Safran Magazine #16

Transcription

Safran Magazine #16

SAFRAN
magazine
JUNE 2014
No. 16
BUSINESS
AVIATION:
Safran extends
its range
“MORE ELECTRIC”
AIRCRAFT:
a broader offering
from Safran
THE MAGAZINE
FOR SAFRAN'S
CUSTOMERS
AND
PARTNERS
EDITORIAL 03
02 CONTENTS
SAFRAN TACKLES THE FUTURE
WITH QUIET CONFIDENCE
AND AMBITIOUS OBJECTIVES
S
© Céline Sadonnet / Master Films / Safran
afran is doing well, as we posted sales of 14.7 billion euros in 2013,
and our recurring operating income climbed 24%. Order intake is
also very good, especially for the LEAP and CFM56 engines. Our
free cash flow reached 712 million euros in 2013, despite heavy
Research & Development and capital expenditures, and we
contained the increase in our debt load.
16 SPECIAL REPORT
24 PANORAMA
12 TOMORROW
Safran weaves a composite web
12 Safran at the cutting edge of
additive manufacturing
14 Safran and Valeo form
partnership to spur innovation
28 EXPERT’S VIEWPOINT
16 SPECIAL REPORT
30 MARKETS
“More electric” aircraft: a broader
offering from Safran
Composite materials: standing
out through anticipation
30 Morpho explosive detection
systems boost air transport security
33 Business aviation: Safran
extends its range
Safran’s good health bolsters investor confidence. Our share price jumped
55% in 2013. Following two share divestment operations by the French
government, the float (publically-traded shares) now accounts for 62.8% of
our share capital. The government, as required by law, will sell an additional
part of its shares to employees, representing 10% of the total number sold. This
latest operation should allow us to further
expand our employee shareholding, which
guarantees unity.
“2014 is already shaping
up to be a good year for
Safran”
Building on these advantages, Safran is
tackling the future with quiet confidence
and ambitious objectives. Given the steady increase in deliveries of original
equipment for aircraft, the growth in our commercial engine service business,
stable capital investments and self-financed R&D, profitable growth in our
security business and a continuing drive to reduce costs, including overhead,
2014 is already shaping up to be a good year for Safran.
36 INSIGHT
36 Safran meets the onboarding
challenge
38 Young musicians score thanks
to Safran Foundation
40 INTERVIEW
ROSS McINNES
DEPUTY CHIEF
EXECUTIVE OFFICER,
FINANCE
An interview with Milena Harito,
Albanian Minister for Innovation
and Public Administration
Safran Magazine
onligne
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- Printed by: Imprimerie Vincent, certified imprim’vert on PEFC accredited paper
Martin Bellet – Translation: Don Siegel, ID Communications – Production:
– ISSN 1960-7164 – The articles and illustrations published in this magazine may not be reproduced without
prior authorization. Cover: Dassault Aviation
June 2014 Safran Magazine
www.safran-group.com/pressmedia/safran-magazine-457/?457
www.facebook.com/GroupeSafran
twitter.com/safran
© Thomas Laisné / Safran
04 NEWS BREAKS
© Thierry Mamberti / Safran
© Scott Gable / CAPA Pictures / Safran
“MORE ELECTRIC” AIRCRAFT:
A BROADER OFFERING
FROM SAFRAN
Employees naturally benefit from our dynamic performance, receiving
some 346 million euros in profit-sharing and incentive payments, while our
shareholders will receive a dividend of 1.12 euros per share for 2013.
Safran Magazine June 2014
NEWS BREAKS 05
04 NEWS BREAKS
CFM INTERNATIONAL
CELEBRATES
1974
Snecma (Safran) and GE create
CFM International, an equallyowned company dedicated to the
development of turbofan engines
in the "10 ton" class. This
partnership would give birth to the
most successful engine in the
history of aviation: the CFM56.
© General Electric
40 YEARS
OF SUCCESS
René Ravaud (left) and Gerhard Neumann, the respective heads of Snecma and the General Electric aircraft engine
division in 1974.
2014
© Safran USA
© Catherine Bainier-Girard / Safran
Safran and GE celebrate the 40th
anniversary of their transatlantic
partnership during an official visit
by French President François
Hollande to the United States.
While CFM International has
already delivered more than
26,000 CFM56 engines, the two
partners continue to write the
history of aviation with LEAP, a
new engine that will take over
starting in 2016. Now under test,
this new-generation turbofan has
already logged nearly 6,000
orders and commitments.
Left to right: Jean-Paul Ebanga, President and CEO of CFM International, David Joyce, President and CEO of GE Aviation, Jean-Paul
Herteman, Chairman and CEO of Safran, Clara Gaymard, President and CEO of GE France, Arnaud Montebourg, French Minister of the
Economy, Industrial Renewal and Digital Technologies, and Nicole Bricq, French Minister of Foreign Trade from June 2012 to April 2014.
PILOTS CHECK OUT egts
IN TOULOUSE
The electric green taxiing system
(egts) being developed by Safran
and Honeywell will allow airplanes to taxi
without having to use their jet engines. Unveiled
to the public at the 2013 Paris Air Show, it was
tested under real conditions during the "Pilot
Days" organized by Safran in Toulouse in March
2014. Some 30 pilots from around the world took
the controls of an Airbus A320 fitted with a
prototype egts. They performed a series of
maneuvers, including forward taxiing, backing up,
tight turns and even "pirouettes". These successful
tests confirm the interest already shown by several
airlines in the system (TUIfly, easyJet, Air France,
GoAir, Interjet); Airbus has also signed an
agreement to collaborate on this program.
NEWS BREAKS 07
06 NEWS BREAKS
08 NEWS BREAKS
ENGINES
Safran and Avic bolster
partnership
NEWS BREAKS 09
SAFRAN
IN 2013
SPACE
Composite parts for
atmospheric reentry
€14.7 billion
in sales
(up 8.4% over 2012)
66,300
© Jacques Witt / SIPA PRESS
8,500
the IXV (Intermediate Experimental Vehicle), an
atmospheric reentry demonstrator that will be used by the
European Space Agency (ESA) for its reusable launcher
project. The protection system, made of ceramic matrix
composites (CMC), will enable the IXV to resist
temperatures exceeding 1,600°C during its reentry into
the Earth's atmosphere. The demonstrator's first flight is
expected by the end of 2014.
new hires
with net creation of
3,200
12 %
On March 12, 2014, for the third year in a row,
Safran sponsored a benefit concert for the Duke Ellington
Safran signed the
United Nations
Global Compact at
the end of 2013.
See the interview with Marc Montaudon, head of Herakles'
Aviation and Thermostructural Composites Business Unit, in
the media corner on the Safran website: www.safran-group.com
DECISION-MAKER
HÉLÈNE MOREAU-LEROY
CHAIRMAN AND CEO OF HISPANO-SUIZA (SAFRAN)
CORPORATE SOCIAL RESPONSIBILITY
School of the Arts in Washington, D.C. This is the only public high
school in the American capital that offers artistically talented students – often from disadvantaged neighborhoods – pre-professional
training in the arts, while
also providing a college
preparatory program.
Safran's sponsorship
reflects its stance in
favor of equal opportunity. The 2014 benefit
concert featured famous
pop artists Sting and
Paul Simon.
MORE
More than of revenues invested in R&D
PHILANTHROPY
Safran supports the Duke
Ellington School of the Arts
patents
published
UN Global
Compact
The Global Compact is an
initiative that aims to rally
businesses worldwide in
support of ten unifying principles
concerning human rights, work and environmental standards and the fight against
corruption. Safran has pledged to
incorporate the recommendations of the
Global Compact into its strategy and
operations, and share them with
employees and partners.
© Gérard Uféras / Safran
develop, produce and support a new-generation turboshaft engine, the
WZ16/Ardiden 3C, to power the AC352 helicopter. Initial ground tests
of this engine confirmed their technical choices and performance
targets. Certification by Chinese aviation authorities is expected at the
end of 2015. In March 2014, the partners recorded an order for 120
engines. Given the success of this cross-border partnership, the two
companies decided to launch a new project, this time for turboprop
engines on commercial airplanes. On March 26, 2014, they signed a
Memorandum of Understanding for this program, in a ceremony
attended by French President François Hollande, and the President of
the People's Republic of China, Xi Jinping.
645
© ESA / J. Huart
jobs
In 2008, Turbomeca (Safran) and Chinese aerospace group Avic Dong'an launched a joint project to
© Brian Nielsen - 2014
Herakles (Safran) delivered the first
thermal protection components in March 2014 for
employees
CAREER HIGHLIGHTS
1987: Graduated from the INSA
engineering school in Lyon (France)
2003: Joined Safran's Purchasing
department 2005: Appointed head of
international supply chain development at
Messier-Dowty (Safran) 2013: Named
Chairman and CEO of Hispano-Suiza
Named head of Hispano-Suiza, Safran's power transmission business,
at 48, Hélène Moreau-Leroy's career has been shaped by the
combination of a curious mind, boundless energy and a taste for
challenge. She is also the second women to sit on Safran's Executive
Committee, after Karen Bomba. Her passion for industry began early on:
"Fresh out of engineering school, I quickly developed a taste for managing
projects and teams. I enjoy being at the heart of the transformation
process, which entails different projects, plants and the products
themselves."
Hélène Moreau-Leroy has travelled widely, spending half of her career
outside of France, including assignments in the Middle East, Vietnam and
Argentina. "A humbling experience, indeed", she admits. These numerous
assignments abroad probably explain why she is so keen to encourage
diversity and authenticity. "A diverse body of talent with often very
different approaches and fresh perspectives is a tremendous source of
innovation for the company."
Hélène Moreau-Leroy has two children, both currently studying abroad.
Though she admits that she was rarely able to pick them up after school,
she doesn't feel that she sacrificed her family for her career. "Quality time
has always been my priority, making sure I was there to help them grow
and develop." Today, Hélène Moreau-Leroy faces the fresh challenge of
pursuing and successfully completing the transformation of HispanoSuiza as new programs ramp up and enter the production phase.
NEWS BREAKS 11
10 NEWS BREAKS
EQUIPMENT
Wheels and carbon brakes
for the Boeing 737 MAX
ENVIRONMENT
PROPULSION
Eco-responsible
waste treatment
First ground test
of Arrano
helicopter engine
Messier-Bugatti-Dowty (Safran) for its 737 MAX, reflecting its
continuing trust in the company, which already provides these
products for the Boeing 767, 777, Next-Generation 737 and 787. In
addition to saving weight, carbon brakes provide better energy
absorption and quicker cooling. They also offer twice the endurance
of steel brakes, which means lower maintenance costs for airlines.
Messier-Bugatti-Dowty already provides wheels and carbon brakes
for more than 6,000 commercial airplanes.
© Thomas Garza / Turbomeca / Safran
INDUSTRIAL FACILITIES
Cornerstone laid
in Hamburg
Aircelle (Safran) laid the cornerstone for its new plant on March 14,
2014 in Hamburg, Germany. Scheduled to be
up and running in 2016, this facility will be dedicated to the final stages of the A320neo's
nacelles, namely integration on the engine and
delivery to Airbus's assembly lines. Safran
supplies the LEAP-1A engines (through CFM
International, the 50/50 joint company
between Snecma and GE), and the main and
nose landing gear for this airplane.
A new optronic system
for the French navy
French defense procurement agency DGA chose
Sagem (Safran) to modernize the optronic (electro-optical)
Morpho (Safran), the world leader in contactless payment solutions, was chosen by CaixaBank of
systems on four French navy air defense frigates. By the end of 2015,
these warships will be fitted with the Sagem EOMS-NG (ElectroOptical Multifunction System – New Generation), which handles
panoramic infrared surveillance, reconnaissance, identification and
tracking, whether at sea or along coastal zones, day or night. The
contract also includes a total support package for a period of three
years.
© Goldbeck / Aircelle
© Daniel Linares / Sagem / Safran
SMART TRANSACTIONS
Spain chooses Morpho's
contactless payment
solution
DEFENSE
February 19, 2014, after being unveiled at
Heli-Expo in Las Vegas last year. Intended for
4- to 6-ton twin-engine helicopters, or 3-ton
singles, this new turbine will offer unrivaled
performance in its class in terms of fuel
consumption ,
range,
payload
and
environmental footprint. Airbus Helicopters
has already chosen the Arrano to power its
new-generation X4, slated to make its first
flight in 2015.
© Getty images
Boeing has chosen wheels and carbon brakes from
The new Arrano turboshaft engine
being developed by Turbomeca
(Safran) logged its first ground test on
Herakles (Safran) on April 24, 2014, in
Saint-Médard-en-Jalles, near Bordeaux,
is named LICORNE. Until now, the waste
left from the combustion of solid propellants, or propellant residue at end-of-life,
was burned, in compliance with current
laws. However, this process generates
emissions. It has been replaced by a biological treatment process, using bacteria,
which does not release any byproducts
into the atmosphere. With this ecoresponsible solution, the LICORNE facility allows Herakles to maintain control
over the complete life cycle of its products, from design through destruction.
© François Laforet / Photos Equivox / Safran
© Boeing
The new pyrotechnic waste
treatment center inaugurated by
Spain in February 2014 to supply secure services (Trusted Service
Management) for payments using mobile phones, based on NFC
(near field communication) technology. The bank's customers will
be able to make payments using their mobile phones in some
300,000 points of sale in Spain – the largest NFC mobile payment
deployment in the European retail market, in terms of customer
coverage and number of transactions.
12 TOMORROW
TOMORROW 13
2
SAFRAN AT THE CUTTING
EDGE OF ADDITIVE
MANUFACTURING
The first layer of a
metallic powder, just
a few microns thick, is
deposited over an entire
"building platform"
inside the oven. A laser
then sinters specific
areas, according to the
3D model.
1
Designing
a part in
3D using
computeraided design
(CAD).
Additive manufacturing is one of the major industrial
innovations of the early 21st century. And Safran has already
put this extremely promising technology into practice.
2016
© Eric Drouin / Snecma / Safran
Introduction of first
production parts
built with additive
manufacturing.
B
ufacturing.
The additive manufacturing process builds up
parts layer by layer based on a 3D computer
model. The raw material – metallic, ceramic or a
polymer powder – is deposed on a work surface
in layers 20 to 100 microns thick. For each layer,
a laser or electron beam melts the material in
precisely the right areas to form the part, which
gradually takes shape. Unlike conventional
manufacturing processes (casting, forging,
machining, etc.), in which the part is made by
subtracting matter, this process adds matter to
make the part – hence, additive manufacturing.
Experimental engine part made
using additive manufacturing.
Safran at the cuttingly additive edge
Several Safran companies already use this innovative process. Snecma, for instance, uses additive
manufacturing to make the guide vanes on the
Silvercrest business jet engine, and a manifold
on the Vinci rocket engine's hydrogen turbopump. "We've already produced more than
500 experimental parts using this process,"
says Pierre Letord, head of Snecma's industrial
resources division. Fellow Safran company
Microturbo is the first in the Group to use additive manufacturing to make prototypes of certain "hot parts" on a gas turbine engine, which
have always been made using conventional
methods.
Shortening the development cycle
One of the main advantages of additive
manufacturing is that a prototype part can be
quickly turned out, and its shape changed just
as easily. "We can test our prototypes under
real conditions faster than before," explains
Jean-François Rideau, head of Research &
Technology at Microturbo. And Pierre Letord
adds, "To change the shape of a part, you just
have to change the 3D computer-assisted
design (CAD) model. You no longer have to
rework the molds used to cast parts. Which
means we reduce development cycles and
react more quickly to any design changes." This
viewpoint is shared by David Rodriguez, head
of the CAD/CAM (computer-aided design/
manufacturing) department at Herakles,
Safran's solid propulsion specialist, who says,
4
3
Once it leaves the
oven, the part is nearly
ready to be used, but
may sometimes require
surface treatment.
Layer by layer, the part takes
shape inside the machine.
Production of a part may take
several hours, depending on its
size and complexity.
"With this technique we can now accelerate
our processes and quickly move towards
production." The enhanced flexibility inherent
in this process will boost innovation as well.
out: "Our 3D models have to be adapted to this
process, and we have to develop a whole new
skill set."
Rethinking design
However, there are still challenges to be met. For
example, current machines still can't make parts
larger than about 10 centimeters. Furthermore,
only a limited number of metallic powders are
available today. But these constraints will not
stop the drive towards production: several
suppliers are already working with Safran to
study the properties offered by new metallic
powders, including cobalt-chrome, titanium
and nickel. Additive manufacturing is expected
to be used initially for small production runs of
replacement parts on older engine types still
in service. The first true production parts to be
adopted by Safran could well be the guide vanes
on the Silvercrest engine, as well as the injectors
and guide vanes on the Microturbo e-APU60
auxiliary power unit. ■
In addition to the quick production of new
parts, additive manufacturing is also used to
make single-piece complex parts that would
be impossible using conventional methods.
Furthermore, the process can combine several
functions in a single part, such as an integrated
fuel manifold and combustion chamber. Additive manufacturing will also eventually make
aircraft engines lighter, as David Rodriguez
explains: "We're developing topological optimization methods to eliminate material where
it isn't needed." Another additive manufacturing technology is metal deposition, which can
be used to repair damaged parts. However, all
of these new capabilities also imply changes in
the design approach, as Pierre Letord points
Gearing up for production
© Antoine Levesque
60%
Estimated time
savings in the
development
cycle with additive
manufacturing.
eing able to draw a part and then
make it in just a few hours has
always been a dream for industry.
Today, this dream has become a
reality, and it's called additive man-
TOMORROW 15
SAFRAN AND VALEO
FORM PARTNERSHIP
TO SPUR INNOVATION
Safran and the French auto parts giant Valeo signed an agreement in July 2013
to collaborate on joint projects. Guillaume Devauchelle, Valeo’s Vice President,
Innovation and Scientific Development, and Eric Bachelet, Safran's head of
Research & Technology, share their insights.
Éric Bachelet, Safran's head of Research & Technology (left), and Guillaume Devauchelle, Valeo’s Vice President, Innovation and
Scientific Development.
Tell us about the background to the partnership.
Éric Bachelet: During a series of informal
meetings we realized that we were working in
related technological areas, such as sensors
for optronics and navigation, data fusion,
and 3D representations of the environment.
We also share a commitment to developing
innovative products and solutions for a wide
range of applications with maximum costeffectiveness. We agreed that these factors
offered scope for mutually beneficial cooperation.
Guillaume Devauchelle: The partnership
arose quite naturally out of the fact that
we were working on similar technologies.
Each partner has expertise that could
benefit the other. Safran is a leader in optronics (electro-optics), an area that is increasingly
important in the automotive industry
because of the growing use of driver aids.
And Valeo is the global leader in parking aids,
which could be useful to Safran, notably in
its work on the electric green taxiing system
(egts), which allows aircraft to taxi without
using their jet engines.
What areas of research have been identified to date?
E. B.: We have identified four areas so far:
visibility in extreme weather; driver attention
monitoring; 360° visibility for vehicles; and
the "robotization/dronization" of land, air and
naval platforms. The latter area combines all
the others in a way, because all of these technologies will help drive the development of
increasingly autonomous vehicles.
G. D.: Dronization provides a good illustration of the technological overlap between
our sectors. Although drones are usually
associated with aerospace applications, the
concept of the autonomous – in other words
driverless – vehicle is increasingly gaining
ground in the auto industry. Safran already
has experience with drones, also known as
unmanned aerial vehicles (UAVs), and this can
offer us huge benefits, particularly in terms
of guidance/control and secure communications. For our part, we bring to the table
© Thinkstock 2014
14 TOMORROW
JOINT RESEARCH PROJECT: SAFER CARS
Safran and Valeo are teaming up on the development of a sensor
capable of detecting obstacles even in bad weather. “The AWARE
(All WeAtheR condition sEnsor) project, scheduled to last 36 months,
has been extended to involve other partners, such as the French
atomic and alternative energies commission, CEA, and specialized
small businesses like ULIS, an expert in infrared imaging sensors,”
explains Thierry Dupoux, head of R&T at Sagem (Safran). Another
joint project concerns driver attention monitoring. “The system analyzes images from a camera centered on the driver’s face to identify
the individual and adjust the seat and vehicle as needed,” explains
Vincent Bouatou, deputy director, R&T at Morpho (Safran). “It will
also be able to detect driver distraction or fatigue and respond by
alerting the driver or by controlling the vehicle automatically if there
is an immediate danger.”
some of the technological keys to autonomy,
such as maneuvering aids. The collaboration
in this area will spawn new applications with
potential for use in our respective sectors,
and cover civil and military systems.
When will we start seeing the results of the
partnership?
E. B.: Joint work has already started, and we
are committed to making rapid progress. The
projects on driver attention monitoring and
360° visibility will start delivering applications this year.
G. D.: We have decided to unveil our achievements at the major trade fairs for our respective sectors. At the Eurosatory defense show
in June 2014, for example, Safran showcased a network of sensors designed to give
armored vehicle drivers a clear view of their
immediate surroundings under all weather
conditions. In addition, a joint autonomous
vehicle demonstration will take place during
the Paris International Auto Show in October
2014. ■ 9,400
Valeo employees
dedicated to R&D in
2013.
.
1.1
billion euros spent
on R&D in 2013 by
Valeo.
16 SPECIAL REPORT
SPECIAL REPORT 17
“MORE ELECTRIC”
AIRCRAFT:
A BROADER
OFFERING FROM
SAFRAN
Safran is fully committed to
the development of electrical
aircraft systems and equipment
to meet the economic and
environmental challenges faced
by the air transport industry.
No. 1
Safran is the world
leader in aircraft wiring
systems.
€600 million
invested in more electric aircraft
by Safran in recent years.
€7.5 billion
The estimated value
of the aircraft electrification market
for Safran towards 2040
18 SPECIAL REPORT
SPECIAL REPORT 19
STRATEGY
BIRTH OF A WORLD LEADER
© Boeing
By bringing together all of its aircraft electrical businesses in Labinal
Power Systems, Safran has deployed the resources needed to achieve
a strategic breakthrough in the burgeoning market for “more electric”
aircraft.
AN ELECTRIC
REVOLUTION
IN THE AIR
Offering higher performance, enhanced
reliability and reduced operating costs,
so-called “more electric” aircraft are winning
over aircraft manufacturers and spurring
developments at equipment manufacturers.
A major revolution is in the air…
T
he electrification of aircraft,
which actually started a few
decades ago, is shifting into high
gear. “Several energy sources are
used concurrently today,” says Eric
Dalbiès, head of strategy at Safran. “Hydraulic,
pneumatic and electric systems are used to
actuate moving parts on an aircraft, such as
the flight controls, landing gear, brakes and
thrust reversers. By ‘more electric’ aircraft,
we mean one in which electricity gradually
replaces the other types of power.” This is in
fact an inevitable revolution, since it meets
strong demand from aircraft-makers and
operators for reduced fuel consumption,
higher reliability and lower operating and
maintenance costs.
Braking, engine startup and
cabin pressurization on the
Boeing 787 Dreamliner are all
electric.
© Alex Ojeda / CAPA Pictures / Safran
MARKETS
A gradual changeover
While aircraft-makers are intrigued by the possibilities, they remain prudent as well. “Passenger
aircraft are subject to very strict certification
requirements and aviation authorities want to
guarantee the reliability of any new technology
being introduced. So manufacturers are taking
a step by step approach,” explains Eric Dalbiès. The braking system on the Boeing 787, for
instance, supplied by Safran, is electric, but the
thrust reversers are still actuated hydraulically.
On the Airbus A380, the brakes are hydraulic,
but the thrust reversers are electric, and one of
the three redundant systems actuating the flight
controls has been electrified. These initial steps
provide invaluable feedback for the next generation of aircraft.
At the same time, certain technical issues
have to be resolved. “We have yet to develop
an electric solution for the most powerhungry functions, such as landing gear extension
and retraction, that is competitive with conventional hydraulic actuators,” notes Dalbiès. So the
revolution is under way, but there’s still a long
way to go before it’s totally electric! ■ Labinal Power Systems (Safran) is the world leader in aircraft wiring systems.
TO EACH HIS OWN ENERGY
Engines provide the propulsive energy,
of course, but other aircraft systems
each requires its own power supply.
Today, three basic energy sources are
used:
— Hydraulic systems, which provide
high power for the landing gear, brakes,
flight control actuation and thrust
reversers.
— Pneumatic systems, for lower power
requirements: pressurization, cabin air
conditioning, engine startup, wing and
nacelle deicing.
— Electric systems, until now basically
reserved for avionics and cabin
amenities: lighting, in-flight
entertainment, etc.
€30 million
Labinal Power
Systems’ Research &
Technology budget.
T
omorrow’s successes are prepared today. That’s the principle
behind the creation of Labinal
Power Systems in January 2014 to
consolidate all of Safran’s operations concerning electrical systems on aircraft.
The aim is clear: to be chosen as a lead equipment supplier for the generation of single-aisle
commercial jets that will succeed the Airbus
A320neo and Boeing 737 MAX, both soon to
enter service. “We’re applying a strategy geared
to the long haul,” notes Alain Sauret, Chairman
and CEO of Labinal Power Systems. “The architectures for these future-generation aircraft will
be chosen toward 2025, and airframers will be
expecting complete electrical systems that
combine reliability and performance. We have
to start now if we want to meet their requirements.”
q
20 SPECIAL REPORT
SPECIAL REPORT 21
More than
12,000
45
employees at
Labinal Power
Systems facilities in
12
countries.
RESEARCH & DEVELOPMENT
Manufacturing wiring
harnesses.
PUSHING THE BOUNDARIES
OF TECHNOLOGY
The transition to “more electric” aircraft will spur innovation from nose to tail,
and Safran is at the cutting edge of research in this field.
© Peter Taylor / CAPA Pictures / Safran
q Pooling competencies
Labinal Power Systems is a true center of
excellence, grouping the skills and expertise
of several previously distinct entities: Labinal
(world leader in aircraft wiring), Aerosource
(MRO for electrical systems), Safran Engineering Services (electrical systems engineering)
and Technofan (ventilation systems for avionics, braking and cabins). It also incorporates
the Safran Power division, which handles
aircraft electric power systems. According to
Alain Sauret, “This consolidation will enable us
to pool our Research & Technology programs
and engineering capabilities, which should
spur innovation.”
The new company also incorporates the operations of Goodrich Electric Power Systems,
acquired in 2013, and the aircraft electrical
distribution business of Eaton Aerospace,
added in 2014. Safran was lacking these two
technologies to offer overall expertise in aircraft electrical systems. “Safran has clearly
shown its ability to create innovative products, some of which are already in service,
such as the electrical thrust reverser actuation
system, or ETRAS®, electric brakes and an auxiliary power unit designed for higher power
requirements, the e-APU,” says Alain Sauret.
“We will continue along this path, in particular
with the electric green taxiing system that we
are now developing along with Honeywell. But
we have to go even further. Aircraft manufacturers expect integrated solutions so they can
optimize the overall electrical architecture in
terms of weight, volume and performance.
Today, we have all the capabilities needed to
offer this type of integrated package.” ■ June 2014 Safran Magazine
© Philippe Stroppa / Microturbo / Safran
Electrical expertise
The e-APU60 is an auxiliary power unit designed for “more-electric” aircraft.
T
he move towards “more electric”
aircraft is one of Safran’s top
development priorities. It’s also
a major challenge for the Group’s
research units, as Didier-François
Godart, head of innovation at Safran, explains:
“Today’s changing landscape means that we
have to plan ahead. We are totally prepared
for this quantum leap in technology, which
concerns all of Safran’s companies.”
From technology…
In fact, Safran was way ahead of the curve.
As early as 2005, it created a dedicated
research unit for electronic power controllers, dubbed SPEC, for Safran Power Electronics Center. “SPEC consolidates the basic
research by Safran companies involved in the
electrification of aircraft systems,” explains
Godart. “Our research focuses on lightning protection, resistance to temperature
fluctuations and electromagnetic compatibility between the different electrical
systems on the plane.” Other labs and
research centers are collaborating on this
work as well, along with innovative small
businesses. In November 2013, Safran
teamed up with the laboratory Ampere1 to
study the performance of electrical systems
under extreme flight conditions.
… to design
Along with these basic research initiatives,
in 2007 Safran launched a program called
AMPERES (Avion Modulaire Plus ElectRiquE
Safran) to study new system architectures
that would incorporate the technologies
developed by SPEC: landing gear, brakes,
flight controls, power generation, distribution
and conversion, electric taxiing, etc. “Installing
these electrical systems on aircraft means
we have to optimize the overall architecture
to take maximum advantage of their qualities, in particular a faculty for supporting
redundancy, the ability to share control electronics and easier maintenance,” notes Didier-François Godart. The SPEC and AMPERES
initiatives are perfectly complementary, and
have largely proven their ability to come up
with innovative solutions that address market
requirements. ■
1. A jointly run lab of the CNRS national research agency,
INSA Lyon and Ecole Centrale de Lyon engineering schools,
Claude Bernard Lyon 1 University.
COPPER BIRD, A DEDICATED TEST RIG
Back in 2005, Safran built a modular test bench dedicated to the development of aircraft
electrical systems, enabling it to test these systems under realistic conditions. Dubbed Copper
Bird (Characterization & Optimization of Power Plant & Equipment Rig), it is used to test the
integration of electrical equipment and systems, the quality of the power generated, the stability
of electrical networks and, more generally, demonstrate the maturity of “more electric” systems
and technologies.
IS THERE A
FUEL CELL IN
YOUR
FUTURE?
Jet fuel, or kerosene,
is of course the main
energy source for
today’s aircraft, but it
could eventually be
dethroned, at least
partially, by hydrogen.
Safran is working with
French planemaker
Dassault Aviation to
integrate a fuel cell
that generates
electricity from
hydrogen, the HPU, or
hydrogen power unit.
Issues concerning the
storage of hydrogen
(in gaseous or solid
form) and power
density are still under
study, but this
technology could well
contribute to the
increasing
electrification of
aircraft. A ground
demonstrator is
scheduled for 2016,
followed by flight
tests in 2017.
22 SPECIAL REPORT
SPECIAL REPORT 23
AIRCRAFT ELECTRIFICATION,
A FUNDAMENTAL TREND DRIVING
RELATIONS BETWEEN SAFRAN
AND AIRFRAMERS
Safran offers several innovative solutions that
are accelerating the transition to “more electric”
aircraft, as shown in the examples below.
Brazilian planemaker
Embraer chose Safran
to supply the horizontal
stabilizer trim system (HSTS)
for its upcoming KC-390
military transport and tanker
aircraft, slated to make its
first flight in 2014.
Developed by Safran and
GE Aviation Systems, the
integrated generator gear box
(IGGB®) combines an electric
generator and gearbox (power
transmission) in a single unit,
to reduce the size and weight
of the integrated propulsion
system, while increasing
reliability. Initial tests in
February 2014 demonstrated
the technological maturity and
performance of this innovative
concept.
egts, THE
REVOLUTION HITS
THE TARMAC
In 2011, for the first time, an
Airbus A320 flew with an
electromechanical actuator
(EMA) as the primary flight
control for an aileron.
Designed by Safran, this
actuator marks a major step
forward in the development
of an “all electric” wing. Tests
concerning the electrification
of all wing control surfaces on
an A320 are scheduled
for 2015.
AgustaWestland chose the e-APU60
auxiliary power unit from Safran for
its new-generation AW189 multirole
helicopter. Safran’s new e-APU family
offers enhanced performance and
reliability, simplified architecture, an
excellent power-to-weight ratio and
reduced maintenance costs. It is also
intended for regional and business aircraft.
Braking
Safran designed and produces
the electric braking system for
the Boeing 787 Dreamliner, a first
on a commercial airplane. In this
system, the traditional hydraulic
control components are replaced
by electronic units, the hydraulic
pistons by electromechanical
actuators and the hydraulic
lines by wires.
© Safran
Thrust reverser
Power
transmission
Aileron
actuator
Auxiliary power unit
Safran teamed up with Honeywell
to develop the electrical thrust
reverser actuation system (ETRAS®)
fitted to the nacelles (also from
Safran) on the GP7200 and
Trent 900 engines offered on the
Airbus A380. By replacing hydraulic
lines with electrical wiring, ETRAS®
reduces the aircraft’s weight and
operating costs, while boosting
reliability and safety.
Horizontal
stabilizer
The electric green taxiing
system (egts), developed
by Safran and Honeywell
through their joint venture
EGTS International, allows
airplanes to taxi without
having to use their jet
engines, thanks to electric
motors mounted on the
wheels in the main landing
gear. The egts offers a
host of advantages,
including easier ground
maneuvers, the ability to
back up independently,
less crowded airports and
greater security for ground
crews, lower noise and CO2
emissions, and fuel savings
of up to 4%. “The egts will
revolutionize taxiing, to
the benefit of airlines,
airports and passengers,”
says Olivier Savin, egts
program director at
Safran. A star at the 2013
Paris Air Show via daily
demonstrations, the
system is already sparking
keen interest. In 2012, the
German airline TUIfly lent
one of its Boeing 737-800s
for tests. After easyJet
came aboard, Air France
signed a memorandum
of understanding with
EGTS International in
June 2013 to evaluate
the technical, operational
and financial advantages
of the system. GoAir and
Interjet joined the team in
2014, agreeing to provide
information on their
taxiing operations to
further confirm the
potential of this new
system. In December 2013,
Airbus signed an MoU with
the joint venture to
accelerate the maturing of
the concept, and will soon
offer it on the A320 twinjet
family as the “eTaxi”.
24 PANORAMA
PANORAMA 25
SAFRAN WEAVES
A COMPOSITE WEB
© Philippe Stroppa / Aircelle / Safran
Safran has been employing composites since the 1980s. The Group is now
extending their scope of application by opening three new facilities to
support this strategy, including the Safran Composites center in France,
inaugurated on May 13, 2014 and dedicated to research, design and
development for the manufacture of composite parts. There are also twin
plants, one in the United States, in Rochester, New Hampshire, and the other
in eastern France, in Commercy, which produce composite parts for new
aircraft engines.
1
© Philippe Stroppa / Safran
© Jeremie Payeur / Snecma / Safran
6
8
8 CUTTING
Once woven, the fabric is then cut to the shape of
the part (here, with a powerful water jet).
9 MOLDING
The part is then molded using the RTM (resin
transfer molding) process: the fabric is placed into
the mold and resin injected to fill up the spaces
between the fibers and give the part its final
shape.
9
5
5 AUTOCLAVE
The autoclave at the Safran Composites center, used to cure the
resins in composites, operates at up to 450°C and a pressure of
32 bar (about 465 psi).
4 SAFRAN COMPOSITES CENTER, ITTEVILLE (FRANCE)
The Safran Composites center, south of Paris, was inaugurated
on May 13, 2014. It is dedicated to R&D for composite parts
offered by all Safran companies.
6 - 7 WEAVING
Just like on a traditional loom, the carbon threads
are tensioned before being woven to form a fabric.
4
7
3 COMMERCY PLANT (FRANCE)
The Commercy plant in eastern France, a twin to the Rochester
plant, covers some 30,000 square meters (324,000 sq ft) and
will also make 3D woven composite parts for the LEAP engine.
Its inauguration is scheduled for September 2014.
2 ROCHESTER PLANT
The new Safran/Albany plant in Rochester covers 27,600 square
meters (298,080 sq ft) of floorspace. It already has almost 130
employees, and will eventually house 400 to 500 once the plant
reaches cruise speed.
3
2
1 INAUGURATION OF THE ROCHESTER PLANT (USA)
On March 31, 2014, Jean-Paul Herteman, Chairman and CEO of Safran, and Joseph Morone, Chairman and CEO of Albany International,
officially inaugurated the plant in Rochester, New Hampshire, dedicated to the production of 3D woven composite parts for aircraft
engines. The first application of this patented technology is the production of fan blades and cases for the LEAP engine from CFM
International, the 50/50 joint company between Snecma (Safran) and GE, that will power the next generation of single-aisle
commercial jets.
PANORAMA 27
© Porter Gifford / CAPA Pictures / Safran
26 PANORAMA
EXPERT’S VIEWPOINT 29
28 EXPERT’S VIEWPOINT
COMPOSITE MATERIALS:
STANDING OUT
THROUGH ANTICIPATION
Lighter, stronger composite materials are revolutionizing the aerospace
industry. Bruno Dambrine, expert emeritus in composite materials at
Safran, explains how the Group became a leader in this field.
S
afran’s global leadership in
composite materials for aerospace
applications – typically made of
a “framework” of carbon fibers,
strengthened by a resin, ceramic or
metal-based organic matrix – was achieved
thanks to a proactive strategy of differentiation through innovation. “Differentiation is
about adding value,” explains Bruno Dambrine.
“Composite materials offer an array of advantages. Their lighter weight makes for lighter
aircraft, resulting in lower fuel consumption and
reduced CO2 emissions. They are also stronger
and, when used in aero-engine nacelles they
reduce engine noise.” The use of composite
materials has helped ensure the success of the
LEAP engine, developed by CFM International
(a 50/50 joint company between Snecma and
GE), which features all-composite fan blades
and case.
Technological breakthrough
Safran began building this competitive advantage through research that kicked off in the 1980s.
At that time, Bruno Dambrine was studying
the mechanical properties of composite
materials in the Materials and Processes
Laboratory at Snecma (Safran). “We were
looking for ways to overcome the problem of
delamination, the phenomenon of composite
materials coming ‘unglued’ due to aging or
shocks. This is especially important because one
of the main certification criteria for an aircraft
engine is the ability of the blades to withstand
a bird strike. So I worked on creating stronger
CAREER HIGHLIGHTS
© Eric Drouin / Safran
1982: Joins the Mechanical Computation Methods department at
Snecma (Safran) 1988: Starts research into composite materials at
Snecma’s Materials and Processes Laboratory 1999: Conducts a
study into fan blades made from 3D woven composites 2008:
Appointed expert emeritus in composite materials.
composite materials with the mechanical and
aerodynamic properties required for engine
blades.” This work led to the production of a
composite blade using the 3D RTM (resin transfer molding) process, which involves injecting
resin into a mold containing carbon fibers
woven in three dimensions. After several years
of research and development, the concept
was approved for production in 2005. There
are now two new plants for these 3D woven
components, one already built in Rochester,
New Hampshire (U.S.), and the other being
completed at Commercy, in eastern France.
Staying one step ahead
Bruno Dambrine believes that innovation is
not about methods. “Above all, it’s about topflight science. Plus you need to be passionate,
daring, and tenacious. It’s also important to
explore areas related to your main field. I worked
with teams at Herakles (Safran), who had developed cutting-edge expertise in woven thermostructural composite materials used in space
applications and in the exhaust assembly for
the Rafale fighter. Recruiting doctoral students
is also vital, to ensure that research findings are
integrated promptly, allowing us to stay one
step ahead of the competition.”
Following in the footsteps of Bruno
Dambrine’s pioneering work 25 years ago,
Safran now has more than 750 researchers and
technicians working on composite materials,
the full potential of which is far from exhausted.
“Composite materials will be used more and
more in the future,” says Dambrine. “The challenge is to apply them to hot parts. For these
types of applications, we are looking at ceramic
matrix composites, which are capable of withstanding very high temperatures. The fact that
we are the only company to deploy this technology, via Herakles, gives us a genuine competitive edge.” At the same time, Safran continues to
develop increasingly sophisticated 3D weaving
techniques for future applications. ■
30 MARKETS
MARKETS 31
More
than
23,000
Morpho trace
detection systems
shipped worldwide.
More
than
1,000
bags per hour
checked by
the high-speed
CTX 9800™.
S
afran’s explosive detection
systems scored several major
business wins in 2013. Based on
advanced computed tomography
(CT) technology, the company’s
CTX TM systems were chosen by American
and Canadian transport authorities, as well
as the international airports in Narita, Japan,
and Nice, France. “These latest contracts
validate the strategic decisions we made
almost twenty years ago,” says Cyril Dujardin,
Chairman and CEO of Morpho Detection
International, a global sales and service affiliate of Morpho (Safran). “We were the first
to develop and certify CT-based solutions
for the detection of explosives in luggage.
Derived from medical imaging systems, this
technology allows us to measure the shape
and density of objects, using rotating X-ray
beams.”
The strategy has paid off, since CT is now
the only technology used in the United
States and a growing number of countries
and it will soon become mandatory in the
European Union. Based on a new regulation
set to take effect September 2014, all new
systems installed in the EU after that date
will have to use CT technology, and current legacy X-ray systems will have to be
replaced by 2022.
Safe, fast, reliable
The success of this technology is driven by
its exceptional performance, since CT-based
systems deliver precise information on
the density of the matter scanned (each
explosive matter has a characteristic specific
density). It can also detect plastic explosives,
even in very thin sheets. Another challenge
in this area is ensuring a smooth transition
from when luggage is checked to when
it’s loaded into the airplane’s hold. Once
again, Morpho has addressed its customers’
concerns, as Cyril Dujardin explains: “We
had to simultaneously meet the demands of
three types of users: regulators, who define
the required security level; then security
operators who want simple interfaces
for decision-making and finally airport
operators, whose main objective is to make
the luggage inspection process as short as
possible. In response, we have developed
solutions that combine security, reliability,
ease of use and quickness.”
Custom-tailored detection solutions
Morpho offers a complete range of systems
to meet the diverse needs of airports,
including the ultra-compact CTX 5800TM and
the high-speed CTX 9800TM. Both have been
certified by the U.S. Transportation Security
Administration (TSA, see box) and approved
by the European Civil Aviation Conference
(ECAC) as meeting European Union Standard
3 requirements. The CTX 9800TM incorporates
the Clarity data acquisition system, q
The CTX™ system
provides precise
information on the
density of the materials
it scans.
© Piotr Redlinski / Morpho / Safran
With nearly 2,000 computed tomography-based
explosive detection systems (EDS) deployed,
Morpho (Safran) is the world leader in this
market. The company’s CTX™ range, used for
automated hold baggage screening, is enjoying
growing success with airports around the world.
© Piotr Redlinski / Morpho / Safran
MORPHO
EXPLOSIVE
DETECTION
SYSTEMS
BOOST AIR
TRANSPORT
SECURITY
AIR CARGO SECURITY
Morpho’s solutions are also used to check
air cargo. In 2013, for instance, international
carriers, including Air Canada and United
Airlines, deployed over 300 Itemiser® DX
trace detectors. Both airlines selected
these detectors to replace legacy systems
and meet new, stronger regulations on air
cargo inspection issued by the TSA.
MORE
The interview with
Jennifer Haigh,
Strategic Account
Manager at Morpho,
is in the media corner
on Safran’s website:
www.safran-group.com
32 MARKETS
q which displays high-resolution 3D images
of the luggage contents, and highlights in
red any potentially dangerous substance –
considerably simplifying and accelerating
the inspection process. “With CTX TM , we’re
offering a standard range of products that is
flexible enough to adapt to almost all airport
requirements,” adds Cyril Dujardin. “We can
also develop custom-tailored solutions, if
needed, by combining different components
or developing special software.”
Ahead of the pack
BUSINESS AVIATION: SAFRAN
EXTENDS ITS RANGE
contract we signed last October with the
Science and Technology Directorate of the
U.S. Department of Homeland Security.”
Morpho was awarded a $10 million budget to
develop a brand-new generation of explosive
detection systems for luggage. ■
After experiencing turbulence in recent years, the business aviation market is once again
on the growth path – and Safran has all the capabilities needed to carve out a leadership
position.
TSA: THE GLOBAL BENCHMARK
The Transportation Security Administration (TSA), part of the United
States Department of Homeland Security, was created following the
attacks on September 11, 2001 to enhance the security of American
transportation systems. TSA is in charge of defining the security rules
applied to transportation on American soil, and its standards are often
adopted worldwide. “The procedures, technologies and quality
standards required by TSA are then taken up by a large majority of
other countries,” notes Kevin Heffernan, General Manager, Americas
Aviation, at Morpho Detection. “TSA is also one of Morpho’s leading
customers, and has certified the Itemiser DX trace detection system, as
well as the CTX™ and HRX™ X-rays scanner families.
© Dassault Aviation
Morpho continues to come up with innovative
solutions to consolidate its leadership. “On
next-generation systems, we’re going to
combine computed tomography and X-ray
diffraction,” notes Cyril Dujardin. “By coupling
these two technologies we can further reduce
the false alarm rate and thus save precious
time. In fact, that’s the aim of the research
MARKETS 33
19,465
The number of
bizjets deployed
worldwide in 2013.
62%
© Brenton Bartay / Morpho / Safran
of them are based in
North America.
Using the transparent 3D images from the Morpho detection system, operators can more quickly and efficiently inspect baggage.
T
he market for business aircraft
is narrowly intertwined with the
state of the economy, and it has
naturally been hard hit in recent
years. “The sector enjoyed strong
growth until 2008, but suffered a brutal drop
as a direct result of the financial crisis,” notes
Frédéric Daubas, head of marketing at Safran.
“In four years, deliveries were cut in half. But
the market stabilized in 2012-2013, and now
shows signs of a real recovery.”
Multi-segmented
Even though subject to fluctuations, the
market is still considered attractive. As
Frédéric Daubas explains, “It’s a highly
segmented market1 , with long-term growth
prospects outpacing those for commercial
aviation, but it’s also highly susceptible to
financial crises. In 2008, most cancelled
orders concerned small and medium business
aircraft. The segment for large, long-range
bizjets, acquired by major clients with
sounder finances, was less affected. In fact,
this is now a growth segment, with projected
orders of nearly 4,500 aircraft over the next
five years. And it’s also the most profitable
market segment.”
Safran is naturally a player. It has a longstanding presence across the market,
especially through wiring provided by Labinal
Power Systems (Embraer Phenom 100,
Dassault Aviation Falcon 900, 2000 and 7X,
etc.) and landing gear from Messier-BugattiDowty (Bombardier Challenger and Global
families, Dassault Falcon jets). Today, Safran
is focusing on the premium segment of the
market. “We’re targeting the market segment
ranging from super midsize to super large/
long-range jets, meaning those that can
cover more than 2,500 nautical miles while
offering outstanding comfort,” says Jamil
Dirani, sales & marketing director at MessierBugatti-Dowty. q
© Dassault Aviation
34 MARKETS
MARKETS 35
BERNARD DIMOYAT,
FALCON 5X PROGRAM
DIRECTOR, DASSAULT
AVIATION
The Falcon 5X was officially unveiled in
October 2013; what advantages does
Dassault’s latest offer?
Bernard Dimoyat: The Falcon 5X offers
unrivaled comfort in this class, based on
its exceptionally high and spacious cabin,
a new design, connectivity and digital
flight control system. This all addresses
strong market demand. Of course, it’s
a Falcon, with all that entails in terms
of quality, versatility and performance.
Offering a range of 5,200 nautical miles,
it can fly from Los Angeles to Paris. It
is also capable of operating from short
fields that are inaccessible to our competitors. Other advantages include the
engines’ reduced fuel consumption and
environmental footprint. Not to mention
an advanced health monitoring system
for both the airframe and engines that
facilitates maintenance and enhances dispatch reliability — very important points
for our customers.
What about Safran’s contribution?
B. D.: First of all, Safran is supplying the
Silvercrest engine, with performance
qualities including 15% lower fuel consumption than current engines, low noise,
and excellent operability and reliability.
We also worked with Snecma very early
in the program, drawing on Safran’s dual
skills as engine and nacelle manufacturer
to ensure very smooth integration of the
aircraft and its engines. That’s a key performance factor. Safran is also providing
the wiring harnesses and APU, or auxiliary
power unit. Last, but certainly not least,
we expect Safran to provide very proactive support for our customers, through a
network that should be running smoothly
by the time the aircraft enters service.
© Eric Drouin / Snecma / Safran
“The 5X offers unrivaled
comfort in this class, with all
the quality and performance
that characterizes Falcon jets.”
The Silvercrest engine
on its test stand at
Istres, southern France,
in October 2013.
q This is the same strategy applied by
Aircelle, Safran’s nacelle specialist, which
enjoys a strong position on the larger bizjets
made by Gulfstream, Bombardier, Dassault
Aviation and Embraer. Another Safran
company, Techspace Aero, supplies the lowpressure compressor and lubrication system
components for GE’s new Passport engine,
intended for the ultra-long-range Global
7000 and 8000.
Also driving the recovery is the emergence
of new growth regions. “Today, more than
two-thirds of the global fleet is based in
North America and Europe,” says Daubas.
“But emerging countries are catching up
because of their booming economies. China
in particular should log strong growth in the
coming years.”
Silvercrest, a market winner
Already an established equipment supplier,
Safran has made a remarkable breakthrough
in the premium bizjet market with the
Silvercrest engine from Snecma. “Silvercrest
is a new-generation turbofan designed
from the ground up for large, long-range
business jets,” explains Laurence Finet,
program director. “It features state-of-theart technologies, and will offer unrivaled
performance in terms of fuel efficiency,
reliability and environmental friendliness.”
The Silvercrest has entered the market
with a splash, having already been chosen
by the American major Cessna for its new
Citation Longitude, and by Dassault Aviation
of France for the Falcon 5X (see box) – and
it could well be chosen for several other
aircraft in this category.
The Silvercrest’s latest selection, for
the Falcon 5X, sheds light on other Safran
companies’ contributions to both the engine
itself and the aircraft: Aircelle (nacelle and
thrust reverser), Sagem (engine control and
maintenance units and flap actuator system),
Techspace Aero (low-pressure compressor,
forward chamber and engine lubrication unit),
Labinal Power Systems (wiring harnesses)
and Microturbo (APS5000 auxiliary power
unit in partnership with Pratt & Whitney
AeroPower). The Silvercrest-powered Falcon
5X will enter service in 2017.
Innovative solutions for comfort and
reliability
The business aviation market also has some
very specific requirements. “To ensure the
profitability of this business, despite the
wide variety of aircraft ordered and small
sales volumes, we really need tight control
over our supply chain and production
process,” admits Jamil Dirani. “The bizjet
market demands greater comfort than for
commercial airplanes,” points out François
Guerzeder, sales & marketing head at
Aircelle. “For example, the engine-generated
vibrations in the cabin have to be kept to a
minimum. The nacelle has to be a high-tech
package offering enhanced aerodynamics,
including laminar flow, while also maintaining
a sleek appearance, since that’s an important
criterion for our customers.”
Another decisive factor is aircraft dispatch
reliability, “an absolute priority” according
to Laurence Finet. “And reliability naturally
depends on the engine, but also on its
maintenance. On the Silvercrest, we apply
the ‘on condition’ maintenance approach,
which means it’s serviced according to its
actual condition, and not a preset schedule.
Furthermore, the Silvercrest integrates a
system dubbed ForeVision™, which monitors
engine parameters in real time, and detects
problems before they arise. We’re also
gearing up for the deployment of a global
network of local support centers.”
Business aircraft makers want to deploy
new technologies that set them apart,
which means that business aviation is a
sector on the cutting edge, especially
for the new generation of “more electric”
aircraft. Microturbo’s new e-APU is specially
designed to address these needs (see box
below). In short, Safran has an excellent
outlook in this very particular sector, one in
which it has been able to carve out a spot,
and even expand its range of products. ■
1. The different segments in the business aircraft market are
based on their range, weight and cabin size. There are three main
classes, from light (including very light, light and super light), to
medium (midsize), to large and long-range (super-midsize, large,
super large, long range, ultra long-range).
THE e-APU, FOR MORE ELECTRIC BIZJETS
An auxiliary power unit, better known as the APU, provides
electrical power to the aircraft when its main engines aren’t running.
Given the increasing electrification of non-propulsive systems on
today’s aircraft (see special report starting on page 16), Microturbo
(Safran) launched the development of a new family, dubbed e-APU,
designed for the new generation of “more electric” business aircraft
and helicopters. Capable of supplying up to 90 kilo-volt-amps (kVA)
of power, it covers the power needs of a wide range of aircraft.
The first member of this family, the e-APU60, will shortly enter
service on AgustaWestland’s new-generation AW189 helicopter. In
addition to starting the main engines and powering the air
conditioning, the e-APU60 can also restart engines in flight, and
even provide an additional energy source to cover all electrical
power needs over the flight envelope.
INSIGHT 37
36 INSIGHT
“I was immediately given
a lot of responsibility,
which means that people
trusted me.”
Antonin Pevrol
“There’s a great team spirit
at Safran.”
Elsa Pélissou
Éric Couillot,
R&D instrument technician at Snecma
(Safran)
Éric Couillot joined Snecma in September 2013, marking
a major change in his life after working for 24 years as an
electromechanical technician for PSA Peugeot Citroën.
“I was a member of the general maintenance team at the
Aulnay-sous-Bois plant. Following a career review and
skills assessment, I was offered a job as instrument
technician at Safran R&D.” When he first arrived, Éric
took a two-month training course. He was then assigned
to work on the LEAP and Silvercrest engines, under the
supervision of seasoned colleagues. His task is to install
sensors that detect failures on engines under ground
test. “After being a generalist, I’m now a specialist. I work
with teams of highly skilled technicians, and it’s
fascinating. At the age of 46, this is a fantastic
opportunity to make a fresh start.”
SAFRAN
MEETS THE
ONBOARDING
CHALLENGE
© Cyril Badet
Like nearly 23,000 others, Antonin,
Eric and Elsa have joined Safran in
the last three years. Coming from
very diverse backgrounds, they
reflect Safran’s ability to attract
top talent from all horizons. We
asked them to share their first
impressions…
Elsa Pélissou,
© Cyril Badet
in charge of wheel and brake
sales administration at
Messier-Bugatti-Dowty (Safran)
Antonin Pevrol,
25-year-old Antonin Pevrol already has over two years’ experience with the Group. He discovered
Safran when he visited the Sagem and Morpho (Safran) plants as a student at the Ecole Centrale
Paris engineering school: “I was fascinated by the Group’s technological innovations. Its
international reach was another huge attraction. When I did my senior-year internship at Sagem,
it felt like I was part of the French high-tech world.” Antonin was offered a full-time position to
work on the radio and information system for the FELIN* soldier modernization program being
developed for the French army. He clearly enjoys the challenges involved: “I was immediately
given a lot of responsibility, which means that people trusted me.” Antonin also plans to give his
career an international flavor at one of the Group’s companies.
* FELIN (Fantassin à Equipements et Liaisons Intégrés) is a modular integrated equipment suite for infantry soldiers that enhances
self-protection, communication and engagement functions.
“I work with teams of highly
skilled technicians, and it’s
fascinating.”
Éric Couillot
© Eric Drouin / Safran
software development engineer at Sagem (Safran)
Elsa Pélissou has a degree in industrial engineering
and more than ten years of experience, most of it at
STMicroelectronics. She joined Safran in October 2012.
“I wanted to be part of a large organization and I was
already familiar with Safran through Sagem and
Morpho, which were both customers for my previous
companies.” Elsa applied for a job via the Safran
recruitment portal and soon found herself working for
Messier-Bugatti-Dowty. “The position required skills in
planning, sales processes, customer management and
supply chain – all areas that I have experience in.” Elsa
was trained by the person she was replacing, helping
her to quickly settle into her new job. “People are
really open here and there’s a great team spirit. This is
going to be an excellent place for building my skills.”
38 INSIGHT
INSIGHT 39
YOUNG MUSICIANS
SCORE THANKS
TO SAFRAN FOUNDATION
The Safran Foundation for Music Award is given annually to help
talented young instrumentalists launch their careers. The prize
winners from 2011 and 2013, respectively, Wenjiao Wang and Victor
Julien-Laferrière, share their experiences.
Spotting talented young
musicians, helping to fund their
education and training, and
launch them on their careers are
among the core goals of Safran
corporate patronage and the
Safran Foundation for Music in
particular, which was created ten
years ago. The Foundation also
supports selected venues where
young prodigies are invited to
perform. Among them is the
Museum of the French Army, in
Paris, which hosts an annual
series of concerts entitled
“Jeunes Talents - Premières
Armes”, open to budding
virtuosos from the National
Conservatory of Music and
Dance in Paris. It was here that
Wenjiao Wang and Victor JulienLaferrière received their awards
from the Safran Foundation for
Music.
What sparked your passion for
music?
Victor Julien-Laferrière: I’m from
a family of musicians: my parents,
sister and brother are all professionals.
After starting with the clarinet, I fell
in love with the cello when I was
seven. It was soon pretty obvious
that I wanted to become a musician.
Thanks to my parents’ support, I was
lucky enough to be able to devote all
my time to music.
Wenjiao Wang: Unlike Victors’, my
parents were not musicians, but I
think they secretly dreamed that
their child would become one! In the
late 1980s in China, lots of parents
enrolled their children in music
school. So I first started playing the
piano when I was just four and a half.
It soon became a major part of my
life and by the time I was 12, I knew I
wanted to become a pianist. Today,
music is more than just a passion. If
I go a day without playing, it’s like a
piece of me is missing.
How has the Safran Foundation
helped your career?
V. J.-L.: In addition to the recognition that the prize brings, the Foundation gave me the opportunity to
perform at very prestigious venues,
take part in festivals and meet with
potential patrons, which is crucial
when you are just setting out. Finan-
cially, the prize made an immense difference, because a good cello costs
tens of thousands of euros. Thanks
to Safran’s corporate patronage, I
was able to purchase a cello with a
remarkable tone that fits perfectly
with my style.
W. W.: The prize itself allowed me to
buy an upright piano and also fund
the recording of an album with pianosaxophone duets. The Foundation has
also helped me develop my career, by
opening more concert opportunities
and supporting my projects, like the
album, for example, which it helped
distribute. It has been a huge help. It
offers vital support for young musicians, allowing them to devote themselves entirely to their music.
What are your plans?
W. W.: To travel! I’m going to perform
in Germany, Scotland and in Shanghai this summer, which is wonderful
as I’ll be able to see my parents again.
I also hope to record another album
next year.
V. J.-L.: I’m travelling a lot too, and
I’m also working with my trio, “Les
Esprits”. Our first album of chamber
music was released at the beginning
of 2014 and in August we’re going
to perform at the Périgord Noir
festival in southwest France. It was
the Foundation that helped me make
the right connections! ■
SUPPORTING TALENT
Wenjiao Wang on
the piano and Victor
Julien-Laferrière on
the cello.
INTERVIEW 41
ALBANIA:
A NEW IDENTITY
Albania became independent in 1912, but is still relatively unknown
because of its political isolation during the second half of the
20th century. Since the fall of the hard-line communist regime
in 1991, "the Land of the Eagles" has undergone a spectacular
transformation, and is now aiming to join the European Union. We
asked Milena Harito, Albanian Minister for Innovation and Public
Administration, about the challenges facing her country, which is
actually a forerunner in certain digital technologies.
1966
Birth in Tirana
1989
Graduates from the
School of Natural
Sciences in Tirana
1997
PhD in Information
and Communications
Technologies, University
of Paris VI, France
1997-2012
Holds several positions
at France Telecom,
including head of
innovation and new
products
© Sonny K. Elson
AN INTERVIEW WITH
MILENA HARITO,
ALBANIAN MINISTER
FOR INNOVATION AND
PUBLIC ADMINISTRATION
2013
Elected to the Albanian
Parliament, then
named Minister for
Innovation and Public
Administration
Safran Magazine: In recent years, Albania
has gone from isolation to a gradual
rapprochement with the European Union.
How did this happen, and how is it perceived
by your fellow citizens?
Milena Harito: The dictatorship in Albania
until 1991 was one of the most repressive
regimes in Europe. Our transition to a
democracy has been difficult, and there are
still clear political factions – but Albania is no
longer isolated. The end of the dictatorship
triggered a wave of emigration, entailing a
certain brain drain, but at the same time it
helped foster cultural opening and economic
development. The next step, eagerly awaited
by our population, is membership in the
European Union. If there's one thing that all
Albanians can agree on, that's it! All political
parties are in favor of membership, for a
variety of reasons, including democratic
institutions, social ideals, culture, etc. We
have recently taken several steps towards
membership, but we still have a long road
before us, especially in terms of economic
objectives.
How would you describe the country's
economic outlook in the coming years, and
what challenges await you?
M. H.: We have come a long way indeed! In
just 20 years, we've transitioned from being
categorized as a very poor country to one in
the medium/high GDP per capita category.
This growth is mainly due to the public works
and construction sector in the last decade.
But much remains to be done. For example,
the banking and telecom sectors are well
organized, but we need investments to boost
their performance.
We also have a wide range of natural
resources, especially water. Over 95% of our
electricity is generated by three hydropower
plants on the Drin river. But these plants can
no longer cover our requirements, and have
to be refurbished. We also have to modernize
our agricultural sector, which employs half of
the active population.
Which sectors are showing the strongest
growth?
M. H.: Manufacturing, especially the textile
industry, is showing sustained growth, and
we are currently drawing up legislation to
facilitate this business. Tourism is posting
unprecedented growth, with the number
of tourists coming to our country jumping
nearly 30% over 2011, when a regional
development law was passed. The coastal
zone also harbors tremendous potential,
provided that we can develop infrastructures
that respect our cultural heritage. Lastly, the
information and communications sector
should show strong growth, in particular
thanks to targeted investments in our
education system to overcome the lack of
qualified personnel in these areas. q
Population:
3.1 million
Surface:
28,748 km2
Associate member of
the European Union since
2006
2009
Member of NATO since
INTERVIEW 43
42 INTERVIEW
The concession granted to Safran in
2008 by the Albanian government for the
production and distribution of biometric
ID documents was renewed in 2013 for a
period of ten years. How do you explain
the country's position as a pioneer in digital
technologies?
M. H.: Since the fall of the dictatorship, one
of our major challenges has been to restore
people's confidence in the electoral system.
Previous elections often had irregularities,
which means they were contested. That's one
of the reasons the government decided to
produce secure biometric ID documents that
would be impossible to forge. Furthermore,
one of the prerequisites for the elimination
of visas to travel freely in the Schengen
Area was the use of biometric passports.
We should have everything needed to
JESSICA WESTEROUEN
VAN MEETEREN,
MANAGING DIRECTOR,
MORPHO BV,
NETHERLANDS
“A major contribution
to Albania's digital ID
project”
Would you say that the renewal of the
original 2008 concession agreement with
the Albanian government is especially
important for Morpho?
Jessica Westerouen van Meeteren: After
working with Morpho for five years, the
Albanian government once again chose us to
support their digital ID initiative. Their choice
clearly reflects their confidence in us, which is
also the fruit of a solid local partnership. The
agreement also expands our scope of activity,
since it provides for the deployment of a
secure "e-services" platform, so citizens can
access government services online. We are
ready to rise to this new challenge.
How do you explain your success?
© Bevis Fusha / CAPA Pictures / Safran
As the minister in charge of innovation and
public administration, what are the major
development thrusts in these areas?
M. H.: First of all, make access to services
simpler, and more transparent and efficient.
All Albanians have mobile phones, and in the
future they should be able to use them to pay
utility bills. Concerning public administration,
a project that will ensure interconnections
between existing databases will enable us
to create a single point of contact, while the
Human Resource Management Information
System (HRMIS) will modernize overall
management. We also want to teach our
people how to use these innovative tools, and
the Education Ministry will set up a project to
meet this goal. By providing online courses
via tablets to high school students, we plan to
train an entire generation of Albanians in the
use of new information and communications
technologies, and also reach underserved
parts of our population.
© Adrien Deneu / Morpho/ Safran
q What are Albanian citizens most
concerned about?
M. H.: Employment continues to be the
main concern here, with an unemployment
rate of 13.5% in early 2014. To create jobs, it
is essential that we efficiently manage the
country's natural resources and other assets.
We also have to resolve certain problems
inherited from the past: find a definitive
solution for land ownership1; bring our real
estate registry up to standard; and above
all transform our legal system. First and
foremost, we have to recreate a climate of
trust in Albania.
J. W.v.M.: Morpho met the expectations
meet this requirement. The biometric ID
card and passport project launched by the
government in 2008 and implemented by
Morpho (Safran)2 has been a huge hit with our
citizens. The Albanian population is young,
energetic, and hungry to travel – and now it
can!
Could you describe Albania's digital
identity strategy in greater detail? How can
Safran contribute?
M. H.: The Albanian government needs to
reestablish connections with its citizens, and
the development of reliable digital systems
is a pivotal part of this strategy. We are
working closely with Safran to develop the
appropriate solutions. One of these is “eTrust”,
an upcoming solution which will enable all
Albanians to access online services easily,
quickly and with total security. It offers a host
of advantages, including modernizing public
administration, decreasing costs, fighting
corruption and increasing transparency. By
showing Albanians that they can count on
these systems, and that their transactions
are secure, we are fostering the feeling of
belonging that is vital to the development of
our country. ■
Morpho (Safran)2
produced and
distributed 3.2 million
ID cards and 2.6
million biometric
passports for
Albanians.
of the Albanian government by providing
an end-to-end solution, including a rapid
deployment that enabled it to be used for the
parliamentary elections in 2009. Despite the
short deadline (five months for the complete
system), teams were able to distribute some
3.2 million e-ID cards and 2.6 million biometric
passports. From large coastal cities to isolated
towns, all Albanian citizens now have secure ID
documents.
What do you expect from this new
agreement?
J. W.v.M.: It will enable Morpho to deploy
our expertise by supplying latest-generation
ID documents with enhanced security. The
eTrust online services platform will become an
industry benchmark, demonstrating to other
countries our ability to deliver reliable and
secure solutions.
1. At the end of the Second World War, farmland was nationalized
and organized into state-owned farms and collective farms.
Albania started an agricultural reform in 1991 to privatize this land
and restore it to previous owners.
2. In partnership with the Albanian-American Enterprise Fund
(AAEF) via a joint venture called Aleat.
©Pierrick Contin / DPPI / Safran, Mark Lloyd / DPPI / Safran
Safran is bolstering its commitment to boat sponsorship. Seasoned skipper
Marc Guillemot will sail the Safran Imoca Open 60 class ocean racer until the
2014 Route du Rhum, then pass the baton to Morgan Lagravière, who will take
the helm of the new Open 60 class boat, now under construction, in early 2015.
Safran is also supporting Gwénolé Gahinet in the Figaro Bénéteau series on
a Safran-Guy Cotten boat. These new projects
clearly reflect Safran’s values of engagement,
team spirit and transmis sion of k nowledge.
Gwénolé Gahinet, Marc Guillemot and Morgan Lagravière.

Safran Magazine #16

Transcription

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April 23 25, 2013