SAFRAN magazine PARTNERS · free cash flow reached 712 million euros in 2013, despite heavy ... boundless energy and a taste for challenge. ... Karen Bomba. Her passion for industry

SAFRANmagazine

THE MAGAZINE FOR SAFRAN'S CUSTOMERSAND PARTNERS

JUNE 2014No. 16

“MORE ELECTRIC” AIRCRAFT: a broader offering from Safran

BUSINESS AVIATION: Safran extends its range

EDITORIAL 0302 CONTENTS

Safran Magazine onligne www.safran-group.com/press-media/safran-magazine-457/?457

www.facebook.com/GroupeSafrantwitter.com/safran

ROSS McINNESDEPUTY CHIEF EXECUTIVE OFFICER, FINANCE

Safran is doing well, as we posted sales of 14.7 billion euros in 2013, and our recurring operating income climbed 24%. Order intake is also very good, especially for the LEAP and CFM56 engines. Our free cash flow reached 712 million euros in 2013, despite heavy Research & Development and capital expenditures, and we

contained the increase in our debt load.

Employees naturally benefit from our dynamic performance, receiving some 346 million euros in profit-sharing and incentive payments, while our shareholders will receive a dividend of 1.12 euros per share for 2013.

Safran’s good health bolsters investor confidence. Our share price jumped 55% in 2013. Following two share divestment operations by the French government, the float (publically-traded shares) now accounts for 62.8% of our share capital. The government, as required by law, will sell an additional

part of its shares to employees, repre-senting 10% of the total number sold. This latest operation should allow us to further expand our employee shareholding, which guarantees unity.

Building on these advantages, Safran is tackling the future with quiet confidence

and ambitious objectives. Given the steady increase in deliveries of original equipment for aircraft, the growth in our commercial engine service business, stable capital investments and self-financed R&D, profitable growth in our security business and a continuing drive to reduce costs, including overhead, 2014 is already shaping up to be a good year for Safran.

“2014 is already shaping up to be a good year for Safran”

Safran Magazine June 2014

SAFRAN TACKLES THE FUTURE WITH QUIET CONFIDENCE AND AMBITIOUS OBJECTIVES

04 NEWS BREAKS12 TOMORROW12 Safran at the cutting edge of additive manufacturing 14 Safran and Valeo form partnership to spur innovation

16 SPECIAL REPORT“More electric” aircraft: a broader offering from Safran

2, bd du Général-Martial-Valin, 75724 Paris Cedex 15 – France – [email protected] – Publication Director: Pascale Dubois – Editorial Director: Marie-Laure Dufour – Editor-in-Chief: Alexia Attali – Deputy Editor-in-Chief: Isabelle de Buyer - Project manager:

Martin Bellet – Translation: Don Siegel, ID Communications – Production: - Printed by: Imprimerie Vincent, certified imprim’vert on PEFC accredited paper – ISSN 1960-7164 – The articles and illustrations published in this magazine may not be reproduced without prior authorization. Cover: Dassault Aviation

24 PANORAMASafran weaves a composite web

28 EXPERT’S VIEWPOINTComposite materials: standing out through anticipation

30 MARKETS30 Morpho explosive detection systems boost air transport security33 Business aviation: Safran extends its range

36 INSIGHT36 Safran meets the onboarding challenge38 Young musicians score thanks to Safran Foundation

40 INTERVIEWAn interview with Milena Harito, Albanian Minister for Innovation and Public Administration

June 2014 Safran Magazine

© T

hom

as L

aisn

é /

Saf

ran

16 SPECIAL REPORT“MORE ELECTRIC” AIRCRAFT: A BROADER OFFERING FROM SAFRAN

© C

élin

e S

ado

nnet

/ M

aste

r F

ilms

/ S

afra

n

© S

cott

Gab

le /

CA

PA P

ictu

res

/ Sa

fran

© T

hier

ry M

amb

erti

/ Sa

fran

© T

hier

ry M

amb

erti

/ S

afra

n

June 2014 Safran Magazine Safran Magazine June 2014

NEWS BREAKS 0504 NEWS BREAKS

CFM INTERNATIONAL CELEBRATES 40 YEARS OF SUCCESS

Left to right: Jean-Paul Ebanga, President and CEO of CFM International, David Joyce, President and CEO of GE Aviation, Jean-Paul Herteman, Chairman and CEO of Safran, Clara Gaymard, President and CEO of GE France, Arnaud Montebourg, French Minister of the Economy, Industrial Renewal and Digital Technologies, and Nicole Bricq, French Minister of Foreign Trade from June 2012 to April 2014.

Snecma (Safran) and GE create CFM International, an equally-

owned company dedicated to the development of turbofan engines

in the "10 ton" class. This partnership would give birth to the

most successful engine in the history of aviation: the CFM56.

1974

2014Safran and GE celebrate the 40th

anniversary of their transatlantic partnership during an official visit

by French President François Hollande to the United States.

While CFM International has already delivered more than

26,000 CFM56 engines, the two partners continue to write the

history of aviation with LEAP, a new engine that will take over

starting in 2016. Now under test, this new-generation turbofan has

already logged nearly 6,000 orders and commitments.

René Ravaud (left) and Gerhard Neumann, the respective heads of Snecma and the General Electric aircraft engine division in 1974.

© C

ath

erin

e B

ain

ier-

Gir

ard

/ S

afra

n

© G

ener

al E

lect

ric

© S

afra

n U

SA



PILOTS CHECK OUT egts IN TOULOUSE

The electric green taxiing system (egts) being developed by Safran and Honeywell will allow airplanes to taxi without having to use their jet engines. Unveiled to the public at the 2013 Paris Air Show, it was tested under real conditions during the "Pilot Days" organized by Safran in Toulouse in March 2014. Some 30 pilots from around the world took

the controls of an Airbus A320 fitted with a prototype egts. They performed a series of maneuvers, including forward taxiing, backing up, tight turns and even "pirouettes". These successful tests confirm the interest already shown by several airlines in the system (TUIfly, easyJet, Air France, GoAir, Interjet); Airbus has also signed an agreement to collaborate on this program.

© C

élin

e S

ado

nn

et /

Mas

ter

Film

s /

Saf

ran

Composite parts for atmospheric reentryHerakles (Safran) delivered the first thermal protection components in March 2014 for the IXV (Intermediate Experimental Vehicle), an atmospheric reentry demonstrator that will be used by the European Space Agency (ESA) for its reusable launcher project. The protection system, made of ceramic matrix composites (CMC), will enable the IXV to resist temperatures exceeding 1,600°C during its reentry into the Earth's atmosphere. The demonstrator's first flight is expected by the end of 2014.

SPACE

© E

SA

/ J

. Hu

art



© G

érar

d U

féra

s /

Saf

ran

CAREER HIGHLIGHTS 1987: Graduated from the INSA engineering school in Lyon (France) 2003: Joined Safran's Purchasing department 2005: Appointed head of international supply chain development at Messier-Dowty (Safran) 2013: Named Chairman and CEO of Hispano-Suiza

Named head of Hispano-Suiza, Safran's power transmission business, at 48, Hélène Moreau-Leroy's career has been shaped by the combination of a curious mind, boundless energy and a taste for challenge. She is also the second women to sit on Safran's Executive Committee, after Karen Bomba. Her passion for industry began early on: "Fresh out of engineering school, I quickly developed a taste for managing projects and teams. I enjoy being at the heart of the transformation process, which entails different projects, plants and the products themselves."

Hélène Moreau-Leroy has travelled widely, spending half of her career outside of France, including assignments in the Middle East, Vietnam and Argentina. "A humbling experience, indeed", she admits. These numerous assignments abroad probably explain why she is so keen to encourage diversity and authenticity. "A diverse body of talent with often very different approaches and fresh perspectives is a tremendous source of innovation for the company."

Hélène Moreau-Leroy has two children, both currently studying abroad. Though she admits that she was rarely able to pick them up after school, she doesn't feel that she sacrificed her family for her career. "Quality time has always been my priority, making sure I was there to help them grow and develop." Today, Hélène Moreau-Leroy faces the fresh challenge of pursuing and successfully completing the transformation of Hispano-Suiza as new programs ramp up and enter the production phase.

DECISION-MAKERHÉLÈNE MOREAU-LEROYCHAIRMAN AND CEO OF HISPANO-SUIZA (SAFRAN)

MORE See the interview with Marc Montaudon, head of Herakles' Aviation and Thermostructural Composites Business Unit, in the media corner on the Safran website: www.safran-group.com

SAFRAN IN 2013

More than 12 % of revenues invested in R&D

in sales (up 8.4% over 2012)

€14.7 billion

3,200

8,500

patents published 645

with net creation of

new hires

jobs

UN Global Compact

Safran supports the Duke Ellington School of the Arts

Safran and Avic bolster partnership

Safran signed the United Nations Global Compact at the end of 2013. The Global Compact is an initiative that aims to rally businesses worldwide in support of ten unifying principles concerning human rights, work and envi-ronmental standards and the fight against corruption. Safran has pledged to incorporate the recommendations of the Global Compact into its strategy and operations, and share them with employees and partners.

On March 12, 2014, for the third year in a row, Safran sponsored a benefit concert for the Duke Ellington School of the Arts in Washington, D.C. This is the only public high school in the American capital that offers artistically talented stu-dents – often from disadvantaged neighborhoods – pre-professional

training in the arts, while also providing a college preparatory program. Safran's sponsorship reflects its stance in favor of equal opportu-nity. The 2014 benefit concert featured famous pop artists Sting and Paul Simon.

In 2008, Turbomeca (Safran) and Chinese aero-space group Avic Dong'an launched a joint project to develop, produce and support a new-generation turboshaft engine, the WZ16/Ardiden 3C, to power the AC352 helicopter. Initial ground tests of this engine confirmed their technical choices and performance targets. Certification by Chinese aviation authorities is expected at the end of 2015. In March 2014, the partners recorded an order for 120 engines. Given the success of this cross-border partnership, the two companies decided to launch a new project, this time for turboprop engines on commercial airplanes. On March 26, 2014, they signed a Memorandum of Understanding for this program, in a ceremony attended by French President François Hollande, and the President of the People's Republic of China, Xi Jinping.

CORPORATE SOCIAL RESPONSIBILITY PHILANTHROPY

ENGINES

© J

acq

ues

Wit

t /

SIP

A P

RE

SS

employees66,300

© B

rian

Nie

lsen

- 2

014

Wheels and carbon brakes for the Boeing 737 MAX

Boeing has chosen wheels and carbon brakes from Messier-Bugatti-Dowty (Safran) for its 737 MAX, reflecting its continuing trust in the company, which already provides these products for the Boeing 767, 777, Next-Generation 737 and 787. In addition to saving weight, carbon brakes provide better energy absorption and quicker cooling. They also offer twice the endurance of steel brakes, which means lower maintenance costs for airlines. Messier-Bugatti-Dowty already provides wheels and carbon brakes for more than 6,000 commercial airplanes.

A new optronic system for the French navy

DEFENSE

EQUIPMENT

French defense procurement agency DGA chose Sagem (Safran) to modernize the optronic (electro-optical) systems on four French navy air defense frigates. By the end of 2015, these warships will be fitted with the Sagem EOMS-NG (Electro-Optical Multifunction System – New Generation), which handles panoramic infrared surveillance, reconnaissance, identification and tracking, whether at sea or along coastal zones, day or night. The contract also includes a total support package for a period of three years. ©

Dan

iel L

inar

es /

Sag

em /

Saf

ran

© B

oei

ng

© T

ho

mas

Gar

za /

Tu

rbo

mec

a /

Saf

ran


First ground test of Arrano helicopter engine

PROPULSION

The new Arrano turboshaft engine being developed by Turbomeca (Safran) logged its first ground test on February 19, 2014, after being unveiled at Heli-Expo in Las Vegas last year. Intended for 4- to 6-ton twin-engine helicopters, or 3-ton singles, this new turbine will offer unrivaled performance in its class in terms of fuel consumption, range, payload and environmental footprint. Airbus Helicopters has already chosen the Arrano to power its new-generation X4, slated to make its first flight in 2015.

Cornerstone laid in HamburgAircelle (Safran) laid the corner-stone for its new plant on March 14, 2014 in Hamburg, Germany. Scheduled to be up and running in 2016, this facility will be ded-icated to the final stages of the A320neo's nacelles, namely integration on the engine and delivery to Airbus's assembly lines. Safran supplies the LEAP-1A engines (through CFM International, the 50/50 joint company between Snecma and GE), and the main and nose landing gear for this airplane.

INDUSTRIAL FACILITIES

© G

old

bec

k /

Air

celle

© G

etty

imag

es

Morpho (Safran), the world leader in contact-less payment solutions, was chosen by CaixaBank of Spain in February 2014 to supply secure services (Trusted Service Management) for payments using mobile phones, based on NFC (near field communication) technology. The bank's customers will be able to make payments using their mobile phones in some 300,000 points of sale in Spain – the largest NFC mobile payment deployment in the European retail market, in terms of customer coverage and number of transactions.

Spain chooses Morpho's contactless payment solution

SMART TRANSACTIONS

© F

ran

çois

Laf

ore

t /

Ph

oto

s E

qu

ivo

x /

Saf

ran

Eco-responsible waste treatmentThe new pyrotechnic waste treatment center inaugurated by Herakles (Safran) on April 24, 2014, in Saint-Médard-en-Jalles, near Bordeaux, is named LICORNE. Until now, the waste left from the combustion of solid propel-lants, or propellant residue at end-of-life, was burned, in compliance with current laws. However, this process generates emissions. It has been replaced by a bio-logical treatment process, using bacteria, which does not release any byproducts into the atmosphere. With this eco- responsible solution, the LICORNE facil-ity allows Herakles to maintain control over the complete life cycle of its prod-ucts, from design through destruction.

ENVIRONMENT



Being able to draw a part and then make it in just a few hours has always been a dream for industry. Today, this dream has become a reality, and it's called additive man-

ufacturing.The additive manufacturing process builds up

parts layer by layer based on a 3D computer model. The raw material – metallic, ceramic or a polymer powder – is deposed on a work surface in layers 20 to 100 microns thick. For each layer, a laser or electron beam melts the material in precisely the right areas to form the part, which gradually takes shape. Unlike conventional manufacturing processes (casting, forging, machining, etc.), in which the part is made by subtracting matter, this process adds matter to make the part – hence, additive manufacturing.

SAFRAN AT THE CUTTING EDGE OF ADDITIVE MANUFACTURING

1

460% Estimated time

savings in the development

cycle with additive manufacturing.

2016Introduction of first

production parts built with additive

manufacturing.

"With this technique we can now accelerate our processes and quickly move towards production." The enhanced flexibility inherent in this process will boost innovation as well.

Rethinking designIn addition to the quick production of new parts, additive manufacturing is also used to make single-piece complex parts that would be impossible using conventional methods. Furthermore, the process can combine several functions in a single part, such as an integrated fuel manifold and combustion chamber. Addi-tive manufacturing will also eventually make aircraft engines lighter, as David Rodriguez explains: "We're developing topological opti-mization methods to eliminate material where it isn't needed." Another additive manufactur-ing technology is metal deposition, which can be used to repair damaged parts. However, all of these new capabilities also imply changes in the design approach, as Pierre Letord points

TOMORROW 1312 TOMORROW

Additive manufacturing is one of the major industrial innovations of the early 21st century. And Safran has already put this extremely promising technology into practice.

out: "Our 3D models have to be adapted to this process, and we have to develop a whole new skill set."

Gearing up for productionHowever, there are still challenges to be met. For example, current machines still can't make parts larger than about 10 centimeters. Furthermore, only a limited number of metallic powders are available today. But these constraints will not stop the drive towards production: several suppliers are already working with Safran to study the properties offered by new metallic powders, including cobalt-chrome, titanium and nickel. Additive manufacturing is expected to be used initially for small production runs of replacement parts on older engine types still in service. The first true production parts to be adopted by Safran could well be the guide vanes on the Silvercrest engine, as well as the injectors and guide vanes on the Microturbo e-APU60 auxiliary power unit. ■

Safran at the cuttingly additive edgeSeveral Safran companies already use this innova-tive process. Snecma, for instance, uses additive manufacturing to make the guide vanes on the Silvercrest business jet engine, and a manifold on the Vinci rocket engine's hydrogen tur-bopump. "We've already produced more than 500 experimental parts using this process," says Pierre Letord, head of Snecma's industrial resources division. Fellow Safran company Microturbo is the first in the Group to use addi-tive manufacturing to make prototypes of cer-tain "hot parts" on a gas turbine engine, which have always been made using conventional methods.

Shortening the development cycleOne of the main advantages of additive manufacturing is that a prototype part can be quickly turned out, and its shape changed just as easily. "We can test our prototypes under real conditions faster than before," explains Jean-François Rideau, head of Research & Technology at Microturbo. And Pierre Letord adds, "To change the shape of a part, you just have to change the 3D computer-assisted design (CAD) model. You no longer have to rework the molds used to cast parts. Which means we reduce development cycles and react more quickly to any design changes." This viewpoint is shared by David Rodriguez, head of the CAD/CAM (computer-aided design/manufacturing) department at Herakles, Safran's solid propulsion specialist, who says,

The first layer of a metallic powder, just a few microns thick, is deposited over an entire "building platform" inside the oven. A laser then sinters specific areas, according to the 3D model.

Once it leaves the oven, the part is nearly ready to be used, but may sometimes require surface treatment.

Layer by layer, the part takes shape inside the machine. Production of a part may take several hours, depending on its size and complexity.

Designing a part in 3D using computer-aided design (CAD).

2

3

© A

nto

ine

Leve

sque

© E

ric

Dro

uin

/ S

necm

a /

Saf

ran

Experimental engine part made using additive manufacturing.

SAFRAN AND VALEO FORM PARTNERSHIP TO SPUR INNOVATION

Tell us about the background to the part-nership. Éric Bachelet: During a series of informal meetings we realized that we were working in related technological areas, such as sensors for optronics and navigation, data fusion, and 3D representations of the environment. We also share a commitment to developing innovative products and solutions for a wide range of applications with maximum cost- effectiveness. We agreed that these factors offered scope for mutually beneficial coop-eration. Guillaume Devauchelle: The partnership arose quite naturally out of the fact that we were working on similar technologies. Each partner has expertise that could benefit the other. Safran is a leader in optron-ics (electro-optics), an area that is increasingly important in the automotive industry because of the growing use of driver aids. And Valeo is the global leader in parking aids, which could be useful to Safran, notably in its work on the electric green taxiing system (egts), which allows aircraft to taxi without using their jet engines.

What areas of research have been identi-fied to date? E. B.: We have identified four areas so far: visibility in extreme weather; driver attention monitoring; 360° visibility for vehicles; and the "robotization/dronization" of land, air and naval platforms. The latter area combines all the others in a way, because all of these tech-nologies will help drive the development of increasingly autonomous vehicles.G. D.: Dronization provides a good illustra-tion of the technological overlap between our sectors. Although drones are usually associated with aerospace applications, the concept of the autonomous – in other words driverless – vehicle is increasingly gaining ground in the auto industry. Safran already has experience with drones, also known as unmanned aerial vehicles (UAVs), and this can offer us huge benefits, particularly in terms of guidance/control and secure communi-cations. For our part, we bring to the table

Safran and the French auto parts giant Valeo signed an agreement in July 2013 to collaborate on joint projects. Guillaume Devauchelle, Valeo’s Vice President, Innovation and Scientific Development, and Eric Bachelet, Safran's head of Research & Technology, share their insights.

TOMORROW 1514 TOMORROW

Éric Bachelet, Safran's head of Research & Technology (left), and Guillaume Devauchelle, Valeo’s Vice President, Innovation and Scientific Development.


© T

hier

ry M

amb

erti

/ S

afra

n

JOINT RESEARCH PROJECT: SAFER CARS

Safran and Valeo are teaming up on the development of a sensor capable of detecting obstacles even in bad weather. “The AWARE (All WeAtheR condition sEnsor) project, scheduled to last 36 months, has been extended to involve other partners, such as the French atomic and alternative energies commission, CEA, and specialized small businesses like ULIS, an expert in infrared imaging sensors,” explains Thierry Dupoux, head of R&T at Sagem (Safran). Another joint project concerns driver attention monitoring. “The system ana-lyzes images from a camera centered on the driver’s face to identify the individual and adjust the seat and vehicle as needed,” explains Vincent Bouatou, deputy director, R&T at Morpho (Safran). “It will also be able to detect driver distraction or fatigue and respond by alerting the driver or by controlling the vehicle automatically if there is an immediate danger.”

© T

hink

sto

ck 2

014

some of the technological keys to autonomy, such as maneuvering aids. The collaboration in this area will spawn new applications with potential for use in our respective sectors, and cover civil and military systems.

When will we start seeing the results of the partnership? E. B.: Joint work has already started, and we are committed to making rapid progress. The projects on driver attention monitoring and 360° visibility will start delivering applica-tions this year. G. D.: We have decided to unveil our achieve-ments at the major trade fairs for our respec-tive sectors. At the Eurosatory defense show in June 2014, for example, Safran show-cased a network of sensors designed to give armored vehicle drivers a clear view of their immediate surroundings under all weather conditions. In addition, a joint autonomous vehicle demonstration will take place during the Paris International Auto Show in October 2014. ■

1.1billion euros spent on R&D in 2013 by Valeo.

9,400Valeo employees dedicated to R&D in 2013..

SPECIAL REPORT 1716 SPECIAL REPORT


© C

élin

e S

ado

nnet

/ M

aste

r F

ilms

/ S

afra

n

“MORE ELECTRIC”AIRCRAFT: A BROADEROFFERING FROM SAFRAN Safran is fully committed to the development of electrical aircraft systems and equipment to meet the economic and environmental challenges faced by the air transport industry.

No. 1Safran is the world leader in aircraft wiring systems.

€600 millioninvested in more electric aircraft by Safran in recent years.

€7.5 billionThe estimated value of the aircraft electrification market for Safran towards 2040



The electrification of aircraft, which actually started a few decades ago, is shifting into high gear. “Several energy sources are used concurrently today,” says Eric

Dalbiès, head of strategy at Safran. “Hydraulic, pneumatic and electric systems are used to actuate moving parts on an aircraft, such as the flight controls, landing gear, brakes and thrust reversers. By ‘more electric’ aircraft, we mean one in which electricity gradually replaces the other types of power.” This is in fact an inevitable revolution, since it meets strong demand from aircraft-makers and operators for reduced fuel consumption, higher reliability and lower operating and maintenance costs.

Offering higher performance, enhanced reliability and reduced operating costs, so-called “more electric” aircraft are winning over aircraft manufacturers and spurring developments at equipment manufacturers. A major revolution is in the air…

AN ELECTRIC REVOLUTION IN THE AIR

MARKETS

TO EACH HIS OWN ENERGY Engines provide the propulsive energy, of course, but other aircraft systems each requires its own power supply. Today, three basic energy sources are used: — Hydraulic systems, which provide high power for the landing gear, brakes, flight control actuation and thrust reversers. — Pneumatic systems, for lower power requirements: pressurization, cabin air conditioning, engine startup, wing and nacelle deicing. — Electric systems, until now basically reserved for avionics and cabin amenities: lighting, in-flight entertainment, etc.

T omorrow’s successes are pre-pared today. That’s the principle behind the creation of Labinal Power Systems in January 2014 to consolidate all of Safran’s opera-

tions concerning electrical systems on aircraft. The aim is clear: to be chosen as a lead equip-ment supplier for the generation of single-aisle commercial jets that will succeed the Airbus A320neo and Boeing 737 MAX, both soon to enter service. “We’re applying a strategy geared to the long haul,” notes Alain Sauret, Chairman and CEO of Labinal Power Systems. “The archi-tectures for these future-generation aircraft will be chosen toward 2025, and airframers will be expecting complete electrical systems that combine reliability and performance. We have to start now if we want to meet their require-ments.” q

By bringing together all of its aircraft electrical businesses in Labinal Power Systems, Safran has deployed the resources needed to achieve a strategic breakthrough in the burgeoning market for “more electric” aircraft.

BIRTH OF A WORLD LEADER STRATEGY

A gradual changeoverWhile aircraft-makers are intrigued by the possi-bilities, they remain prudent as well. “Passenger aircraft are subject to very strict certification requirements and aviation authorities want to guarantee the reliability of any new technology being introduced. So manufacturers are taking a step by step approach,” explains Eric Dal-biès. The braking system on the Boeing 787, for instance, supplied by Safran, is electric, but the thrust reversers are still actuated hydraulically. On the Airbus A380, the brakes are hydraulic, but the thrust reversers are electric, and one of the three redundant systems actuating the flight controls has been electrified. These initial steps provide invaluable feedback for the next gener-ation of aircraft.

At the same time, certain technical issues have to be resolved. “We have yet to develop an electric solution for the most power- hungry functions, such as landing gear extension and retraction, that is competitive with conven-tional hydraulic actuators,” notes Dalbiès. So the revolution is under way, but there’s still a long way to go before it’s totally electric! ■

€30 millionLabinal Power Systems’ Research & Technology budget.

Labinal Power Systems (Safran) is the world leader in aircraft wiring systems.

© A

lex

Oje

da

/ C

APA

Pic

ture

s /

Saf

ran

© B

oei

ng

Braking, engine startup and cabin pressurization on the

Boeing 787 Dreamliner are all electric.



The move towards “more electric” aircraft is one of Safran’s top development priorities. It’s also a major challenge for the Group’s research units, as Didier-François

Godart, head of innovation at Safran, explains: “Today’s changing landscape means that we have to plan ahead. We are totally prepared for this quantum leap in technology, which concerns all of Safran’s companies.”

From technology…In fact, Safran was way ahead of the curve. As early as 2005, it created a dedicated research unit for electronic power control-lers, dubbed SPEC, for Safran Power Elec-tronics Center. “SPEC consolidates the basic research by Safran companies involved in the electrification of aircraft systems,” explains Godart. “Our research focuses on light-ning protection, resistance to temperature fluctuations and electromagnetic com-patibility between the different electrical systems on the plane.” Other labs and research centers are collaborating on this work as well, along with innovative small businesses. In November 2013, Safran

The transition to “more electric” aircraft will spur innovation from nose to tail, and Safran is at the cutting edge of research in this field.

PUSHING THE BOUNDARIES OF TECHNOLOGY

q Pooling competenciesLabinal Power Systems is a true center of excellence, grouping the skills and expertise of several previously distinct entities: Labinal (world leader in aircraft wiring), Aerosource (MRO for electrical systems), Safran Engineer-ing Services (electrical systems engineering) and Technofan (ventilation systems for avion-ics, braking and cabins). It also incorporates the Safran Power division, which handles aircraft electric power systems. According to Alain Sauret, “This consolidation will enable us to pool our Research & Technology programs and engineering capabilities, which should spur innovation.”

Electrical expertiseThe new company also incorporates the oper-ations of Goodrich Electric Power Systems, acquired in 2013, and the aircraft electrical distribution business of Eaton Aerospace, added in 2014. Safran was lacking these two technologies to offer overall expertise in air-craft electrical systems. “Safran has clearly shown its ability to create innovative prod-ucts, some of which are already in service, such as the electrical thrust reverser actuation system, or ETRAS®, electric brakes and an aux-iliary power unit designed for higher power requirements, the e-APU,” says Alain Sauret. “We will continue along this path, in particular with the electric green taxiing system that we are now developing along with Honeywell. But we have to go even further. Aircraft manufac-turers expect integrated solutions so they can optimize the overall electrical architecture in terms of weight, volume and performance. Today, we have all the capabilities needed to offer this type of integrated package.” ■

teamed up with the laboratory Ampere1 to study the performance of electrical systems under extreme flight conditions.

… to designAlong with these basic research initiatives, in 2007 Safran launched a program called AMPERES (Avion Modulaire Plus ElectRiquE Safran) to study new system architectures that would incorporate the technologies developed by SPEC: landing gear, brakes, flight controls, power generation, distribution and conversion, electric taxiing, etc. “Installing these electrical systems on aircraft means we have to optimize the overall architecture to take maximum advantage of their quali-ties, in particular a faculty for supporting redundancy, the ability to share control elec-tronics and easier maintenance,” notes Didi-er-François Godart. The SPEC and AMPERES initiatives are perfectly complementary, and have largely proven their ability to come up with innovative solutions that address market requirements. ■

1. A jointly run lab of the CNRS national research agency, INSA Lyon and Ecole Centrale de Lyon engineering schools, Claude Bernard Lyon 1 University.

RESEARCH & DEVELOPMENT

COPPER BIRD, A DEDICATED TEST RIG Back in 2005, Safran built a modular test bench dedicated to the development of aircraft electrical systems, enabling it to test these systems under realistic conditions. Dubbed Copper Bird (Characterization & Optimization of Power Plant & Equipment Rig), it is used to test the integration of electrical equipment and systems, the quality of the power generated, the stability of electrical networks and, more generally, demonstrate the maturity of “more electric” systems and technologies.

IS THERE A FUEL CELL IN YOUR FUTURE? Jet fuel, or kerosene, is of course the main energy source for today’s aircraft, but it could eventually be dethroned, at least partially, by hydrogen. Safran is working with French planemaker Dassault Aviation to integrate a fuel cell that generates electricity from hydrogen, the HPU, or hydrogen power unit. Issues concerning the storage of hydrogen (in gaseous or solid form) and power density are still under study, but this technology could well contribute to the increasing electrification of aircraft. A ground demonstrator is scheduled for 2016, followed by flight tests in 2017.

More than

12,000 employees at

45Labinal Power Systems facilities in

12countries.

The e-APU60 is an auxiliary power unit designed for “more-electric” aircraft.

Manufacturing wiring harnesses.

© P

eter

Tay

lor

/ C

APA

Pic

ture

s /

Saf

ran

© P

hilip

pe

Str

op

pa

/ M

icro

turb

o /

Saf

ran



AIRCRAFT ELECTRIFICATION, A FUNDAMENTAL TREND DRIVING RELATIONS BETWEEN SAFRAN AND AIRFRAMERSSafran offers several innovative solutions that are accelerating the transition to “more electric” aircraft, as shown in the examples below.

Aileron actuatorIn 2011, for the first time, an Airbus A320 flew with an electromechanical actuator (EMA) as the primary flight control for an aileron. Designed by Safran, this actuator marks a major step forward in the development of an “all electric” wing. Tests concerning the electrification of all wing control surfaces on an A320 are scheduled for 2015.

Horizontal stabilizerBrazilian planemaker Embraer chose Safran to supply the horizontal stabilizer trim system (HSTS) for its upcoming KC-390 military transport and tanker aircraft, slated to make its first flight in 2014.

Thrust reverserSafran teamed up with Honeywell

to develop the electrical thrust reverser actuation system (ETRAS®)

fitted to the nacelles (also from Safran) on the GP7200 and

Trent 900 engines offered on the Airbus A380. By replacing hydraulic lines with electrical wiring, ETRAS®

reduces the aircraft’s weight and operating costs, while boosting

reliability and safety.

BrakingSafran designed and produces the electric braking system for

the Boeing 787 Dreamliner, a first on a commercial airplane. In this system, the traditional hydraulic

control components are replaced by electronic units, the hydraulic

pistons by electromechanical actuators and the hydraulic

lines by wires.

Auxiliary power unitAgustaWestland chose the e-APU60 auxiliary power unit from Safran for its new-generation AW189 multirole

helicopter. Safran’s new e-APU family offers enhanced performance and

reliability, simplified architecture, an excellent power-to-weight ratio and

reduced maintenance costs. It is also intended for regional and business aircraft.

Power transmissionDeveloped by Safran and GE Aviation Systems, the integrated generator gear box (IGGB®) combines an electric generator and gearbox (power transmission) in a single unit, to reduce the size and weight of the integrated propulsion system, while increasing reliability. Initial tests in February 2014 demonstrated the technological maturity and performance of this innovative concept.

egts, THE REVOLUTION HITS THE TARMACThe electric green taxiing system (egts), developed by Safran and Honeywell through their joint venture EGTS International, allows airplanes to taxi without having to use their jet engines, thanks to electric motors mounted on the wheels in the main landing gear. The egts offers a host of advantages, including easier ground maneuvers, the ability to back up independently, less crowded airports and greater security for ground crews, lower noise and CO2 emissions, and fuel savings of up to 4%. “The egts will revolutionize taxiing, to the benefit of airlines, airports and passengers,” says Olivier Savin, egts program director at Safran. A star at the 2013 Paris Air Show via daily demonstrations, the system is already sparking keen interest. In 2012, the German airline TUIfly lent one of its Boeing 737-800s for tests. After easyJet came aboard, Air France signed a memorandum of understanding with EGTS International in June 2013 to evaluate the technical, operational and financial advantages of the system. GoAir and Interjet joined the team in 2014, agreeing to provide information on their taxiing operations to further confirm the potential of this new system. In December 2013, Airbus signed an MoU with the joint venture to accelerate the maturing of the concept, and will soon offer it on the A320 twinjet family as the “eTaxi”.

© S

afra

n


© P

hilip

pe

Str

op

pa

/ A

irce

lle /

Saf

ran

PANORAMA 2524 PANORAMA

SAFRAN WEAVES A COMPOSITE WEBSafran has been employing composites since the 1980s. The Group is now extending their scope of application by opening three new facilities to support this strategy, including the Safran Composites center in France, inaugurated on May 13, 2014 and dedicated to research, design and development for the manufacture of composite parts. There are also twin plants, one in the United States, in Rochester, New Hampshire, and the other in eastern France, in Commercy, which produce composite parts for new aircraft engines.


PANORAMA 2726 PANORAMA

6 - 7 WEAVINGJust like on a traditional loom, the carbon threads are tensioned before being woven to form a fabric.

8 CUTTING Once woven, the fabric is then cut to the shape of the part (here, with a powerful water jet).

9 MOLDING The part is then molded using the RTM (resin transfer molding) process: the fabric is placed into the mold and resin injected to fill up the spaces between the fibers and give the part its final shape.

5 AUTOCLAVEThe autoclave at the Safran Composites center, used to cure the resins in composites, operates at up to 450°C and a pressure of 32 bar (about 465 psi).

2 ROCHESTER PLANTThe new Safran/Albany plant in Rochester covers 27,600 square meters (298,080 sq ft) of floorspace. It already has almost 130 employees, and will eventually house 400 to 500 once the plant reaches cruise speed.

1

4

7

6

2 983

3 COMMERCY PLANT (FRANCE)The Commercy plant in eastern France, a twin to the Rochester plant, covers some 30,000 square meters (324,000 sq ft) and will also make 3D woven composite parts for the LEAP engine. Its inauguration is scheduled for September 2014.

1 INAUGURATION OF THE ROCHESTER PLANT (USA)On March 31, 2014, Jean-Paul Herteman, Chairman and CEO of Safran, and Joseph Morone, Chairman and CEO of Albany International, officially inaugurated the plant in Rochester, New Hampshire, dedicated to the production of 3D woven composite parts for aircraft engines. The first application of this patented technology is the production of fan blades and cases for the LEAP engine from CFM International, the 50/50 joint company between Snecma (Safran) and GE, that will power the next generation of single-aisle commercial jets.

4 SAFRAN COMPOSITES CENTER, ITTEVILLE (FRANCE)The Safran Composites center, south of Paris, was inaugurated on May 13, 2014. It is dedicated to R&D for composite parts offered by all Safran companies.

5

© P

hilip

pe

Str

op

pa

/ S

afra

n©

Phi

lipp

e S

tro

pp

a /

Saf

ran

© P

hilip

pe

Str

op

pa

/ S

afra

n

© P

hilip

pe

Str

op

pa

/ S

afra

n©

Jer

emie

Pay

eur

/ S

necm

a /

Saf

ran

© S

cott

Gab

le /

CA

PA P

ictu

res

/ S

afra

n

© P

ort

er G

iffo

rd /

CA

PA P

ictu

res

/ S

afra

n

© S

cott

Gab

le /

CA

PA P

ictu

res

/ S

afra

n©

Sco

tt G

able

/ C

APA

Pic

ture

s /

Saf

ran

Safran’s global leadership in composite materials for aerospace applications – typically made of a “framework” of carbon fibers, strengthened by a resin, ceramic or

metal-based organic matrix – was achieved thanks to a proactive strategy of differenti-ation through innovation. “Differentiation is about adding value,” explains Bruno Dambrine. “Composite materials offer an array of advan-tages. Their lighter weight makes for lighter aircraft, resulting in lower fuel consumption and reduced CO2 emissions. They are also stronger and, when used in aero-engine nacelles they reduce engine noise.” The use of composite materials has helped ensure the success of the LEAP engine, developed by CFM International (a 50/50 joint company between Snecma and GE), which features all-composite fan blades and case.

Technological breakthroughSafran began building this competitive advan-tage through research that kicked off in the 1980s. At that time, Bruno Dambrine was studying the mechanical properties of composite materials in the Materials and Processes Laboratory at Snecma (Safran). “We were looking for ways to overcome the problem of delamination, the phenomenon of composite materials coming ‘unglued’ due to aging or shocks. This is especially important because one of the main certification criteria for an aircraft engine is the ability of the blades to withstand a bird strike. So I worked on creating stronger

Lighter, stronger composite materials are revolutionizing the aerospace industry. Bruno Dambrine, expert emeritus in composite materials at Safran, explains how the Group became a leader in this field.

COMPOSITE MATERIALS: STANDING OUT THROUGH ANTICIPATION

composite materials with the mechanical and aerodynamic properties required for engine blades.” This work led to the production of a composite blade using the 3D RTM (resin trans-fer molding) process, which involves injecting resin into a mold containing carbon fibers woven in three dimensions. After several years of research and development, the concept was approved for production in 2005. There are now two new plants for these 3D woven components, one already built in Rochester, New Hampshire (U.S.), and the other being completed at Commercy, in eastern France.

Staying one step aheadBruno Dambrine believes that innovation is not about methods. “Above all, it’s about top-flight science. Plus you need to be passionate, daring, and tenacious. It’s also important to explore areas related to your main field. I worked with teams at Herakles (Safran), who had devel-oped cutting-edge expertise in woven thermo-structural composite materials used in space applications and in the exhaust assembly for the Rafale fighter. Recruiting doctoral students is also vital, to ensure that research findings are integrated promptly, allowing us to stay one step ahead of the competition.”

Following in the footsteps of Bruno Dambrine’s pioneering work 25 years ago, Safran now has more than 750 researchers and technicians working on composite materials, the full potential of which is far from exhausted. “Composite materials will be used more and more in the future,” says Dambrine. “The chal-lenge is to apply them to hot parts. For these types of applications, we are looking at ceramic matrix composites, which are capable of with-standing very high temperatures. The fact that we are the only company to deploy this technol-ogy, via Herakles, gives us a genuine competi-tive edge.” At the same time, Safran continues to develop increasingly sophisticated 3D weaving techniques for future applications. ■

EXPERT’S VIEWPOINT 2928 EXPERT’S VIEWPOINT


CAREER HIGHLIGHTS

1982: Joins the Mechanical Computation Methods department at Snecma (Safran) 1988: Starts research into composite materials at Snecma’s Materials and Processes Laboratory 1999: Conducts a study into fan blades made from 3D woven composites 2008: Appointed expert emeritus in composite materials.

© E

ric

Dro

uin

/ S

afra

n

MARKETS 3130 MARKETS


S afran’s explosive detection systems scored several major business wins in 2013. Based on advanced computed tomography (CT) technology, the company’s

CTXTM systems were chosen by American and Canadian transport authorities, as well as the international airports in Narita, Japan, and Nice, France. “These latest contracts validate the strategic decisions we made almost twenty years ago,” says Cyril Dujardin, Chairman and CEO of Morpho Detection International, a global sales and service affil-iate of Morpho (Safran). “We were the first to develop and certify CT-based solutions for the detection of explosives in luggage. Derived from medical imaging systems, this technology allows us to measure the shape and density of objects, using rotating X-ray beams.”

The strategy has paid off, since CT is now the only technology used in the United

States and a growing number of countries and it will soon become mandatory in the European Union. Based on a new regulation set to take effect September 2014, all new systems installed in the EU after that date will have to use CT technology, and cur-rent legacy X-ray systems will have to be replaced by 2022.

Safe, fast, reliableThe success of this technology is driven by its exceptional performance, since CT-based systems deliver precise information on the density of the matter scanned (each explosive matter has a characteristic specific density). It can also detect plastic explosives, even in very thin sheets. Another challenge in this area is ensuring a smooth transition from when luggage is checked to when it’s loaded into the airplane’s hold. Once again, Morpho has addressed its customers’ concerns, as Cyril Dujardin explains: “We

had to simultaneously meet the demands of three types of users: regulators, who define the required security level; then security operators who want simple interfaces for decision-making and finally airport operators, whose main objective is to make the luggage inspection process as short as possible. In response, we have developed solutions that combine security, reliability, ease of use and quickness.”

Custom-tailored detection solutionsMorpho offers a complete range of systems to meet the diverse needs of airports, including the ultra-compact CTX 5800TM and the high-speed CTX 9800TM. Both have been certified by the U.S. Transportation Security Administration (TSA, see box) and approved by the European Civil Aviation Conference (ECAC) as meeting European Union Standard 3 requirements. The CTX 9800TM incorporates the Clarity data acquisition system, q

MORPHO EXPLOSIVE DETECTION SYSTEMS BOOST AIR TRANSPORT SECURITYWith nearly 2,000 computed tomography-based explosive detection systems (EDS) deployed, Morpho (Safran) is the world leader in this market. The company’s CTX™ range, used for automated hold baggage screening, is enjoying growing success with airports around the world.

More than23,000Morpho trace detection systems shipped worldwide.

More than 1,000bags per hour checked by the high-speed CTX 9800™.

AIR CARGO SECURITYMorpho’s solutions are also used to check air cargo. In 2013, for instance, international carriers, including Air Canada and United Airlines, deployed over 300 Itemiser® DX trace detectors. Both airlines selected these detectors to replace legacy systems and meet new, stronger regulations on air cargo inspection issued by the TSA.

MORE The interview with Jennifer Haigh, Strategic Account Manager at Morpho, is in the media corner on Safran’s website: www.safran-group.com

The CTX™ system provides precise information on the density of the materials it scans.

© P

iotr

Red

linsk

i / M

orp

ho

/ S

afra

n

© P

iotr

Red

linsk

i / M

orp

ho

/ S

afra

n



q which displays high-resolution 3D images of the luggage contents, and highlights in red any potentially dangerous substance – considerably simplifying and accelerating the inspection process. “With CTXTM, we’re offering a standard range of products that is flexible enough to adapt to almost all airport requirements,” adds Cyril Dujardin. “We can also develop custom-tailored solutions, if needed, by combining different components or developing special software.”

Ahead of the packMorpho continues to come up with innovative solutions to consolidate its leadership. “On next-generation systems, we’re going to combine computed tomography and X-ray diffraction,” notes Cyril Dujardin. “By coupling these two technologies we can further reduce the false alarm rate and thus save precious time. In fact, that’s the aim of the research

TSA: THE GLOBAL BENCHMARKThe Transportation Security Administration (TSA), part of the United States Department of Homeland Security, was created following the attacks on September 11, 2001 to enhance the security of American transportation systems. TSA is in charge of defining the security rules applied to transportation on American soil, and its standards are often adopted worldwide. “The procedures, technologies and quality standards required by TSA are then taken up by a large majority of other countries,” notes Kevin Heffernan, General Manager, Americas Aviation, at Morpho Detection. “TSA is also one of Morpho’s leading customers, and has certified the Itemiser DX trace detection system, as well as the CTX™ and HRX™ X-rays scanner families.

contract we signed last October with the Science and Technology Directorate of the U.S. Department of Homeland Security.” Morpho was awarded a $10 million budget to develop a brand-new generation of explosive detection systems for luggage. ■

Using the transparent 3D images from the Morpho detection system, operators can more quickly and efficiently inspect baggage.

BUSINESS AVIATION: SAFRAN EXTENDS ITS RANGEAfter experiencing turbulence in recent years, the business aviation market is once again on the growth path – and Safran has all the capabilities needed to carve out a leadership position.

The market for business aircraft is narrowly intertwined with the state of the economy, and it has naturally been hard hit in recent years. “The sector enjoyed strong

growth until 2008, but suffered a brutal drop as a direct result of the financial crisis,” notes Frédéric Daubas, head of marketing at Safran. “In four years, deliveries were cut in half. But the market stabilized in 2012-2013, and now shows signs of a real recovery.”

Multi-segmentedEven though subject to fluctuations, the market is still considered attractive. As Frédéric Daubas explains, “It’s a highly segmented market1, with long-term growth prospects outpacing those for commercial aviation, but it’s also highly susceptible to financial crises. In 2008, most cancelled orders concerned small and medium business aircraft. The segment for large, long-range

bizjets, acquired by major clients with sounder finances, was less affected. In fact, this is now a growth segment, with projected orders of nearly 4,500 aircraft over the next five years. And it’s also the most profitable market segment.”

Safran is naturally a player. It has a long-standing presence across the market, especially through wiring provided by Labinal Power Systems (Embraer Phenom 100, Dassault Aviation Falcon 900, 2000 and 7X, etc.) and landing gear from Messier-Bugatti-Dowty (Bombardier Challenger and Global families, Dassault Falcon jets). Today, Safran is focusing on the premium segment of the market. “We’re targeting the market segment ranging from super midsize to super large/long-range jets, meaning those that can cover more than 2,500 nautical miles while offering outstanding comfort,” says Jamil Dirani, sales & marketing director at Messier-Bugatti-Dowty. q

19,465The number of bizjets deployed worldwide in 2013.

62%of them are based in North America.

© D

assa

ult

Avi

atio

n

© B

ren

ton

Bar

tay

/ M

orp

ho

/ S

afra

n



q This is the same strategy applied by Aircelle, Safran’s nacelle specialist, which enjoys a strong position on the larger bizjets made by Gulfstream, Bombardier, Dassault Aviation and Embraer. Another Safran company, Techspace Aero, supplies the low-pressure compressor and lubrication system components for GE’s new Passport engine, intended for the ultra-long-range Global 7000 and 8000.

Also driving the recovery is the emergence of new growth regions. “Today, more than two-thirds of the global fleet is based in North America and Europe,” says Daubas. “But emerging countries are catching up because of their booming economies. China in particular should log strong growth in the coming years.” Silvercrest, a market winnerAlready an established equipment supplier, Safran has made a remarkable breakthrough in the premium bizjet market with the Silvercrest engine from Snecma. “Silvercrest is a new-generation turbofan designed from the ground up for large, long-range business jets,” explains Laurence Finet, program director. “It features state-of-the-art technologies, and will offer unrivaled performance in terms of fuel efficiency,

The Falcon 5X was officially unveiled in October 2013; what advantages does Dassault’s latest offer? Bernard Dimoyat: The Falcon 5X offers unrivaled comfort in this class, based on its exceptionally high and spacious cabin, a new design, connectivity and digital flight control system. This all addresses strong market demand. Of course, it’s a Falcon, with all that entails in terms of quality, versatility and performance. Offering a range of 5,200 nautical miles, it can fly from Los Angeles to Paris. It is also capable of operating from short fields that are inaccessible to our com-petitors. Other advantages include the engines’ reduced fuel consumption and environmental footprint. Not to mention an advanced health monitoring system for both the airframe and engines that facilitates maintenance and enhances dis-patch reliability — very important points for our customers.

What about Safran’s contribution? B. D.: First of all, Safran is supplying the Silvercrest engine, with performance qualities including 15% lower fuel con-sumption than current engines, low noise, and excellent operability and reliability. We also worked with Snecma very early in the program, drawing on Safran’s dual skills as engine and nacelle manufacturer to ensure very smooth integration of the aircraft and its engines. That’s a key per-formance factor. Safran is also providing the wiring harnesses and APU, or auxiliary power unit. Last, but certainly not least, we expect Safran to provide very proac-tive support for our customers, through a network that should be running smoothly by the time the aircraft enters service.

“The 5X offers unrivaled comfort in this class, with all the quality and performance that characterizes Falcon jets.”

BERNARD DIMOYAT, FALCON 5X PROGRAM DIRECTOR, DASSAULT AVIATION

THE e-APU, FOR MORE ELECTRIC BIZJETSAn auxiliary power unit, better known as the APU, provides electrical power to the aircraft when its main engines aren’t running. Given the increasing electrification of non-propulsive systems on today’s aircraft (see special report starting on page 16), Microturbo (Safran) launched the development of a new family, dubbed e-APU, designed for the new generation of “more electric” business aircraft and helicopters. Capable of supplying up to 90 kilo-volt-amps (kVA) of power, it covers the power needs of a wide range of aircraft. The first member of this family, the e-APU60, will shortly enter service on AgustaWestland’s new-generation AW189 helicopter. In addition to starting the main engines and powering the air conditioning, the e-APU60 can also restart engines in flight, and even provide an additional energy source to cover all electrical power needs over the flight envelope.

The Silvercrest engine on its test stand at Istres, southern France, in October 2013.

reliability and environmental friendliness.” The Silvercrest has entered the market with a splash, having already been chosen by the American major Cessna for its new Citation Longitude, and by Dassault Aviation of France for the Falcon 5X (see box) – and it could well be chosen for several other aircraft in this category.

The Silvercrest’s latest selection, for the Falcon 5X, sheds light on other Safran companies’ contributions to both the engine itself and the aircraft: Aircelle (nacelle and thrust reverser), Sagem (engine control and maintenance units and flap actuator system), Techspace Aero (low-pressure compressor, forward chamber and engine lubrication unit), Labinal Power Systems (wiring harnesses) and Microturbo (APS5000 auxiliary power unit in partnership with Pratt & Whitney AeroPower). The Silvercrest-powered Falcon 5X will enter service in 2017.

Innovative solutions for comfort and reliabilityThe business aviation market also has some very specific requirements. “To ensure the profitability of this business, despite the wide variety of aircraft ordered and small sales volumes, we really need tight control over our supply chain and production

process,” admits Jamil Dirani. “The bizjet market demands greater comfort than for commercial airplanes,” points out François Guerzeder, sales & marketing head at Aircelle. “For example, the engine-generated vibrations in the cabin have to be kept to a minimum. The nacelle has to be a high-tech package offering enhanced aerodynamics, including laminar flow, while also maintaining a sleek appearance, since that’s an important criterion for our customers.”

Another decisive factor is aircraft dispatch reliability, “an absolute priority” according to Laurence Finet. “And reliability naturally depends on the engine, but also on its maintenance. On the Silvercrest, we apply the ‘on condition’ maintenance approach, which means it’s serviced according to its actual condition, and not a preset schedule. Furthermore, the Silvercrest integrates a system dubbed ForeVision™, which monitors engine parameters in real time, and detects problems before they arise. We’re also gearing up for the deployment of a global network of local support centers.”

Business aircraft makers want to deploy new technologies that set them apart, which means that business aviation is a sector on the cutting edge, especially for the new generation of “more electric” aircraft. Microturbo’s new e-APU is specially designed to address these needs (see box below). In short, Safran has an excellent outlook in this very particular sector, one in which it has been able to carve out a spot, and even expand its range of products. ■

1. The different segments in the business aircraft market are based on their range, weight and cabin size. There are three main classes, from light (including very light, light and super light), to medium (midsize), to large and long-range (super-midsize, large, super large, long range, ultra long-range).

© D

assa

ult

Avi

atio

n

© E

ric

Dro

uin

/ S

nec

ma

/ S

afra

n

INSIGHT 37

SAFRAN MEETS THE ONBOARDING CHALLENGE

36 INSIGHT

Like nearly 23,000 others, Antonin, Eric and Elsa have joined Safran in the last three years. Coming from very diverse backgrounds, they reflect Safran’s ability to attract top talent from all horizons. We asked them to share their first impressions…

Elsa Pélissou,in charge of wheel and brake sales administration at Messier-Bugatti-Dowty (Safran)Elsa Pélissou has a degree in industrial engineering and more than ten years of experience, most of it at STMicroelectronics. She joined Safran in October 2012. “I wanted to be part of a large organization and I was already familiar with Safran through Sagem and Morpho, which were both customers for my previous companies.” Elsa applied for a job via the Safran recruitment portal and soon found herself working for Messier-Bugatti-Dowty. “The position required skills in planning, sales processes, customer management and supply chain – all areas that I have experience in.” Elsa was trained by the person she was replacing, helping her to quickly settle into her new job. “People are really open here and there’s a great team spirit. This is going to be an excellent place for building my skills.”

Éric Couillot,R&D instrument technician at Snecma (Safran)Éric Couillot joined Snecma in September 2013, marking a major change in his life after working for 24 years as an electromechanical technician for PSA Peugeot Citroën. “I was a member of the general maintenance team at the Aulnay-sous-Bois plant. Following a career review and skills assessment, I was offered a job as instrument technician at Safran R&D.” When he first arrived, Éric took a two-month training course. He was then assigned to work on the LEAP and Silvercrest engines, under the supervision of seasoned colleagues. His task is to install sensors that detect failures on engines under ground test. “After being a generalist, I’m now a specialist. I work with teams of highly skilled technicians, and it’s fascinating. At the age of 46, this is a fantastic opportunity to make a fresh start.”

Antonin Pevrol, software development engineer at Sagem (Safran)25-year-old Antonin Pevrol already has over two years’ experience with the Group. He discovered Safran when he visited the Sagem and Morpho (Safran) plants as a student at the Ecole Centrale Paris engineering school: “I was fascinated by the Group’s technological innovations. Its international reach was another huge attraction. When I did my senior-year internship at Sagem, it felt like I was part of the French high-tech world.” Antonin was offered a full-time position to work on the radio and information system for the FELIN* soldier modernization program being developed for the French army. He clearly enjoys the challenges involved: “I was immediately given a lot of responsibility, which means that people trusted me.” Antonin also plans to give his career an international flavor at one of the Group’s companies.

* FELIN (Fantassin à Equipements et Liaisons Intégrés) is a modular integrated equipment suite for infantry soldiers that enhances self-protection, communication and engagement functions.


“I was immediately given a lot of responsibility, which means that people trusted me.”Antonin Pevrol

© C

yril

Bad

et

“I work with teams of highly skilled technicians, and it’s fascinating.”Éric Couillot ©

Eri

c D

roui

n /

Saf

ran

“There’s a great team spirit at Safran.”Elsa Pélissou

© C

yril

Bad

et


© T

hier

ry M

amb

erti

/ S

afra

n

YOUNG MUSICIANS SCORE THANKS TO SAFRAN FOUNDATION

What sparked your passion for music? Victor Julien-Laferrière: I’m from a family of musicians: my parents, sister and brother are all professionals. After starting with the clarinet, I fell in love with the cello when I was seven. It was soon pretty obvious that I wanted to become a musician. Thanks to my parents’ support, I was lucky enough to be able to devote all my time to music. Wenjiao Wang: Unlike Victors’, my parents were not musicians, but I think they secretly dreamed that their child would become one! In the late 1980s in China, lots of parents enrolled their children in music school. So I first started playing the piano when I was just four and a half. It soon became a major part of my life and by the time I was 12, I knew I wanted to become a pianist. Today, music is more than just a passion. If I go a day without playing, it’s like a piece of me is missing.

How has the Safran Foundation helped your career?V. J.-L.: In addition to the recogni-tion that the prize brings, the Foun-dation gave me the opportunity to perform at very prestigious venues, take part in festivals and meet with potential patrons, which is crucial when you are just setting out. Finan-

cially, the prize made an immense dif-ference, because a good cello costs tens of thousands of euros. Thanks to Safran’s corporate patronage, I was able to purchase a cello with a remarkable tone that fits perfectly with my style.W. W.: The prize itself allowed me to buy an upright piano and also fund the recording of an album with piano- saxophone duets. The Foundation has also helped me develop my career, by opening more concert opportunities and supporting my projects, like the album, for example, which it helped distribute. It has been a huge help. It offers vital support for young musi-cians, allowing them to devote them-selves entirely to their music.

What are your plans?W. W.: To travel! I’m going to perform in Germany, Scotland and in Shang-hai this summer, which is wonderful as I’ll be able to see my parents again. I also hope to record another album next year.V. J.-L.: I’m travelling a lot too, and I’m also working with my trio, “Les Esprits”. Our first album of chamber music was released at the beginning of 2014 and in August we’re going to perform at the Périgord Noir festival in southwest France. It was the Foundation that helped me make the right connections! ■

INSIGHT 3938 INSIGHT

SUPPORTING TALENT Spotting talented young musicians, helping to fund their education and training, and launch them on their careers are among the core goals of Safran corporate patronage and the Safran Foundation for Music in particular, which was created ten years ago. The Foundation also supports selected venues where young prodigies are invited to perform. Among them is the Museum of the French Army, in Paris, which hosts an annual series of concerts entitled “Jeunes Talents - Premières Armes”, open to budding virtuosos from the National Conservatory of Music and Dance in Paris. It was here that Wenjiao Wang and Victor Julien-Laferrière received their awards from the Safran Foundation for Music.

The Safran Foundation for Music Award is given annually to help talented young instrumentalists launch their careers. The prize winners from 2011 and 2013, respectively, Wenjiao Wang and Victor Julien-Laferrière, share their experiences.

Wenjiao Wang on the piano and Victor Julien-Laferrière on the cello.

Albania became independent in 1912, but is still relatively unknown because of its political isolation during the second half of the 20th century. Since the fall of the hard-line communist regime in 1991, "the Land of the Eagles" has undergone a spectacular transformation, and is now aiming to join the European Union. We asked Milena Harito, Albanian Minister for Innovation and Public Administration, about the challenges facing her country, which is actually a forerunner in certain digital technologies.

A NEW IDENTITY

Safran Magazine: In recent years, Albania has gone from isolation to a gradual rapprochement with the European Union. How did this happen, and how is it perceived by your fellow citizens? Milena Harito: The dictatorship in Albania until 1991 was one of the most repressive regimes in Europe. Our transition to a democracy has been difficult, and there are still clear political factions – but Albania is no longer isolated. The end of the dictatorship triggered a wave of emigration, entailing a certain brain drain, but at the same time it helped foster cultural opening and economic development. The next step, eagerly awaited by our population, is membership in the European Union. If there's one thing that all Albanians can agree on, that's it! All political parties are in favor of membership, for a variety of reasons, including democratic institutions, social ideals, culture, etc. We have recently taken several steps towards membership, but we still have a long road before us, especially in terms of economic objectives.

How would you describe the country's economic outlook in the coming years, and what challenges await you? M. H.: We have come a long way indeed! In just 20 years, we've transitioned from being categorized as a very poor country to one in the medium/high GDP per capita category.

This growth is mainly due to the public works and construction sector in the last decade. But much remains to be done. For example, the banking and telecom sectors are well organized, but we need investments to boost their performance.

We also have a wide range of natural resources, especially water. Over 95% of our electricity is generated by three hydropower plants on the Drin river. But these plants can no longer cover our requirements, and have to be refurbished. We also have to modernize our agricultural sector, which employs half of the active population.

Which sectors are showing the strongest growth? M. H.: Manufacturing, especially the textile industry, is showing sustained growth, and we are currently drawing up legislation to facilitate this business. Tourism is posting unprecedented growth, with the number of tourists coming to our country jumping nearly 30% over 2011, when a regional development law was passed. The coastal zone also harbors tremendous potential, provided that we can develop infrastructures that respect our cultural heritage. Lastly, the information and communications sector should show strong growth, in particular thanks to targeted investments in our education system to overcome the lack of qualified personnel in these areas. q

INTERVIEW 41


Population:

3.1 millionSurface:

28,748 km2

ALBANIA:

1966 Birth in Tirana

1989 Graduates from the School of Natural Sciences in Tirana

1997 PhD in Information

and Communications Technologies, University

of Paris VI, France

1997-2012 Holds several positions

at France Telecom, including head of

innovation and new products

2013 Elected to the Albanian

Parliament, then named Minister for

Innovation and Public Administration

Associate member of the European Union since

2006Member of NATO since

2009AN INTERVIEW WITH

MILENA HARITO, ALBANIAN MINISTER

FOR INNOVATION AND PUBLIC ADMINISTRATION

© S

onn

y K

. Els

on

meet this requirement. The biometric ID card and passport project launched by the government in 2008 and implemented by Morpho (Safran)2 has been a huge hit with our citizens. The Albanian population is young, energetic, and hungry to travel – and now it can!

Could you describe Albania's digital identity strategy in greater detail? How can Safran contribute? M. H.: The Albanian government needs to reestablish connections with its citizens, and the development of reliable digital systems is a pivotal part of this strategy. We are working closely with Safran to develop the appropriate solutions. One of these is “eTrust”,

q What are Albanian citizens most concerned about? M. H.: Employment continues to be the main concern here, with an unemployment rate of 13.5% in early 2014. To create jobs, it is essential that we efficiently manage the country's natural resources and other assets. We also have to resolve certain problems inherited from the past: find a definitive solution for land ownership1; bring our real estate registry up to standard; and above all transform our legal system. First and foremost, we have to recreate a climate of trust in Albania.

As the minister in charge of innovation and public administration, what are the major development thrusts in these areas? M. H.: First of all, make access to services simpler, and more transparent and efficient. All Albanians have mobile phones, and in the future they should be able to use them to pay utility bills. Concerning public administration, a project that will ensure interconnections between existing databases will enable us to create a single point of contact, while the Human Resource Management Information System (HRMIS) will modernize overall management. We also want to teach our people how to use these innovative tools, and the Education Ministry will set up a project to meet this goal. By providing online courses via tablets to high school students, we plan to train an entire generation of Albanians in the use of new information and communications technologies, and also reach underserved parts of our population.

The concession granted to Safran in 2008 by the Albanian government for the production and distribution of biometric ID documents was renewed in 2013 for a period of ten years. How do you explain the country's position as a pioneer in digital technologies? M. H.: Since the fall of the dictatorship, one of our major challenges has been to restore people's confidence in the electoral system. Previous elections often had irregularities, which means they were contested. That's one of the reasons the government decided to produce secure biometric ID documents that would be impossible to forge. Furthermore, one of the prerequisites for the elimination of visas to travel freely in the Schengen Area was the use of biometric passports. We should have everything needed to


Would you say that the renewal of the original 2008 concession agreement with the Albanian government is especially important for Morpho? Jessica Westerouen van Meeteren: After working with Morpho for five years, the Albanian government once again chose us to support their digital ID initiative. Their choice clearly reflects their confidence in us, which is also the fruit of a solid local partnership. The agreement also expands our scope of activity, since it provides for the deployment of a secure "e-services" platform, so citizens can access government services online. We are ready to rise to this new challenge.

How do you explain your success? J. W.v.M.: Morpho met the expectations of the Albanian government by providing an end-to-end solution, including a rapid deployment that enabled it to be used for the parliamentary elections in 2009. Despite the short deadline (five months for the complete system), teams were able to distribute some 3.2 million e-ID cards and 2.6 million biometric passports. From large coastal cities to isolated towns, all Albanian citizens now have secure ID documents.

What do you expect from this new agreement? J. W.v.M.: It will enable Morpho to deploy our expertise by supplying latest-generation ID documents with enhanced security. The eTrust online services platform will become an industry benchmark, demonstrating to other countries our ability to deliver reliable and secure solutions.

“A major contribution to Albania's digital ID project”

JESSICA WESTEROUEN VAN MEETEREN, MANAGING DIRECTOR, MORPHO BV, NETHERLANDS

INTERVIEW 4342 INTERVIEW

an upcoming solution which will enable all Albanians to access online services easily, quickly and with total security. It offers a host of advantages, including modernizing public administration, decreasing costs, fighting corruption and increasing transparency. By showing Albanians that they can count on these systems, and that their transactions are secure, we are fostering the feeling of belonging that is vital to the development of our country. ■

1. At the end of the Second World War, farmland was nationalized and organized into state-owned farms and collective farms. Albania started an agricultural reform in 1991 to privatize this land and restore it to previous owners. 2. In partnership with the Albanian-American Enterprise Fund (AAEF) via a joint venture called Aleat.

Morpho (Safran)2 produced and

distributed 3.2 million ID cards and 2.6

million biometric passports for

Albanians.

© B

evis

Fus

ha /

CA

PA P

ictu

res

/ S

afra

n

© A

dri

en D

eneu

/ M

orp

ho/

Saf

ran

Gwénolé Gahinet, Marc Guillemot and Morgan Lagravière.

Safran is bolstering its commitment to boat sponsorship. Seasoned skipper Marc Guillemot will sail the Safran Imoca Open 60 class ocean racer until the 2014 Route du Rhum, then pass the baton to Morgan Lagravière, who will take the helm of the new Open 60 class boat, now under construction, in early 2015. Safran is also supporting Gwénolé Gahinet in the Figaro Bénéteau series on a Safran-Guy Cotten boat. These new projects clearly reflect Safran’s values of engagement, team spirit and transmission of knowledge.

©P

ierr

ick

Co

ntin

/ D

PP

I / S

afra

n, M

ark

Lloy

d /

DP

PI /

Saf

ran

Documents

SAFRAN magazine PARTNERS · free cash flow reached 712 million euros in 2013, despite heavy ... boundless energy and a taste for challenge. ... Karen Bomba. Her passion for industry