Editorial : Upstream research, the key to adynamic aerospace industry

While the recession resulting from theworld economic crisis of 2008-2009seems to be behind us, the long-termconsequences of this crisis are stillpoorly understood. A recurringquestion mark appears in the writingsof economists: Doesn’t this crisis soundan irrevocable decline in the role ofEurope in the world economy?

In the area that concerns us – air andspace activities – Europe managed torecover its position quite remarkablysince the end of World War II, thanks toreal political determination, rooted inrenewed industrial fabric and in thegenius of our researchers, engineersand heads of programmes.

But will the outstanding levels obtainedin the past 30 years, not only by theEuropean aviation and space industryitself, but also by airlines, space launchservices and telecommunicationssatellite operators, be sustainable overthe next 30 years given the newcompetition emerging from the largeAsian countries? There is no guaranteeof this, indeed only the capacity of ourindustries to conceive and produce newproducts and of our operators tointroduce new services, anticipating the

needs of the international market, willenable them to maintain their positions.

This capability is based largely on thequality of upstream research driven bypublic and private funds and beingcarried out in academic laboratories,public research organisations andindustrial research centres. It is therole of the authorities to fund upstreamresearch by encouraging the mostinnovative approaches and promotingcooperation between participantscapable of creating added value inresearch, as the European UnionFramework Programme for Researchand Development Technology (FPRTD)does rather well. Its plays a majorstructuring role, particularly inaeronautical research, which deservesto be recognised. Admittedly, themanagement procedures arecumbersome and can be daunting forsmall and medium-sized enterpriseswhich are unfamiliar with them.Nevertheless those involved inEuropean research projects aregenerally satisfied, not least for theopportunity offered to them to rubshoulders with partners in the samesector in most European countries. In

the space field, the majority ofupstream research funding is nationalor directed through the European SpaceAgency, also offering fruitfulpossibilities for exchanges betweenEuropean research players.

It is essential that upstream researchfunding be maintained at a high level,even in times of severe budgetaryrestrictions: the short- and long-termcompetitiveness of our industrydepends on it. The other prerequisite,must we remind ourselves, is a steadystream of arrivals in the profession ofhigh-quality graduates, a stream nolonger guaranteed in the future. Thiscrucial issue will be addressed in a laterissue of the Academy’s newsletter.

Gérard BRACHETPresident

Newsletter

Air and SpaceAcademyNewsletter

No.66January 2010

International version Report of the month:General Aviation p2

3 Questions to: Defence journalistBernard Bombeau p4

Life of the AcademySolemn PlenarySession p5

Contents

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A tree, no matter how strong, cannot survive if one hacks away at its roots.The dynamism of general aviation in France provides fertile ground for theFrench aeronautics industry. And yet its multiple activities are beinghampered by increasingly numerous regulatory constraints.In order to analyse these issues it seemed useful to interview the mainplayers in this sector. These experts’ points of view are briefly presented in the following two pages and theclosing paragraph is provided by the head of the relevant administrative directorate at the French civilaviation authority (DGAC).Hopefully this initial outline will give rise to a conference then to more in-depth analysis in the form of a“Dossier”, with proposals embracing a wider European context.The Academy has an important role to play in co-ordinating this task.

GENERAL AVIATIONStrong roots for the aeronauticsindustry

Report of the month

Michel ZieglerAcademy member, Airlinepilot, Mountain guide, formerPresident of Air Alpes

Jean-François GEORGESPresident of the Aéro-Club de France, Academy correspondent Aeronautics is a pole of excellence in France. From the beginning of theepic saga of the conquest of the skies, at the dawn of the 20th century,to the present day, France has never ceased to be at the forefront of thisdazzling adventure. If you need convincing, just run through the list ofthe various flying machines and companies, as well as the men and thewomen whose names have marked aviation history to see howdominant a position our country has held.French aviators, amateurs or professionals, young or old, beginners orexperienced, share not only a passion for flight, but also a set of humanvalues based equally on a taste of freedom, respect for common rulesand an acute sense of individual responsibility.Within the aeronautics community,general aviation, which counts over150,000 adepts, can constitute a truesocial laboratory and it is ready to take upsuch a challenge.During the États généraux de l’aviationgénérale(1), several strong ideasemerged: • In the first place, the need for true

recognition, an acknowledgement ofthe fact that aeronautical excellence inFrance relies heavily on a history andtradition that general aviation helpedcreate and continues to enrich. Thelatter’s demise, by no means a wild hypothesis, would not be withoutmedium-term consequences for the “larger aviation” picture;

• In the second place, the realisation that over-regulation is stifling thevarious different activities in general aviation. Although well aware ofthe need for strict rules, proponents of general aviation would arguefor a return to the “bare necessities”.

The general aviation sector affirms its urgent need for morefreedom and its willingness to assume more responsibility.

Jean-Michel OZOUXPresident of the French aeronautical federation (FFA), Secretarygeneral of the National council of aeronautics and sports federa-tions (CNFAS) The French aeronautical federation is celebrating 80 years of existence.Since December 7, 1929, its volunteers have been working successfullyto develop general aviation in France.With 42,000 licensed pilots flying for 600,000 flight hours each year with2,200 aircraft, it is one of largest “airlines” in the world. Thanks to this,France accounts for more than 40% of the private pilots of the EuropeanUnion’s 27 member states. More significant still, each club provides alarge amount of training activity, representing 40% of flying hours: 2,100instructors, 90% of them volunteers, ensure the training of the future

private, airline or military pilots of thenation. Isn’t it significant that the worldstunt-flying champion for 2009 RenaudEcalle, the Rafale demonstrator pilot andmany Air France pilots were previouslystudent pilots trained by our aero-clubs?This is no coincidence. The Frenchmodel is unique and must be preserved.Among possible opportunities, theEuropean Light Aircraft (ELA) regulationis awaited impatiently. It would stimulatethe development of new modern aircraft,since the difficulty and cost of currentcertification have discouraged almost all

the manufacturers, obliging us to fly on aircraft which, although highlyreliable, were designed 40 or more years ago.We are counting on a declaration of the European Parliament in favourof special treatment for general aviation, as opposed to commercial ormilitary aviation, in order to move ahead with these issues.To fly, one needs aerodromes, but these beautiful flat surfaces withineasy access of city centres are very tempting for promoters; it is crucialthat they should be protected.

1. Consultative assembly of representatives of General Aviation held on 9 -10March 2006 on the initiative of Aéroclub de France.

Credits: Jean-Marie Urlacher

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National security is a major concern of our leaders, and rightly so. Butwhy depict general aviation as a vector of risk, when nowhere in theworld has an attack been perpetrated using a light plane or microlights?The additional security measures involved put an extra curb on thepractice of our activities.Our country is at the forefront of world aeronautics and the economicrepercussions are considerable. This situation owes much to thethousands of volunteers who, in 600 aero-clubs, raise the profile ofaviation by means of maiden flights or air festivals, leading to variousvocations. It is up to us to ensure that this continues by loosening the constraintswhich, day after day, make our activity more complex.

Françoise HORIOTPresident of the GIPAG (Group of industrials and professionalsof general aviation)A back to front question:What must be done to prevent French aviators obtaining FAAlicences and using aircraft registered in the USA?No: those who take this direction are not dangerous fools, nor are theydeliberately trying to skirt the law for pleasure. But year by year thecumulated effect of French and European regulations has become soconstraining that the system is seizing up. Yes: to continue to fly, it isnecessary to get out of this infernal system.The proper question then is:What should be done so that French licences and maintenanceconditions become attractive for all aviators of the world ….starting with the French?

Gérard DAVIDPresident of the French Union for Helicopters (UFH)My most formal agreement to join this fight for the defence and thepromotion of a general aviation that has become so threatened. Thebattle every day is hard but not hopeless.

Jacques ABOULINDirector of the Centre national de Saint Yan (training centre)Everything has been said about excessive regulations unsuited togeneral aviation, about the excessive number of permanent ortemporary regulated zones… Therefore I would simply like to say:

Let’s keep our culture.And not allow our cockpits to become populated by brilliant brains.

Let’s remain aviators.

Michel POLACCOSecretary general for Information of the Radio France Group,Academy correspondentI think that it is dangerous to divide aviation into its various componentparts. We all are under attack for one reason or another. On somesubjects, we may be on opposite sides of the fence, but thefundamentals bring us together in the long run. We can only present avalid case for general aviation by showing its impact in the success andvalue of other aviation sectors: transport, military, industrial. Likewise,general aviation should not be sub-divided into leisure, training, sport,business or search and rescue. All of these activities overlap in terms ofplatforms, regulations, personnel, safety and security requirements,respect for the environment, sky sharing. Helicopters must be included,as must gliders, balloons and microlights, as well as mini and microairlines (Finist’ Air). All these people share the sky, and to undercut onein favour of another is detrimental to all.We must together try to answer the frequent, sometimes justifiedobjections which are made here and there with respect to the variousforms of aviation. Our fate is bound up with each other and if we refuseto admit this, we will lose everything. We need above all to make aneffort at communication, to come together and convince ourselvesof our greater common interest, to regain our kindred spirit, andhold to a common line which always endorses our differentactivities and brings out the bonds which link us.

Maxime COFFINResponsible for General Aviation and Helicopters at the Frenchcivil aviation authority (DGAC), Academy correspondent What is the role for the state and its administration with respect togeneral aviation? To guarantee that the latter finds its rightful positionand proper recognition within our society. This presupposes that itmeets society’s demands in terms of safety, security and respect for theenvironment.It is necessary to achieve this without choking all initiative and creativity,so that general aviation maintains its appeal and preserves its formativeand teaching values, which contribute to the whole community.The administration must thus endeavour to create an environment thatintegrates this double objective of ensuring that requirements are metwithout stifling activities. There is much progress to be made in this field:to reduce complexity wherever possible, to decide on what would mosteffectively be entrusted directly to the practitioners, to take what is“good” in Europe, and avoid its potential shortcomings…Simplify, delegate, promote: work together to increase mutualconfidence.

Credits: Dassault Aviation

Credits: Jean-Marie Urlacher

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Aviation safety is at the heart of a difficultdebate, especially as regards the media. Itis impossible to ignore widespread exag-gerations, errors and preconceptions, giventhat the information presented in the print andaudiovisual press and the Internet inevitablyshapes the public’s view of a situation. Thisobservation is not new, but there has been a

distinct deterioration in the past ten or soyears.Contrary to popular wisdom, aviation safetyhas not ceased to improve in absolute terms.The number of passengers who perish inaccidents has reached a plateau of around600 to 800 per year, for 2.2 billion passengers.The ratio is remarkable.Of course, the different players all dream ofachieving the “zero accident” goal, but areaware, alas! of the illusory nature of thisambition. One particularly tricky aspectinvolves the psychological impact of rare butspectacular catastrophes. When more than200 people disappear in an instant, mediafrenzy reaches new heights. This is not themoment to evoke the merits of considerabletechnical progress, more and moresophisticated training of flight crews, air trafficcontrollers, technicians, etc.: statistics havenever brought comfort to grieving families. Butthe fact remains that the way the information isdealt with is seriously flawed.In addition, it is difficult – impossible even – toreconcile the demands of the media with those

of an inquiry. Journalists’ demands are urgent,unconditional, whereas those in charge of theinquiry require several months intensive workto patiently reconstruct the sequence ofevents that led to the accident.The Academy has examined this difficultsubject on several occasions in the hope ofpromoting greater understanding between thedifferent parties. In November 1998, itorganised a seminar between mediarepresentatives, technical and legalinvestigators, aircraft manufacturers, pilots,etc. The gulf which separated them wasobvious but this attempt at dialoguenevertheless produced some veryencouraging, concrete results. In a nutshell, each party began to gain agreater understanding of the contradictorydemands of an environment strewn withstumbling blocks. Today, clearly, the situationis less tense. One of many proofs is the factthat each year the BEA (French bodyresponsible for technical investigations intocivil aviation accidents or incidents) opens its

doors, laboratories included, to the journalistsof the AJPAE (French association ofaerospace journalists). Contacts establishedin this way have made it possible to iron outseveral points of contention.However it is an uphill task… This becameclear, 10 or so years ago, when IATA

endeavored to set up a programme to“educate” the media, on a global scale, withthe support notably of Airbus and Boeing. Asalutary effort but one which, it has to be said,brought to mind the myth of Sisyphus. In theend, the operation was abandoned.Today another phenomenon has appeared:that of the Internet. The advent of specialistinformation websites (one is tempted to placethe word “information” in inverted commas)has resulted in the circulation of unchecked,even false, data. Moreover they enable self-proclaimed specialists to give free rein to theiropinions and even achieve a certainunjustified reputation.At the same time, the traditional media, whichrefuse to follow in their footsteps, are bluntlyaccused of being in cahoots with theestablishment – in other words the airlines hitby an accident, the manufacturers involvedand, of course, the inquiry services – andtherefore of colluding to conceal the truth.This accusation is absolutely unfounded,disturbing and dangerous. More serious still,disseminated at the speed of light via theInternet: unscrupulous “revelations” whichprovide fodder for innumerable forums andsustain and amplify the conspiracy theorywhich inevitably arises after any catastrophe.This was only too clear after the terroristattacks on New York, after the explosion of theAZF factory in Toulouse, in the monthsfollowing the shipwreck of the trawler BugaledBreizh, in the wake of the Concorde accidentor the Rio-Paris flight. How can one counterthese intellectual untruths which can wreaksuch havoc? By sanctioning the media? Thehypothesis is clearly unrealistic and, above all,unacceptable.The Academy is preparing a new seminaron “Media and aviation safety” in 2011.One need not hope in order to undertake,journalist’s honour…

Media and AviationSafety

Pierre SparacoPresident of the Academy’s Section V

former European bureau Chief for Aviation Week& Space Technology

Point of view

Journalists’ demands areurgent, unconditional,

whereas those in charge ofthe inquiry require several

months of intensive work topatiently reconstruct the

sequence of events that ledto the accident.

© Photosani - Fotolia.com

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You are a journalist specialising in defence. Itis a tricky subject, in which one can be subjectto certain pressures. What would you sayabout this?Most major media have their specialists inaerospace or defence, although they are notall granted the same importance, dependingon the target audience. It is important to makethe distinction between a television journalist,a news agency reporter and a chronicler forthe print press. It is vital to adapt messagesand explanations according to these profiles.On this subject, it is interesting to note the risein the past few years of websites and blogsgiven over to aeronautics and defence. Proof,if it were needed, that these subjects inspire agrowing interest which is not always reflectedin the traditional media: newspapers, radio ortelevision.But I have to say that I have never, personally,had to deal with pressure on the part ofindustry or official bodies, or even my ownhierarchy, despite being much more exposed.It is important though that the information beprecise, reasoned and cross-referenced,although one occasionally comes across thespecific difficulty – impossibility even – ofrevealing one’s source.

Above all, then, it is a question of trust?In the field of defence, information comesthrough official press releases less than inother areas. Its credibility - as it is perceived bythe reader - therefore depends on the level oftrust placed in the newspaper and itsreporters… This notion of trust is crucial, eventhough – contrary to popular wisdom –journalists are rarely privy to state secrets.They can though decide to retain informationfor which they cannot measure the degree ofconfidentiality, in the absence of an identifiedsource.Trust is a shared notion. It relies on thepremise that no-one must overstep the limits

of their attributions. Journalists must not mixtheir role up with that of soldiers. Soldiers mustnot be tempted into manipulating information.One question people often ask me is: “Do youever get the impression you are beingmanipulated?” The danger is real of course.But it is a double-edged sword for themanipulator. As far as I am concerned, I haveno memory of having been confronted with itobjectively. “Trust” is not “collusion”, even ifthe work of journalists in the defence milieucan give rise to many fanciful notions.

This trust must obviously be mutual …Yes! I remember the bombing in the North ofChad of an airstrip occupied by foreign troops.There was no GPS at the time. The questionon everyone’s lips was: how did the FrenchJaguars arrive directly at their target? I thoughtI had found the solution. Correct or not, shouldI report it? When shortly afterwards the Frenchfighter pilots would have to repeat the samemission…A journalist’s limits are fixed by commonsense, even more so when military questionsare involved. Some lines must not beoverstepped. The first: do not put a life indanger. Similarly, do not interfere with theunfolding of an operation. More tricky is thenotion of national security which must not bemixed up with political choice or specificinterest.The work of an aeronautics journalist is notnecessarily the most exposed. And yet onemust not hesitate to take one’s share of risks.For several years, each summer, I had theprivilege and joy of being one of the few, if notthe only reporter authorised to fly over forestfires with the water bombers from French civilsecurity. This was one of the richestexperiences of my career. I have happymemories of those flights during which I madesome strong friendships, but I also remembercertain painful situations. Experience can

never be complete without the input of thishuman dimension.For all those years, I accompanied pilots,sailors and troops into different combats, fromthe first Iraq war to Afghanistan. Combattechniques have evolved and men have

adapted to them. In 1990, the French pilots’worries often revolved around the question:will we be able to work in coalition?Combat pilots, who tried out their first lasercapacity with AS30 missiles, nowadays workwith the most sophisticated modular air-to-ground weapons. Rafales have taken overfrom Jaguars and UAVs crisscross the Afghansky. Who still remembers little “Mart”, the firstFrench UAV used in combat, shot down andretrieved by the Foreign Legion in the firstdays of the ground offensive of “DesertStorm”?

Interview by Pierre Sparaco

3 Questions to ...

Bernard Bombeauon Defence journalism

Bernard BombeauRegular member of the Academy, Head of the Defencecolumn for the weekly magazine Air & Cosmos

Rafale, credits Dassault Aviation

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Life of the AcademyIn the last few months of 2009, theAcademy’s activities gathered pace.In October, the conference on “Airports andtheir challenges”, organised with the supportof the European Commission and French civilaviation authority, provided the opportunity forinternational air transport players to cometogether and pool ideas on issues facingairports. In his conclusion, Marc Thomas,administrator at the Air transport directorate forthe European Commission, summed up someof these questions. The proceedings will beavailable shortly and a recommendationsdossier is under way.On 18 November, a seminar involving theboard of governors was organised to look intodifferent aspects of the Academy’s internalworkings: the involvement of its members(especially outside France), modification of itsstatutes, activities and funding, externalrelations, image and influence.The Academy’s lecture cycles continued:• at the Paris Palais de la Découverte on the

theme “Space : science and applications”,with 3 lectures : Space in the 21st century, byGérard Brachet; The Earth as seen fromsatellites, by Anny Cazenave; Scientificaspects of the Galileo programme, by FélixPerosanz. The audience listened with greatinterest and posed a number of questionsafterwards. These lectures can be viewed onthe Palais de la Découverte website.

• at the Toulouse MédiathèqueJosé Cabanis, with the last ofthe nine 2009 lectures, givenby Vice-President PhilippeCouillard, on “ATV: missionaccomplished!” This brilliantly

illustrated lecture was accessible for the firsttime to the hearing impaired. Lectures fromthis cycle can be viewed on the Academy’swebsite.

On 26 November, the Academy held a forum atENAC (France's national civil aviation school)on the subject of “Helicopters and medicalemergencies”. A round table gave rise to alengthy exchange of ideas between thenumerous participants and the speakers.On 27 November, the Plenary session of theAcademy took place in the ToulouseMédiathèque José Cabanis then in the Salledes Illustres in Toulouse Town Hall. Lectureswere given in the morning by members BernardBombeau, Air & Cosmos, Bertrand deCourville, Air France, and Jacques Renvier,Snecma, who spoke of their very variedexperience in the areas of Defence journalism(see page 5), aviation safety and 35 years ofCFM engine development.The afternoon was given over to welcoming newmembers and correspondents and presentingawards and medals. At the end of the afternoon,a lecture was given by two former ENACstudents, Sylvie Loisel, flight test engineer withAirbus, and Patricia Haffner, A380 captain withAir France,who vividlydesc r i bedtheir expe-riences flight

testing and pre-paring the A380’sservice entry. Theirp r e s e n t a t i o ncaptivated the audi-ence and earnedthe admiration of all,and our warmest thanks go to them.The session was closed by Pierre Cohen,Mayor of Toulouse, who encouraged theAcademy in its work and expressed his thanksfor the Academy’s role in increasing the profileand renown of Toulouse and its region. Areception, courtesy of the Toulousemunicipality, provided a very pleasant end tothis successful day.DistinctionFellow member Alain Garcia, President of theAcademy’s Commission on Foresight, wasawarded the “Reed Aeronautics Award 2008”by the American Institute of Aeronautics andAstronautics for his European career.

Jean-ClaudeChaussonnet

Secretary General

Professor Joseph Singer, honorary foreignassociate member of the Academy, passedaway on 12 November last.I did not have the pleasure of knowingProfessor Singer personally – he entered theAcademy in 1986 on the amicablerecommendations of Marcel Barrère andPhilippe Poisson-Quinton, both regrettablydeceased – and it is as a former Onera manand President of Section II that I present thishomage that I composed with the help ofJean-Pierre Marec.Joseph Singer was born in Vienna, Austria, in1923 and emigrated to Israel in 1933. He wasvery active in Haganah, a clandestine Zionistorganisation created in 1920 to protect Jewswho had emigrated to Palestine. He was oneof the first Israelis to obtain a pilot licence,

proof of his growing interest in aeronautics.From 1943 to 1946 he served in the Royal AirForce in Britain, then pursued brilliant studiesat Imperial College London. After his return toIsrael, he was a founder member of theEngineering department of the Israeli AirForce. He then completed his doctorate inNew York at the Polytechnic Institute ofBrooklyn and joined Technion, Israel’s Instituteof Technology, remaining a consultant for theIsraeli Air force and Marines. In 1971 hebecame Vice-President (and later President in1986) of Israel Aircraft Industries.His abilities, particularly in the area ofmechanics and structure resistance, whethermetallic or composite, as well as his love ofteaching, naturally led him to become visitingprofessor in many American, British and

French universities. Professor Singer, whomhis friends knew as “Jozi”, was President ofTechnion from 1982 to 1986, at the same timechairing the International Council ofAeronautical Sciences (ICAS).To conclude, I would like to quote ProfessorOmri Rand, Dean of Technion’s Faculty ofAerospace Engineering and a former pupil ofJozi’s, who last week said “Joseph Singer wasthe first Israeli to be chosen as foreignmember of the American National Academy ofEngineering, the first Israeli in the InternationalAcademy of Astronautics, the first Israeli in theAir and Space Academy, and the first Israelielected as Fellow to the American Institute ofAeronautics and Astronautics. Scores of hisformer students occupy important positions inindustry and education”.

Homage given by Philippe Cazin, 27 November 2009

Left to right: 1. New correspondents; 2. New members.3. Dr-Ing. Udo Renner, Technical University of Berlin, Silvermedal winner; Didier Evrard and Dave Armstrong, Greatprize winners for their role in the SCALP-EG/StormShadow programme; Gen. Léopold Eyharts, French astro-naut at ESA, Vermeil medal winner.4. Speakers Sylvie Loisel and Patricia Haffner.

Homage to Professor Joseph Singer

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Comprehensive list and ordering facilities on our website: www.air-space-academy.org

Dossiers (bilingual French-English series)31 For a European Approach to Security in

Space, 2008, 64pp, €1530 The Role of Europe in Space

Exploration, 2008, 84pp, (out of stock)29 Air Transport and the Energy Challenge,

2007, 60pp, €1528 Airline Safety, 2007, 60pp, €1527 Space: a European Vision, 2006, 200pp,

€2026 Low-fare Airlines, 2005, 68pp, €1525 The UAV Revolution, 2004, 88pp, €1524 The Impact of Air Traffic on the

Atmosphere, 2004, 88pp, €1023 The Ballistic Threat: what policy for

France and Europe?, 2004, 40pp, €1022 Europe and Space Debris, 2003, 40pp,

€1021 Feedback from Experience in Civil

Aviation, 2003, 28pp, €1020 Pilot Training, 2003, 28pp, €10

General works In French unless marked with an asterisk• Lexique franglais-français, 2009, 70 p A5,

€10 • Les Français du ciel, historic dictionary

published by cherche midi under the direc-tion of L. Robineau, 2005, 784pp, €35

• *A positioning system “GALILEO”: strate-gic, scientific and technical stakes,English version 2004, 200pp, €19

Publications list

Histoire(s) d’espace, mission versHubble, Jean-François Clervoy, astronaut withESA, €19,90, 210p

The launch of the shuttle, a roundthe world tour in an hour and ahalf, zero gravity, flight risks, life onboard or extra-vehicular activity,passionate observation of the pla-net, the extraordinary solitude inorbit, the incredible uniqueness ofEarth… After experiencing all thisfrom the inside with Jean-FrançoisClervoy, things will never seem thesame again!

Aéropostale, Les carnets de vol deLéopold, Yves Marc, 2009, €29.50, 140pWhat went on in the heads of Mermoz, Saint-Exupéry, Daurat, Guillaumet, when they took thecontrols of their rudimentary Salmson, Breguet XIVor Laté 28? What could possibly have motivatedthem to endure, at the peril of their life (121 died inthe attempt), the worst possible flight conditionsover the desert, the Atlantic and later on, theAndes? And why so much courage, sacrifice,

e x a l t a t i o nwhen thesei n c r e d i b l ee x p e d i t i o n shad only oneaim: to carrysome letters (sometimes simple love letters) asquickly as possible between three continents? Thisbeautiful book revives the incredible adventure ofthese heroes through the imaginary recital of ayoung pilot, Leopold, who is supposed to have livedalongside them and thus collected theirtestimonies.

SelectedAerothermodynamicDesign; Problems ofHypersonic Flight VehiclesErnst Heinrich Hirschel, ClausWeiland, 2009, Springer / AIAA,€94,90This volume, aimed at engineers

and scientists, deals with design problems of aero-thermodynamic systems for hypersonic flight.

100 Volumes of ‘Notes onNumerical Fluid Mechanics’.40 Years of Numerical FluidMechanics and Aerodynamics inRetrospectErnst Heinrich Hirschel, Egon Krause2009, Springer, €147,65This volume includes 37 contributions to celebrate100 volumes of the NNFM series. After a generalintroduction, five sections take stock of develop-ments in digital representation of fluid mechanics.Von Ideen und Erfolgen ; 40 Jahre MAN TechnologieHans-Georg Hansen, Horst RauckBetween 1965 and 2005 the com-pany MAN Technologie was res-ponsible for the research, develop-ment, production and marketing ofproducts in the areas of aerospace,energy, electronics and technology.In 2005, MAN Technologie AG wastaken over by OHB Technology AG and ApolloCapital Partners GmbH. As MT Aerospace AG ithas continued to succeed in the aerospace world.

These works can be consulted at theAcademy’s documentation centre.

Members’ publications

• Ciels des Hommes, anthology proposed byL. Robineau, cherche midi, 1999, 222pp, €15

• Lettre-préface by R. Esnault-Pelterie tol’Histoire comique ou Voyage dans la Lune,by C. de Bergerac, introduction E.Petit, 1997,52pp, €12

• Au temps de Clément Ader, 1994, 172p, €21

Conference proceedingsEnglish or French according to speaker• Risktaking: a human necessity that must

be managed, 2008, CDRom, €20• Scientific and Fundamental Aspects of the

Galileo Programme, 2008, CDRom, €20• Legal Aeronautic Expert reports, 2007,

CDRom (out of stock)• Air Transport and the Energy Challenge,

2007, CDRom, €20• Aircraft and ATM Automation, 2006,

CDRom, €19

Forums (in French)23 Vision: a view of the spirit, 100 pages A4

colour, €15 22 Du bloc opératoire au cockpit d’un avion

de ligne, 2006, 100pp, A4, €1021 Vols très long-courriers, facteurs

humains mis en jeu, 2005, 110pp, A4, 10€20 De 14 h à 18 h de vol, et au-delà ; évolu-

tion ou révolution, 2004, 100pp, A4, 10€19 L’hélicoptère retrouve sa liberté, 2004,

60pp, A4, 10€18 Compétence du pilote, 60pp, 2003, A4, 10€

Annals 2001-2007Tome 1, Works, 2009, €20,FrenchThe goal of Annals is to give anaccount of the events of the previousyear. However the Academy’s annalswere temporarily suspended in 2000. The proliferationof activities at this point made it necessary to make achoice in the priorities to be given according to theAcademy’s resources. It was chosen to favour actionsrather than their referencing. We are now in a positionto reestablish this link with past events and offer aninteresting panorama of the years 2001-2007. A second tome will comprise texts of speeches, lecturesand homages presented during the public sessions.

Dossier 32: Risktaking2009, €15, FrenchThe Academy is witnessing a trendwithin European societies towardsover protectiveness and the resultingnotion of “zero risk”. Such a change in mentality, and thefear it engenders, can put a curb onand even bring to a halt certainaeronautics and space activities that

are indispensable to the progress of our society. The Academy thus organised a national conference onthe theme “Risk-taking: a human necessity that must bemanaged” from 4 to 6 February 2008. This dossier presents an initial analysis of what wassaid in the course of the conference, outlining thevarious points of view of the speakers and participants.An English version of this work will be available shortly.

A N N A L E SA C A D É M I E D E L’AIR ET DE L’ESPACE

2001-2007Tome 1 – Travaux

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For your diary

Lecture cycle “OF AIR AND SPACE”All lectures take place in French at 6 p.m. on the final Tuesday ofthe month at the Toulouse Médiathèque José Cabanis. Free entry.26/01 Toulouse and aviation23/02 Aviation accidents: feedback from experience30/03 French seaplanes from 1910 to 191827/04 New aircraft manufacturers25/05 Non identified space phenomena29/06 Foundation “Sciences et technologies pour l’aéronautique

et l’espace”28/09 Espionage by satellite and war in space26/10 Aviation and sustainable development30/11 Melting icecaps: the situation as seen from space

Aeroexpo Marrakech, 27-30 January, 2010The Academy is supporting this event and will bepresent on the GIMAS stand.Website: www.aeroexpo-morocco.com

Toulouse Space Show, 8-11 June 2010, PierreBaudis Congress Centre, Toulouse5 international conferences on International SpaceApplications, Breakthrough technologies in SpaceActivities, Space and Economy, Networks ofEuropean regions using space technologies,Complementarity of Earth and Satellite basedtelecommunications. Website: www.toulousespaceshow.eu

Cospar 2010: 38th Scientific Assembly of theCommittee on Space Research, 18-25 July2010, Bremen, GermanyInterdisciplinary conference on space science: 26presentation rooms and 2000 m2 of poster areaare made available in order to give 2,500scientists the opportunity to present their latestresults in space research and technology. Abstract deadline: Mid-February 2010. For full list of topics : www.cospar2010.org

HCI-Aero International Conference on Crew-Ground Integration3 to 5 November 2010, Cape Canaveral, USAGeneral Co-Chairs: Michael Feary, NASA, andPhilippe Palanque, University of Toulouse. ProgramCommittee Chair: Guy Boy, FIT & IHMC. Deadline: 2 Apr 2010 - Full Research Papers Deadline: 30 Apr 2010 - Industry & Early StagePapers, Posters, Panels, Demos, WorkshopsWebsite: www.ihmc.us/hci-aero2010

For more information on our events: www.air-space-academy.org

Supported events

Space and knowledge of the Universe2 pm, 4 February 2010 at the Palais de la Découverte, ParisWithin the framework of the lecture cycle set up by the Academy inpartnership with the Palais de la Découverte, this event aims torecall the important role played by space research in our knowledgeof the Universe. After a general introduction on European scientific space researchprogrammes, examples will be given of results recently obtained inour solar system (asteroids), and at the limits of the universe.• Europe (re)searching the Universe, Marius Le Fèvre, Academy

member, former ESTEC Director • Asteroids, Patrick Michel, Côte d’Azur

Observatory• The Universe of the 21st century, Alain

Blanchard, Astrophysics professor at PaulSabatier University, Toulouse

Bookings: conference@palais-decouverte.fr- 01 40 74 86 54

The Eye of Icarus: Exploring flightParis, Palais de la Découverte, 26 January to 3 May 2010This exhibition is made up of works of art (paintings and sculptures) byfourteen artists. The opening reception will take place on Thursday 4February. The exhibition will later be transferred to Toulouse.

Royal Aeronautical Academy ToulouseBranch Lectures 2010All lectures are in English at 6p.m. in theSymposium room, Building B01, Airbus Campus 1,Blagnac, France

16/02 Rolls-Royce Mini-Lecture Competition16/03 A320 Production Moving Line13/04 The Silent Aircraft Initiative18/05 Bird Navigation using MagnetismWebsite: www.RAeS-Toulouse.org

Lecture cycles

Exhibition

Les Entretiens de Toulouse - “Toulousemeetings”, 13-14 April 2010, Toulouse, in FrenchInteractive scientific training for aerospace players – engineers, researchscientists, decision makers – around ten areas of discussion: structuresdesign, materials, aerodynamics and acoustics, space and its uses,avionics, modelisation and simulation, onboard energy, R&D competitivitytools, new engine concepts, stakes of civil aviation.

Artificial vision; a view from thecomputer, DGAC Paris, 16 June 2010, in FrenchThis forum will aim to explore how the computer can helpor even replace human vision, looking into the latestprogrammes and applications.

Air Traffic and Meteorology9-10 November 2010, Toulouse, French and EnglishThe aim of this conference is to look at how meteorological data is used by

the air transport system, to bring out the meteorologicalphenomena that have a strong impact on safety orefficiency and to present the progress expected in thecoming decades.The conference will be oriented towards specialists andnonspecialists alike and will bring togetherrepresentatives of official bodies, airlines and airports.

Conferences, forums, meetings

The Lettre de l’Académie de l’Air et del’Espace is a two-monthly publication - ISSN1288-5223The conclusions and opinions expressed in thisdocument are those of the authors, within a context offreedom of expression cultivated by our Academy. Theydo not necessarily reflect the opinions of the Academyor its partners.EDITORIAL OFFICES/ADMINISTRATION:Air and Space Academy:BP 75825 - 31505 Toulouse Cedex 5Tel.: 33 (0)5 34 25 03 80 - Fax: 33 (0)5 61 26 37 56Email: publications@anae.frDIRECTEUR DE LA PUBLICATION/EDITOR: Gérard BrachetEDITORIAL TEAM: Jean-Claude Chaussonnet, Yves Marc,Pierre Sparaco, Martine Ségur, Lindsey JonesPRE-PRESS: Lindsey JonesTRANSLATION: Lindsey Jones, David WilliamsPRINTED BY: ENAC Service Édition7 avenue Édouard Belin - 31055 TOULOUSE CEDEX 4Previous issues:No.65 45 Years of commercial satellite operations,

November 2009No.64 Artificial Intelligence, September 2009No.63 Astronomy, from Galileo to neutrinos, June

2009No.62 Birth of Airbus, April 2009No.61 Wings! We want wings!, January 2009The full list of previous issues and other publicationscan be found on our website: www.air-space-academy.org

Credits: ESA - AOES Medialab