CHINA TAKES OFF

SPECIAL REPORT Aviation, telecom and security shift into high gear

magazinesafran

JunE 2007 – no.1THE SAFRAN GROUP MAGAZINE

P. 10 TOMORROW RESEARCH PARTNERSHIPS / P. 36 MARKETS ELECTRIC BRAKES / P. 42 MARKETS SAM146 JET ENGINE

W ith the Paris Air Show just opening its doors, this is an ideal time to talk about the aerospace indus-try in general, and about Safran in particular. Developments during the first half of the year show that aerospace markets are in very good health indeed. Following our record engine

deliveries last year, we have already logged a large num-ber of orders during the first half of 2007. Whether for propulsion, equipment or the aerospace operations in our Defense Security branch, Safran plants are running at full capacity.

In addition to our robust aerospace business, the Group’s other sec-tors are also chalking up a number of successes, especially in the security market. This dynamic performance is built on a shared passion for high technology throughout Safran. Our strengths and talents are above all anchored in the skills and expertise of the men and women working for Safran around the world. The Safran Group was established two years ago. We span two differ-ent, yet highly complementary spheres of technology – mechanics and electronics – giving us a unique corporate DNA. Day after day, we build foundations for the future. By this I mean develop-ing new technologies and products, filing for numerous patents, modern-izing our production facilities and improving productivity, and of course developing our service business. Working with partners from around the world, in France, Europe, America, Russia, India, China and elsewhere, we will continue to move forward and deliver solutions that satisfy our customers and shareholders.

A passion for high technologyed

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essentials� 4A quick look at Safran Group news

insight� 8Working with French charity organization Secours Populaire Français

t omor row�� 10 Partnerships drive progress in aerospace research

special�report�� 14China takeS off. Aviation, telecom and secu-rity are just three growth sectors in the booming Chinese economy. We take an in-depth look at Safran’s presence in this market.

�panorama� 26tP400-D6, the a400M turboprop engine, under test at Snecma’s Istres facility

markets�� 3030 Turbomeca powers the U.S. Army

33 Dedicated to Boeing 787 landings

35 Lighter, quieter engines

36 Braking: the electrical revolution

38 Mobile phones reveal hidden talents with NFC

40 Any radio station you want

41 AASM soon to enter service on Rafale

42 SaM146 on track for certification

face-to-face�� 44new fuels for tomorrow’s airplanes? Interview with Xavier Montagne, head of the fuels-lubricants-emissions department of the Institut Français du Pétrole (IFP).

JEAN-PAul BÉChATChief exeCutive offiCer, SAfrAN GrouP

SAM146 ENGINE

The Sukhoi Superjet 100 will be the first aircraft powered by the SaM146 jet engine, developed by Snecma and NPO Saturn

42 markets

Check out the latest Safran news on www.le-webmag.com

June 2007 _ Safran magazine Safran magazine _ June 2007

02-03contents

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" Day after day, we build foundations for the future. "

04-05essentials

Messier Services’ new plant in Queretaro, Mexico will provide complete maintenance services for the landing gear on US Airways’ 100 A320 and nine A330 jets. The contract was signed on April 18 during the MRO 2007 Conference & Exhibition in Atlanta.

K MOREwww.parisairshow-2007.com

Messier-Bugatti is expanding its American plant in Walton, Kentucky. Specialized in the production and refurbishment of carbon disks since 1998, Messier-Bugatti USA will now add wheel and carbon brake production as well. Startup is slated for early 2008. This new capability will expand Messier-Bugatti’s production capacity, and improve the service provided to American customers. Combined with a 2,000 square meter extension of the French production facility in Molsheim (near Strasbourg), it will also help Messier-Bugatti consolidate its position as the world’s leading supplier of carbon brakes on mainline commercial jets (over 100 seats).

Two Boeing airplanes, the new 787 Dreamliner and the 737 Next-Generation, will be fitted with Messier-Bugatti wheels and carbon brakes starting in 2008. Messier-Bugatti was originally selected by the American giant for the 767-200/300 in October 1997, followed by the 777LR. Safran’s braking specialist is also the exclusive supplier of wheels and carbon brakes on two U.S. Air Force aircraft, the C-17 Globemaster III transport, and the KC-135 Stratotanker. Messier-Bugatti set a new sales record in 2006, signing wheel & brake contracts for 544 new aircraft.

K MOREwww.parisairshow-2007.com

US Airways choosesMessier Services Americas

EASYJET HAS CHOSEN THE CFM56-5B TO

POWER THE 52 AIRBUS A319 TWINJETS IT

ORDERED IN MARCH. THE ORDER IS WORTH

$700 MILLION AT LIST PRICE. ONE OF THE

LEADING LOW-COST CARRIERS IN EUROPE,

EASYJET PLANS TO DEPLOY A FLEET OF 192

CFM-POWERED A319 TWINJETS BY 2010.

magazinesafranThe Safran Group magazine2, boulevard du Général Martial-Valin75724 Paris Cedex 15 – FranceFax: 33 (0)1 40 60 84 87

email: safran.magazine@safran.fr

Publication Director Françoise DescheemaekerEditorial Director Olivier LapyExecutive Editor in Chief Florent VilbertEditor in Chief Aurélien CoustillacTranslationDon Siegel, ID CommunicationsProduction

Printed by Imprimerie Vincent, imprim'vert "green" printing labelISSN: pendingThe articles and illustrations published in this magazine may not be reproduced without prior authorization.

Cover photoView of a Shanghai business district at dusk. © Stéphane Lavoué/M.Y.O.P

MESSIER-BUGATTI TO START WHEEL AND BRAKE PRODUCTION IN U.S.

CFM56 engines power 106 airplanes in Australia. A total of 231 engines have now logged 4.7 million flight-hours in this region. They are deployed by the air force (2 Boeing Business Jets) and two airlines: Qantas (22 737CL and 33 737NG) and Virgin Blue (49 737NG). Other Safran companies are active in

the important Australia-New Zealand market: Turbomeca, Microturbo, Sagem Communication and Sagem Défense Sécurité.

K MOREwww.le-webmag.com

104 CFM56-5B for EasyJet

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SAFRAN BUSINESS GROWTH IN AUSTRALIA-NEW ZEALAND

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TURBOMECA'S CONTRIBUTION TO DEEPWATER...

Turbomeca USA has delivered the 225th Arriel 2C2 CG engine, assembled in the company’s plant in Grand Prairie, Texas, to Lockheed Martin, American Eurocopter’s partner. This delivery marks the completion of the reengining of the United States Coast Guard’s HH-65B Dolphin helicopters, launched in May 2004 as part of the Deepwater program.

… WINS LOCKHEED MARTIN SUPPLIER AWARD

Lockheed Martin has given Turbomeca its Star Supplier Award, for the on-time delivery of the 225 engines in the Deepwater program. Safran’s helicopter engine specialist rose to this daunting challenge by delivering the first engine covered by this contract in just 109 days. The $88 million contract was completed in March.

K MOREwww.le-webmag.com

06-07essentials

BOEING CERTIFIES MESSIER SERVICES' MOLSHEIM PLANT

SAGEM DEFENSE SECURITE PROTECTS FREMM FRIGATES

The first eight FREMM European multimission frigates to be deployed by the French navy will feature the NGDS new-generation decoy launching self-protection system developed by Sagem Défense Sécurité on behalf of Armaris. The Safran defense specialist has already supplied these systems for 130 naval vessels in 20 countries.

"We passed the audit in april, and Boeing

especially appreciated the quality of our

customer services"

AlAn Doherty MESSIER SERVICES VICE PRESIDENT, SALES

CENCO TO MAKE TEST STAND FOR MTU

Cenco Inc., a Techspace Aero brand, will design and manufacture a 13-meter aircraft engine test stand for MTU Maintenance Hanover in Germany. This new contract with one of the world’s leading aero-engine MRO providers consolidates Safran’s leadership position. MTU will use this state-of-the-art test rig to carry out tests on all current and planned commercial aircraft engines.

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Safran is reorganizing its Defense Security branch, in particular splitting Sagem Défense Sécurité into two companies, effective July 1, 2007. The company Sagem Défense Sécurité will retain its current name and be dedicated to avionics, optronics and defense. It will comprise two divisions, Sagem Avionics and Sagem Optronics & Defense.

All security activities (biometrics, ID systems, smartcards, etc.) will be grouped in a new subsidiary, Sagem Sécurité. The reorganization is designed to create entities more tightly focused on their respective markets, with stronger technological foundations, to improve management efficiency and foster international partnerships.

Defense Security branch organized in two companies

TUrBOMECa TO OPEN NEW SITE IN 2009turbomeca will move to a new plant in Bordes in 2009. While the cornerstone was laid on January 26, construction will only start this summer. Dubbed “eole”, the new building measures 175 x 330 meters. It is designed to meet three challenges: optimize flows while reducing design and

production cycles; bring design teams closer to production teams; and meet the most exacting health-Safety-environment (hSe) and high environmental Quality (hQe) standards.

K MOREwww.le-webmag.com

June 2007 _ SafraN magazine SafraN magazine _ June 2007

SAGEM COMMUNICATION SIGNS AGREEMENTS REFLECTING ODM STRATEGY

Sagem Communication has signed two recent agreements reflecting its ODM (Original Design Manufacturer) strategy. In March, Sagem Communication signed an agreement with Sony Ericsson Mobile Communications to

provide technologies under license and develop mobile phones for Sony Ericsson.

The following month it signed an agreement with Vodafone, providing for

the production of a mobile phone to be sold under the operator’s brand.

Available in June 2007, this phone features a very flat, elegant design,

and a screen with 65,000 colors.

There were two main highlights at Messier Services during the first half of the year. First, the inauguration of its new landing gear maintenance, repair and overhaul (MRO) installation in Molsheim also marked the reorganization of its commercial landing gear and equipment workshops. With this new organization the company’s services are an even better fit with customer requirements. Secondly, Messier Services is now on Boeing’s approved suppliers list. This means that Messier Services France can now take charge of MRO services for landing gear and hydraulic components on Boeing planes. Messier Services France is the second of Messier Services’ four facilities, after Singapore in January 2006, to receive Boeing MRO approval. ©

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08-09Insight

Safran is not and does not intend to isolate itself in a kind of high-tech ivory tower, cut off from the rest of soci-

ety,” says Dominique-Jean Chertier, a member of the Safran Executive Board and Executive Vice President, Social and Institutional Affairs. “We firmly believe that no matter how much hardship people face, every-

one has the right to dream. We were impressed with the efforts by Secours Populaire Français to enhance the opportunities of children and teenag-ers who were not fortunate enough to be born into a wealthy family. So if our activities and high-tech products fire the imagination, then we should help children’s dreams come true whenever possible.”

ParTnErsHIP. Illustrating the Group’s commitment to corporate citizenship, Safran has twice teamed up with Secours Populaire Français, one of France’s largest charity organizations, to take a group of youngsters to two of the world’s leading space centers.

Safran’s first initiative with Secours Populaire was launched in summer 2004, when a group of twelve kids who’d never before been on vaca-tion were flown to French Guiana to visit the Ariane rocket base in Kourou. Two years later, the Group renewed its efforts with the operation “Head in the Stars”. This time, 23 teenagers from all over France, aged 14 to 17, most of whom had never gone on vacation, were taken on a once-in-a-lifetime trip to Florida from October 26 to November 5. Accompanied by four team leaders, six specially trained youth counselors

and a nurse, the teenag-ers explored Sea World in Orlando, the world’s largest aquatic theme park, Disney World, the city of Miami, Everglades National Park and, last but not least, the Kennedy Space Center (his-torically known as Cape Canaveral). The group was welcomed to the leg-endary “Mecca” of space travel by French astronaut Léopold Eyharts, who had spent 19 days onboard the Mir space station.

Broadening horizonsLéo Audemar, now 15, is a high-school student from the Languedoc-Roussillon region of southern France who took part in the trip. He shared his impressions a few months later: “The trip helped me shake off some very European prejudices.

BENCHMARKS

SECOURS POPULAIRE FRANÇAIS AT A GLANCE› One milliOn aid recipients › One milliOn donors› 72, 000 volunteers › 98 federations› 659 local committees› 1, 232 advisory centers› 50 corporate partners

In France, one in every three children and 40% of adults never go on vacation.

A DAY AT THE SAFRAN AEROSPACE MUSEUM IN VILLAROCHE

To help brighten up the lives of a broader group of people, last year Safran also initiated visits to its Aerospace Museum in Villaroche, near Paris. Spread over three days, the first series of visits allowed 300 people who receive aid from Secours Populaire to enjoy a great day out with their families at the museum, which celebrates the history of air and space flight. Following a guided tour by Friends of the Museum (retired Safran

employees who volunteer their time), the afternoon was spent in a variety of activities, catering to all ages and interests: quizzes, an introduction to live video recording techniques by professionals, souvenir snapshots inside the cockpit of a Mirage jet fighter and on an ejection seat simulator. By far one of the most popular activities with both young and old was a model rocket workshop. Led by staff from a company approved by French space agency CNES, participants worked in groups of four to make the rocket fuselages out of cardboard and wood. Special miniature rocket motors were then attached to launch the models over 200 meters into the air, providing a thrilling end to a memorable day. Organized for the second time this year, the initiative will welcome another 250 guests to the Villaroche museum. Along with this operation, Safran also handed out one hundred invitations to the Paris Air Show to Secours Populaire branches in the Paris region.

mAKinG DReAmS COme TRUe

For example, some people criticize Americans for not always considering environ-mental issues. Well, let me tell you that they make a great job of looking after the Everglades, which is an amaz-ing place! We also tend to

think that they don’t care about what goes on outside of the USA, but our con-tacts there show that this just isn’t true.” Over half of the teenagers involved now correspond regularly with each other. In addition, the youngest member of the group, a girl from the Ardèche region, signed up as a volunteer with the local Secours Populaire as soon as she returned from Florida – and recently received the Departmental Award for Civic Action in honor of her efforts! ■

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SECOURS POPULAIRE FRANÇAIS HELPS…

ONE MILLION people across

France

supporting the arts

INTERVIEW

Over the past decade, Secours Populaire Français has actively worked to extend its reach beyond

the fundamental mission of providing food and clothing aid, the principle on which the charity was founded back in 1946. Our aim today is to safeguard the dignity of the people we assist by making a more long-term commitment and developing cultural missions, such as theater groups and workshops on writing, nutrition and even the Internet. Our partnership with Safran enables us to add a fresh dimension and more visibility to our actions. We’re delighted to have been able to give these 23 teenagers a first-hand glimpse of what life is really like in the United States, offering them a very different vision from the one they perceive back home in France. They saw, of course, a technologically advanced society, illustrated by the Kennedy Space Center, but much more besides: they also witnessed an incredibly multiracial, multicultural society, offering a vast pool of artistic, technological and social creativeness.”

DENIS VERDIER-MAGNEAUNATIONAL SECRETARY OF SECOURS POPULAIRE FRANÇAIS, SPECIAL ADVISOR FOR THE ARTS

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The teenagers who traveled to Florida last October with Safran and Secours Populaire Français.

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10-11Tomorrow

W ith France now set-ting up “centers of competitiveness” to stimulate the national economy by bringing togeth-

er innovative public and private players, Safran has already established its pio-neering role. “We were one of the first, if not the first major French company to carry out part of our research in partner-ship with public labs,” explains Alain Coutrot, Safran vice president, research & technology. Safran’s proactive approach to R&T is

reflected in three flagship programs car-ried out in conjunction with the French national scientific research agency CNRS, and the aerospace research cen-ter Onera. To express a unified approach, all three programs have names refer-ring to Native American tribes: Inca (the French acronym for advanced combustion initiative), Maia (advanced mechanical engineering methods) and Iroqua (research initiative for optimized aeronautical acoustics). While the first program was launched in 2002, they are actually the culmina-tion of a long tradition of teaming up

with public research organizations. For example, in 1967, the prestigious Ecole des Mines de Paris engineering school set up a materials research center at Safran’s Evry-Corbeil plant. In the late 1980s, another agreement created the thermostructural composites laboratory, a joint research effort of CNRS, Snecma Propulsion Solide (Safran Group), French atomic energy commission CEA and the University of Bordeaux. It was originally established to work on Europe’s Hermes spaceplane project, but expanded its scope of application when the Hermes program was cancelled in 1992. Another highlight in Safran’s partner-ship policy is the framework cooperation agreement signed in early 1999 with CNRS to develop a research hub for aircraft and rocket propulsion. “All of these agreements explain why we already had bilateral relations with a number of public labs in 2002,” remarks Coutrot. “In fact, we wanted to federate these dif-ferent partnerships in specific programs, enabling our research teams to work in networks.” That led to the first flagship program, Inca, allying Safran, CNRS and Onera on combustion research (see opposite).

synergies to bolster partnershipsA network type organization offers a number of advantages, starting with multidisciplinary expertise, as Coutrot explains: “Designing a combustion cham-ber involves many different challenges, including the homogeneity of the air-fuel mix, combustion stability, wall cooling, infrared radiation and much more. To come up with an overall solution, we have to bring together the different areas of expertise.” Furthermore, a network gives research teams “critical mass”. Taken indi-vidually, French labs are very small in rela-tion to their American counterparts. But by working together under a single banner, for instance on projects such as large eddy simulation (LES, see opposite) of turbulent fluid flows, they generated results that led even the prestigious Stanford University in California to benchmark their aeronauti-cal research in relation to France. At the same time, this critical mass allows the partners to submit higher quality propos-als for European programs, and pool their

PARTNERSHIPS DRIVE PROGRESS IN RESEARCH

aErOnaUTICs. The Safran Group has initiated the research programs Inca, Maia and Iroqua, based on innovative partnerships with public research organizations. This original approach has already borne fruit, and other major manufacturers have joined the fray.

Military aircraft engine combustor

Inca at a glance• 70 active researchers• 40 doctoral theses completed or under way• 10 laboratories at cnRS, Onera and cerfacs (toulouse research center)• 40 million euro research budget

Inca

cutaway view of an aircraft engine combustor.

air

fuel

To reduce the fuel consumption and polluting emissions of aircraft engines, researchers are now looking into “lean” combustion, which means reducing the proportion of fuel in the air/fuel mix sent into the combustion chamber. A lean mixture helps avoid the high-temp zones where pollutants such as nitrogen oxides are formed. This approach could be applied to a broad range of areas, from industrial furnaces to aircraft and automobile engines. However, lean fuel mixtures considerably

reduce flame stability, leading to problems of safety, efficiency and pollution. To stabilize the flames during combustion, researchers are investigating the use of cold plasma. A very short high-voltage pulse between two electrodes, lasting a few nanoseconds, produces a plasma, which in turn generates very reactive molecules which “feed” the flame under conditions where it would normally be extinguished. Initial results have shown this to be a very promising technique.

Illustration of the plasma effect on a flame stabilization problem. left: no plasma is applied and the flame is near the lean blow out limit. Right: only plasma is applied and the flame become perfectly stable.

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One aRea OF ReSeaRcH: cOMBUStIOn In tOMORROW’S engIneS

cOncRete ReSUltS: PlaSMa FlaMe StaBIlIZatIOn

The Inca program, launched in 2002, comprises research into three types of propulsion: • Aircraft and helicopter engines, to achieve clean combustion at competitive cost. • Ariane liquid rocket engines, to improve performance and better understand combustion under extreme conditions. • Solid propulsion, mainly used in various types of missiles.

LES1 LES (large eddy simulation) modeling is used to understand and predict turbulent combustion fronts, by studying and locating different combustion intensities (temperatures).

Inca also comprises research into the injection sprays and mixes needed to support new multipoint injectors.

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12-13tomorrow

VIEWPOINT

What are the advantages of a research program like Iroqua? Iroqua brings together researchers across the country to work on noise reduction and meet the needs of industry, in this case Safran, Airbus, Dassault Aviation and Eurocopter. Through this organization we can target our research to different areas*. It is in fact crucial to have this centralized structure to identify the “shadow zones” where improvements are expected (see box on page 13). Bringing together all these research teams also allows us to enhance synergies between teams working on the same

subject, while at the same time bolstering our multidisciplinary expertise. In fact, that was the idea behind the choice of Onera to coordinate Iroqua, and my appointment as program director. I’m part of Onera’s long-term design and systems integration department, involving highly multidisciplinary activities, and not an entity focusing on a single basic discipline such as aeroacoustics. This allows me to take an overall view and coordinate the many competencies involved.

and for Onera in particular? Iroqua has also fostered new

Innovation driven by an efficient organization

ReDUcIng nOISe aROUnD aIRPORtSThe Iroqua research program is designed to meet the recommendations of Acare (Advisory Council for Aeronautics Research in Europe), a committee of European experts who have set an objective of reducing noise around airports by 10 decibels – a ten-fold cut – by 2020. “We have made considerable progress in the last 20 years, especially in the reduction of aircraft engine noise,” says program manager Jean-Louis Gobert. “If we are to achieve further significant improvement, we have to work on other root causes, and allow for technological breakthroughs. In particular, we’ll be looking at sound-absorbent materials and structures, and active control techniques.” Today, for example, during approach, the aircraft itself makes as much noise as the engines, because of so-called aerodynamic noise generated by fuselage, wings, landing gear, slats and flaps, etc. Iroqua is also addressing this type of noise. “We’re exploring all of these areas,” adds Gobert, “as well as the impact of installation; in other words, the actual noise made by engines once they’re mounted on the plane, not just in the lab.” Another area under study to meet Acare objectives is to determine flightpaths that generate less noise.

IROquA

JEAN-LOUIS GOBERTDIRECTOR OF THE IROQUA PROGRAM AT ONERA, THE FRENCH AEROSPACE RESEARCH CENTER

synergies within Onera. Ten of our 17 departments are contributing to this program, which actually provides a platform for cross-functional interactions. Today, our network spans more than 25 laboratories and 11 small and medium-sized enterprises. The first two “Iroqua Days”, in 2005 and 2006, were extremely successful, attracting the participation of some 80 researchers and industry representatives.

How is the program conducted? In addition to each partner’s operating budget, each one must find funding for its research project, and working in a network facilitates this approach. Through Iroqua, we can organize CNRS and Onera labs to submit joint program

proposals, and not compete with each other. Several Iroqua projects have already been selected by the French Aerospace Research Foundation. Other projects have also been submitted, mainly for European programs. But for a program as vast as Iroqua, two years is barely enough to get up to cruise speed. The next steps, this year, are to define a practical scientific and technological strategy, expressed through an array of concrete projects.

(*) Iroqua is organized in five working groups: physical modeling and digital tools; absorbent materials and structures; active technologies; experimental and digital benchmarks; technology integration.

K MORe www.iroqua.net

mAIAUnDeRStanDIng IMPactS

Maia (the French acronym for advanced mechanical engineering methods) focuses on the modeling of complex vibrations and transient dynamics. For example, what happens when a foreign body (a bird or chunk of ice, for instance) is swallowed by a jet engine? The program is also studying the mechanical aspects of surfaces in contact, for example to predict the consequences of an aircraft rolling on a bare wheel following a tire burst. Other objectives include predicting the lifespan of structures, which will help optimize maintenance planning.

“Several Iroqua projects have been selected by the French Aerospace Research Foundation.”

puter-aided design and numerical simula-tion. “Improvements in modeling allow us to decrease the number of tests needed to develop a part or a structure,” notes Coutrot with satisfaction, “and in the field, this translates into real cost savings.” ■

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MaIa at a glance› Launched in 2003 › 100 active researchers › 86 doctoral theses completed or under way› 25 laboratories, including in Belgium and Canada› 42 million euro research budget

experience to meet extremely complex European criteria. Alain Coutrot also spotlights the advan-tages of a program like Inca in terms of fos-tering synergies within the Safran Group. “We’re not a monolith, but a constellation of about twenty companies. Without these federated programs, each unit could have given up on certain research aspects. But today, we’re moving forward together!”

new researchThe advantages of this networked approach quickly proved obvious, and in 2003 Safran launched a second pro-gram with the same partners, CNRS and Onera. Dubbed Maia, this program aims to improve the design of engine parts and structures, as well as other aircraft equip-ment made by Group companies (landing gear, nacelles, wheels and brakes, etc.), and better predict their behavior over time (see box on page 13). Maia is organized like Inca, with a management committee including representatives of Safran, CNRS and Onera that defines the general policy. A steering committee organizes the work and defines specific projects, while the-matic committees led by tandem Safran researcher/engineer teams propose inno-vative concepts and conduct the research work on a practical level. The third “Amerindian” program, Iroqua, was launched in 2005 and applies the same principle, this time in an initiative dedicated to noise reduction (see page 11). Reflecting the success of the public-private research approach, other manufacturers joined Safran this time, namely Airbus, Dassault Aviation and Eurocopter, along with old faithfuls CNRS and Onera. Since several private-sector corporations are participating, this time the state-owned Onera is program manager. In the two ear-lier projects, Safran is “prime contractor”.

Concrete resultsSeveral key figures clearly indicate the initial results achieved by these three pro-grams: more than 120 doctoral theses, several dozen patents, more than 300 researchers actively involved. “Of course, for disruptive technologies we’re talking about a timeframe of at least ten years,” points out Alain Coutrot. “For example, we filed a patent on a plasma device to sta-bilize flames [see page 11]. This is a major

innovation, but we’re still far from applying it on an engine. In the end, it could well prove to be a decisive advantage on future-generation powerplants.” In addition to the expected advances in the development of new-generation engines, these three research programs have already spurred progress in com-

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With China taking off in a number of sectors, including aviation, telecom and security, we take a close look at Safran’s presence in this booming market.

Breakneck modernizationP. 16

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SaFran in cHinaP. 18

cFm56 in PoLe PoSitionP. 20

cHina takeS oFFBeijing airPortin 2006 chinese airlines carried more than 160 million passengers, 8% of total world traffic.

FACTS & FIGURES

9.5 %annual average growth in gdP from 1980-2005

special report

a PromiSing market For HeLicoPterSP. 23

tHe moBiLe PHone and FaX emPireP. 24

1.314 billion inhabitantsthe world’s most populous country

9.8 %of the world’s exports in 2006 came from china

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part of a Snecma delegation to Southeast Asia. “All-out drive” is no exaggeration: in just five years, the number of univer-sity graduates has doubled from two to four million, and thousands of Chinese students are today enrolled at Western universities.

Major urban centersFirst in line for modernization were the “special economic zones” created in 1979 along China’s coastal region, followed by all of the major urban centers. “An estimated 120 million Chinese people now enjoy the same purchasing power as Westerners and an additional 300 million people live in large cities,” notes Jérôme Périgne. “In contrast, some 800 million Chinese still live in poverty, mainly in rural areas. Lastly, there are an estimated 100 million ‘mingong’, or migrant peas-ant workers.” Disparities are worsening

VIEWPOINT

ErIk IzrAELEWICz*,AUTHOR OF “WHEN CHINA CHANGES THE WORLD”

In your book “When China Changes the World”, you talk about China’s “hyper-capitalism”. How would you describe this phenomenon? China is currently operating between two economic systems. It moved away from the collectivist approach about 25 years ago, but certain aspects still remain. Alongside this extremely powerful State, extremely powerful billionaires are also emerging. The co-existence of these two trends reminds me of the situation in the United States at the end of the 19th Century. Today, China is more like the “Far West” than an environment of

regulated markets. And this is obviously a very effective configuration in terms of raw growth. What impact will China have on the global economy? China’s geography and demographics are unique. Changes in China will impact Western economies far more violently than those of other emerging countries. For example, there will eventually be a growing number of fights about standards. China’s technological choices will clearly have an impact on the rest of the world. What risks does this fast-paced development entail? There are several types of risks: a social risk, because of increasing inequalities; an ecological risk; a financial risk, since the current financial system is rather convoluted to say the least; and a political risk: will China be able to

remain frozen in its rigid political framework, while its economy opens out to the world, and thousands of young Chinese are attending Western universities? There is also a geopolitical risk, with tensions between China and Japan or Taiwan reoccurring regularly. But China will stay on the path to modernization, for several reasons. First, the Chinese want to make up for lost time, since their recent past had left them on the sidelines of economic development. Next, they have an excellent current crop of leaders, mainly pragmatic engineers. Last but not least, the entire population believes in this development and has embraced it totally.

*Eric Izraelewicz is the deputy editor of a major French business daily, Les Echos. He is also the author of several books, including “Quand la Chine change le monde”, published by Grasset in 2005.

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F or the fourth consecutive year, China – dubbed “the world’s factory” – posted double-digit growth in 2006, 10.7% over the

previous year. Direct foreign investments reached 63 billion dollars, up from 60 billion in 2005 and 2004. These figures

have fired the imagination of Western economists. After all, in a country with a population of 1.3 billion, “winning just one percent of the market can be highly lucra-tive,” points out Muriel Duthon, regional director at Sagem Défense Sécurité. But what lies behind this new two-

COnTEXT. The new “hyperpower” of the 21st century, China today ranks as the world’s third largest economy after the United States and Germany.

Breakneck modernization

headed creature, seen by some as the new Eldorado and by others as the home of too much Western outsourcing? Muriel Duthon was a student at Beijing University in the late 1970s and began her career in China. She still goes back there at least six times a year. In her opinion, China has experienced a remarkable opening in the past twenty-five years. “When I was a student, any contact between foreigners and locals was forbidden. Chinese students were both workers and soldiers: they spent their ‘vacation’ working in the rice paddies. Now, if I want to show Westerners around China, we can go into any nightclub and see youngsters dancing to rock music.” Determined to catch up with the rest of the world, “China launched an all-out drive to educate its people in the 1990s”, explains Jérôme Périgne. Head of strategic analysis at Snecma’s business development department, Jérôme discovered China as

economic miLeStoneS› 1949 Communist Party of China takes power › 1979 Beijing Spring: decollectivization of agriculture and creation of “special economic zones” (in Shenzhen, Shantou, Zhuhai and Xiamen) › 1989 Freezing of certain reforms launched following the Beijing Spring › 1990

just as certain public services such as education and healthcare have under-gone de facto privatization. “The poor-est families have to go into debt to send their child to school or they may wind up owing money for a generation or two to pay for surgery,” says Muriel Duthon. The upshot is growing social unrest. “The Chinese government allows some news about labor disputes to seep through – a sign that it is a very real problem – but the authorities do not intend to run the risk of social instability,” emphasizes Jérôme Périgne. The government is now seeking to restore a balance by encouraging invest-ments in the western part of the country. Beijing is also worried about the risk of

growth, driven mainly by domestic in-vestments and exports, running wild. The government is stepping up measures to spur household spending, but savings remain high, mainly to offset the low level of social benefits. Despite any jolts that may occur along the way, China’s economic growth will persist – the upcoming 2008 Olympic Games and the 2010 Universal Exposi-tion in Shanghai are a clear confirmation of this trend. “All too often the Chinese lay their cards on the table, but we tend to remain blind,” remarks Muriel Duthon. “They always said that they would give themselves until 2030 to catch up with the West – and they’re on their way!” ■

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Opening of the Shanghai Stock Exchange › 1992 Deng Xiaoping declares a new national objective: the socialist market economy › 1994 New banking system launched › 1997 Hong Kong returned to Chinese sovereignty › 2001 China joins World Trade Organization (WTO) › 2008 Beijing hosts the Olympic Games › 2010 Universal Exposition in Shanghai

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Industrial partnership

Training partnership

Civil aviation

Mobile phones

Broadband, fax, etc.

Security (smartcards, etc.)

Helicopters

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(China’s air traffic management bu-reau), China’s currently underutilized lower airspace could open up in 2010, which would spur rapid growth in the number of civil helicopters in opera-tion,” says kening Liu.

advanced biometrics and communications Growth in China’s security/defense market is impeded by continued em-bargos in the military and space sectors – deemed by the authorities as a “sen-sitive” subject matter. As a result, the Group has not yet pursued any collab-orative ventures in this field. “China’s homegrown Long March launchers are direct rivals to Ariane, since they

launch both commercial and military satellites,” remarks Patrick Borel. “However, the Group has succeeded in making a breakthrough in the security market thanks to Sagem Défense Sécurité biometrics solutions. We supplied automated finger-print identification systems to the Tianjin police and the Guangzhou municipal authorities, for example. The 2008 Olympic Games represents another major market as China intends to implement biometric tech-nology for access control to the events.” Safran has also established

a presence in the mobile phone and fax markets via its subsidiary Sagem Communication. In 2002 the French company set up a joint venture with Ningbo Bird (see article p. 24), which today ranks as one of China’s leading suppliers of mobile phones. Meanwhile, another joint venture, Photar Sagem Electronics Co. Ltd., created by Sagem and Photar, is already China’s second largest fax manufacturer after barely one year of business. “Safran’s key strengths in China are diversity, thanks to a broad range of activities, a deep understand-ing of the local market and responsive-ness,” concludes kening Liu. ■

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S afran has more than 4,000 em-ployees in China today,” says kening Liu, the Safran National Executive in China. “We have

eight manufacturing plants, two r&D centers, two technical support centers and a training facility.” Safran first gained a foothold in Asia’s largest country in the 1970s, when Turbomeca supplied Turmo III turboshaft engines for the Super Fre-lon helicopters acquired by China (see article p. 23). “Actually, our relationship with China goes back much further. It seems that a Chinese delegation visited the Gnome workshop in France in 1910 to see a demonstration of a rotary en-gine,” adds Michel Ah Fa, a member of the Asian team at the Safran interna-tional affairs department. “Many years later, Turbomeca sold an Arriel engine production license for Chinese military helicopters. The French company has forged an excellent brand image and is a leader in its market since one in every two Chinese helicopters is equipped with Turbomeca engines or products manu-factured under license.”

grOup. With an extensive network of manufacturing plants, sales teams, r&D facilities and training centers, Safran has built up a solid presence in China. The Group also has customers in a wide range of sectors, from aviation to telecom and security.

SaFran and cHina: 30 YearS oF cooPeration

SAFrAN IN CHINA Sagem has sold flight control equip-ment to Chinese customers, while CFM International supplies CFM56 engines to China Southwest Airlines, the first Chinese airline to acquire these engines. “Twenty years later and more than 1,200 CFM56 engines are now in service. In fact, more than half of the aircraft in China rely on the CFM56 [see article p. 21],” adds Patrick Borel, also Asia zone manager at Safran’s international affairs department. With air traffic set to in-crease about ten percent annually in the near future, CFM International hopes to sell over 100 engines a year.

CfM56 breakthroughChinese customers have spent some €350 million on commer-cial aircraft engines, and over half of this amount is generated by CFM Interna-tional. In addition, Safran is engaged in several industrial cooperation ventures, as Pat-rick Borel explains: “Our op-erations in China comprise a Snecma Services mainte-nance facility in Chengdu, a Messier-Dowty production plant in Suzhou, specialized in landing gear components, and an Aero Engine Main-tenance Training Center (AEMTC). This training center, which works in part-nership with the Chinese Civil Aviation Authority’s Flying College, has already trained more than 5,000 mechanics in ten years.” Snecma also subcontracts machining work to local companies for CFM56 engine parts. “A foundry is about to come on-stream in Guyang, special-izing in turbine blades for commercial engines,” adds Michel Ah Fa. Turbo-meca is pursuing a similar approach with Beijing Turbomeca Changkong Aero-engine Control Equipment Com-pany, a joint venture which assembles and tests hydromechanical components (see p. 23). Although China counts just 500 helicopters – two-thirds of which are military machines – the market is also expected to grow in the short to medium term. “According to ATMB

kening Liu : “Safran’s key strengths in china are diversity, thanks to a broad range of activities, a deep understanding of the local market and responsiveness.”

FOCUS

SeVen joint VentUreS

Safran is present in China through three representative offices and seven joint ventures. In alphabetical order, these companies are:

› Beijing Turbomeca Changkong Aero-engine Control Equipment Co. Ltd., founded in 2006. Assembly and testing of jet engine hydromechanical assemblies.

› NBBSE (Ningbo Bird Sagem Electronics Co. Ltd.,) launched in 2002. Manufactures mobile phones.

› NSBRD (Ningbo Sagem Bird R&D) created in 2005. Mobile phone R&D.

› Photar Sagem Electronics Co. Ltd., established in 2006. Develops and manufactures fax machines.

› Snecma Xinyi Airfoil Casting Co. Ltd., launched in 2006. Manufactures turbine blades for commercial aircraft engines.

› SSAMC (Snecma Sichuan Aero-engine Maintenance Company), launched in 1999. Maintenance and repair of CFM56 jet engines.

› Wuhan Sagem Tianyu Electronics Co. Ltd., established in 2004. Manufactures smartcards jointly developed and marketed with Wuhan Tianyu Information Industry Co. Ltd.

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CIVIL aVIaTIOn. With passenger traffic growing more than 10% per year and the advent of new airlines, the People’s Republic of China is a highly promising market for civil aviation. The CFM56 engine is a clear market leader, since it powers the majority of commercial jets with 100 to 200 seats operating in China.

CFM56 IN POLE POSITION

Commercial aviation is boom-ing in China. Supported by the central government, air transport is a focus of de-

velopment. Airlines have placed a large number of orders and more carriers are entering the market. “We’re in a market with a regu-lar stream of orders and a strong growth outlook,” says Olivier La-roche, head of China operations at the Commercial Engines divi-sion of Snecma (Safran Group). “In addition to the national car-riers, there are a dozen regional and municipal airlines with fleets

of about 50 planes, and more re-cent entries planning to acquire a dozen planes or so. In 2006, Chi-nese airl ines carried more than 160 million passengers, equal to 8% of world traffic.”

Half the Chinese fleet powered by CfMAs of early 2007, there were 1,288 CFM56 engines in service with Chi-nese airlines deploying the Boeing 737 and Airbus A320 and A340 jetliners, out of a total of 2,086 engines pow-ering mainline jets (over 100 seats) in China. “The CFM56 accounts for

more than 60% of all engines now operating in China,” notes Laroche. “CFM International’s main competi-tor, International Aero Engines, or IAE, has about 12% of the market. Two major factors help explain these figures. First, jetliners with 100 to 200 seats form a large majority of Chinese fleets, including the three major carri-ers [see below]. Furthermore, there are a large number of Boeing 737 twinjets, for which the CFM56 is the exclusive powerplant.” The A320, which began to be sold in China after the 737, can be powered by the CFM56 or the IAE V2500. But the CFM56 is the preferred engine, since Chinese airlines have chosen it more than 60% of the time. This re-flects the global situation, since over-all the CFM56 has won a larger share of the Airbus A320 market than the V2500. Another factor in CFM Inter-national’s success is the specific nature of the Chinese market, as Laroche ex-plains: “Decisions are often made on a centralized basis. Earning the trust of one airline can influence the oth-ers’ choice, while commercial aspects and even political considerations also have an influence. Above all, Chinese customers clearly trust the product, its in-service reliability, and the profes-sionalism of the two partners in CFM International, Snecma and General Electric.” General Electric and Snecma, the two founding partners of CFM Inter-national, split CFM56 sales and sup-

port roles across the world. China is a “GE Zone”, so the Chinese are more familiar with General Electric than with Snecma. “Snecma is building its own credibility through the Snecma Services MRO shop in Chengdu, as well as new products such as the SaM146 engine designed for regional jets,” adds Laroche. China is keenly interested in the SaM146-powered Superjet 100, built by Russian manu-facturer Sukhoi Civil Aircraft Corpo-ration. “The Superjet 100 is in direct competition with China’s own ARJ21 regional jet. But that hasn’t prevented a new regional carrier, a subsidiary of Shenzhen Airlines, from allowing Sukhoi to bid on a contract for 100 airplanes. The new airline, called Kunpeng, plans to start regional ser-vice, and the Superjet 100 could well meet its requirements, while allowing it to stand out from other operators.”

BENCHMARKS

FLEETS OF THE THREE MAJOR CHINESE AIRLINE GROUPS

› aIr ChINa, the national flag carrier, based in Beijing: 200 aircraft› ChINa SOuThErN aIrLINES, based in Guangzhou: 277 aircraft› ChINa EaSTErN aIrLINES, based in Shanghai: 195 aircraft

TRAINING CENTER IN CHINA “Creating a training center is in fact a commercial initiative, since it’s a way of publicizing one’s products and laying groundwork for future sales and development,” notes Jean Massot, vice president, strategy and development at Snecma Services. “The staff who have been trained naturally want to see further fleet growth in their airline call on products that they know and like.”

The CFM International training center was set up ten years ago in Guanghan, near Chengdu. “The center celebrated its tenth anniversary on October 26, 2006. It trains mechanics and technicians on the CFM56-3, -5 and -7 models for all airlines in Asia,” adds Massot. Over the last ten years, the center has provided training for more than 5,000 CFM56 maintenance staff in partnership with the Chinese civil aviation authority, CAAC. The CAAC, which has its own training center as part of the Flying College in this city, first recommended Chengdu, since that was part of their national development plan.”

“As part of the training center’s management team, I have seen that this school provides excellent instruction for CFM56 operators in China, and everybody is extremely satisfied with their courses.”

yAnG ShenGJun, deputy managing director of the human resources and training department, CAAC (Civil Aviation Administration of China).

SSAMC, specialized in MRO services for CFM56 jet engines.

Juneyao Airlines A320, with twin CFM56 engines and systems by ten Safran Group companies.

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HELICOPTErs. One out of every two helicopters in China is powered by Turbomeca, which has agreed to create a joint venture with a subsidiary of AVIC II to make hydromechanical assemblies for engines.

a PrOMISING MarKET FOr hELICOPTErS

W ith some 250 engines deployed in both the civil and military sec-tors, Turbomeca is the

leading helicopter engine supplier in China. Fully half of all the heli-copters operating in China are pow-ered by engines built by Turbomeca or under Turbomeca license. At the end of June 2007, the newly cre-ated Beijing Turbomeca Changkong Aero-engine Control Equipment Co. was registered in China. This new company is a joint venture created by Turbomeca and Beijing Changkong Machinery, the leading domestic sup-plier of aero-engine control systems, and a wholly-owned subsidiary of one of the pillars of the Chinese aviation industry, AVIC II. The new company will provide as-

sembly and testing services for the hydromechanical assemblies made by the two companies. “This is our first joint venture in China,” notes Franck Jeanvoine, head of Turbome-ca’s Chinese project. “We’re keeping it manageable for the moment, with about 20 employees, but it’s a very important step in terms of our global strategy and the message we want to convey to AVIC II and the Chinese market. It is designed to showcase our company, based on world-class pro-duction and quality standards. Our target is to receive EASA Part 21G certification.”

Predominant military marketTurbomeca’s presence in China reaches back to the 1970s, when the Chinese army

ordered Super Frelon helicopters from Aerospatiale*. Turbomeca provided the Turmo III engines. “These were military orders. The Chinese army air arm, whose commander in chief had received some training in France, primarily deployed Z-9 helicopters,” explains Jeanvoine. The Z-9, built by Harbin Aviation Industry, another subsidiary of AVIC II, is a version of the AS 365 N Dauphin II, produced under Aerospatiale license. “At the same time, Turbomeca negotiated the licensing agree-ment for the Arriel 1 turboshaft engine with South Aero-engine Corporation. China was thus able to build both the helicopter and the engine. The license subsequently expired.” AVIC II then decided to upgrade the Z-9 to the mod-ernized H425: H for Harbin Aviation Industry, and 425 for 4.25 metric tons, the machine’s maximum takeoff weight. Negotiations followed to provide a more powerful engine. According to Jeanvoine, “Turbomeca signed a licensing agreement allowing the partial transfer to China of Arriel 2C production for the H425. At the same time, Turbomeca is stepping up the marketing of our turbine engine family, and we’re looking at various collaboration channels to spur sales in other markets, including police forces, search & rescue (SAR), offshore transport, etc.” Civil aviation development in China is held back by the total lack of deregulated airspace, which is under military control. But deregulation is a strategic necessity for helicopter manufacturers, and would con-siderably boost the growth outlook. “In two or three years, any civil sector development will certainly be focused on the Shanghai area, as shown by current acquisitions by the Shanghai police and the many other prospects we have contacted,” says Michel Brouquet, managing director of Turbomeca Asia Pacific. In the meantime, China does not offer adequate infrastructures or pilots. The sales forecast for commercial and pub-lic sector helicopters is about 300 units over the next ten years – but airspace deregula-tion could well spur faster growth in this market. ■

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* In 1992, the helicopter division of the French group Aerospatiale Matra merged with its German coun-terpart at Deutsche Aerospace AG, giving birth to Eurocopter.

The Silvercrest is a new jet engine designed for business aircraft. Of course, this sector is still very underdeveloped in China, and the national airspace remains relatively closed. According to Olivier Laroche of Snecma’s Commercial Engines division, “Certain responsibilities have been transferred from the army to a civil aviation authority. Otherwise, the airspace continues to be tightly controlled, in terms of both assigned altitudes and point-to-point service. The scheduled lines are already packed, and there seems to be some reticence in opening new routes for both structural and historic reasons. Today, we tend to forget that

only 20 years ago, for example, nearly the entire country was closed off, with access by foreigners prohibited. Little by little the country has opened up since then, including for the Chinese themselves. And some areas under public authority have even passed to the private sector.”

In short, that’s why it’s still difficult for civil helicopters and business aircraft to fly in China. They require a large degree of autonomy to operate at the best altitudes and over the most efficient routes. So these markets will only develop if the sky is more open. “But we are beginning to see a political shift to openness, and that will

develop as requirements become clearer,” adds Laroche. Furthermore, private aviation will not automatically be the plaything of a few rich businessmen either, as he explains: “For the moment, privately owned aircraft are unusual in China. But for instance, the Anglo-Chinese oil company Sonagol, based in Hong Kong, purchased several Corporate Jets from Airbus because it needed large capacity for trips to Africa to support joint ventures.” More specific needs are emerging as well. The Silvercrest could meet some of these, but we have to see how the market develops. Certain public services could opt for this solution, which would accelerate the trend.

SILVERCREST, SNECMA’S LATEST

A new engine that could support the development of private aviation in China.

Snecma Services, the Group’s aero-engine maintenance specialist, and China Southwest Airlines, subse-quently taken over by Air China, created a joint venture in 1999 called SSAMC (Sichuan Snecma Aero-en-gine Maintenance Company), based in Chengdu. “Our strategy of operating as close to customers as possible gives us a real competitive edge,” claims Jean Mas-sot, vice president strategy and develop-ment at Snecma Services. “We opened a facility in Chengdu to provide local support and help our customers manage their fleets more efficiently and reduce costs.” Snecma Services’ strategy also counts on a training center created in 1996 by CFM International with a local university, Cafuc, in Guanghan, about 40 kilometers from Chengdu (see box, page 21).

Teaming with air China CFM International launched an ini-tiative in 2006, based on joint main-tenance packages for contracts exceed-ing three years. The first major success came early this year, as Air China and CFM International signed a partnership agreement covering both the acquisition of new engines and fleet maintenance, including OEM (original equipment manufacturer) parts and repairs for a period of 15 years. “China is a very attractive market, but a difficult one, all the more so be-cause the excellent growth prospects draw many competitors,” says Massot. “For example, there are already nearly 30 MRO shops worldwide that can propose their services. Of course, the smaller MRO providers generally offer contracts on a case-by-case basis, while the larger providers offer long-term contracts. Under these conditions, our strength is in-depth product knowledge as the OEM, plus access to fleet-wide operating data.” These business wins and a local service offering should con-firm and expand the role of both CFM International and Safran in China, a market that will be flying high for many years to come. ■

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COMMunICaTIOns. The Chinese economy is very healthy, and the telecom market is no exception. Sagem Communication has been able to capitalize on this opportunity, by winning over the Chinese market through two key joint ventures: one with Bird, now China’s second largest mobile phone supplier, and the other with Photar, already number two in the Chinese fax market just one year after being founded.

ThE MOBILE PhONE aND FaX EMPIrE

A llo”, “hello”, “pronto”, “moshi moshi”, “wei”*… The num-ber of mobile phones world-wide reached 2.5 billion in

2006 — and the Chinese have not

been left by the wayside. In China too, cellphones have become indispensable. In 2002, Sagem Communication there-fore teamed up with Chinese company Ningbo Bird to create Ningbo Bird Sa-

gem Electronics (NBBSE). Located in Ningbo, south of Shanghai, the joint venture manufactures mobile phones for the two partners. Today, Ningbo Bird is China’s second largest mobile phone manufacturer. “Our joint ven-ture is anchored in a strategy which encompasses manufacturing, produc-tion processes and quality control. The plant employs mainly Chinese workers, along with a few French staff working in collaboration with our Fougères site in France. In fact, the Ningbo plant applies the same winning principles learned at Fougères,” explains Gabriel Matter, director of strategic partnerships at Sa-gem Communication’s Mobile business group.

another mobile joint ventureAt the end of 2005, Sagem further expanded its presence in China with the creation of a second joint venture: Ningbo Sagem Bird R&D (NSBRD), focusing this time on developing mo-bile phones based on common platforms in order to reduce development costs. Leveraging its experience of the Chi-nese market, the new R&D facility immediately set about developing clam-shell and slider models. As a result, Sagem Communication was soon ready to launch innovative new designs, reflecting the latest consumer trends. “To strengthen the market competi-tiveness of the two partners, they also unified their component purchasing policies,” notes Gabriel Matter. Closer cooperation earlier in the design process translated into several highly success-ful models launched under the Sagem brand, including myC5-2 and my501C. This successful strategy was further en-dorsed by the launch of two practical, extra-slim concept phones, featuring an easy-to-read screen: the my150X and the my220X. The joint French-Chinese venture now aims to build on this momentum to develop increasingly innovative designs for the ever-chang-ing cellphone market.

fax market in full swing Safran is also firmly positioned in the Chinese fax market, thanks to Sagem

thousands of inhabitants throughout the country. For Sagem Communica-tion, the joint venture gave us access to an extensive sales network, while we brought our product and industrial ex-pertise to the partnership.” The Chinese mainly use thermal fax machines (with heat-sensitive pa-per) and the more recent generation of thermal transfer machines are only gradually beginning to sell. “When we set up the joint venture, we began by improving our industrial organi-zation and product quality and then started producing thermal transfer machines,” notes Wolff. By the end of 2006, Photar Sagem was already ranked number two in the Chinese phonefax segment. ■

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* Chinese for “Hello”

Communication’s long-established pres-ence. In January 2006, a joint venture with Chinese fax-maker Photar started business. Photar Sagem Electronics Co. Ltd. is headquartered in He Yuan, 300 km north of Shenzen. “The first year went smoothly. We had been warned that startup would be slow and that we’d have to wait several years before mak-ing a profit. We’ve attained our objec-tive of reaching break-even right from the first year by optimizing retail prices and production costs,” explains Gérard Wolff, head of Sagem Communication’s Printing business unit. Unlike Europe, where fax machines are marketed through mass retail out-lets, in China products are sold pri-marily through a dedicated network of distributor-reseller channels. Gérard Wolff adds: “Photar deploys a powerful sales force capable of reaching 10,000 points of sale in all small (in Chinese terms, that is) cities with hundreds of

THE BIRTH OF NINGBO BIRD SAGEM ELECTRONICS

“Our partnership with Bird began in the late 1990s. At the time, we sold mobiles to Bird, which were then marketed under its brand name,” explains Gabriel Matter, director of strategic partnerships at Sagem Communication’s Mobile business group. Sagem Communication was looking for a Chinese partner capable of applying and marketing its technologies. With a powerful distribution network in nearly all the major regions of China, Bird emerged as the partner of choice. Bird, which was also China’s leading manufacturer of pagers, started by assembling and selling Sagem products under its own brand name. “Our cooperation gradually stepped up. Rather than supplying mobiles, we started supplying subassemblies, which Bird assembled and customized,” adds Matter. As the two companies strengthened their ties, Bird wanted to start developing cellphones using Sagem technology. Bird then acquired Sagem platform licenses to develop mobile phones tailored precisely to the needs of its domestic market. The result: the ningbo Bird Sagem electronics mobile phones joint venture, created in 2002.

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› Bird sold 7.1 million mobile phones in China in 2006. With a 5.5% market share, the brand ranks fifth behind nokia, Motorola, Samsung and Lenovo. › ningbo Bird Sagem electronics manufactured 14 million cellphones in 2006, part for ningbo Bird and part for Sagem. › Photar Sagem electronics Co. Ltd., sold 350,000 fax machines in 2006 and currently ranks second with a 20% market share just one year after starting business.

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The Ningbo Sagem Bird R&D center (NSBRD).

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April 17, 2007: The TP400-D6 turboprop during testing at Snecma’s Istres facility in southwest France.

TP400-D6: 11,000 SHP UNDER TEST

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panorama1. READY TO RUNThe TP400-D6 with propeller ready for its first series of tests.

2. END OF ASSEMBLYWithdrawal of the service tower used to assemble the different engine components, prior to withdrawal of the walkways.

3. TP400-D6 IN FLIGHTSynthesized image of the A400M military transport.

4. BEFORE TESTINGThe nacelle being assembled prior to the start of tests.

5. TEST CONTROL CENTERFifteen people man the TP400-D6 test control center.

6. FINAL INSPECTIONFinal engine preparations and inspection.

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TP400-D6, A EUROPEAN ENGINEEuroprop International GmbH (EPI) was created in 2002 by the four leading European engine manufacturers: Snecma (28%), Rolls-Royce (28%), MTU Aero Engines (28%) and Industria de Turbo Propulsores (16%). EPI is in charge of the development, production and sale of the TP400-D6 turboprop engine, which will power the Airbus Military A400M transport aircraft. More than 750 TP400-D6 engines will be produced to power the 180 A400M aircraft ordered by the countries participating in this program.

huge: the U.S. Army has an initial requirement for 322 helicopters, to be delivered over the next ten years. And for the European helicopter com-pany, it’s a critical breakthrough in the American military market, previ-ously considered the exclusive reserve of domestic suppliers. To limit its technical risks, the U.S. Army had announced that it wanted a fully mature commercial model, available “off the shelf”. The winning manufacturer would have to be able to handle the fast-paced production of hundreds of units, with proven fa-cilities. All of these factors contrib-uted to the success of the twin-engine UH-145, which the U.S. Army has now renamed the UH-72A Lakota (the name of a Native American tribe).

Ramping up production For Arriel 1E2 engine manufac-turer Turbomeca, part of the Safran Group, the contract requirements were similar. “Eurocopter and Turbo-meca kicked off the manufacturing process prior to the U.S. Army’s of-ficial choice,” recalls Hervé Pasbecq, Arriel 1E2/UH-72A program manager at Turbomeca. “Eurocopter quickly ordered a first series of engines from us, and the program got off to a run-ning start.” Turbomeca delivered 28 Arriel 1E2 engines in 2006 and will deliver 60 more in 2007, then 130 in 2008 and 150 in 2009. The UH-72A engines will be strictly identical to those powering the EC145 range of civil helicopters. “This ramp up in production is a challenge of course,” acknowledges Pasbecq. “But our production facili-ties in France and the United States are up to the job. In fact, the U.S. Army ordered an audit to make sure that this big a contract wouldn’t entail any industrial risks. We clearly dem-onstrated that we could meet demand using our current production organi-zation.” This very successful audit was just one of the keys to Turbomeca’s se-lection, which is exceptional from a number of standpoints, starting with

the “Americanization” of the Europe-based partners. To win the contract, Eurocopter emphasized its installation of an assembly line in Columbus, Mis-sissippi, under the management of its subsidiary American Eurocopter. Tur-bomeca could make the same argu-ment, since its subsidiary Turbomeca USA in Grand Prairie, Texas offered facilities already capable of assembling and testing the engines Assembled in Texas “Initially, Grand Prairie will handle part of the module assembly tasks, using parts from France,” says Hervé Pasbecq. “But Turbomeca USA will quickly transition to complete assem-bly and testing of the engines prior to delivery.” Furthermore, Turbomeca just offi-cially announced a new parts produc-tion facility in the United States, in Monroe, North Carolina. This facil-ity, a subsidiary of Safran USA Inc., will employ about 180 people. It is being set up to expand Turbomeca’s overall production capacity, while also making parts specifically for the Arriel 1E2. While the sale of the first group of engines has now been completed, negotiations are continuing for in-service support. The partners tend to favor a support by the hour

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On June 30, 2006, the U.S. Army announced its choice in the LUH program: the Eurocopter UH-145 (military

version of the EC145). This new-gen-eration light utility helicopter will eventually replace the older OH-58A/C Kiowa and UH-1H Huey, and free the UH-60 Blackhawk for missions more adapted to its heavier-lift capa-bility. The Army’s new helicopter will carry out a range of missions, includ-ing logistic support, light transport, rescue and medical evacuation. The U.S. Army’s selection of Eu-rocopter, part of the European group EADS, against American and Italo-British competitors marks a major milestone. First of all, the order is

PROPULSION. The U.S. Army chose the Eurocopter UH-72A “Lakota” as its new Light Utility Helicopter (LUH), with power by Turbomeca’s Arriel 1E2 turboshaft engine.

U.S. ARMY, POWERED BY TURBOMECA

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marketsFOCUS

SAGEM DÉFENSE SÉCURITÉ’S ROLE

The U.S. Army’s latest helicopter features a 3-axis autopilot by Sagem Défense Sécurité, including heading and vertical reference units, electronic control units, flight control actuators and fiber-optic gyros for backup functions. In fact, this is the standard EC145 autopilot, adapted to handle all missions assigned to this twin-engine military machine, especially in terms of outstanding hovering performance (necessary for winching operations). With the LUH program, the production of actuators will be partially transferred to the United States, at Sagem Avionics, Inc.’s workshops in Grand Prairie, Texas*. While this original equipment is sold to American Eurocopter, the by-the-hour support contract is a separate one with Helicopter Support Inc. (HIS), a subsidiary of Sikorsky.

*These actuators are also fitted on the Bell 429 and ARH helicopters made by Bell Helicopter of the U.S.

UH-72A LAKOTA: 644 ARRIEL 1E2 ENGINES

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EQUIPMENT. Messier-Dowty has begun deliveries of the first landing gear sets for the innovative Boeing 787 Dreamliner. The contract, won in 2004, marked Messier-Dowty’s first selection on a Boeing commercial airplane.

DEDICATED TO BOEING 787 LANDINGS

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Complex organization“The support contract involves a fairly complex organization,”continues Pas-becq, “because several entities are in-volved: EADS (responsible for the con-tract), Sikorsky (in charge of logistic support at U.S. bases), and American

(SBH®) type contract, but the exact terms are still to be defined. Accord-ing to Hervé Pasbecq, “The UH-72A helicopters will be operating all over the United States, which will require spe-cial arrangements to ensure spare parts availability and operational support.”

Eurocopter (in charge of the supply chain). Turbomeca is in charge of op-erational support for the engines, and we will also call on our two partners, which will influence the exact type of support services we deliver, in terms of both human and technical resources.” Reflecting the importance of this pro-gram, Hervé Pasbecq is now based in Grand Prairie, at Turbomeca USA. His five-person program team is dedicated to the UH-72A, and may be expanded in 2008. He will be able to call on the resources from other company divisions as well. In addition, Pasbecq’s team will have a technical representative in Co-lumbus, at the UH-72A assembly line, and a network of tech reps at U.S. Army bases. “This contract is a logical phase in the internationalization of Turbomeca,” adds Pasbecq. “We just finished the re-engining program for the U.S. Coast Guard’s HH-65 Dolphin helicopters and the Department of State congratulated us on how smoothly it went. Turbomeca USA was also recently recognized by Lockheed Martin as its top supplier, be-cause of the quality of our products and 100% on-time delivery performance. The UH-72A contract is a very natu-ral next step in Turbomeca’s successful development in the United States.” ■

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W ith the recent deliveries of the first nose and main production gears, Messier-Dowty’s involvement in the

787 program is entering into full swing, and marks a significant milestone for the company’s first commercial contract with Boeing. Prior to the 787, Boeing had de-sign responsibility on all of the landing

gear on its planes and outsourced the manufacturing activities. Messier-Dowty’s selection on the 787 is the first time that Boeing has delegated design responsibil-ity to a partner. In other words, Messier-Dowty is the first company to design, develop, manufacture and install the nose and main landing gear on a Boeing Commercial aircraft.

Assembly of an Arriel turboshaft engine.

Messier-Dowty was selected back in March 2004, based on a very innovative proposal. “We offered major technologi-cal advances, such as titanium inner cyl-inders on the main gear and composite struts, which will be introduced on the final version of the landing gear,” ex-plains Jean-Pierre Serey, Vice President Engineering at Messier-Dowty. The strut is the part that transmits the lat-eral loads from the landing gear to the airframe. “By using composite materials, we save weight and increase corrosion resistance,” adds Serey.

Reducing weightThis quest for weight savings reflects one of Boeing’s main goals on the 787. “Boeing is seeking to maximize perfor-mance on the 787, which means we have to help to reduce the aircraft’s overall weight as much as possible,” notes Grant Skinner, vice president and head of the Boeing & Military business unit at Messier-Dowty. The airframe makes extensive use of composites, which ac-count for fully half of the total weight of the 787. For Boeing, the goal is to build the most economical aircraft possible,

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EQUIPMENT. Messier-Dowty has begun deliveries of the first landing gear sets for the innovative Boeing 787 Dreamliner. The contract, won in 2004, marked Messier-Dowty’s first selection on a Boeing commercial airplane.

DEDICATED TO BOEING 787 LANDINGS

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W ith the recent deliveries of the first nose and main production gears, Messier-Dowty’s involvement in the

787 program is entering into full swing, and marks a significant milestone for the company’s first commercial contract with Boeing. Prior to the 787, Boeing had de-sign responsibility on all of the landing

gear on its planes and outsourced the manufacturing activities. Messier-Dowty’s selection on the 787 is the first time that Boeing has delegated design responsibil-ity to a partner. In other words, Messier-Dowty is the first company to design, develop, manufacture and install the nose and main landing gear on a Boeing Commercial aircraft.

Messier-Dowty was selected back in March 2004, based on a very innovative proposal. “We offered major technologi-cal advances, such as titanium inner cyl-inders on the main gear and composite struts, which will be introduced on the final version of the landing gear,” ex-plains Jean-Pierre Serey, Vice President Engineering at Messier-Dowty. The strut is the part that transmits the lat-eral loads from the landing gear to the airframe. “By using composite materials, we save weight and increase corrosion resistance,” adds Serey.

reducing weightThis quest for weight savings reflects one of Boeing’s main goals on the 787. “Boeing is seeking to maximize perfor-mance on the 787, which means we have to help to reduce the aircraft’s overall weight as much as possible,” notes Grant Skinner, vice president and head of the Boeing & Military business unit at Messier-Dowty. The airframe makes extensive use of composites, which ac-count for fully half of the total weight of the 787. For Boeing, the goal is to build the most economical aircraft possible,

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This marks Messier-Dowty’s first selection by Boeing as landing gear supplier on a commercial airplane. What does Messier-Dowty bring to the table in this market? Messier-Dowty is the world

leader in landing gear design, production and support. Our systems are used on some 19,500 aircraft, which make 35,000 landings per day. We supply 33 different aircraft manufacturers, and support some 2,000 operators, both military and civil. We have worked for many years with major airframers, including Airbus, Bombardier and Dassault Aviation.

How about your experience with Boeing? We go back a long way with Boeing as well. For instance, we worked with McDonnell Douglas (which merged with Boeing in 1997) on their military aircraft for some 30 years.

In particular, we provide the landing gear for the F/A-18 and AV-8B fighter-bombers, the T-45 trainer and the V-22 tiltrotor. We also worked with Boeing on their proposal for the JSF (Joint Strike Fighter) program. But the 787 is the first time we’ve been involved in one of Boeing’s commercial programs. Our work throughout the 1990s on military aircraft clearly helped us demonstrate our broad expertise and made us a credible contender for the 787 program. We submitted our proposal to Boeing in November 2003, and were selected in March 2004.

This contract for the Boeing 787 also bolsters the safran Group’s market position. What are the prospects for the Group from this point of view? You just don’t get that many opportunities on a program as vast as the 787, so it was critical for Messier-Dowty to win the contract, which secures maybe 20 years of work for us. We’re already an established partner with most of the world’s major aircraft constructors. It was very important to be chosen by Boeing as well, in order to provide a balanced business portfolio and maintain our leadership. The Boeing 787 is today’s fastest selling commercial airplane. Messier-Dowty will provide product support in conjunction with Boeing – also the first time that Boeing has shared this responsibility with a landing gear partner. Our in-service support experience on many other programs is obviously an advantage here. The Boeing 787 contract places us in an excellent position going forward, with the aim of being Boeing’s preferred landing gear partner.

VIEWPOINT

and therefore the most competitive. The use of struts machined out of a composite material is brand new, as Jean-Pierre Serey explains: “It’s a world first for such a highly-loaded structural part.” This technology breakthrough harbors even greater potential, since composite materials also reduce mainte-nance costs: they are corrosion free, and don’t have to be protected by anti-cor-rosive coatings. At the same time, they boast excellent mechanical strength and are highly insensitive to shocks (birds, tire debris, etc.). Furthermore, titanium and composites are friendlier to the environment, since, as Grant Skinner notes: “They allow us to reduce the use of anti-corrosion materials such as chro-mium and cadmium.” However, the use of composite ma-terials demands a high level of specific skills and expertise. “The introduction of this part is the result of several years of work,” says Jean-Pierre Serey. We

leveraged synergies throughout Safran, in particular calling on the expertise of Snecma and Aircelle. “In the final analysis,” adds Skinner, “it really dem-onstrates the Group’s technological skills base.” The lessons learned and technologies developed through this major Boeing program show promising potential for future applications. Because these com-posites offer good fatigue resistance and other qualities, they can be used on many different parts of the aircraft, including engines, nacelles, and airframes. Throughout the development process, Boeing backed Messier-Dowty all the way. “We benefited from extensive sup-port from Boeing, and it has been truly a team effort ,” Serey notes. “Now we hope that our achievements on the 787 will provide the Safran group with new opportunities to support future pro-grams.” ■

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GrANT SkINNEr VICE PRESIDENT, BOEING & MILITARY BUSINESS UNIT, MESSIER-DOWTY

The first landing gear produced by Messier-Dowty for the 787.

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T he French Ministry of Industry has selected Snecma Propulsion Solide’s Arcoce R&D project, which aims to develop ceramic

composite jet engine afterbody structures that will decrease commercial airplane engine weight and noise. Safran subsidiary Snecma Propulsion Solide, a specialist in solid propulsion and composite materials, is particularly well-known for its work on “high-temp” composites, namely carbon-carbon and ceramic matrix composites (CMC). In July 2007 it will test a CMC afterbody (exhaust nozzle assembly) dem-onstrator during engine ground tests. With this exciting new development, the company hopes to break into the civil aviation market. Ceramic matrix composites are lighter than the metals or alloys usually used on jet engine nozzles, and offer better resistance to high temperatures. The first

LIGHTER, QUIETER ENGINES

COMPOsITEs. Snecma Propulsion Solide offers leading-edge expertise in ceramic matrix composite (CMC) afterbodies on jet engines.

application of these composites reaches back to the late 1980s, when they were used for the secondary flaps on the nozzle of the M88 jet fighter engine. More than 2,300 CMC flaps have been produced to date (in series production since 1996) for this engine, powerplant of the new-gen-eration Rafale. “CMCs are very appropriate for civil aviation,” explains Alain Allaria, head of civil aviation programs at Snecma Propulsion Solide. “They provide sig-nificant weight savings and excellent mechanical strength at high tempera-tures. Also, we can apply an acoustic treatment to use these materials on hot sections, and replace the metallic alloys used today. The exhaust temperature of modern jet engines continues to climb, and starting at 600°C metallic alloys begin to lose their mechanical properties, which is not the case of CMCs – in fact,

these composites can easily stand up to temperatures exceeding 1,000°C!” Testing a prototype on a CfM56Building on this successful military appli-cation, in late 2002 the company tar-geted the civil aviation market by starting the development of a primary, mixer type nozzle prototype (see photo). Shaped like a daisy, this prototype was successfully tested in 2005 on a CFM56-5C engine, the model that powers the Airbus A340-200/300. Snecma Propulsion Solide then designed a CMC mixer demonstrator using ceramic fibers. It will be ready by the end of June 2007, and bench tests will start in July. “Along with CFM International, we’re considering an in-flight evaluation on an Airbus A340 testbed in 2008, in conjunc-tion with the ground tests,” adds Allaria. “Through this development we’re capital-izing on our extensive experience to break through in the civil aviation market, as a supplier to Airbus and Boeing for instance. The nozzle market is a large one. By about 2015 or so, Boeing’s new-generation single-aisle (NGSA) aircraft will replace older 737 models. We will also see the post-CFM56 generation of engines. They will have to burn less fuel and be lighter, but also deliver higher performance. If we could win half of the market, that would mean selling more than 10,000 parts over a 20-year period.” Work on ceramic matrix composites is included in CFM’s LEAP56 research & technology program, designed to develop and test the technologies needed for the post-CFM56 generation. A CMC nozzle could offer weight savings of 30% to 40% compared with a conventional metal ver-sion. In addition to signaling a diversifica-tion of the company’s business portfo-lio, CMCs could lead to another major change for Snecma Propulsion Solide. Space and defense are high-tech markets par excellence, involving relatively limited production runs. “The volume production of CMC parts would force us to rethink our organization and set up a specific industrial structure,” admits Allaria. “It’s both a technological transformation and a major challenge – and we can’t afford to miss the boat.” ■

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Mixer for a CFM56-5C, which powers the A340-200/300 quadjets.

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marketsBraKEs. Both aircraft manufacturers and their partners are hard at work on “more electric” aircraft. Messier-Bugatti is a pioneer in this trend, especially as supplier of the electric brakes for Boeing’s new 787 Dreamliner.

BRAKING: THE ELECTRICAL REVOLUTION

Because of obvious safety con-cerns, the aviation industry tends to favor proven solu-tions. So it’s only natural

that innovations are only introduced when they’re sure, and reserved to ma-jor technology breakthroughs – which will be the case this summer with the initial flight tests of the Boeing 787

Dreamliner, featuring electrically-actuated brakes. This breakthrough technology was developed by Messier-Bugatti, already a pioneer in innova-tive braking solutions. For instance, back in 1985 Messier-Bugatti intro-duced carbon brakes on production jetliners, the Airbus A300-600 and the A310-300. But whether made of steel

or carbon, commercial airliners have always used a hydraulic system to “step on the brakes”. The breakthrough on the 787 is that these carbon brakes are now actuated electrically. The electric brake on the 787 re-flects the gradual transition to elec-trical systems on aircraft, designed to eliminate all other forms of energy, especially hydraulic (except for the chemical energy of the jet engines, of course, which also generate the elec-tricity needed by the aircraft’s sys-tems). There are a host of advantages in using electricity. For the aircraft as a whole, eliminating the hydraulic systems means considerable weight savings. Electrical systems also mean simplified assembly for the manufac-turers. Operators will enjoy signifi-cant advantages, starting with better dispatch reliability. Electrical control also means that certain components can be controlled independently, and can take over for other components to provide higher overall performance. Eliminating hydraulics also eliminates the risk of leaks, and the associated risk of fires. Maintenance of electric brakes is easier and less costly, since servicing can be performed on the aircraft, without having to remove assemblies. Brake wear can be moni-tored directly in the cockpit, through an electronic system.

Chosen by Boeing in 2004“We started work on the electric brake around 2000, on our own initiative,” notes François Tarel, head of the wheels and brakes business at Messier-Bugatti. Four years after first being chosen by Boeing as a carbon brake supplier and earning their trust, in November 2004 Messier-Bugatti was selected by Boe-ing to design, develop and manufac-ture the 787’s wheels and brakes: two nose wheels, eight wheels and brakes for the main landing gear. “From that moment, we focused our work in two directions,” continues Tarel. “First, to develop the electric brake for the 787, and second to continue improving the technology, for applications on other aircraft.” The contract with Boeing cov-ered the design and manufacture of the brakes, as well as the design and construction of the associated con-trol units (electrical braking actuator

FOcuS

THE ADVANTAGES OF ELECTRIC BRAKES

for Boeing› Weight savings › Faster aircraft assembly

for airlines› Reduced maintenance costs

(no line purges required for servicing, modular design, etc.).

› Monitoring brake wear from the cockpit.

› Operational availability (an electric brake failure does not automatically require grounding the plane, unlike a hydraulic failure). A compensation mechanism links the actuators and the self-diagnostics system to maintain system efficiency.

› No more hydraulic leaks, thus no fire risk.

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SUPPORT NETWORK FOR AIRLINES

The first airlines to have ordered the Messier-Bugatti electric brake for their 787s are Air China, China Eastern, Hainan Airlines, Ethiopian Airlines and Royal Air Maroc. To ensure optimum product support, Messier-Bugatti is bolstering its global organization, with EBAC repair centers in Singapore, Seattle and of course in France, which will be headquarters for the network.

YvES GAllAND PRESIDENT OF BOEING FRANCE

How would you characterize the industrial challenge offered by the Boeing 787, a program on which several safran companies are working? The 787 was created in partnership with the airlines to meet the requirements of a changing global market: point-to-point passenger transportation, offering greater

comfort, with an aircraft providing substantial operating savings and lower environmental impact. The 787 meets this industrial challenge by using composites for reduced weight, lower maintenance costs, more electrical systems, and a brand-new interior design. Why did Boeing choose electric brakes?The 787 is the “most electric” aircraft on the market. In particular, it’s the first commercial plane to use electric brakes, which offer advantages in terms of weight, robustness and economy – all features that meet the specific requirements of the 787. Is working with a partner like Messier-Bugatti so early in the process something new for Boeing? What’s really new is our audacious strategy of choosing the “best of industry”. Meeting this industrial challenge means that we have to work with the best partners in the world, in this case Messier-Dowty, Messier-Bugatti and Labinal from the Safran Group. Only a partnership formed well upstream, with highly demanding specifications for our partners, enables us to design an aircraft that represents a true technological revolution.

vIEWPOINT

controller, or EBAc), making Messier-Bugatti a veritable systems integrator. According to Tarel, “Messier-Bugatti applied its systems engineering ex-pertise by participating in the initial aircraft design phase.”

Early design involvementThe design of wheels and brakes in conjunction with the aircraft design is a first for Messier-Bugatti, which worked closely with Boeing as well as its fellow suppliers. Each brake is controlled by an EBAc, the electronic unit which is installed in the plane’s avionics bay and is highly integrated to interface with the other systems on the aircraft. Messier-Bugatti’s role is to optimize the EBAc-brake system and integrate it with the other systems. For the EBAc Messier-Bugatti teamed up with fellow Safran company Sagem Défense Sécurité, a specialist in electronics. They faced a three-

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pronged technical challenge: optimize the use of electrical energy; design a system capable of meeting electromag-netic compatibility requirements; and make the motors for the electric brake as compact as possible. “We set up an engineering team in Seattle to fa-cilitate our work and oversee program management,” adds Tarel. Today, the 787 electric brake is nearing the end of development. The wheels have now been qualified. The brakes and EBAc are being delivered in June, the end of the qualification phase. The first certification test flight is slated for the end of August, kicking off the fight testing program that will continue until the middle of 2008, when the 787 is scheduled to enter service. The start of revenue service will confirm the application of this technology breakthrough, signaling a new standard in aircraft braking. ■

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marketson the Grenoble mass transit system. French mobile phone company Bouygues Telecom and transport provider Trans-dev are both running mobile services in partnership with Sagem Communication, including such applications as transport tickets integrated in the phones, real-time traveler information and even local neighborhood maps dis-played instantly on cell phone screens. Sagem Communication is technical co-ordinator for this vast program. In Grenoble, the tests are being run on the network of the public-private com-

M obile phones have experienced explosive growth around the world in recent years. And yet, the full potential of these de-

vices has yet to be tapped. Now, with Near

Mobile. Imagine paying for lunch or a train ticket with your mobile phone. Now you can, thanks to a contactless technology called Near Field Communication, or NFC.

MOBILE PHONES REVEAL HIDDEN TALENT WITH NFC

Field Communication (NFC) technology (see opposite), mobile phones are poised to become an even more useful part of our everyday lives. Japan introduced the first NFC-enabled phones back in July 2004 as part of a pro-gram uniting about 30 service provid-ers (mobile phone companies, airlines, railways, banks, food vending machine operators, department stores, etc.). The two showcase applications for NFC tech-nology were payment using an electronic purse and transportation. Since then, applications of this new technology have expanded quickly, and have proven a tremendous success. In just three years over a third of mobile phone owners in Japan have snapped up NFC handsets. France also enjoys fast-paced mobile phone penetration: 77% of the over-15 crowd own a mobile. With the Sagem my700C ContactLess, Sagem Communi-cation is expanding the range of services available via the handset, which is fully compatible with NFC technology. “There are three main types of applica-tions,” explains Olivier Charlanes, head of Sagem Communication’s Convergence business unit (part of the Mobile Com-munication business group). “The first is payment, where an NFC mobile phone simply replaces a credit card, offering equivalent levels of security. All retail-ers need is a payment terminal that’s also NFC compatible. The second application is transportation. Mirroring the electronic Navigo pass used in the Paris mass transit system, it will soon be possible to simply wave your cell phone over a terminal and slide through the turnstile. Thirdly, NFC technology allows mobile phones to pick up information such as bus times or city maps, and even keep track of changing information in real time. At this rate, it’s easy to imagine that mo-bile phones will soon replace the panoply of cards that stuff our wallets and pock-etbooks. Soon all you’ll need when you leave for work in the morning are your keys and mobile phone!

fruitful partnershipsFor the past six months, several hundred pilot users in Strasbourg have been us-ing their Sagem my700C ContactLess phones to make everyday purchases (see opposite). Similar trials began in April

FOCuS

NFC CONTACTLESS TECHNOLOGY

Near Field Communication (NFC) technology is part of the large family of applications that enables short-range radio communications between two electronic devices. NFC is a contactless technology, meaning that the devices just need to be within a few centimeters of one another. NFC technology has been developed to ensure compatibility with other contactless technologies such as Radio-Frequency Identification, or RFID. This allows an NFC-enabled device to be used in either passive mode—functioning like an RFID tag, for example—of in active mode. In the latter instance it functions like a data reader and can read the content of a RFID tag. Contactless payment transactions are another example of an active mode application. NFC applications can be split into four basic categories: Touch and Go, where the user only needs to bring the device close to the reader; Touch and Confirm, where the interaction must be confirmed by entering a password; Touch and Connect, when an NFC session is initiated for transfer of data; and Touch and Explore, for NFC devices that offer a choice of functions. As with RFID, the power required is transmitted in the form of radio waves. This means that only a single battery is needed to establish communications between two NFC devices.

Below, the electronic Navigo transit pass now used in the greater Paris area.

“Innovation is part of our DNA,” says Bernard Sadoun,

head of public relations for French cooperative bank Crédit Mutuel’s Central and Eastern Europe unit. “Making new technologies available to our customers allows us to expand our range of services.” The thinking behind this initiative by Crédit Mutuel-CIC is quite straightforward: today, more people use mobile phones than bank cards. The logical conclusion was to find a way to put the bank card right in the phone. Working with Sagem Communication, the bank began testing the new payment service with selected customers in Strasbourg. The service is extremely simple: an

NFC mobile phone is equipped with a SIM card programmed to function as a bank card. To pay for a purchase, the customer simply waves their phone in front of the payment terminal. The amount is displayed on the screen and customers enter their password directly from the phone keypad. Nearly 500 Crédit Mutuel-CIC customers began testing the service in mid-November 2006. They can pay for goods from their mobile phone at a hundred retailers equipped with an NFC reader, developed by Sagem Défense Sécurité. The pilot service spans a wide variety of outlets, from bakeries and restaurants to

hairdressers and garages. “Technically, everything is working exactly like it’s supposed to,” smiles Sadoun. “Even better, our customers are very happy with the simplicity, speed and security delivered by this new payment channel. In fact, what they want most is for more and more retailers to quickly get contactless payment terminals installed.” Buoyed by this success, Crédit Mutuel-CIC plans to broaden the trials next October, working with other banks and new operators in Strasbourg and Caen. The goal is to distribute more than a thousand phones equipped with NFC contactless technology in each city.

BerNArd SAdOuNPUBLIC RELATIONS MANAGER, CRÉDIT MUTUEL, CENTRAL AND EASTERN EUROPE

Crédit Mutuel bank and sagem Communication conduct trial in strasbourg

VIeWPOINT

The first application of NFC technology is making payments at merchants. Mobile phones replace bank cards, and offer equivalent transaction security.

pany that runs the mass trans-port system for the greater Grenoble area. “Sagem Com-munication is one of the first manufacturers to offer mobile phones equipped with NFC contactless technology,” notes Olivier Charlanes. “We intend

to run a significant number of trial ser-vices throughout France and in europe, working with mobile phone operators as well as banks, transport companies and SIM card vendors, for example.” These trials are expected to culminate with full-scale commercial rollout starting in 2008. ■

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marketsBrOaDBanD. Sagem Communication recently unveiled a world first, the My Du@lRadio, which accesses radio stations from around the world via Internet, plus local FM radio and MP3 playback. A market is born!

ANY RADIO STATION YOU WANT

BENCHMARKS

FAST TIME-TO-MARKET› APRIL 2006 Launch of the WiFi Radio project.› JUNe 2006 Finalization of the product design.› AUGUST-DeCeMBeR 2006 Electronic and mechanical design phase.› JANUARY-FeBRUARY 2007 Software development.› MARCH-APRIL 2007 Finalization and compatibility testing with all off-the-shelf residential gateways.› MAY 2007 market launch of My Du@lRadio in France.

W ake up to your favorite song captured wirelessly from your home com-puter, listen to a Span-

ish radio station as you breakfast to recreate the atmosphere of a recent business trip to Latin America, or

catch up with Tokyo share prices as you brush your teeth. All this and more is now possible using a single device: My Du@lRadio, the latest “media center” unveiled by Sagem Communication at CeBIT, the in-formation and telecommunications industry’s leading annual gathering, held recently in Germany. “Today, more and more homes have broadband internet access. Sagem Communication is Europe’s leading manufacturer of residential gateways. It was only logical to start develop-ing devices to interact directly with these boxes without the need for a PC,” explains Jean-Paul Auffray, head of Residential Terminals at Sa-gem Communication.

forward-looking solutionsThis was a critical development strategy in the fast-expanding high-speed Internet terminal market. Sagem Communication’s Broadband business group believes that residential gateways are poised to become the backbone of modern communications both in the home and in the corporate world. This is because data rates continue to rise: from 20 megabytes per second (MB/s) today to 100 MB or even 1 GB with fiber to the home (FTTH) technol-ogy. To capitalize on the high-speed boom, manufacturers must design increasingly in-genious terminals ready to accommodate

MulTIFuncTIOn RAdIO

My Du@lRadio is the first WiFi radio to pack such a rich array of features. It delivers FM RDS, meaning that the name of the radio channel is displayed on the LCD screen (a common feature of most car radios but still rare on home products), as well as all the usual features of a radio alarm clock. The radio also features WiFi to allow users to tune in directly to some 10,000 Internet radio channels, as well as connect the terminal to their home box via Ethernet. WiFi capability enables the radio to “hook up” directly with a PC to listen to music stored there. Finally, the USB port can be used to connect the terminal to an MP3 player or USB key. “This is the first device to give consumers such freedom. Our goal is to position My Du@lRadio as the ideal music center for the entire home,” says Bruno Estève, residential terminals marketing manager at Sagem Communication.

next-generation applications. WiFi radio is a relatively recent development. “Most products in this nascent segment retail for between 200 and 250 euros and tend to deliver only one service, such as In-ternet radio,” says Bruno Estève, residential terminals marketing manager and IP radio product manager at Sagem Communica-tion. “We wanted to go one step further and integrate many more features into a product with a cool design and an attrac-tive price.” It is estimated that almost 30% of internet users listen to the radio over the web. “The potential market is huge,” adds Estève. “Many users are expats, who find comfort in listening to radio channels from their home countries, or fans of specialized music genres. We believe that in the first year we should sell 100,000 WiFi radios in France, where more than ten million homes now have broadband access. My Du@lRadio is compatible with all WiFi routers, which means it can operate in any country. Consumers can now sit back and enjoy the radio when, where and how they like it!” ■

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propulsion. The AASM weapon system, primarily intended for the Rafale fighter, will enter service in 2007, filling a new slot in the panoply of precision guided weapons.

AASM MISSILE SOON TO ENTER SERVICE ON RAFALE

The AASM (armement air-sol modu-laire) modular air-to-ground weapon system was launched in 2000 to meet a requirement of the French

Ministry of Defense. Now completing qualification, the AASM was designed by Sagem Défense Sécurité, a Safran subsid-iary. According to Jean-Christophe Mügler, director of the systems department at Sagem Défense Sécurité, the AASM is a “guidance kit and a propulsion kit mounted on a war-head, giving us a medium-range precision air-to-ground weapon.” This new guided missile falls into a new market segment, since it is midway between

short-range laser-guided weapons and cruise missiles. In addition to the guidance kit, the AASM is fitted with a rocket motor that gives it an extended standoff range of more than 50 kilometers, as well as a large firing envelope.

fire and forget “The AASM is an all-weather, fire & for-get type precision weapon,” notes Christian Dedieu, head of systems and modernization programs at Sagem Défense Sécurité. “In other words, the pilot can disengage right after firing his weapon and concentrate on defending himself, with the added advan-

tage that the AASM is fired from beyond the range of enemy air defense systems.” The AASM is currently offered with two different versions of the guidance kit: INS/GPS (Inertial Navigation System/Global Po-sitioning System), and INS/GPS/IR (adding an infrared sensor). Both systems offer accu-racy to within a meter and optimize impact conditions; i.e., they control the trajectory to strike the target from above. “The IR termi-nal guidance model compensates for target positioning uncertainty and/or GPS jam-ming,” says Jean-Christophe Mügler. This version of the AASM can be used day or night, and only requires the target’s approxi-mate coordinates since it compares an image stored in its memory with the real-time im-age provided by the infrared sensor.

adaptable guidance kitThe modular guidance kit is now configured for 250 kilogram warheads. But as Christian Dedieu explains, “It’s designed for use with warheads of 125, 500 or even 1,000 kilos! And other types of seekers could be added in the future.” Already authorized for use on the Rafale, where it will be one of the primary weap-ons, the AASM may shortly be qualified on the Mirage 2000D as well. “Up to 3,000 AASMs could be delivered in the French market, in several batches,” according to Mügler. The first examples of the INS/GPS version will be delivered this year, concur-rently with its qualification, for a complete technical-operational assessment. Produc-tion will then ramp up to about fifteen kits a month, including both the INS/GPS and INS/GPS/IR models. “The AASM is a compact weapon,” notes Mügler. “It uses the conventional weapon hard points, so there are no particular prob-lems for integration on the aircraft.” This also means excellent prospects in export markets, with a sales target of several thou-sand units. “In December 2005 we signed a contract with Morocco to provide these weapons for their Mirage F1s,” says Chris-tian Dedieu. “A number of other countries could well be interested in the AASM to modernize their aircraft or their defense capabilities.” Furthermore, the AASM uses controlled-effect warheads, which are perfectly suited to modern combat require-ments: they offer enhanced strike effective-ness with higher precision, and reduced exposure for the aircraft and pilot. ■

BENCHMARKS

SIX YEARS TO QUALIFICATION› SEPTEMBER 13, 2000 Launch of AASM program. › OCTOBER 9, 2002 First in-flight carriage.› DECEMBER 1, 2002 Catapult launch and desk landing tests under a Rafale M on the Charles-de-Gaulle aircraft carrier.› JULY 26, 2006 First test launch from a Rafale under operational conditions.› DECEMBER 18, 2006 First qualification firing of the weapon, following manufacturer validation tests.

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markets

rEGIOnaL aVIaTIOn. Russian aircraft manufacturer Sukhoi is offering the Superjet 100 family of 75 and 95 seat regional jets. This is also the launch customer for the new SaM146 engine, a joint effort of Snecma and NPO Saturn.

SAM146 JET ENGINE ON TRACK FOR QUALIFICATION

With the SaM146 propulsion system for regional aircraft, Snecma is diversifying its product range. This is not a

new strategic move for the engine-maker, part of the Safran Group of France: back in the mid-1990s Snecma was already trying to convince partner General Elec-tric to launch a smaller version of their industry-standard CFM56, dubbed the “CFM56 Lite”. Snecma took another shot at the market in 1997-98, this time with Pratt & Whitney, through two new engine projects, the SPW14 and SPW16. The high growth rate in regional aviation – one of the highest of all air transport segments over the next 20 years – is a solid reason for manufactur-ers to focus their attention on aircraft in the 70 to 120-passenger segment, and the engines needed to power them. The SaM146 story reaches back to 1999, when Snecma decided to launch a dem-onstration program dubbed DEM21. This was an engine core (high-pressure sec-tion) sized for the regional jet market, to help sway manufacturers likely to develop such an aircraft. But while designing a small jet is almost as expensive as design-ing a large jet, it still has to be sold at a price appropriate for its size, so Snecma sought the support of a manufacturer from a country with lower costs. “Based on trends around the world, the success of a milestone project such as the SaM146

BENCHMARKS

SaM146 MileStoneS

› 2001 Creation of Sukhoi Civil Aircraft Company (SCAC); start of design work on the SaM146. › 2002 First ground test of Snecma’s DEM21 core demonstrator.› 2003 First indications of interest from airlines for the SaM146; Sukhoi selects the SaM146 to power its RRJ (later renamed the Superjet 100).› 2005 Collaboration Agreement between Snecma and NPO Saturn. › 2006 Framework Purchase Agreement between Snecma and NPO Saturn; First Engine to Test (FETT).› 2007 First ground tests at beginning of year; test flights planned for end of year.› 2008 Service entry and initial deliveries at end of year.› 2023 Delivery of 800th Superjet 100 (estimation).

LEONiD MOzHEiKO CFO, NPO SATURN

What does the saM146 project represent for nPO saturn? The SaM146 development project is unprecedented in Russia in terms of investments and forecast revenues throughout the product life cycle. But NPO Saturn management is convinced that the future of our company

depends on the success of this project. In other words, we’re not only trying to create a competitive product, but in a larger sense creating a brand-new enterprise with a new mindset and management approach. How are these changes expressed in practical terms? NPO Saturn has deployed the resources needed to meet our goals, with a vast modernization program for our production facilities and production lines, and staff training in international management methods. The design work, split between NPO Saturn and Snecma, has proven very effective. This program is extremely important for both of our companies, and for Russia and France as well.

ViEWPOiNTdemands a collaborative, integrated ap-proach,” emphasizes Leonid Mozheiko, chief financial officer of NPO Saturn. in 2001 came a timely announcement by Russian plane-maker Sukhoi that it planned to diversify into commercial avi-ation with a 60 to 95-seat plane designed with the assistance of Boeing, known at the time as the Russian Regional Jet. “Boe-ing was a consultant on this project, and was able to give us good advice early in the process,” notes Jean-Pierre Cojan, head of Snecma’s Commercial Engines division. The aircraft was well designed, and quickly awakened the interest of non-Russian air-lines, attracted by a new aircraft in a mar-ket dominated by Embraer of Brazil, which faced few competitors. in 2003 a group of airlines – Air France, SAS, Aeroflot and Sibir – were asked to provide initial input for the design of the new Sukhoi aircraft. The Superjet 100 featured a modern design tailored for its market segment: 5-across seating, and above all the same landing categories (weather, visibility) as the Boeing 737 and Airbus A320, mean-ing that it could be used to complement or

replace these widely-used twinjets. “The Superjet 100 should be the best plane in its class,” says Cojan. “Three models were originally planned, including a 60-seat model that was later abandoned be-cause it was considered too small. Today, we’re working on 75 and 95-seat models, which will soon be joined by a larger one, from 115 to 125 seats. This will plug the gap with the smallest models in the Boeing 737 and Airbus A320 families.”

Best-in-class technologiesTo meet project requirements, Snecma of-fered the SaM146 propulsion system (en-gine + nacelle), developed in conjunction with Russian engine-maker NPO Saturn, and designed for several types of twinjets in the 70 to 100 seat category. Chosen by Sukhoi Civil Aircraft Company for the Superjet 100, the SaM146 is based on proven CFM56 technologies, but in the 13,500 to 17,500 lb thrust class. it has a six-stage compressor and a single-stage high-pressure turbine, benefiting from technologies developed for the M88 en-gine that powers Dassault’s Rafale fighter. The propulsion system is designed to meet the most stringent environmental standards, both current and the upcom-ing CAEP Vi. in production terms, NPO Saturn manufactures the low-pressure tur-bine and handles final assembly, ground

tests and acceptance tests. Snecma is in charge of the core, the full authority digital engine control (Fadec) and power transmission, as well as development in-tegration and flight testing. Other Safran group companies are involved as well: Aircelle for the nacelle, Microturbo for the starter, and Hispano-Suiza for the control system. Work kicked off in 2001, and four en-gines were ready for testing in 2006. The No. 2 engine, undergoing ground tests at NPO Saturn in early 2007, reached and even exceeded its maximum thrust rat-ing, developing 18,000 lb of thrust. “We will shortly start tests of the No. 3 engine with its nacelle on the open-air test cell, making this a certifiable configuration,” explains Snecma SaM146 program man-ager Robert Vivier. “The engine will then be shipped to the Joukovski air base for tests on a flying testbed, an ilyushin 96, and then to istres in France for other flight tests.” Certification is scheduled for 2008. A total of 12 preproduction engines will be built, for the certification of four Su-perjet 100 regional jets, expected by the end of 2008. Service entry is also slated for the end of 2008, and the Superjet 100 has already garnered 61 firm orders in Russia. ■

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Synthesized image of the Superjet 100.

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tion is environmental protection. In fact, the European Parliament has passed a very clear resolution concerning the reduction of avi-ation’s impact on climate change (INI/2005/2249): “The Parliament (…) strongly encourages (…) ef-forts to introduce biofuels in avia-tion, as a contribution to reducing impact on climate change.”

A complex problemThere is a clear acknowledgement of the need to replace jet fuel, but the problem is not that easy to resolve. In

fact, it’s a very effective fuel, combin-ing excellent chemical and physical properties (viscosity, freezing point) with good energy density1 and ther-mal stability. Furthermore, there are a number of barriers to the replace-ment of jet fuel. Civil aviation is obvi-ously an international industry, which means that any basic product must be available anywhere in the world – which leaves little room for special fuels. If a replacement synthetic fuel is indeed developed, it will have to of-fer the same characteristics as jet fuel, and be mixable with it. Given the

T e steep rise in fuel pr ices throughout 2005 caused trem-ors in the aviation industry. The price of jet fuel, which ac-

counts for 20% of airline operating costs, shot skyward, and doesn’t look ready to come back to earth any time soon. In fact, the main question isn’t so much the price of fuel, but rather the quantity of reserves still to be tapped – esti-mated at only 40 years of oil, ver-sus 70 years of gas and 230 years of coal. In short, reserves are being de-pleted, while consumption contin-ues to climb. From 1992 to 2002 the consumption of jet fuel grew 21%, as passenger traffic jumped 53%. While jet aircraft have re-duced their fuel burn by nearly 70% since the 1960s, current con-ditions more than ever demand the invention of a fuel to replace the trusty old Jet A-1, derived from crude oil. Another key ques-

“Civil aviation is an international industry, which means that any basic product must be available anywhere in the world, leaving little room for special fuels.” Xavier Montagne

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biography 1983CHEMICAL ENGINEERING DEGREE.

1986Ph.D IN PETROLEUM SCIENCES.

1998NAMED HEAD OF THE FUELS-LUBRICANTS-EMISSIONS DEPARTMENT.

2002NAMED TO THE SCIENTIFIC MANAGEMENT BOARD OF IFP.

Face to face with Xavier Montagne Head of the fuels-lubricants-emissions department of Institut Français du Pétrole.

June 2007 _ sAfrAn magazine sAfrAn magazine _ June 2007

interview

New fuels for tomorrow’s airplanes? The world’s oil consumption is growing. With airlines feeling the impact of spiraling prices and environmental requirements, the burning issue is to find a replacement for jet fuel.

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lifespan of aircraft in service, jet fuel will obviously be the primary solution for the next 30 years. The next issue, and far from the least, is one of safety. Because of the complicated certification process, it takes a lot of time – at least 15 to 20 years – to develop a new fuel and have it approved by international aviation authorities.

For a closer look at this subject, we spoke with Xavier Montagne, head of the fuels-lubricants-emissions de-partment of IFP (Institut Français du Pétrole).

safran Magazine: How does an expert like yourself tackle the question of replacement fuels? Xavier Montagne: Replacement

fuels already exist, despite the ob-stacles along the road. These are not traditional products, but rather made from raw materials other than petro-leum, primarily coal and natural gas. The manufacturing processes for these fuels involve an intermediate stage that produces a synthesis gas (mixture of carbon monoxide and hydrogen). From this point, two different methods

can be used: direct production of hy-drocarbons using the Fischer-Tropsch technique [a process invented in the 1920s, later widely used in South Af-rica due to embargos against the coun-try]; or a process based on methanol, which will subsequently be converted into gas.

Why haven’t these processes been developed more widely? Because in most cases they require technologies still under development. However the Fischer-Tropsch process can be used to produce synthetic jet fuel from natural gas, biomass or coal. Global coal reserves are estimated at more than two centuries, but this technology goes hand in hand with significant emissions of carbon diox-ide (CO2). Therefore, the industrial production of this type of fuel must be implemented in conjunction with the deployment of CO2 recovery sys-tems at the production site. On the contrary, with biomass as the raw ma-terial, the overall CO2 budget becomes much better.

And yet, these replacement fuels have already taken a major step forward… Yes, an equal mixture of jet fuel and synthetic fuels has already been ap-proved. Use of a “pure” synthetic fuel is even highly likely. At the same time, aircraft and engine manufacturers, plus the IFP, are thinking about other solutions that would reduce emissions. For example, through collaborative programs such as Calin, Alfa-bird and

GLOSSARY

AlternAte jet fuels › ctl (coal to liquids) Jet fuel made from coal, using the Fischer-Tropsch synthesis process. Enables producing jet fuel from a source other than oil, but would not improve CO2 emissions, and even less so the CO2 budget. › Gtl (gas to liquids) Fuel produced by converting natural gas into a liquid fuel (jet fuel, as well as diesel). No sulfur emissions. › Btl (biomass to liquids) There are two types of biofuels: first generation fuels, including bio-ethanol, ETBE (ethyl-tertio-butyl-ether) and EMHV and EHV (made from vegetable oils or fatty acids). These fuels do not offer the properties enabling them to replace jet fuel. Second-generation biofuels, called BTL (biomass to liquids), are produced from vegetable matter such as wood and straw. These bio-jet fuels provide better thermal stability and include very few aromatics (reduced soot emissions). They offer greater supply capacity and reduced CO2, along with the total absence of sulfur in emissions. But BTL production costs are very high, and the availability of biomass remains uncertain. Huge investments will be needed to produce the vast volumes needed.

THE LONG HAUL TOWARD “BIO-JET FUEL”Snecma is taking an active role in research aimed at the production of jet fuel from biomass

Jet fuel is of course used to propel the aircraft itself, but it also fulfills several other functions, including cooling the engine oil and being used as a hydraulic fluid in certain systems. In other words, in addition to its energy capacity, a jet fuel has to have other properties, such as stability at high temperature (150°C) and fluidity down to -50°C. It also has to be compatible with the materials used in aircraft construction. So-called first-generation biofuels are already been used, but they offer certain drawbacks. “Ethanol’s caloric power is far less than jet fuel, about 40% less; and while EMHV* is roughly

equivalent, it’s a thermally unstable product: in other words it decomposes as soon as it’s heated, leaving deposits in lines and injectors,” explains Michel Desaulty, Silvercrest brand manager and formerly head of the combustor and afterbody department at Snecma (Safran Group). “So we’re turning to new products made using biochemical or thermal processes.” Snecma is already participating in a joint research program called Calin with both industry and research organizations, including INRA, Onera, Cerfacs, CNRS, IFP, MMP and Airbus. Their work should culminate in the laboratory fabrication of a biofuel, followed by tests designed to check its physical and chemical properties, including during combustion. Once this phase is completed, tests will be performed at an industrial scale to ensure that the fuel is compatible with aircraft and engine systems.

Lastly, performance will be checked, first on the ground then in flight tests. Other, complementary projects are now being developed in Europe, within the scope of the 7th PCRD framework R&D program: Alfa-bird (Airbus, Snecma, Rolls-Royce, MTU, Avio, IFP, etc.), also focuses on second-generation fuels, and a project dubbed “Dream”, which will include testing on a turbomachine. So when can we expect to take an airplane using bio-jet fuel? “The production process is the main question,” responds Desaulty. “Just meeting the specifications for jet fuel is not enough to demonstrate the fuel’s compatibility. We will have to validate the entire system, including the product and its entire production process, to make sure that the properties and performance measured in research programs such as Calin are in fact reproducible.” In the meantime, there is

one major argument in favor of biofuels: environmental protection. Unlike cars, aircraft cannot treat exhaust gases. Controlling the efficiency of combustion, by improving fuel properties and developing new combustion chambers, is the only means of reducing polluting emissions, such as nitrogen oxides, unburned hydrocarbons and particles. For instance, aircraft are accused of producing high-altitude cirrus clouds because of the particles emitted by jet engines, and these clouds increase air transport’s impact on the greenhouse effect. Biofuels may help resolve this problem, since they contain no sulfur, and very few aromatic polycyclic chemical species (soot precursor). But biomass production is limited, and will not be able to satisfy all requirements. Various energy scenarios are therefore being studied to come up with a solution. * see Glossary opposite

MICHEL dESAULTY SILVERCREST BRAND MANAGER AT SNECMA (SAFRAN GROUP)

dream, Institut Français du Pétrole is working closely with Snecma and the Safran Group. We provide the knowl-edge needed for chemical formula-tions and the choice of appropriate molecules, and Snecma contributes its expertise as engine manufacturer.

What areas are you currently studying? Raw materials are extremely impor-tant. depending on the products, the different processes are positioned very differently. When we have to make our final decisions, it is the total CO2 bud-get2 “from well to wing” that will prove decisive. Biomass already offers decisive advantages. Its budget is much more satisfactory than that offered by GTL (gas to liquids) or CTL (coal to liquids). As a raw material, coal is saddled with a poor CO2 budget. No matter what happens, Safran and IFP are playing pivotal roles in solving this problem. Joint programs allow us to study the impact of these new fuels, and design the industrial systems that will subsequently be deployed. ■

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(1) Quantity of energy in relation to the volume of fuel. (2) CO2 budget: the sum of CO2 emissions, from production of the fuel (including extraction, re-fining and transport of fossil fuels), to consump-tion. For vegetal-based fuels, the CO2 absorbed by the plant during growth is subtracted from the CO2 emitted during production, transportation and utilization.

Fuels made from biomass offer very convincing advantages, and a good CO2 budget, but they’re still expensive to produce.

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