantees
security without all the usual restrictions. ■
special report
10-11
FACTS &
FIGURES
137
orders
booked
11
Safran companies
participating
95
seats
on largest version
of Superjet 100
Safran designed and produces the
Superjet 100’s SaM146 engine in
partnership with NPO Saturn.
superjet 100,
sukhoi’s
latest
AN AUDACIOUS FRENCHRUSSIAN PARTNERSHIP
P. 12
21st CENTURY
POWERPLANT
P. 14
SAFRAN, MAJOR
EQUIPMENT SUPPLIER
© Alexey Matvienko
P. 15
special report
12-13
The Sukhoi Superjet 100 represents the future
of regional aviation. Snecma and NPO Saturn teamed up through
PowerJet to develop a new propulsion system purpose-designed
for this market segment.
PARTNERSHIP.
Six years after the official launch of the
SaM146, the program is right on track:
eight development engines and six preproduction engines have been built,
and certification tests are under way.
PowerJet is responsible for all aspects
of the SaM146, including marketing,
development, production, sales and
support. There are complementary
entities as well, including the VolgAero
plant that manufactures engine parts,
and Poluevo Invest, in charge of an
open-air engine test cell in Russia.
breakthrought
in the commercial
airplane market
Top-flight performance
“Results to date are excellent,” notes
Jean-Paul Ebanga. “The engine has
© Sukhoi
ike any large-scale project,
the Sukhoi Superjet 100 and
its SaM146 engine began with
a few rather simple ideas: a
response to market demand for a
modern aircraft and engine, a search
for partners to share costs and provide solid commercial foundations.
For the engine, this led to the creation of PowerJet, a joint venture
between the French engine manufacturer Snecma (Safran group) and
Russian counterpart NPO Saturn.
“The birth of PowerJet was the
result of several factors,” says company head Jean-Paul Ebanga. “Our
initial analysis, still applicable, was
based on three central ideas: the
favorable outlook for regional jets
over the next twenty years; Russia’s growing role in the global aviation industry; and Snecma’s goal of
expanding its scope of expertise by
taking full charge of a commercial
jet engine. Furthermore, the development of this type of engine had
to go hand in hand with an equally
modern platform. So we offered our
new engine for the projected Superjet
100 regional jet, and it was selected
in May 2003.”
The teaming arrangement between
Snecma and NPO Saturn is based on
the same general principles as the
CFM56, a very successful joint venture by Snecma and General Electric that reaches back more than 30
years.
svetlana Issaeva,
VICE PRESIDENT SALES &
MARKETING, SUKHOI CIVIL
AIRCRAFT COMPANY.
Having made its first flight on
May 19, 2008, the Superjet 100
could well be one of the stars
© Eric Drouin/Snecma
L
POWERJET, AN
AUDACIOUS FRENCHRUSSIAN PARTNERSHIP
On track
Sukhoi officially selected the SaM146
to power its new regional jet in 2003.
logged several thousand hours of
operation, and continues to demonstrate its excellent performance and
reliability.” But any program this
ambitious also runs into its share of
difficulties, as Ebanga explains: “Not
only did we develop a new engine,
which is already a very complex
undertaking, but we were also setting up a new international partnership. This program forced us to
develop some brand-new solutions,
in particular to resolve certain fiscal
and legal problems inherent in any
trade relationship between France
and Russia.”
In addition to the many people
working on the SaM146 in France,
about 50 technicians and engineers
at the 2009 Paris Air Show.
“We want to win about
17 percent of the regional
aircraft market in the
next 20 years,” says Svetlana
Issaeva. “We estimate the
market, now dominated by
Embraer and Bombardier,
at 6,100 aircraft. Our aim
is to sell more than 1,000
Superjets.”
The current economic crisis
means that airlines need to
make their fleets more
efficient than ever. With its
reduced fuel consumption
and maintenance costs,
the Superjet is the right
solution. Sukhoi has logged
137 orders to date. Aeroflot,
a member of the Skyteam
alliance, is the launch
customer. This is a major
success for the aircraft
manufacturer, which was
able to adapt ver y quickly
to Western standards
in terms of certification,
financing and marketing.
It also marks a successful
diversification for Sukhoi,
much better known around
the world for its fighters.
from Snecma are seconded to the
various production and test sites in
Russia. Collaborating with Russia on
this program has reinvigorated the
company’s teams through new challenges. Results are equally positive
at NPO Saturn, where everybody is
doing their utmost to design and produce a new engine that meets Western standards.
“Our collaboration reflects a longhaul relationship between France
and Russia, since this airplane and
its engine will be in operation for
the next forty years!” notes JeanPaul Ebanga. “By meeting today’s
challenges, we will realize the outstanding promise that this program
harbors in the years to come.” ■
special report
14-15
Innovative yet simple, the SaM146 perfectly meets the
requirements of the regional aviation market. Here we take a closer look
at this engine that delivers excellent performance for the Superjet 100.
propulsion.
POWERPLANT FOR
THE 21ST CENTURY
© Florent Vilbert/SAFRAN
“Engine development went very
quickly,” recalls program manager
Robert Vivier. “The first ground test
was on July 9, 2006, and the engine
reached nominal power. We carried
out the first flight test using a flying
testbed on December 6, 2007, and six
months later the Superjet 100 made its
first flight, powered by two SaM146s.”
Performance and
simplicity
The SaM146 is technically sophisticated and yet simple, to ensure that
its maintenance costs are signifi-
SaM146 engine under the wing of
the Ilyushin IL-76 flying testbed, in
August 2007.
pressure section), control system,
accessories and integration. Each
partner is responsible for the design
and development of the equipment
under its responsibility. As the systems integrator, Snecma is coordinating the program, in association with
NPO Saturn.
cantly lower than competing engines.
For example, the core developed by
Snecma largely draws on the company’s experience with the M88, the
engine powering the Rafale fighter, as
well as extensive work on its DEM21
core demonstrator program.
“We have met our performance and
Philippe Perrin,
AIRBUS TEST PILOT
FLIGHT-DECK FEEDBACK
Philippe Perrin, a former fighter
pilot and astronaut, is a test pilot at
Airbus. He was also alternate test
pilot for Snecma on the SaM146
program, and kept a close eye on
the development of the new engine.
Perrin co-piloted the Ilyushin IL-76
flying testbed for the maiden flight
of the new engine. “The SaM146
was a fascinating adventure, based
on a very tight-knit collaboration
between French and Russian teams.
During the test flights, I was struck
by how we all spoke the same
language: of technicians from two
countries with a great tradition in
aeronautics. During some 45 hours
of testing on the IL-76, we were able
to completely open the flight
envelope and explore the engine’s
handling qualities. In the end,
we delivered a safe, responsive
engine, which played a key role
in the successful first flight of
the Superjet 100.”
specific fuel consumption targets,”
says Robert Vivier, “and the engine
satisfies all environmental standards
with room to spare.” Based on the
SaM146’s performance, the Superjet
100 should carve out an excellent
position in the highly competitive
market for regional jets. Building on
this initial success, the engine may
well be chosen to power other new
commercial airplanes. ■
Messier-Dowty designs and produces
the complete landing gear system for
the Superjet 100.
In addition to the propulsion
system, Safran provides other systems and
equipment on the Superjet 100, starting
with the landing gear and nacelles.
EQUIPMENT.
SAFRAN, MAJOR
EQUIPMENT
SUPPLIER ON THE
SUPERJET 100
T
he Sukhoi Superjet 100 is a
major program for MessierDowty, a Safran group company. This landing gear specialist has mainly worked on business
aircraft and large commercial jetliners until now, but with the Superjet
100 it bolsters its position in the
regional aviation market. “We were
selected by Sukhoi in 2003,” recalls
Carole Petit-Marty, program manager
at Messier-Dowty. “When Sukhoi
opted for a main gear with dual struts
in 2005 we had to accelerate the pace
of development.”
Design work was a concurrent effort
by Messier-Dowty’s Canadian plant in
Toronto, for the main landing gear,
and the French plant in Vélizy, for the
nose gear. Another plant, at Bidos in
southwest France, will manufacture
© Sukhoi
T
he SaM146 marks the first
time Safran is managing the
development of a complete
propulsion system, including the engine itself, plus the nacelle
and thrust reverser. The engine is
under the responsibility of a joint
venture called PowerJet, created by
Safran company Snecma and the
Russian engine manufacturer NPO
Saturn. The worksplit is clear, with
the Russian partner in charge of the
low-pressure section, assembly and
final testing, and the French partner
in charge of the engine core (high-
special report
16-17
the pylon, is a first for Aircelle. “This
is the first time we’ve designed these
parts, which means we had to start
working with the engine-maker very
early in the process,” says David.
Aircelle is also in charge of final
integration of the nacelle, a task
known as podding. “The podding
was performed by an Aircelle team
based near the assembly line in
Komsomolsk-on-Amur,” says David.
“We’ll be delivering complete propulsion assemblies, so that the aircraft
manufacturer just has to attach them
under the wings.”
The nacelle itself boasts aerodynamic and acoustic performance on a
par with the latest Boeing and Airbus
jetliners, a first for a regional jet in
this class. “We’re applying advanced
technologies,” adds David, “such as a
single-piece acoustic panel for the air
inlet. Large acoustic panels are also
used for the fan cowls, nozzle and
thrust reversers.” Aircelle has made
wide use of composite materials to
reduce overall weight, including on
the nozzle.
Entering production
Sukhoi plans to deliver the first production Superjet 100 at the end of
the year. Which means that MessierDowty, Aircelle and other Safran
companies are stepping up the pace
to meet this tight deadline. MessierDowty has already delivered the first
landing gear shipset, and expects
to deliver a few more by the end of
the year. Aircelle is moving forward
at the same rate, and will complete
manufacture and podding of nacelles
for all test aircraft by the beginning of
the summer. Its plants will then make
the transition to production-standard
equipment. ■
SAFRAN’S CONTRIBUTION TO THE SUPERJET 100
ENGINE
SNECMA (VIA POWERJET)
• SaM146 propulsion system
ENGINE EQUIPMENT
Techspace Aero
Sagem
Microturbo
aircelle
© Sukhoi
• Lubrication systems
Aircelle makes a complete nacelle
system, including the thrust reversers,
air inlets, nozzle, fan cowls, etc.
the shock struts and carry out final
assembly of the nose landing gear.
The Superjet 100 is also the first
regional jet to be fitted with fly-bywire flight controls. This feature actually affects the landing gear, since it
interfaces with about 50 other aircraft
systems. As Carole Petit-Marty points
out, “The control unit for landing
functions is under the responsibility
of Safran Electronics.”
Because of the fast-paced development of the aircraft, a preproduction
version of the landing gear was used
on the Superjet 100 during its maiden
• Air starter
flight on May 19, 2008. “We’re still
working on development of the production-standard landing gear, optimized in terms of the weight budget,
which will be certified at the same
time at the airplane,” adds PetitMarty.
Qualification tests started back
in November 2008 and fatigue tests
will continue until 2014. “Most tests
will be carried out in Toronto, except
the fatigue tests for the main gear,
conducted by the SibNIA research
institute in Novosibirsk,” notes
Petit-Marty. “Static and fatigue tests
require the use of a wing section
rigidity simulator. Loads are applied
to this wing section during simulations of takeoffs, landing and taxiing.
Russian certification authorities have
also requested ‘multi-drop’ endurance
tests, including a demonstration of
sustained shock attenuation, and this
is a first at Messier-Dowty.”
Total responsibility
Fellow Group company and nacelle
specialist Aircelle, selected by PowerJet at the end of 2003, is also logging
a number of firsts.
“For this program we’re taking care
of everything within the scope of a
nacelle manufacturer,” explains Serge
David, Superjet program manager at
Aircelle. “In other words, our responsibilities include not only the thrust
reversers, air inlet, nozzle and fan
cowls, but also the engine suspension
system and what we call the Engine
Build Up, or EBU, meaning all the
wiring harnesses and ducts providing
the interface between the aircraft and
the engine.”
The design of the suspension system, which connects the engine to
Hispano-Suiza
• Electrical equipment
• Hydromechanical equipment
• FADEC (via Fadec International)
• Engine control system components
Technofan
• Fans
• Engine overspeed controller
• Thrust reversers
• Nacelles
Sofrance
• Engine injector upstream filter
• Main fuel filter
SNECMA PROPULSION SOLIDE
• Mixed flow nozzle (MFN)
OTHER EQUIPMENT
Messier-Dowty
• Landing gear
panorama
18-19
Safran delivers its 100th
nozzle for the European
launcher
© 2009 ESA-CNES-Arianespace/Photo Optique Vidéo CSG
ARIANE 5
PROPULSION
SYSTEMS
panorama
20-21
1
2
THE 100TH NOZZLE FOR ARIANE 5
4
Starting in 1996, Snecma Propulsion Solide (Safran
group) has designed and produced nozzles for the huge
MPS solid rocket motors on Ariane 5’s boosters.
Operating for 130 seconds after liftoff, these strap-on
boosters provide more than 90% of the thrust
generated by Ariane 5 to lift its 750 metric tons
(1.65 million pounds) free from the Earth’s gravity and
through the dense lower atmosphere. The nozzle is
also movable to steer the launcher. It is 3.3 meters high
(about 10 feet), weighs 6 metric tons (13,200 lb) and is
primarily made of Sepcarb®, a carbon-carbon
composite that features a low rate of erosion. The
metallic exit cone has a thermal lining made of the
ablative composite Sephen®, allowing it to support
over 2 tons/second of hot gases at up to 3,000°C.
© EQUIVOX
© François Laforêt/EQUIVOX
For more information on Ariane 5’s solid rocket motor, see
www.snecma-propulsion-solide.com, in the “Businesses
and Markets” section.
5
2. CURING
Curing the nozzle’s thermal protection
in an autoclave.
1. MILESTONE
In honor of the delivery of the 100th nozzle to
Arianespace, program partners organized a panel
discussion of the past, present and future of Ariane 5.
From left to right: moderator Serge Guynier from
TV station France 3 Aquitaine, Michel Freuchet,
head of Launcher Programs at EADS Astrium Space
Transportation, Jean-Luc Engerand, Chairman and CEO
of Snecma Propulsion Solide, and Pierre-Yves Tissier,
Ariane production project manager, Arianespace.
3
6
3. CONTAINER LOADING
The nozzle is placed in a container to protect it
during shipping to Kourou, French Guiana, where it is
assembled with the rest of the solid rocket motor prior
to launch.
5. TOOLING
These mandrels in the shape of nozzles are used for the
winding operation that forms the thermal protection
lining for the nozzles.
6. Protection
Installing the thermal protection lining
on the nozzle’s exit cone.
4. ASSEMBLY HALL
This is where all steps in the nozzle assembly process
take place, up to loading in its shipping container.
markets
22-23
Servicing an Arriel 1D engine
on an Ecureuil helicopter.
TURBOMECA
network:
competitive
edge
N
ew helicopter sales have
grown 13 percent annually
since 2006. The helicopter
MRO (maintenance, repair
and overhaul) market is enjoying sustained growth. “The growth rate will
slow down in 2009 because of the
global economic crisis, but there is
still a basic upward trend, at least for
civil helicopters. However, the military helicopter market seems stable,”
notes Serge Maillé, head of operator
support and sales at Turbomeca (Safran group).
There is also major growth headroom in countries such as Russia,
China and India, where helicopters
are still relatively scarce. Of course, an
uptick in sales is inevitably followed
by the development of MRO business.
The helicopter market is extremely
diverse, as Serge Maillé explains: “The
civil sector is characterized by a wide
variety of customers and use rates,
from offshore helicopter fleets logging
over 1,000 flight-hours per year, often
under very difficult conditions, to VIPcorporate clients who have a single
machine and rarely fly more than 100
or 200 hours a year. The military market, which generates 40 percent of our
service business, is more homogenous.
Most of the time we’re dealing with
highly structured organizations, and a
far more organized approach to maintenance.”
The helicopter market demands
both local presence and quick responsiveness. The most highly organized
operators, with fleets exceeding 30
machines, account for 15 to 20% of
all customers, but 70% of MRO business. “Each of our strategic customers
expects us to be a real partner, fully
aware of their requirements and totally
involved in their operations,” emphasizes Serge Maillé.
Capitalizing on global
presence
Turbomeca is almost exclusively dedicated to helicopter turbine engines,
© E. Follet/Turbomeca
Turbomeca, the world’s leading
maker of helicopter turbine engines,
is also No. 1 in the growth market
of engine MRO (maintenance, repair
& overhaul). Its leadership is driven
by technical expertise and close
customer support.
MRO.
wide repair services for our turbines.”
Seeking to capitalize on this global
presence, a clear competitive edge in
the market, Turbomeca also deploys
some 40 Field Representatives. Working closely with customers and ready
to support their operations, these Field
Reps are capable of quickly finding
solutions to technical problems. “Our
guys are real specialists,” enthuses
Maillé. “In fact, they offer recommendations that go far beyond the engine
itself, since their end-goal is to keep
their machines in the air as much as
possible.”
© Philippe Pons/Turbomeca
with a range that spans nearly all
rotorcraft power requirements. The
company naturally developed support services dedicated to each segment and customer.
“We created 40 service centers
dedicated to on-site repairs, meaning those where the engine does not
need to be removed,” notes Serge
Maillé. “We also have 24 industrial
repair centers, offering more in-depth
servicing for both civil and military
customers. Eleven of these centers
are Turbomeca-branded, and they are
responsible for 85 percent of all world-
Engine evaluation managers study turbine parts
under repair.
markets
24-25
Safran won several key contracts on the new Airbus
A350 XWB in the first quarter of 2009. In addition to previous
contracts for the landing gear, wheels and carbon brakes and
integrated landing system, Group companies will also provide wiring
for the fuselage and engine pylons.
Field Reps work in tandem with
Customer Support Managers, who
are in charge of the contractual
and sales aspects of the relationship. “Setting up this dual network
required heavy investments,” admits
Maillé, “but it also enabled us to
establish real personalized relations
of mutual trust with our customers.”
success.
Turbomeca also revised its approach
to services in 2008. Before changing
anything, however, Turbomeca surveyed its customers to find out what
type of “value-added” they expected
from their engine supplier. Serge
Maillé summarizes the conclusions:
“Major operators want us to work
more closely with them to optimize
their maintenance management,
by sharing feedback and suggesting
improvements or helping them deploy
new solutions. To meet their demand,
we revised our training programs to
make them more modular, and thus
more easily adaptable to each customer’s specific needs. That was also
the thinking behind our ‘power by
the hour’ support solutions, again
with the aim of completely personalizing each contract. A number of
customers also shared their concerns
about electronic equipment, so we’ll
be working with them in the coming
months and years to simplify these
components and subassemblies.”
Shaping the future
Another major concern for customers is durability. Turbomeca is of
course working in this direction: for
example, the time between overhauls
for the Arrius 2B2, powerplant of the
Eurocopter EC135 light twin, has
been increased from 3,500 to 4,000
hours.
This improvement reflects the reliability and proven technology of the
Arrius 2B2, of course, but it was also
made possible by gathering feedback
in the field, and by customers following the operating recommendations
issued by Turbomeca.
Insurance companies also have
certain demands. In 2005, considering the growing risk of insuring a
Maintenance operation on Arrius 2K1 engine in an Agusta A109 Power.
helicopter-based business, they convened all stakeholders in the sector
to emphasize the necessity of reducing the number of accidents, especially given the growth in the overall
fleet. Insurers recommended focusing on human factors, which are the
cause of virtually all accidents.
T h ree yea r s ago Tu rb omeca
launched a project called “BASIS”,
designed to reduce human error and
© Jérôme Sigalas / Turbomeca
T
prevent certain accidents. The aim
of this project is to consolidate and
centralize all information concerning a fleet of engines, and to support
more efficient maintenance scheduling. “By automating data management and limiting human involvement as much as possible,” says Serge
Maillé, “we are paving the way for
innovative services and extra valueadded for our customers.” ■
SAFRAN BUILDS ITS
FUTURE WITH THE AIRBUS
A350 XWB
he Airbus A350 XWB, an
“extra wide body” twinjet with
a range exceeding 9,500 miles,
available in three versions, has
already won 450 orders from 30 customers. First flight is slated for the end of
2011, with service entry of the initial
A350-900 version planned in 2013, followed by the -800 version the next year
and the -1000 in 2015. Depending on
the version, the A350 will carry 250 to
350 passengers.
For Airbus, this new aircraft will
enable it to compete with the Boeing
787 Dreamliner. It incorporates systems
and equipment from several Safran
group companies, including MessierBugatti for the integrated landing system and Labinal for fuselage and engine
pylon wiring.
New carbon brakes for
the A350 XWB
Messier-Bugatti was chosen back in
February 2008 to provide all braking
and landing control systems. It offer
an integrated solution comprising the
braking control system, landing gear
extension/retraction system, monitoring systems (tires, brakes, landing
gear) and steering system. A year later,
the company’s carbon brake, based on
Sepcarb IIIOR carbon disks, was also
selected for the new airplane. As the
world’s leading supplier of wheels and
carbon brakes for mainline jets (over
Labinal’s design department works on wiring systems for the Airbus A350 XWB.
100 seats), Messier-Bugatti is a bluechip supplier for Airbus. “The brake
we developed uses the latest carbon
materials and an advanced anti-oxidation coating called Anoxy 66,” says
Jean Souètre, head of wheel and brake
programs at Messier-Bugatti. “Its other
main feature is that it’s a single-cavity
hydraulic brake, which means there is
only a single hydraulic circuit, a first in
our work for Airbus.” Furthermore, this
new carbon brake was eco-designed and
eco-produced (see box on page 27).
Another first on the A350 is that
Messier-Bugatti was selected through
Airbus’s new Early Supplier Selection
program, which involves the selection
of suppliers four to five years before the
plane enters service. “An early selection
means we can participate in the development process,” explains Souètre. “We
work together on the specifications,
and this joint design effort is new in the
aviation business.” It also means that
partners will come up with solutions
that are optimized for the A350 XWB
family.
“Different versions of the plane will
© Labinal/Pierre Soissons
Taking the market’s pulse
markets
In addition to Messier-Bugatti
and Messier-Dowty (Safran
group), chosen in 2007 for the
main landing gear, fellow
Group company Sagem was
also chosen in 2008 as a
supplier on the Airbus
A350 XWB, for the flight data
acquisition and security system.
This is based on two main units:
the centralized data acquisition
unit (CDAU) and the secure
communication interface (SCI).
The CDAU handles the
acquisition, processing,
monitoring, display and
recording of the aircraft’s flight
data to monitor systems, ensure
flight safety and support
maintenance. It is used to
analyze vibration levels, oil
consumption and other key
parameters. If the system
records a deviation from normal
values, the CDAU stores the
information, summarizes the
history of the event and sends
it to ground maintenance crews.
The SCI is the secure gateway
between the aircraft’s core
avionics (a high-security, safetycritical system) and the open
information and communications
networks for the crew and cabin
systems (air conditioning,
in-flight entertainment, etc.).
Sagem is also supplying the
aircraft’s throttles, the first time
an Airbus jetliner will be
equipped with cockpit control
components by Safran.
The A350 XWB will generate sales of
11 billion euros for Safran over its lifespan.
© Airbus - EIAI
have specific equipment items, but
there will also be a number of common
points,” says Souètre. In particular, the
A350-1000 will have a main landing
gear with 12 wheels, versus eight on the
other versions, and a different size tire.
The A350 XWB is obviously a key
program for Airbus. According to
Olivier Le Merrer, head of the wheel
and brake business at Messier-Bugatti,
“We were already chosen for the Boeing
787. With the Airbus A350 XWB, we’re
now a major supplier on the two newgeneration long-haul airplanes offered
by the two leading manufacturers.”
A key work package for
Labinal
Sagem will supply the throttles and certains avionics equipment on the A350 XWB.
In January 2009 Labinal was officially
named a Risk Sharing Partner on the
A350 XWB, with responsibility for sev-
eral complete electrical systems. It will
be in charge of the design and installation of the Electrical Wiring Interconnect System, or EWIS, for the entire
fuselage and the pylons that attach the
engines under the wings. Drawing on
its experience and expertise, Labinal
offers advanced technology solutions,
such as wiring “segregation” and protection against electromagnetic interference. Furthermore, Labinal has the
powerful tools and skills needed to
quickly move from functional design
(interconnecting the aircraft’s systems)
to the actual installation of the wiring
harnesses.
This contract marks a major step in
Labinal’s development as a company
capable of offering more complete
packages. “Our scope of expertise
now goes from design and manufac-
turing to installation,” notes Henri
Griguère, vice president for strategy
at Labinal. “Our approach is based on
adapting our model to meet the customer’s specific requirements, giving
them custom-tailored solutions. And
that enables the aircraft manufacturers to focus on their core business. We
started working with Airbus very early
in the process so we could refine our
proposal and quickly deliver a fully
mature solution.”
With these two new contracts, the
Airbus A350 XWB now represents
potential sales of over 11 billion euros
for Safran. ■
K MORE
For further information on Safran’s contribution to the A350 XWB, see the revamped
Group website: www.safran-group.com
© Airbus - Fixion
FLIGHT DATA UNDER
CONTROL
26-27
ECO-BRAKES
Messier-Bugatti’s carbon
brake for the Airbus
A350 XWB is eco-designed
and eco-produced.
Furthermore, it contains no
chromium (the world’s first
“zero-chrome” brake), nor
asbestos, and has
considerably reduced the use
of other heavy metals,
including cadmium. “We
initiated this approach at
Messier-Bugatti, and it is now
reflected in general market
requirements,” says Jean
Souètre, director of wheel and
brake programs at MessierBugatti.
markets
28-29
Safran’s acquisition of Sdu-I in 2008 was followed just
a few months later by the purchase of Motorola’s biometrics
business, consolidating the Group’s position as the global leader
in identity solutions.
SECURITY.
n June 2008, Safran acquired Sdu
Identification B.V. (Sdu-I), subsequently renamed Sagem Identification. This Dutch-based company
manufactures secure identification documents, including electronic passports,
ID cards and new-generation driver
licenses. Headquartered near Amsterdam, Sagem Identification is one of the
world’s leading specialists in polycarbonate data page technology. “Acquiring Sdu-I makes us the only company
in the world to offer proven expertise in
all of the key technologies needed for
secure ID documents, spanning biometrics, cryptology, smart card software and
secure printing,” says Jean-Paul Jainsky,
Chairman and CEO of Sagem Sécurité
(Safran Group).
The acquisition also gives Safran the
additional capabilities it needs to tackle
the market for new-generation passports,
slated for strong growth in the coming
years, thanks in particular to the U.S.
Visa Waiver Program. All countries
wishing to benefit from the visa waiver
will be required to introduce passports
that meet U.S. government security
requirements. Rising demand will also
be driven by the European Union’s recommendations on biometric passports.
In April 2009, Safran completed the
acquisition of Printrak, Motorola’s biometric business unit, headquartered in
Anaheim, near Los Angeles, California.
The headquarters of MorphoTrak’s Morpho division in Tacoma, Washington, USA.
Viewpoint
Olivier Andries,
© SAFRAN
EXECUTIVE VICE PRESIDENT, STRATEGY,
SAFRAN GROUP
The Kugler 1 machine assembles passport pages containing secure data in Sagem
Identification’s plant in the Netherlands.
Printrak specializes in automated fingerprint identification systems (AFIS),
mainly for police forces, and has more
© DR
Stronger presence
in the U.S.
© Mike Cane/Sagem Sécurité
I
MAJOR ACQUISITIONS
SHAPE SAFRAN’S
DEVELOPMENT
than 300 customers in 40 countries. The
acquisition boosts Sagem Sécurité’s presence in the United States, where it
Growth sector
“These acquisitions underscore the Safran group’s desire to strengthen its
position in the security market, our third core business alongside defense
and aerospace. The market should continue to see sustained strong
growth in the next few years, despite the global economic crisis. The
identity document segment, in particular, is set to expand at over 15% per
year between now and 2015. Safran’s objectives in the security market
focus on three segments: identity solutions, passenger detection and
control, and security for high-value sites.”
already supplies identification solutions
to major customers such as the FBI.
Expanding business in the U.S. is a
major strategic challenge, because this
country accounts for 40% of the world
biometric solutions market, and also
drives developments in other countries
in its role as a leading specifier of security requirements. “The acquisition of
Motorola’s biometrics business will generate technological and industrial synergies, making us even more competitive,”
says Jainsky. “The associated expansion
of our R&D capabilities will allow us to
boost innovation as well.” To speed up
the process, Printrak and Sagem Morpho (Sagem Sécurité’s U.S. subsidiary)
have merged to form a new company,
named MorphoTrak. ■
markets
30-31
TRUENGINE:
CERTIFYING ORIGINAL
VALUE
seeks to address issues raised by
airlines and other engine owners.
Franç ois-Xavier Hussenet, product marketing manager at Snecma,
explains: “Appraisers estimate the
value of aircraft engines, just like
a ‘blue book’ or similar publication
provides guidelines for used car
prices. Their latest analyses show
that recent changes in the market
have made this task rather problematic.”
By labeling engine parts and
maintenance operations, in line
with CFM recommendations, the
TRUEngine program partially meets
appraisers’ needs. This label gives
operators and potential buyers a
formal evaluation of the value of
the engine.
Online engine status
The qualification process depends
Royal Air Maroc has certified the 80 engines in its fleet.
VIEWPOINT
Mohamed Bellatig
© Philippe Stroppa/SAFRAN
© Royal Air Maroc
VICE PRESIDENT ENGINEERING AND
MAINTENANCE, ROYAL AIR MAROC
Servicing a CFM56-7B at one of Snecma’s French facilities.
A
nnounced in July 2008 at
the Farnborough air show
in Britain, the TRUEngine™ label created by
CFM International, the joint company of Snecma (Safran group)
and General Electric that builds
CFM56 engines, meets a clear need
in the aviation industry. TRUEngine is an innovative initiative by
an aero-engine manufacturer, and
OVER 2,000 ENGINES
QUALIFIED
Less than eight months after being
launched, the TRUEngine™ program
has proved to be a resounding
success, demonstrating the validity of
the concept. As of March 31, 2009,
seven fleets had already earned this
qualification:
• Royal Air Maroc
• Aer Lingus
• AirAsia
• Malaysia Airlines
• KLM
• Southwest Airlines
• Continental Airlines.
They will shortly be joined by other fleets,
now in the process of being qualified.
Meeting an industrywide need
“Royal Air Maroc’s CFM
engines were qualified in the
first quarter of 2009, covering
nearly 80 engines. In general,
we support any measure that
seeks to improve the quality
and facilitate the management
of the products we use. From
this viewpoint, the TRUEngine
program is an excellent
technical solution that meets
a broad need in the aviation
industry. It enhances technical
support and provides additional
information on the integrity of
engines, since both the parts
and processes are qualified by
the engine manufacturer. Above
and beyond any commercial
© Royal Air Maroc
The TRUEngine qualification program, launched less than
a year ago by CFM International, introduces an innovative label
in the aviation market. Its success reflects strong pent-up demand.
offer.
considerations, I believe that
technical collaboration between
operator and manufacturer is
important to establish relations
of mutual trust, improve product
quality and, in the final analysis,
enhance service delivered to
the customer. A program of this
type helps reinforce this longterm relationship and validates
a sustained collaboration. CFM
International and Royal Air
Maroc share the same level of
unyielding expectations. The
TRUEngine program will help
support the joint development
of solutions to adapt to the
changing requirements of our
business.”
on the engine report, which lists its
entire maintenance history,” notes
Hussenet. “New engines are qualified as soon as they leave the factory. Engines that hit the market
recently, and have yet to undergo
any shop maintenance, can earn the
label fairly simply. However, once an
engine has already undergone a shop
visit, the report must be studied very
closely.”
O nce t he T RUEngi ne lab el
i s awa rded, t hi s quali fication
applies until the next shop visit, or
until a cha nge in the engine
configuration. Some 2,000 engines
have received the TRUEngine label
to date, and this list can be consulted online on CFM’s Customer
Web Center.
Owners will eventually be able
to see the exact qualification status
of their engine at any given moment,
based on its maintenance and
repair history, by merely entering
its serial number. The ultimate aim
is to largely automate the system,
by creating gateways that interface with the information systems
at maintenance shops, and to keep
this process very transparent for the
customer. ■
markets
The contract, which encompasses
assembly and testing as well as through-life
support, represents a major achievement
for the helicopter engine-maker. “No other
manufacturer is in this position,” explains
Turbomeca do Brasil’s managing director
François Haas. “This will naturally put us
on a stronger footing in the local market.”
The significant investments called for
by the different facets of the contract are
already under way, with a new test cell
slated to enter service at the Rio de Janeiro
repair center in 2010. The employee headcount will also rise. “We are planning to
recruit around 30 engineers and technicians by 2011,” says François Haas. A boost
to the existing workforce of 260 is vital,
given the need to provide training for
Brazilian army mechanics assigned to the
maintenance of the new helicopter fleet.
Brazilian planemaker Embraer, the
world leader in regional aircraft, works
with seven Safran group companies.
A major contract with the
Brazilian army bolsters Safran’s presence
in Brazil and ensures through-life support
business up to 2040.
GROWTH.
SAFRAN
AND BRAZIL,
PARTNERS FOR
THE LONG HAUL
F
© Embraer
Credibility anchors
future growth
rance feted the “Year of Brazil”
in 2005. This year, it is the turn
of the South American giant to
reciprocate. A host of cultural and
artistic events are being organized to mark
“The Year of France in Brazil” (see box),
which should also give a welcome boost to
business relations between the two countries.
The Safran group – which has operated in Brazil for 26 years via its subsidiary
Turbomeca do Brasil – kicked off 2009
with a major contract win when the Brazilian army selected Safran’s Makila 2A
turboshaft engine to power its new fleet
of 50 EC725 helicopters. More powerful
than its predecessors, the Makila 2A is
also equipped with a full authority digital
engine control (FADEC), which records
hundreds of different engine operating
parameters to enhance flight safety and
maintainability.
Turbomeca do Brasil’s mix of local facilities and unrivaled expertise was a major
differentiating factor for the Brazilian
army. “Proximity played a key role in our
contract award decision,” confirms General Peternelli, the army’s head of airborne
resources. “A local partner is more responsive, quicker to understand problems, and
more effective at transferring knowledge.”
Delivery of the engines is scheduled for
completion in 2016. Given the Makila
2A’s design life of 25 to 30 years, François Haas is optimistic about the ongoing
prospects for subsequent support business:
SAFRAN SPONSORS
“THE YEAR OF FRANCE
IN BRAZIL”
The Year of France in Brazil
provides a unique opportunity
to forge stronger links between
the two countries. A major series
of events offer Brazilians
a broad overview of France’s
artistic talents in a range
of disciplines, with over
600 projects in fashion,
theater, literature,
architecture and the visual
arts taking shape around the
country throughout the year.
This host of cultural events
50 EC725 helicopters powered by twin Makila 2A engines will be delivered to
the Brazilian army by 2016.
“The contract should generate a recurring
income stream until 2040 or even 2050.”
Brazil’s keen interest in further hightech applications involving Safran group
companies (such as the Rafale combat aircraft, the Felin future infantry combat system and the Scorpène submarine) could
mean that the EC725 contract marks
the start of something big. When future
contracts are up for grabs, the credibility
gained by Turbomeca do Brasil should
stand Group companies in good stead in
both the military and civil markets. ■
K more
For further information on the Makila engine,
see the “Media” section in Safran’s revamped
website, www.safran-group.com
will be supplemented by a
scientific, technical and
economic program which
includes a meeting of the
Institut Pasteur International
Network in Rio de Janeiro
in October, as well as economic
development missions at various
trade fairs, such as the Latin
American Aerospace and
Defense Show; the smart card
and identification show in April;
and the offshore exploration
and hydrocarbons show in June.
The entire program is being
sponsored by Safran, along
with many other French
companies and institutions.
© Patrick Penna/Eurocopter
32-33
30 YEARS OF SUCCESS
The Safran group first entered
the Brazilian market back in
1977, with the sale of HispanoSuiza turbines for power
generation and gas
compression applications on
Brazil’s oil drilling platforms.
Turbomeca came on the scene
shortly afterward, supplying
equipment for helicopters,
while the Brazilian Air Force’s
Mirage III aircraft were
subsequently powered by
Snecma engines. Today, the full
spectrum of the Group’s
businesses is represented in
the country. The CFM56 engine
manufactured by CFM
International – a 50/50
subsidiary of Snecma (Safran
Group) and General Electric –
has scored a slew of major
successes in the Brazilian
market, powering the entire
Boeing 737 fleets operated by
the airlines GOL and Varig.
Sagem Orga do Brasil (450
employees) develops and
manufactures digital security
solutions based on smart cards
and biometric identification
technologies. Safran has also
supplied systems and
equipment to Embraer, the
world’s leading regional aircraft
manufacturer, for over 20 years.
markets
34-35
Sperwer drones have taken on an important
role with armed forces deployed in Afghanistan, as these
tactical UAV systems continue to expand their scope
of application.
DEFENSE.
S
tarting in November 2008,
French army units in Afghanistan have deployed the Sperwer tactical drone, or UAV
(unmanned aerial vehicle), as it’s called
in military jargon. Like the armed forces
of Canada and the Netherlands, which
have used this drone for several years
already, the French have been won over
by its performance in the field. The
Sperwer tactical drone, used for reconnaissance missions under particularly
harsh conditions, has been dubbed the
“guardian angel” by ground forces.
“We paid very close attention to user
requirements when developing this program,” says Patrice Chenière, head of
sales and marketing in the drones and
airborne surveillance department of
Sagem (Safran group). “For instance,
we designed the Sperwer so it could
be deployed directly by the operating
unit, which could program its flight
path, launch it using a catapult and
then recover the drone without special
equipment.” This very short, direct cycle
is one of the qualities most appreciated
by units in the field, who can launch the
drone independently. In addition, they
can change its flight path at any given
moment, and direct the gyrostabilized
observation pod towards a specific
target.
Tactical interoperability
The Sperwer drone system is actually
being deployed in a broader context,
Video - data
Drone
2
Transmission
MILITARY ADVISOR, SAGEM
suppor t of firepower (planes,
helicopters, ar tiller y), since
they offer more accurate
information on targets, and
lower the risk of friendly fire
and collateral damage.
The Sper wer is today’s top
tactical UAV system, based on
its total integration in airspace
management, and its ability
to suppor t extremely shor t
information cycles between
the ground-based war fighters
and close air suppor t.
These are major advantages
in relation to competitors
that are either drones with
similar capabilities, but
reser ved to higher command
levels, or drones than can be
operated by lower-level
units, but do not offer
the same airspace integration
capability.”
SDTI
sperwer
Rafale
Drone and
pod control
Reconnaissance POD
AASM
3
Retransmission
BRIGADIER GENERAL PATRICE SARTRE,
“Drones have proven to
be par ticularly useful in
asymmetrical operations,
where our troops may find
themselves in ver y isolated
positions scattered over
vast areas. Under these
circumstances, the drone plays
a decisive role by sur veying
the environment to provide
early warnings of any possible
threats. They are especially apt
for these missions because the
catapult launch and parachute
recover y means that drones can
always be used independently
in any theater of operation,
without requiring additional
infrastructure.
Canadian armed forces have
shown how they can be used
ahead of convoys, or troop
movements in general. But
drones are also ver y useful in
Pod
2
VIEWPOINT
Warning and
surveillance missions
RVT
Vehicle-mounted
configuration
2
2
to a guided weapon
or other networks
RVT
Vehicle-mounted configuration
Ground station
RVT
INTERCONNECTED SYSTEMS
based on interoperability between
different service branches or armies.
Information gathered by the drone
can be transmitted directly towards
a national or allied command, fused
with other information, or, on very
short notice, be processed to provide
target coordinates for attacks by artillery or airplanes.
The most commonly assigned mission is to detect threats and protect
or support ground troops. This was
in fact the raison d’être behind the
exercise carried out last January at
the Saint-Dizier air base in Eastern
France, bringing together the Rafale
combat aircraft from the 1/7 Provence
fighter squadron, and Sperwer drones
(designated SDTI in France) from the
61st Artillery Regiment. Objective:
provide training for aircraft crews,
drone crews and ground troops who
will be collaborating on joint missions. A forward aerial observer,
positioned in the drone ground control station, was in charge of retransmitting target coordinates detected
by the Sperwer drone to the Rafale
fighters. With this information,
the pilot could decide whether to
attack using his plane’s guns, or to
launch an AASM guided weapon,
Dismounted
configuration
also developed by Sagem (see Safran Magazine, No. 5). The very high
precision offered by the AASM takes
full advantage of the information supplied by the drone. This joint services
exercise also showed that the drone
was fully capable of operating in the
same airspace as other aircraft, without disturbing traffic.
“Very early in the game, we analyzed ways of guaranteeing security,
and we’re at the forefront of thinking on new regulations in this area,”
emphasizes Patrice Chenière. “The
experience we have built up over the
last ten years is invaluable.” Based
© Lorenzo Timon
DRONES, KEY TO
SECURITY AND
INTEROPERABILITY
1
Information gathering
markets
insight
36-37
Markets expect increasingly complete solutions and Safran
is on the ball, as shown by Group subsidiaries Teuchos and Labinal.
STRATEGY.
Sperwer drone next to a Rafale fighter
for a joint exercise in 2009.
on lessons learned from various foreign deployments, Sagem has also
developed a new terminal, dubbed
RVT (Remote Video Terminal), that
directly receives images from the
drone and handles tactical coordination.
Looking ahead
The Sperwer tactical drone meets the
needs of ground troops who want a
surveillance system that operates as
closely as possible to combat zones.
The primary aim is therefore to ensure
the operational availability of this system until 2016. However, this strategy
also takes account of future upgrades,
in particular the Sperwer Mk II,
which reduces the overall system size
to facilitate air-transportability, and
introduces a more user-friendly multifunction control station, a new catapult, etc. According to Pierre Jorant,
head of drone programs at Sagem,
“We’re also looking at other possibilities, including a modernized aircraft,
greater range, etc.”
To meet the expanding range of
requirements, Sagem will draw on
its expertise in all the technologies
needed for an effective drone system:
high-performance imaging system,
data transmission, mission planning,
inertial navigation, flight control and
system integration. Pierre Jorant is
very confident: “Based on our experience and expertise, we can tackle
the development of new-generation,
higher-performance systems, incorporating the latest technologies and
carried out within the scope of joint
European programs.” ■
ngineering and other services
are a major part of Safran’s
corporate strategy, which is
mobilizing the Group’s companies and resources to develop more
comprehensive solutions. The scientific and technological engineering
specialist Teuchos, for example, is
recognized for its expertise in the
transport sector. “We’re actually
closer to technology engineering,”
explains Teuchos Chairman and
CEO Gérard Le Page. His company is prime contractor for various
technical development programs, as
well as carrying out technical assistance and evaluation missions. The
aerospace industry accounts for 80%
of the company’s business, and the
auto industry most of the balance.
“In an environment characterized by
increasingly complex systems,” says
Le Page, “we address the core technologies in our customers’ businesses,
namely complex mechanical systems,
command-control systems and safetycritical equipment.”
The market expects increasingly
complete solutions covering the
entire system development cycle,
from preliminary studies and development to operational support.
Tailored services
Labinal, the world leader in aircraft
wiring systems, applies a similar
strategy. This Safran company meets
emerging needs by operating as an
© Rémy Guillaumot/SAFRAN
© Philippe Wodka-Gallien/Sagem
E
ENGINEERING AND
SERVICES: DEVELOPING
COMPREHENSIVE
SOLUTIONS
The Teuchos design department, specialized in structural mechanics.
electrical systems integrator, backed
by local service, to give customers
real end-to-end support spanning
all requirements and all locations.
Reflecting this strategy, the company has created the Labinal Services
division. “We want to provide our
customers with more comprehensive
services, from wiring system design to
installation and testing,” says Labinal
Chairman and CEO Norman Jordan.
“Our strategy reflects the increasingly
common practice of providing integrated work packages.”
The second major aspect of Labinal’s
strategy is “customer proximity”, as
shown by the wiring design and
production contract for the Boeing
787. At the height of this operation,
450 Labinal staff were working with
Boeing at its main plant in Everett,
Washington. Labinal also has facilities in Blagnac, France, Chihuahua,
Mexico, and even in Bangalore at
Safran Aerospace India, a subsidiary of
Teuchos! This is a clear illustration of
the natural complementary relationship between two Group companies. ■
safran magazine _June 2009
insight
38-39
flying testbed, with one of its four
turboprop engines replaced by the
TP400-D6, which EPI delivered to
Airbus Military at the end of 2007.
This aircraft was chosen for its ability to fly at the very low speeds
typical of many military missions,
including paradrops and terrain-following at very low altitude.
propulsion. The TP400-D6 will power the new Airbus A400M
military transport. Flight tests of this new turboprop kicked off
in December 2008 on a C-130 Hercules flying testbed under the
responsibility of Airbus Military very satisfactorily.
A400M ENGINE
EN ROUTE FOR
CERTIFICATION 
V
ticipating in this program as a member of the Europrop International
(EPI) consortium that is responsible for the aircraft’s TP400-D6
turboprop engine. EPI comprises
the four leading European aeroengine manufacturers: Industria de
Turbo Propulsores (ITP), MTU Aero
Engines, Rolls-Royce and Snecma.
The TP400-D6 is a major challenge for these companies, since it
is the largest turboprop engine ever
built in Europe. “After 2,500 hours
of ground testing, the entire propulsion system, including the propeller, nacelle and engine, are now
being tested on a flying testbed,”
explains Jacques Desclaux, executive
vice president of EPI. “It is common
practice to check out a new engine
on another aircraft, before installing it on the aircraft that it will
power.” British company Marshall
Aerospace is in charge of these
tests, on behalf of Airbus Military,
and chose a C-130 Hercules as the
The TP400 made its first flight on
December 17, 2008 in Cambridge,
Great Britain, as recounted by
Jacques Desclaux: “During this flight
we limited the engine power to that
of the three other engines, remaining near its flight idle rating. The
aircraft reached an altitude of 9,000
feet and a speed of 165 knots.” It
was during the third test flight on
February 28, 2009, lasting nearly
three hours, that the engine was tested at maximum power and altitude,
reaching 30,000 feet. It was also successfully restarted twice after being
shut down on purpose. “We are now
gradually opening the flight envelope, to test performance in terms of
altitude, speed and specific aircraftengine operating conditions,” adds
Desclaux.
All engine functions on the Airbus
A400M are controlled by a very
sophisticated FADEC, or full authority digital engine control. This piece
of equipment is extremely complex;
for example it has 125,000 lines
of computer code, compared with
60,000 on the CFM56 that powers
Airbus A320 and Boeing 737 commercial twinjets. The software on
the TP400 itself comprises another
100,000 lines of code for maintenance functions, and 50,000 concerning the separation of control
and protection functions. Delays in
delivering this software, partially
due to its unprecedented complexity, should not obscure the fact that
the engine is delivering highly satisfactory performance, particularly
in terms of specific fuel consumption, acceleration and deceleration
– in fact, exceeding the performance
specs that were guaranteed in contracts with Airbus Military. ■
© Airbus Military
© Marshall Aerospace
The TP400 (second engine from the
right) being flight-tested on a C-130
Hercules.
arious European armed forces
have for a number of years
expressed a requirement
for an aircraft that would
cover all of their logistic and tactical transport needs. To meet this
requirement, Airbus launched its
A400M multirole military transport
aircraft in 2003. Today, 192 of these
aircraft have been ordered by nine
countries, for missions ranging from
deployment of rapid reaction forces
to humanitarian aid. Safran is par-
Complete flight envelope
Computer image of the A400M.
SAFRAN SYSTEMS
AND EQUIPMENT
FOR THE AIRBUS
A400M
• Engine: combustor and highpressure turbine, control and
lubrication systems, combustor and
high-pressure turbine disk casings,
thermal protection, filters for fuel and
lubrication lines, starter.
• Electrical wiring and harnesses.
• Landing system: design, manufac
ture and integration of landing system,
wheels and brakes, SLK system for
steering, landing gear extension/
retraction, aircraft “kneeling” (to
facilitate loading/unloading).
• Navigation and hybrid GPS systems,
data acquisition and processing
systems.
K more
safran magazine _ June 2009
interview
40-41
Vendée Globe,
human adventure
and athletic
achievement
© François Van Malleghem/DPPI/Safran
After finishing third in the Vendée Globe round-the-world solo
race, Marc Guillemot, skipper of the Safran, reviews some of
the highlights of this amazing competition, and how he formed
strong ties with the Group and its employees.
Interview with Marc Guillemot,
skipper of the Safran Open 60 monohull ocean racer
bio
1979
1988
2002
2007
2009
FIRST SOLO
RACE
SETS RECORD
FOR ATLANTIC
CROSSING
SECOND IN ROUTE
DU RHUM
SECOND IN
TRANSAT
JACQUES VABRE
(on Safran)
THIRD IN VENDEE
GLOBE
(on Safran)
The sixth Vendée Globe amply
showed why this round-the-world
sailing race, solo and unassisted,
merits its nickname of “Everest of the
Seas”. Marc Guillemot was one of the
dozen skippers who had a legitimate
chance to win the 2008-09 race, but
he ran into his share of incidents,
both technical and otherwise, starting with a defective autopilot at the
beginning. There were also problems
with the mainsail rail that forced him
to drop anchor twice and climb the
mast for makeshift repairs. To cap it
off, the keel was damaged during a
collision with a cetacean, and then
lost as he sailed back up the Atlantic
on the last leg home.
Despite these seemingly neverending trials, Marc called on the
exceptional mental strength that
characterizes all top skippers,
enabling him not just to finish the
race, but on the podium. Safran
wound up third out of thirty competitors who crossed the starting
line, only eleven of whom finished
the race. Connoisseurs saluted Marc
Guillemot’s impressive achievement, which confirmed his spot
among the world’s top specialists in
the extremely demanding sport of
ocean racing. The public was also
very moved by Marc’s gesture of
solidarity, when he changed course
to help competitor and friend Yann
Eliès, who had broken his leg in an
accident and was awaiting rescue
over 800 miles south of Australia.
We asked Marc to tell us a bit more
about this three-month adventure.
Safran Magazine: Now that you’ve
been back on terra firma for a while,
how would you summarize your
race?
Marc Guillemot: The race will stay
in my mind as one of the greatest
moments in my life as a sailor, even
though I must admit that the result
wasn’t really what I was looking for at
the beginning. When I lined up at the
start, it was to win: what interested
me more than anything else was the
competition. But in the final analysis,
even though competition is still mainly
what drives me, I came back with the
“Even when things get
hardest, you have to
keep your competitive edge” Marc Guillemot
interview
director of Safran Sixty
(and Chairman and CEO of Teuchos*)
During the Vendée Globe, Marc
Guillemot demonstrated
exemplary courage,
competitiveness and humanity.
He showed a sterling example of
solidarity to the world by
participating in the rescue of one
of his competitors, Yann Eliès.
This attitude perfectly reflects
our Group’s values, and our
employees proved this with the
many messages of support they
sent to Marc throughout the race.
These were also the qualities
emphasized by Jean-Paul
Herteman, Safran CEO, when he
announced that the Group was
extending its partnership with
Marc Guillemot and his team
for another four years.
For us, this partnership extends
well beyond the financial aspects.
In fact, the Group’s role in the
technological aspects of the boat
it sponsors is a first. Seven
Safran companies and more than
80 engineers were involved
at various levels: design and
validation of the structure
and appendices, development
of new technologies, such as
the infrared “UFO” (unidentified
floating objects) detector.
By taking an active role, we
developed expertise and specific
solutions that inspired keen
interest in the maritime sector
and especially sailboat racing.
For instance, we were contacted
by one of the teams preparing for
the America’s Cup, another team
gearing up for a round-the-world
record attempt on a multihull
boat, and even certain
competitors participating in the
same races as we are. Even the
national maritime rescue
organization in France, SNSM,
is considering the use of our UFO
detector to search for shipwreck
survivors.
* see article on page 37.
piece of cake. I had to stop once again,
this time in the Falklands, to fix my
mainsail rail again, this time with a
real makeshift repair. Then to cap
things off, following a collision with
a large cetacean a few weeks earlier,
I lost my keel while I was locked in a
close battle with Samantha Davies for
third place. The final battle with Sam,
which I wound up winning, forced me
to outdo myself to keep the boat moving as quickly as possible. I’m one of
those skippers who believe that, even
under the most difficult circumstances,
you have to maintain your competitive
edge and keep fighting to the bitter end,
because you never know what’s going
to happen. At least, when you’ve done
© Jean-Marie Liot/DPPI
A premier in boat
sponsorship
© Marc Guillemot/SAFRAN
How do you get back into a race
after going through something like
that?
It wasn’t easy getting back into the
rhythm, especially because I rejoined
the race under weather and tactical
conditions that were much less favorable. Plus, shortly afterward, I had to
stop in a bay in the Auckland Islands,
south of New Zealand, for the first
repair of my mainsail rail that had been
torn off. But then I sailed around Cape
Horn with the feeling one has, during
a round-the-world race, of starting on
my way back home! However my route
back up the Atlantic wasn’t exactly a
Gérard Le Page,
© Teuchos
© Labinal
feeling of having lived through a great
adventure. A lot of incredible things
happened during this Vendée Globe:
the fast-paced start, four successive
leaders dropping out, Jean [Le Cam]
capsizing and being rescued by Vincent
[Riou], not to mention the surge and
victory by Mich’ [Michel Desjoyaux].
The accident to Yann [Eliès] was also
a very intense moment, of course. The
hours I spent alongside him were full
of anguish. Given the sea conditions,
I couldn’t join Yann on his boat without taking an enormous risk; but if his
condition had worsened, of course I
would have tried. On the other hand,
I was just glad to be able to talk to him,
and send messages to reassure his family. And I know that by keeping him
company in that isolated stretch of the
South Pacific, I helped him hold out.
42-43
all that you can do, and never give up,
you won’t have any regrets later.
Are you happy with the boat?
Safran is a fabulous machine. It combines in one small package my experience, the talent of the naval architects and the technological expertise
of Safran – and it’s exactly the boat I
wanted! Despite all the problems I ran
into during the race, it brought me to
third place, and for a moment I even
thought I would finish second. With
an ordinary boat, none of that would
have been possible. In fact, I think
that Safran is now the benchmark in
the Imoca Open 60 class. A number
of skippers, including some of the best,
want the same kind of boat.
What were your relations with Safran’s teams during the race?
I was in permanent contact with
Gérard Le Page, the director of Safran Sixty [the entity that manages the
Group's boat sponsorship program],
and that gave me real technical and
human support. It was clear that my
sponsor was there to help me, not put
me under pressure, and even to buck up
my morale when I needed it.
In the beginning, I was almost a bit
shy about working with such a major
corporation. But I soon saw that we
shared the same human values, and
we were able to establish a very privileged relationship, one that was sound,
simple and open. Over time, more and
more employees wanted to get involved
in the technical aspects of the project.
There are a lot of people at Safran who
have a passion for their profession, just
like in the world of sailing. And when
two groups of passionate enthusiasts
get together, things just click!
In any case, for a skipper it’s
extremely important to be able to
count on a partner of this caliber.
Over the three months of the race, I
received a number of encouraging messages from Group employees – including from people who up to then had
never been interested in sailing, and
who were all of a sudden huge fans of
SETTING NEW
RECORDS FOR MEDIA
COVERAGE
• Media impact up by 83% for
the 2008-09 Vendée Globe,
compared to the previous race.
• 36.8% of sports news in
December 2008 concerned
sailing, a highly unusual score,
placing it ahead of soccer!
• For the start of the Vendée
Globe and rescue of Yann Eliès,
media coverage equivalent to
the Tour de France.
Sources: SportTrack – TNS Sport and
Safran communications department.
ocean racing and their boat! That was
especially gratifying. ■
K more
Safran's dedicated website:
www.safransixty.com

Superjet 100, Sukhoi`S lateSt

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