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Origins, markets and technologies

magazinesafran

NOVEMBER 2007 – No.2The safran group magazine

10 TOMORROw: Silence(R), Reducing aiRcRaft noiSe / 29 MaRkETs: a bRand-new wiRing SyStem foR the boeing 787

BIOMETRICSMAKES ITS MARK

sPECIaL REPORT

T he Safran Supervisory Board named me Chief Execu-tive Officer of the Group in September. I am fully aware of the responsibility this entails in relation to our em-ployees, of course, but also our customers, partners and shareholders – in short, everyone who has a stake in the Safran Group.

My predecessor Jean-Paul Béchat and the people who built the Group have left a considerable legacy. I fully intend to capitalize on this legacy, supported by my team. Our Group is still young, and we are pursuing our development on very solid foundations. We deliver brands that embody quality and trust, products that are often leaders in their market segments,

and technologies that bring us a decisive edge in contract bids. These are the assets that have made Safran a world-class cor-poration and a benchmark in advanced technologies. The year is not yet over, but we already know that our results for 2007 will be good. To take just one example, we are logging orders for commercial aircraft engines at an unprecedented

pace. Safran continues to sow other seeds as well, establishing our current position of strength and constructing solid foundations for tomorrow. Building on these achievements, we can look ahead with confidence. Technological excellence is at the core of our strategy and our corporate culture, and is focused on our customers. This excellence has always been, and will continue to be the key to Safran’s development. We are aiming for ambitious, yet balanced growth that meets the expectations of customers and shareholders alike, and allows us to meet our social and environmental commitments as an exemplary corporate citizen.

"We are looking ahead with confidence"

Technological Excellenceed

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essentials� 4A quick look at Safran Group news.

insight� 8Career startup help for the disabled.

t omor row�� 10Reducing aircraft noise through the European research program SIlEnCE(R).

special�report�� 12Biometrics makes its mark The most reliable defense against identity fraud is biometrics, and Sagem Sécurité is a global leader in this field.

panorama� 20CFM56 The world’s best-selling aircraft engine under test.

markets�� 2424 Safran, the power behind Ariane 5

26 Tech Insertion: eternal youth for the CFM56

28 M51, the key to French deterrence

29 A new wiring system for the 787

32 Félin, for tomorrow’s soldiers

34 A mobile phone by Porsche Design

35 The antistress printer

face-to-face�� 36Tarmac, a pioneer in aircraft recyclingInterview with Jean-Marc Thomas, Senior Vice President and General Manager of Airbus France.

JEAn-PAul HERTEMAnChief exeCutive OffiCer, Safran GrOup

In September 2007 Sukhoi rolled out the new Superjet 100 regional jet at its plant in eastern Russia, in front of an international crowd. Safran is a partner in this exciting new program.

SUPERJET 100 EN ROUTE

4 essentials

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

November 2007 _ Safran magazine Safran magazine _ November 2007

02-03contents

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On September 26, the runway at the Sukhoi plant in Komsomolsk-on-Amur, far eastern Russia, was much busier than usual, with more than 500 guests invited to witness the rollout of the new Superjet 100 regional jet. This is the first Russian commercial jetliner program designed to receive international certification. The Superjet 100 is a twin-engine regional jet carrying 70 to

100 passengers and featuring state-of-the-art technologies. The maiden flight is planned by the end of 2007, and the Superjet 100 should enter service with Aeroflot towards the end of 2008. Out of an estimated total market in this category of 5,500 aircraft over the next 20 years, Sukhoi Civil Aircraft projects sales of 800 to 1,000 Superjet 100s. Safran is one of the leading Western

partners in this program, since Group company Snecma teams up with NPO Saturn of Russia to produce the SaM146 engine, while Messier-Dowty supplies the landing gear. Several other Safran Group companies also contribute to this new regional jet.

K More www.parisairshow-2007.com, "Stories"

France’s future Barracuda class nuclear attack submarines will be fitted with the surface detection system (DAS) designed by Sagem Défense Sécurité. The system comprises a radar mast and two optronic masts, one integrating a passive electromagnetic detection sensor. It will provide day/night detection, tracking and sighting functions. The contract with French naval shipyards DCNS includes a firm order for the first submarine in the series, to be delivered in 2010, and conditional orders for the following units.

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

email: [email protected]

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

Printed by Imprimerie Vincent, certified imprim’vert, on PEFC accredited paperISSN: pendingThe articles and illustrations published in this magazine may not be reproduced without prior authorization. Cover photo© Nadia Rabhi

SucceSSful Superjet 100 rollout

Sagem Défense Sécurité to provide detection system for Barracuda submarines

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Weaving linkS With art

During the Paris Air Show last June, Safran Group com-pany Labinal displayed an artwork made entirely from the dif-ferent wiring assemblies it

produces. The artist, Elodie Givaudan, won a contest organized by aircraft wiring specialist Labinal for students at the Decorative Arts school in Paris, addressing the theme: “Weaving links with art”. Labinal’s main objectives were to spotlight its business and products in the eyes of customers, and to foster company-wide unity around a technology- related art project.

K Morewww.le-webmag.com

November 2007 _ SafraN magazine SafraN magazine _ November 2007

Safran’S open 60 racing boat launched

The Safran Group kicked off a major racing boat sponsorship initiative in December 2005, choosing skipper Marc Guillemot to take the helm. The program has shifted into high gear, with the launch of the new Safran Open 60 monohull racing boat, incorporating technologies from several Group companies. The new boat starts its racing career in November 2007 with the Transat Jacques Vabre transatlantic race, from Le Havre in France to Salvador de Bahia in Brazil. Next will come the Vendée Globe around-the-world solo race, starting in November 2008. Safran has created a special website for all ocean racing aficionados: www.safransixty.com

K Morewww.le-webmag.com, "3 questions to..."

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Safran aWardS 2007 prize to chineSe reSearcherS

Awarded for the last five years at the Beijing air show, the annual Safran Prize for research in China went to Li Zhiping and Lu Xingen this year. The first prize was awarded to Dr. Li for his work on improving unsteady flows in a compressor stage. The second prize was awarded to Dr. Lu for the development of strategies to increase surge margins in axial-flow compressors. The two prizewinners will travel to France to meet Group specialists in their fields and perhaps kick off future joint projects.


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06-07essentials

ardiden engine flying high in india

MeSSier ServiceS aSia addS 1,500 Square MeterS

Messier Services Asia’s Singapore plant has increased its floorspace to 12,000 square meters, enhancing its support capabilities. This facility can now handle a larger number of landing gear from Boeing 777, 737NG and Airbus A320, A330 and A340 aircraft, and will add support capability for the Airbus A350 and A380, plus the Boeing 787.

“Not only does this engine develop greater power,

especially in hot/high climates, it also offers

longer endurance, of up to 6,000 hours between

overhauls.”

PhiliPPe Couteauxdirector of aircraft turbine

engines at turbomeca

SageM avionicS expandS in dallaS

The Sagem Avionics plant in Grand Prairie, Texas (near Dallas) is moving to a larger building that offers some 6,300 square meters of floorspace. It supplies avionics systems for both helicopters and airplanes, along with support services. In particular, this plant makes avionics systems for the UH-72A helicopters recently chosen by the U.S. Army. Sagem Avionics is a subsidiary of Sagem Défense Sécurité (Safran Group).

K Morewww.safran-na.com (Safran website for North America)

On October 8, Messier-Dowty, a Safran Group company, officially inaugurated its new test facility in Vélizy, near Paris, dedicated to the landing system for the Airbus A400M military transport. The first landing system shipset had already been delivered to the final assembly line at the EADS CASA plant in Seville, Spain.

Launched in mid-2006 in collaboration with Messier-Bugatti, the new A400M landing system test facility covers some 1,200 square meters. The main test rig is designed to carry out operational and endurance tests of the landing gear kneeling, extension/retraction and steering systems. It represents the A400M’s own hydraulic, avionics and electrical systems. Selected as landing system supplier in 2004, Messier-Dowty is in charge of the design, development, manufacture, integration and support of the complete landing system for this new military airlifter. The test facility itself will be operated in conjunction with the company’s other test centers in Gloucester (UK) and Toronto (Canada), as well as the French government’s Toulouse Aeronautical Test Center.


Messier-Dowty inaugurates A400M test facility in Vélizy

On August 16, the Turbomeca Ardiden turbo-shaft engine made its first test flight on the Dhruv (Hindi for “pole star”) helicopter made by Hindustan Aeronautics Limited (HAL). The French engine-maker started teaming up with the Indian aircraft manufacturer in the 1960s, first on the Artouste, then on the TM333-2B2. Since the power output of the latter engine (1,100 shp) no longer met Dhruv requirements, Turbomeca proposed that HAL participate in the development of a new 1,200-shp engine. This led to the Ardiden 1H, at the time still called “Shakti”, the Hindi word for power. In addition to the initial Indian market, spanning some 200 new Dhruv helicopters currently fitted with the TM333-2B2, the Ardiden engine is targeting a global market, as powerplant for twin- engine helicopters in the 5 to 7-ton class.


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November 2007 _ SafraN magazine SafraN magazine _ November 2007

chipS in Morocco

By 2014, some 12 million drivers’ licenses and registration papers will be fitted with electronic chips in Morocco. The Moroccan Ministry of Equipment and Transportation issued the first documents of this type in August. These cards are fitted with chips to ensure the security of data updates. The cards are supplied by Sagem Orga GmbH as part of a secure document system contract awarded by the Ministry of the Interior to Sagem Sécurité, part of the Safran Group, and its partners, the industrial firm M2M and the bank Attijari Capital Risque. With this project, Morocco becomes a pioneer in the introduction of electronic ID cards.


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tWo Million Mpeg4 decoderS!

Sagem Communications (Safran Group) delivered its 2,000,000th MPEG4 digital TV decoder in early October, solidifying its dominant position in the sector with a complete range of terminals for the four current broadcast technologies: IP, satellite, DTTV and cable. At September 30, 16 telecom operators had chosen Sagem Communications equipment for their IP television services.

delivery of firSt a380

Airbus has delivered the first of 19 A380 super-jumbo jets ordered by Singapore Airlines, in a three-class layout for 471 passengers. Other deliveries will follow, to Singapore Airlines as well as Emirates and Qantas. Ten Safran Group companies contribute to the A380.

K More www.le-webmag.com

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November 2007 _ safran magazine safran magazine _ November 2007

08-09Insight

A longside Safran’s corporate sponsorships in sports and culture, the Group is actively involved in helping the dis-

abled. To this end it has set up a Foundation intended to provide aid for young adults in difficulty. One of its projects, named Elan and launched in 2005, is working with all Safran compa-nies to facilitate the long-term employ-ment of young disabled people, regard-less of their disability (motor, sensory, mental or degenerative pathology).

Group-wide participation “We noticed that the number of disabled people obtaining diplomas or qualifica-tions declines as the academic level

rises,” explains Christian Mari, chair-man and CEO of Teuchos (an engi-neering company in the Safran Group) and the initiator of the Elan project. “Unfortunately we can’t reverse this trend all by ourselves, but in our own companies we can try to help those with a vocational training certificate earn a vocational high school diploma, or someone with a technician’s certificate become an engineer, and so on.” From this starting point, the human resources departments at Safran Group companies were called on to define jobs that would be accessible to disabled indi-viduals and also compatible with work-study training. Within a few months the HR staff had identified some 38 available

Elan in an iT dEparTmEnT An example of the Elan project in action can be seen in the Safran Group company Teuchos, where Pierre-André Charlery is serving an apprenticeship in the company’s IT department. His impaired hearing does not prevent him from working on maintenance and providing assistance to users, helping to install software and user accounts. “The people I work with are patient and take care to speak clearly. So everything goes well without any need for special arrangements at my workstation,” explains the young man who completed the first part of his Management IT diploma in September 2007.

workplace. Since 2006, twenty-five disabled young adults in a work-study degree program have been offered internships by Safran Group companies. This is a flagship initiative of the Safran Foundation, dubbed “Elan”.

Career startup help for the disabled

positions, representing all professions in the Group. The Safran Foundation is supporting the Elan project with a grant of 200,000 euros over two years. This has made it pos-sible to join the Tremplin (Springboard) association – an organization that spe-cializes in the recruitment of disabled individuals – and to finance the training of tutors for the future apprentices, as well as any necessary modifications to work-stations. “The program has a unifying effect internally because it spurs active ©

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FurThEr supporT For ThE disablEd by ThE saFran FoundaTion

In addition to the Elan project, the Foundation helps disabled individuals in other ways. One example is the support it gives to Arlette Racineux, a highly accomplished tennis player and member of the French disabled sports federation “Handisport”, who is on the staff at Famat (a Safran Group company). To help her prepare for the Beijing 2008 Paralympic Games, the Safran Foundation has given a 15,000 euro grant to the Atlantis Tennis Club at Saint-Herblain (West France), where the champion trains. Ranked third in France, and 22nd worldwide, Arlette Racineux has already won two bronze medals in ladies’ doubles, at Barcelona in 1992 and Atlanta in 1996.

disabled persons can easily be part of a team.

pierre-andré Charlery (left) during his apprenticeship at the Teuchos (safran Group) iT department.

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participation by all companies in the Group. It is also a good example of the sort of initiative the Foundation hopes to support,” says Louis Le Portz, chair-man of the Safran Foundation. Over a period of nine months the Group’s human resources departments received 72 applications from all over France.

encouraging a change of attitude While adhering to traditional inter-viewing methods, the recruiters paid particular attention to specific param-eters, such as the candidate’s determi-nation to study for an examination and pass it, and the convenient location of their homes in relation to the work-place and school. In September 2006, 25 apprentices joined Safran Group companies. Their fixed-term contracts run 18 months to three years, until final ratification of their diplomas. “This project is first and foremost an educa-tional operation intended to change the way people see the disabled, by demon-strating their aptitudes and their ability to fit into a professional workplace like anybody else,” Christian Mari explains. “A few months before the end of their internships, Safran’s human resources managers will start advising our soon-to-be-qualified interns in their search for employment, both inside the Group and elsewhere. With Elan, our aim is to make sure that this first experience will inspire companies to keep the momen-tum going.” ■

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10-11tomorrow

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Viewpoint

Michel larocheSenior Vice PreSident, AeroSPAce technologieS, SAfrAn grouP.

“Both snecma and the safran Group rose to the occasion”

on aeronautics research in europe, or acare, has issued a very ambitious noise reduction objective of 10 decibels from 2000 to 2020. Silence(r) should help us achieve 5 decibels of this reduction.” noise is a highly complex phenomenon, as shown by the number and diversity of participants in Silence(r): a total of 51 companies and organizations, coor-dinated by Snecma. research focused on four main areas: engines, nacelles, active noise control and aerodynamic noise.

Beyond enginesSnecma worked on engine and nacelle noise research, ranging from fan noise to air inlets, as well as new nozzle shapes. two other Safran Group com-panies, Messier-Dowty and Messier-Bugatti, focused on reducing landing gear noise (from the structure, wheels, brakes and equipment) during the landing approach phase. “Silence(r) is the first major noise reduction program in which we took an active role,” says patrick Monclar, head of research & technology for the two companies. r&D efforts over the last few decades on reducing engine noise have been so successful that noise from today’s engines no longer cloaks the aerody-namic noise from landing gear and other parts of the plane. “we worked on short-term solutions,” adds Monclar, “such as adding fairings to our current landing gear, and these were flight-tested on an airbus a340. looking further ahead we studied landing gear designs that integrate noise reduction. wind-tunnel tests of a scale model demonstrated the potential benefits of this work.” Fellow Group company aircelle was equally successful, with the develop-ment of a prototype for a low-frequency plug (the central part of the nozzle), a primary nozzle specifically designed to reduce combustion and hot jet noise. according to christophe thorel, head of r&t at aircelle, “Ground tests of the plug and flight tests of the nozzle validated these concepts, developed in collaboration with Snecma.” aircraft manufacturers are now tak-ing a very close look at these areas of research, and the most promising

concepts could quickly lead to practi-cal applications. with Silence(r) now completed, research is continu-ing through other programs*, and the

magic number is still 10 decibels! ■f. lert

* See the article “Clean Sky” on www.le-webmag.com

Europe helped fund the sILEnCE(r) program. What are the European Commission’s objectives for the aviation industry? In addition to considerable government support in each country, such as provided by the DPAC (civil aviation program directorate) in France, the European Commission is fully committed to helping the aviation industry in member countries bolster their competitiveness. It’s now clear that this industry creates wealth and brings a host of benefits to Europe. At the same time, these countries are very concerned about the environmental impact of air transport, and want to make sure that this impact is significantly reduced as the industry grows. The European Commission has therefore supported a “Strategic Agenda” setting out these goals, and industry has responded with very concrete research proposals.

sILEnCE(r) had some very concrete goals, but wasn’t it also an opportunity to enhance the recognition of snecma and the safran Group? Absolutely! Snecma is bolstering its image as a major European engine-maker, comparable to Rolls-Royce. Safran, the leading supplier of aircraft equipment in Europe, has the same objective. SILENCE(R) had to meet some major challenges, and

both Snecma and the Safran Group rose to the occasion. The European Commission took note of our excellent results, and our partners have expressed their satisfaction as well. In short, this major research program has helped us further burnish our image.

Will there be a follow-on to the sILEnCE(r) program? Certainly, since European programs are generally geared to the long haul. SILENCE(R) was launched as part of the 5th PCRD framework research & development program. Then came the 6th, and today we are starting on the 7th PCRD – it’s an ongoing research effort! The aim is not only to meet increasingly stringent environmental regulations, but also to anticipate them, if possible. Through a new program called Open Air, we will be working on technologies even further upstream. And don’t forget the national research programs. In France, after Maia and Inca, we are now participating in the Iroqua network for basic research in acoustics. Another major program has been launched by the French Ministry of Industry, concerning composites. Both Snecma Propulsion Solide and Aircelle are taking part, with a project for a high-temp nozzle incorporating acoustic treatment.

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NOISE REDUCTION: TRENDS AND OUTLOOK

Current generation

SILENCE(R) Objective

Old generation

noise level per aircraft operation

ACARE Objective

EUROPEAN OBJECTIVES fOR 2020

The European Commission has issued various recommendations which aim to make Europe a global leader in aviation, while also providing the best solutions for society as a whole. Certain objectives have been set for 2020:

L aunched in 2001, the Silence(r) research pro-gram came to an end in July 2007 with the large-scale validation of various noise reduction technologies for

commercial jetliners. it was designed to investigate not only engine noise, but also the aerodynamic noise produced by the airframe and aerostructures. “Silence(r) aimed to prove the maturity of these technologies, pav-ing the way for development and then practical applications,” explains eugène Kors, coordinator of the Silence(r) program at Snecma, part of the Safran Group. the advisory council

rEsEarCh. the Silence(r) aircraft noise reduction research program has now been completed, with some very concrete results.

flyINg IN SIlENCE

• Decreasing fuel consumption per passenger-kilometer by 50% (20% through improvements to engines).

• Decreasing noise by 50% (aCarE objective), including all noise sources: aerodynamics, landing gear, engines, etc.

• Decreasing nitrogen oxide (nOx) releases by 80%.

The most reliable defense against identity fraud is biometrics, and Sagem Sécurité is a global leader in this field.

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BIOMETRICS FROM HEAD TO FOOT P. 14

SECuRITy ACROSS THE BOARD P. 16

A TECHnOlOgy pRIMER P. 18

BIOMETRICS MAkES ITS MARk

FACTS & FIGURES

special report>140 biometric systems by Sagem Sécurité in service with governments worldwide .

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65%of biometric systems are based on fingerprints.

53 billion dollarsThe annual cost of identity fraud in the united States.

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to Didier, “You are sometimes asked to show two pieces of ID, which means that society has doubts about the integrity of these documents.” These “proofs” of identity clearly have limits, because they can be falsi-fied. Furthermore, more and more transactions are taking place online, without buyer and seller ever meeting each other. Biometrics may well be the only possible link between the real and virtual worlds, to guarantee identities and carry out operations in total security.

from official documents to personal accessoriesThe first use of biometrics in the modern world can be traced to the police. All major police forces around

the world now deploy systems capable of enter-ing, storing, retrieving and comparing mil-lions of finger-prints, and doing so very quickly. However, the fastest growing market today is for civilian applications: ID

cards, passports, voter cards, social security cards, etc. Sagem Sécurité is the global leader in this growth sec-tor, having delivered over 100 million biometric ID certificates worldwide. Biometrics is used in all of these cases to protect against fraud and abuse. In elections, for instance, bio-metric voter cards keep people from voting more than once. “In Gabon, the opposition asked the president to set up a biometric electoral system to prevent fraud,” explains Philippe Larcher, director of programs and products at Sagem Sécurité. The Democratic Republic of the Congo is one of the latest countries to use biometrics for voter identification, calling on European funding and a partnership with the UN. Another civilian application is physical access control. For example, airports, nuclear plants and ports are

Special reportcontext. How do you guarantee personal identification in an increasingly electronic world? Biometrics has emerged as one of the most reliable solutions to address this very thorny problem.

Biometrics from head to foot

very sensitive sites that are now fitted with effective ID systems. Biometrics may also be used in consumer- oriented applications where the stakes are not quite so high, namely logical access control. For instance, a PDA or mobile phone may use biometric validation instead of the traditional PIN. Many other applications also call on biometrics, from driver licenses and payment terminals to border con-trols. Biometric technologies have proved to be very useful in protecting

citizens and safeguarding democracy, although at the same time they have been criticized for restricting indi-vidual liberty (see the interview with Anne Carblanc above). Biometrics is quickly becoming indispensable in today’s world, which is why its use must be carefully controlled. “Our position at Sagem Sécurité is to explain and deliver the technical capabilities, so that governments can make the right choice,” concludes Bernard Didier. ■

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safran magazine _ November 2007November 2007 _ safran magazine

VIEwPOINT

ANNE CARBLANC*,PrinciPal aDministrator at the oecD

Why is an organization like the oecD interested in biometrics? Biometrics is enjoying fast-paced growth. But while its main purpose is to enhance citizens’ security, if used dishonestly it may also entail certain risks in relation to the protection of people’s lives and personal data.

What specific risks are you referring to? Biometric data is not like other data: it doesn’t stop “living” once the data is collected. The data is processed, stored and possibly transmitted over networks and

shared. So there is a risk that biometric data collected for one purpose may be used for another, or even compromised. But if there’s a problem, it’s not like replacing an ID card: we can’t get a replacement eye or finger!

What mechanisms are generally applied to prevent this type of misuse? The main protection is legal. There are a number of national or European laws to protect our personal data. One of the major principles applied is transparency. You can’t collect information if the person concerned is not aware of the fact. The purpose of the data being collected

has to be explained, as well as how the information is to be used. Any person for whom biometric data has been collected must know who holds the data, so that they can request corrections in case of error. Another major principle is technical security: biometric systems must be secure to prevent pirating, expropriation or misappropriation. Over and above the legal obligation, this is also an essential prerequisite for mutual trust between individuals and the company that collects the data.

* Principal Administrator at the OECD, leader of the Information Security and Private-Consumer Policy working group, which published a report on biometric technologies in 2003.

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Legal and ethical aspects of biometrics

I t seems that biometrics has always been used for identification. In the second century B.C., the Chinese emperor Ts’In She was

already authenticating certain seals with a fingerprint. This budding use of biometrics was then forgotten, only to be rediscovered by william James Herschel in the mid-19th century. “He was an English officer in charge of building roads in Bengal,” explains Bernard Didier, Vice President R&T Business Development at Sagem Sécurité (Safran Group). “He had his subcontractors sign contracts with their fingerprints, thus making it eas-ier to find them if they defaulted.” This application already expresses the basic principle of biometrics: to identify a person based on certain characteristics, whether anatomical (size, fingerprints, iris, odor, etc.) or behavioral (way of walking, footfall, handwriting, etc.). Biometrics is inextricably linked with the question of identity. Until now, it was relatively easy to prove one’s identity by certain possessions (a key to show ownership of a car, for example), or by knowing a secret (password). Official ID cards are also a proof of identity, but according

100 millionbiometric ID certificates delivered worldwide. Sagem Sécurité is the global leader in this growth sector.

A wEApOn AgAInST ID FRAuD

Biometrics is proving to be one of the best defenses against identity theft and fraud, which is a lot more common than one would think. In the United States, for instance, a Federal Trade Commission study estimates the financial damage to the U.S. economy due to ID fraud at $53 billion! In the United Kingdom, the estimate is £1.72 billion. And all indications are that this type of fraud is accelerating at a dizzy pace. Of course, Internet use continues to boom, and in the virtual world, it’s still relatively easy to pretend you’re somebody else!

Henri léon Scheffer was the first criminal to be identified by the paris police from fingerprints, in October 1902.

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16-17Special report

S agem Sécurité, part of the Safran Group, is a pioneer in biometric systems for police forces. In fact, it leads the field, with more than

60 systems up and running worldwide. Its client list includes such prestigious organizations as the FBI, the British Home Office, Interpol and the Ger-man and Australian police. The FBI’s database, for instance, lists more than 700 million fingerprints, and is con-sulted more than 50,000 times a day. For many years, this was the core business at Sagem Sécurité, accounting for half

of its biometric revenues. Today, civil-ian applications have caught up with, or even surpassed police applications, and often involve very hefty contracts.

Biometric ID cardIn South America, Colombia chose Sagem Sécurité to provide a highly secure biometric ID card to all citi-zens over 14 years old by the end of 2009 – a total of 33 million people! The company’s engineers developed mobile registration stations which will travel around the country to accom-

plish this immense task. Sagem Sécu-rité (Safran Group) is already an old hand at this type of operation, since it has conducted similar campaigns in Malaysia and Mauritania. Further-more, since 2006 Sagem Sécurité has been working in Mexico to deploy a huge multibiometric system – combin-ing fingerprints and facial recognition – to combat electoral fraud, one of the problems facing this young democracy. Mexico will have the largest multibio-metric system in the world. Today, more than 140 governmental systems

32,500The number of controls carried out daily by the Sagem Sécurité biometric access control systems installed at the two main paris airports, Charles-de-gaulle and Orly. More than 100,000 employees have been registered with the system, one of the largest of its type in the world.

VIEwPOINT

YVES MOSSé,Director of the ntic Project at the french ministry of the interior

There is a bit of confusion about the word “biometric”. In fact, to be exact, the current passport in France already has a biometric component, namely the photo, which is digitized and stored on a chip inserted on one of the pages. What is generally called a

biometric passport in fact designates a new passport that will be mandatory starting in June 2009, in application of a European regulation. The main difference from the current passport is that, in addition to the photo, it will also have two digitized fingerprints.

The widespread use of this passport will help us fight against identity theft and fraud, and also facilitate border checks. The French data protection authority (CNIL) will shortly be asked to issue a recommendation on this matter.

When will the french passport go biometric?

information, including fingerprints and photos (see the interview above with Yves Mossé). In the words of Jean-Paul Jainsky, Chairman and CEO of Sagem Sécurité: “we’re a global operator, capable of pro-viding real turnkey solutions that meet government needs for all aspects of ID management.” ■

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built by Sagem Sécurité are in opera-tion around the world.

Border controlwith terrorist threats on the rise and immigration at the forefront of govern-ment concerns, biometrics can also be applied to border control systems. For example, Sagem Sécurité supplied five major airports in Britain with special automatic control stations that allow frequent flyers and volunteers (travelers have to register) to avoid the manual passport control windows. The passen-ger enters the booth, looks at a camera which analyzes the iris in both eyes, and, if everything is in order, the gate opens on the other side in just a few seconds. Dubbed “Iris”, this system greatly speeds up passenger traffic in airports. It’s a very timely solution, given the rapid growth in air travel and the upcoming service entry of the Airbus A380, with some 600 passengers all eager to deplane in short order. Sagem Sécurité is a coordinator of the Visabio project, a biometric visa issued by France to foreigners entering the Schengen area (15 European countries requiring a single visa). The company has also won a contract for Europe’s future visa system, tasked with guar-anteeing the authenticity of biometric

Biometric access control system.

Automated ID control booth for travelers.

Recording travelers’ biometric data.

success. Biometric applications are booming, driven by increased security needs and the growing demand for protection against all types of fraud. Sagem Sécurité is ideally positioned to capitalize on these opportunities, since it is already a global leader in biometrics.

security across the Board

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BIOMETRIC BODy pARTS

The quality of a biometric analysis depends on a judicious choice of the body part, which has to meet three main criteria: it has to be universal, unique and unchanging over time. Several parts of our body meet these criteria. The uncontested king is of course the finger and its print, which combines accuracy and comfort (it’s easier to place one’s finger on a detector than to place your eye in front of a camera). But other approaches have made breakthroughs in recent years. In particular iris recognition is at least as accurate as fingerprints, while facial recognition requires a relatively simple detector (a camera), but is not as accurate. Another key biological element is of course our DNA, reputed infallible, although entailing certain legitimate ethics issues. However, the DNA must be physically sampled from the person to be tested, and the processing is long and costly. A person can be identified from his or her palm prints. Or even from walk, or footfall patterns, but both of these techniques are still nascent and do not offer sufficient precision.


18-19Special reporttechnoLogy. How does a system differentiate between individual fingerprints, irises or faces? That’s the job of biometric processing software, which calls on very different methods depending on the body part in question.

a technology primer

W e usually see only the out-side aspect of a biometric system, namely a finger-print reader or camera.

But it’s what behind the detector that counts: the software that processes the data gathered by the detector, and the database used to compare the new fin-gerprint with all previous ones. Therein lies the added value of a biometric sys-tem, which has to combine performance, precision and reliability, since most large systems of this type operate 24 hours a day, 7 days a week. But how exactly do they work? Every-

The system identifies as many of these points as possible, assigning spatial and angular coordinates to each minutiae. Once this “map” has been established, the system compares it to minutiae already in its database. If two data sets are identical, then it’s the same person. This technology is already considered mature, and currently accounts for more than 65% of the biometrics market.

filming facesFace recognition, although less wide-spread, is also a very successful technique, largely because it is relatively easy to use. The face is first filmed, in close-up or from a distance, depending on the venue (airport, street, etc.), the system used (close-up or wider angle view) and the degree of accuracy desired. The system identifies the face on the screen, formats it, if necessary adjusting the perspective, and then compares it to a list of faces in its memory, using very sophisticated algo-rithms. One of the main advantages of these systems is that they are comfortable (people are simply “shot” by a camera), and intuitive (anybody can check if the system has made a mistake or not). On the other hand, reliability depends on the shooting conditions. If the subject is poorly lit, too far away or out of focus, the results will not be as accurate. Once again, however, technical advances are making these systems increasingly toler-ant of less than ideal shooting conditions. This is still a relatively recent technology,

and currently accounts for a little over 10% of the market.

coding eyes Another identification technique now being developed is for the iris, which offers theoretical precision at least equal to fingerprints, but is not as comfortable (you have to position your eye in front of a reader). when you take a closer look, the iris comprises a seemingly chaotic entanglement of micro-tubes, in a pat-tern that is specific to each person. The system divides this tangled mass into eight concentric circles, like a target. The pattern in each one looks something like a barcode. Processing the image with

thing depends on the biometric marker involved…

Zebra skin and fingerprintsLet’s start with fingerprints. when you place your finger on a detector the pro-cessing software analyzes the ridge pat-terns, which look a bit like a zebra skin. It determines the points of interest, which specialists call minutiae. There are two main types: ridge endings and bifurca-tions. These are the points that enable analysts to tell the difference between individual fingerprints.

1. FABRICATIOnof the prisms for fingerprint detection.

2. ASSEMBly of fingerprint detectors.

3. InTEgRATIOnof the fingerprint recognition module.

4. ADJuSTMEnTof fingerprint sensor.

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a filter, the system converts this barcode into a series of digital bits – “0” and “1”. All that’s left is for the system to compare these strings of figures with those in its memory to distinguish between two indi-viduals. The market for this technology is still emerging. There are other biometric techniques, including those based on DNA, but they are still relatively insignificant in the market. The basic principle behind fingerprint, iris and facial recognition systems is well known, but each manufacturer has its own secret technology recipe, which it keeps under lock and key! ■

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A CFM56-powered airplane takes off somewhere in the world every 3 seconds. Safran Magazine takes you on a guided tour of Snecma’s engine test facilities at Villaroche, near Paris.

CFM56, the world’s best-selling airCraFt engine under test


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panorama1. asseMblyA CFM56 at the end of the assembly line in Villaroche.

2. transport The engine is transported to the test zone. An intake duct has been fitted to the front of the engine.

3. preparation Attached to a pylon, the CFM56 is “clothed” in its nacelle.

4. MeasureMent instruMents The different measurement channels are installed on the engine prior to the test.

5. testWhile the engine spools up on the test stand (see page 20-21), control room staff concentrate on the readings.

6. ready For deliveryOnce they have passed their tests, the engines are protected and placed in a standby zone while awaiting delivery to customers.

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CFM56, a FrenCh-aMeriCan airCraFt engine

The CFM56 turbofan engine is designed, produced and marketed by Snecma (Safran Group) and General Electric through the equally-owned CFM International. It mainly powers the two leading families of short/medium-range twin-engine commercial jets, the Airbus A320 and Boeing 737. With more than 17,000 engines in service, the CFM56 is the world leader and the best-selling engine in the history of commercial aviation. At September 30, 2007, 26 years after the service entry of the first CFM56, the partners had already recorded orders for 2,290 engines since the beginning of the year – an all-time record. Both partners are responsible for engine assembly and testing. In France, CFM56 engines are assembled at Snecma’s Villaroche plant, south of Paris. Each engine is of course extensively tested before being delivered to the customer. So far this year, Snecma has already checked out more than 550 engines on its test rigs, about the same as General Electric.

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A riane 5 is one of the most successful launch vehicles on the market today,” says Jacques Serre, Vice President

and General Manager of the Space Engines division at Snecma, part of the Safran Group. By 2009, Snecma will have delivered all engines for the 30 Ariane 5 launchers in the original “PA” batch order by Arianespace. The new “PB” order will then take over, with 35 more Ariane 5 launchers in the heavy-lift ECA version. “We signed a Memorandum of Understanding with EADS Astrium, the industrial prime contractor, at the Paris Air Show this summer,” adds Serre. “Our aim is to ensure the continued supply of rocket propulsion systems for five more years starting in September 2009. The con-tract should be officialized by March 2008.” Safran is involved in the Ariane 5 program at several levels, through four companies: Snecma Propulsion Solide, in charge of the MPS solid rocket mo-tors (SRM), Snecma, in charge of the cryogenic engines (fueled by liquid hydrogen and liquid oxygen), Tech-space Aero, producer of the launcher’s

SPAce. Following an initial batch order for 30 Ariane 5 launchers in 2004, Arianespace ordered a new batch of Ariane 5 ECA launchers from EADS Astrium last June. The Safran Group plays an active role in the success of the European launcher, with several companies supplying key systems and equipment.

Safran, the power behind ariane 5

November 2007 _ SAfrAn magazine SAfrAn magazine _ November 2007

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control valves, and Labinal, supplier of the wiring harnesses. “Snecma is a cryogenic rocket engine systems integrator,” notes Jacques Serre. “We’re in charge of the propulsion systems on the liquid-propellant stages, including the HM7B engine for the upper stage and the Vulcain 2 engine for the main stage, along with all equipment needed for engine control and fuel supply.”

Industrial teaming On the Vulcain engine in particular, Snecma coordinates the work of a number of leading European companies: EADS Astrium’s Ottobrunn plant in Germany provides the thrust chamber; Volvo Aero Corporation of Sweden supplies the nozzle and turbopump turbines; and Avio of Italy makes the liquid oxygen turbopump. The electrical harnesses for the engine, featuring fire-resistant thermal protection, are supplied by fellow Safran Group company Labinal. “We also make the harnesses for the cryogenic main stage,” adds Michel Al-lard, sales & marketing director at Labi-nal. This stage includes eight cryogenic valves provided by Techspace Aero, the Group’s Belgian subsidiary. According to

Michel Gruslin, head of space programs at Techspace Aero, “These valves are used to inject the liquid hydrogen and oxygen, and control the mixture ratio of these two cryogenic propellants.” The huge solid-rocket motors, or boost-ers, are “developed and produced by an equally-owned subsidiary of Avio and Safran, called Europropulsion,” notes Michel Dutrop, head of the space pro-pulsion group at Snecma Propulsion Sol-ide, Safran’s solid propulsion specialist. Snecma Propulsion Solide’s Bordeaux plant makes the solid booster nozzles using advanced thermostructural com-posite materials capable of standing up to exhaust temperatures exceeding 3,000°C. In addition, Snecma Propulsion Solide produces the titanium tanks for the liquid helium used for control and pressurization of the upper stage. The ninth launcher in the PA batch order will lift off in November 2007, while the first launcher in the follow-on PB order is scheduled to lift off from the Guiana Space Center (Kourou, French Guiana) in the second half of 2010. ■

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UPPER STAGE Snecma HM7B cryogenic engineSnecma propulsion SolideTitanium helium tanks

MAIN STAGE SnecmaVulcain 2 cryogenic enginetechspace aeroCryogenic valvesLabinalElectrical harnesses for stage and engine

BOOSTERSeuropropulsion(50/50 joint venture, Safran and Avio): MPS solid rocket motorSnecma propulsion SolideMPS nozzle

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commercIAl engIneS. The CFM56 technology improvement program, dubbed “Tech Insertion”, enables airlines to reduce engine maintenance costs, NOx emissions and fuel consumption.

tech inSertion: eternaL youth for the cfM56

An Airbus A320 took off this summer powered by CFM56-5B engines built to the new Tech Insertion standard.

Directly derived from the Tech56 research program, the upgraded Tech Insertion version offers a num-ber of advantage to airlines operat-ing CFM56-5B or -7B engines. “We launched the Tech56 research pro-gram at the end of the 1990s because we expected the new generation of Airbus and Boeing single-aisle jetlin-ers to make their appearance towards 2005,” explains Jean-Pierre Cojan, head of the Commercial Engines division at Snecma (Safran Group). But since the two plane-makers didn’t seem ready to develop any new-gener-ation planes at the time, Snecma de-cided to apply the technologies devel-oped through this program to the two current CFM International best-sell-ers, the CFM56-5B and CFM56-7B.

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“We looked at the possibilities offered by these new technologies,” says Co-jan, “and applied them to existing engines.” The aim is to add value for CFM International customers through continuous improvements to their engines, whether new or already in service, allowing them to cut main-tenance costs and fuel consumption. “This program concerns at least ten thousand engines,” adds Cojan. “It will also enable us to keep them in service once the new ICAO [Interna-tional Civil Aviation Organization] emission standards for oxides of ni-trogen, or NOx, take effect in 2008. The resale value of both engines and aircraft will benefit directly from Tech Insertion. Airplanes are a bit like cars; the older ones lose their value faster than new ones, so it’s to our advantage to maintain engines to the most recent standard.”

enhanced efficiency and longevityAll new CFM56-5B and -7B engines will now be built to the Tech Insertion standard. Engines already in service can also be fitted with upgrade kits during general overhauls by Snecma Services or General Electric Services. As Jean-Pierre Cojan notes, “Starting now, all customers will receive Tech Insertion versions of these engines. We are no longer producing the former version, except of course spare parts for cus-tomers who choose not to modify their engines to the new standard.” Improvements to the CFM56 focus on the low-pressure compressor, com-bustor (combustion chamber) and the high- and low-pressure turbines. CFM International has developed new HP compressor blades, using advanced 3D aerodynamic design and analysis methods. The new design not only improves engine efficiency, it also

minimizes parts wear and reduces sensitivity to clearances. By using ad-vanced analysis tools developed for the twin-annular pre-swirl (TAPS) type combustor, CFM International also improved cooling of the CFM56’s annular combustors, which reduces NOx emissions and gives sufficient mar-gins in relation to new environmental protection standards. Tech Insertion engines will offer lon-ger life “on-wing” (without removal for servicing), reduce maintenance costs by about 5%, decrease nitrogen oxide emissions by 15% to 20%, and signifi-cantly decrease fuel consumption. In other words, Tech Insertion rejuve-nates the best-selling CFM56 fam-ily, while awaiting the advent of its successor, derived from technologies developed through the new Leap56 research program and expected to hit the market towards 2015. ■

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Program milestones

> September 2004: official launch of the Tech Insertion program, using technologies developed through the Tech56 demonstrator.

> november 2005: flight tests on General Electric’s Boeing 747 flying testbed based at Victorville, California. Ground tests follow at Snecma’s Villaroche plant. A total of six engines are used for these tests, logging a total of 1,150 hours.

> September 2006: certification by the European Aviation Safety Agency (EASA) and the FAA of the United States.

> May 2007: service entry of Tech Insertion standard engines on Boeing 737 Next Generation jetliners.

> September 2007: service entry of Tech Insertion standard engines on Airbus A320 family jetliners.

the first cfM56-5b tech insertion engine, designated cfM56-5b/3, left the Villaroche assembly line in late august 2007. it will be delivered to italian carrier air one. assembly of a cfM56-5b.

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marketsdefense. With the development of the new M51 ballistic missile, France’s nuclear deterrence force bolsters its credibility. Snecma Propulsion Solide supplies the solid rocket motors for this new strategic missile.

M51, the key to French deterrence

F rance’s nuclear deterrent force plays a key role in the country’s national defense. In 2006, former president Jacques Chirac said, “Deterrence

must maintain its essential credibility in a changing geographic environment. (…) With its intercontinental range, the M51 will allow us to counter any threats that arise in this uncertain world, no matter where they come from.” For his first official visit to the armed forces, France’s new president Nicolas Sarkozy chose the highly symbolic site of Ile Longue (western France), where the navy’s nuclear-powered ballistic missile submarines are based. During his speech he reiterated his commitment to allocating “the resources needed to guarantee French security under any circumstances.” The original M5 program (subsequently renamed M51) was launched in 1992 to replace the ballistic missiles now deployed on France’s nuclear submarines. The M51 is a three-stage missile powered by solid rocket motors. Weighing 56 metric tons (123,200 lb), it carries up to six nuclear warheads and features inertial guidance. Propulsion system qualification on track “We’ve nearly completed qualification of the propulsion system,” says Gérard Frut, managing director of programs at Snecma Propulsion Solide, a Safran Group com-pany. He is also a director of G2P, a con-sortium formed by Snecma Propulsion Solide and SNPE Matériaux Energétiques (supplier of the solid propellants) to oversee

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solid rocket motor production. With a 75% share of G2P, Snecma Propulsion Solide is the propulsion prime contractor, in charge of manufacturing all inert components in the rocket motors (structure, thermal lining, igniter and nozzle), as well as final assembly. “The M51 program accounts for 50 to 60 percent of business volume at SPS,” contin-ues Frut, “so it’s extremely important for our company. We have a production contract that runs to 2015, and we’re already making preparations for the future.” According to Laurent Sellier, director of sea-launched strategic ballistic missiles (MSBS) at French defense procurement agency DGA, “During development of the M51, there were extensive discussions between teams from Snecma Propulsion Solide, SNPE Matériaux Energétiques and the DGA concerning rocket motor develop-ment and testing, as well as program man-agement. The co-contracting agreement between overall prime contractor EADS Astrium and propulsion prime contractor G2P proved to be very effective, and enabled us to overcome the problems inherent in any program of this size. We should keep this in mind for any future developments.” The missile passed a major milestone in its qualification program with a successful first test launch on November 9, 2006. This was confirmed with an equally successful sec-ond launch on June 21, 2007. Several more qualification launches are scheduled in the coming years, leading to service entry of the M51 on the new-generation nuclear submarine Le Terrible in 2010. ■

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Hi-rel inertial navigation

The M51 is fitted with an inertial navigation system developed by Sagem Défense Sécurité, based on purpose-designed accelerometers and laser gyros. With this system, the M51 enjoys complete independence in terms of navigation and flight control. This highly integrated system has to be extremely reliable, since size and weight restrictions mean it cannot provide a very high degree of redundancy. Mission success and therefore the credibility of French deterrence depend on this reliability, as well as navigation accuracy and the ability of the navigation system to resist external threats.

a wide variety of applications for tHermostructural composites

The ongoing search for higher-performance ballistic missile technologies led Snecma Propulsion Solide to develop very light carbon-carbon and ceramic matrix composite materials, which retain their mechanical properties even at ultra-high temperatures. These materials were subsequently used in brakes and engine exhaust systems on both civil and military aircraft, developed and produced by other Safran companies, reflecting the synergies within the Group and its dual technology cross-fertilization.

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equipment. Boeing’s 787 Dreamliner is a challenging new aircraft. Labinal rose to the occasion by developing wiring systems that deliver unprecedented weight savings, coupled with a brand-new design and production organization.

A brAnd-new wiring system for the dreAmliner

Boeing’s latest, the 787 Dream-liner, is a technological mar-vel that is destined to become a landmark in commercial

aviation. Under the skin are purpose-designed electrical wire bundles built by Labinal, a Safran Group company and world leader in aircraft wiring, as prime contractor. The 787 features the widespread use of electrical energy instead of the tradi-tional pneumatic energy sources used to drive various aircraft systems. A “more electric” plane translates into weight sav-ings, fuel savings and simplified mainte-nance. Labinal’s U.S. subsidiary handles the production and installation of the electrical connection systems, designed to Boeing specs. This is the first time that Boeing has delegated such a major task to an outside company, reflect-ing both Safran’s expertise and the solid partnership between Labinal and the Boeing Company. Labinal already

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finalizing a 787 wire bundle in the forming area at the Chihuahua, mexico plant.

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makes a number of wiring systems for both commercial and military aircraft produced by Boeing.

a technological challenge “Wiring the 787 is a real challenge for Labinal, in terms of both design and installation,” says Mike Fogarty, man-aging director of Labinal teams in Ever-ett, Washington, a community north of Seattle where the Boeing assembly plant is located. The widespread use of composites in the 787 structure implies major changes from conventional wir-ing layouts. Designers also had to pay particular attention to electromagnetic interference, because there is no longer a metallic structure that acts as a protec-tive Faraday cage. According to Jorge Ortega, Vice-Presi-dent of Labinal North America Wiring Division, “The main differences between the 787 and previous-generation planes are lighter weight and new electrical systems, which take on a predominant role.” There are more than 60,000 elec-trical connections to define, bundle,

route and manufacture, not to mention 1,500 electrical harnesses, 97 kilome-ters of wiring and 10,000 connectors! These figures indicate the sheer size of the task facing engineers. At the same time, only the best materials are used, including optical fibers and aluminum wires instead of copper, where appropri-ate, to reduce weight.

Custom-tailored organization In addition to these innovative tech-nological aspects, the organization was also revamped. Labinal was placed in charge of all electrical installation design and production of the electrical wiring, delivering to other 787 program partners worldwide. “The vast scope of this project led us to change our working methods,” notes Jorge Ortega. Produc-tion of the 787 wiring and components is handled by several facilities. Labi-nal de Mexico in Chihuahua, Mexico and Labinal, Inc. in Pryor, Oklahoma, are responsible for the manufacture of all electrical harness assemblies. The Labinal facility in Corinth, Texas, is responsible for fabricating the integra-tion panels and junction boxes. The 787 operations are directed by a Labinal

team at Boeing’s main plant in Everett. “In Everett, we have 135 people in the engineering section, and another 70 involved in program administration and management,” says Mike Fogarty. Other teams are responsible for customer ser-vice for everybody involved in the proj-ect, including Boeing, of course, but also other 787 program partners and Labinal production sites. Each department plays an essen-tial role in the relationship between Labinal and Boeing, and the people at different production sites have formed very tight bonds. “Our main organi-zational challenge is to communicate clearly so we can quickly meet customer requirements,” notes Fogarty. “We pro-duce the wiring and design its installa-tion away from Everett, so that commu-nications between our plants and design offices has to be perfect. That’s why our U.S. subsidiary has several teams to handle this task: response teams, local customer support, local program office, certification team, electrical design and quality, etc. With this type of organi-zation we can quickly meet Boeing’s needs, from wiring design to sched-ule management. We have to be fully cognizant of the customer’s needs and

work alongside them at all times.” Labinal’s organization also encom-passes more than 350 engineers globally located at three different engineering facilities: Blagnac-Toulouse in southwest France, Bangalore, India, and the design office in Chihuahua, Mexico. Boeing is very satisfied with the new design processes and the unprecedented

market success of the state-of-the-art 787. “We’re ready to react to the last-minute changes which are to be expected in this type of aircraft program,” says Mike Fogarty. “Boeing has greatly appreciated our efforts to integrate any changes in a timely fashion.” Quick responsive-ness like this is all the more necessary since the program is proceeding full

Safran and the 787

A total of eight companies in the Safran Group were selected on the Boeing 787. Labinal is in charge of wiring. Messier-Bugatti supplies the wheels and electric brakes (a world first on a commercial jet), while the electrical brake actuator controllers (EBAC) are being developed with Sagem Défense Sécurité. Messier-Dowty supplies the main and nose landing gear. Techspace Aero is a partner to General Electric on the GEnx engine, supplying the low-pressure compressor and fan disk. Cenco International supplies the cowls on the GEnx test stand. Aircelle makes the composite struts for the landing gear on behalf of Messier-Dowty. Fadec International, a joint venture of Hispano-Suiza and BAE Systems, was chosen by General Electric to supply the full authority digital engine control for the GEnx.

speed ahead. The first Boeing 787 wir-ing shipset was delivered by Labinal last May, and on July 8 some 15,000 people attended the aircraft’s rollout at Everett. The maiden flight of the 787 is sched-uled for the end of first quarter 2008. ■

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Formboard and wiring harness assembly design activities for the 787 in the Mexico design engineering office.

Second end process on a 787 wire bundle at the Chihuahua, Mexico plant.

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marketsHigH-teCH. Faster, further, stronger: French soldiers are boosting their capabilities with the Félin integrated equipment suite built by Sagem Défense Sécurité.

Félin, For toMorrow’S SoldierS

S oldiers in Western armies face increasingly demanding mis-sions and far-f lung deploy-ments. At the same time, casu-

alties must be kept to a minimum. The logical conclusion is to provide better protection for each soldier by improv-

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each félin platoon leader has a terminal information system (SIt-COMde) giving him a real-time view of the unit’s tactical situation.

ing mobility, firepower and environ-mental control. In France, the solution is called Félin (Fantassin à Equipements et Liai-son Intégrées), or integrated infantry soldier combat suite. The program was announced by French defense

procurement agency DGA in 2002. In March 2004, the DGA awarded Sagem Défense Sécurité an 800 million euro contract for system development, and the production and support of more than 30,000 Félin systems. “Félin will make our soldiers far more capable in

every area,” enthuses Philippe Riou-freyt, director of land combat pro-grams at Sagem Défense Sécurité. “All equipment is highly integrated, mak-ing Félin a state-of-the-art warfighter system.”

a complete suiteThe Félin integrated system is built around a lighter, more ergonomic uni-form, which can be fitted with armor offering different levels of ballistic protection. On the offensive side, advanced optronic sighting systems multiply the effectiveness of individual weapons, day or night. Soldiers also have headgear that displays images captured by the sight on their own weapons – or even from their fellow soldiers’ weapons! The backbone of the integrated system is the Felin Information Net-work (RIF), providing short-range data transmission and wireless communica-tions. Each soldier is equipped with a man-machine interface called the Portable Electronic Platform (PEP), which manages data exchanges as well as the operation of weapon-mounted sensors. The platoon leader has access to GPS data, allowing him to see the relative positions of his soldiers on a touch-sensitive pad, similar to a PDA.

This pad can also display images from sensors and digital maps; it interfaces with the regiment-level information system via PR4G radios. “The Félin-equipped warfighter will never be iso-lated,” notes Philippe Rioufreyt with pride. “He will be operating as part of an integrated network that multiplies his own capabilities.”

Production qualification “Each soldier will carry two batteries to power the communications equipment and optronic sensors for his weapons,” explains Rioufreyt. “This gives him about 24 hours of run time. After that, he can recharge these batteries using

VIEWPOINT

Lieutenant colonel XAVIER HOFF, Félin oFFicer with the French Army’s engineering section

What does the Félin program mean for the French army? Félin is one of the army’s major programs. It will considerably enhance the value of our soldiers and their capabilities by integrating infantry units in the digital battlefield, in full harmony with the information systems now being deployed at all command levels. The cornerstone of the Félin system is the SIT COMDE, or Dismounted Combatant Terminal Information System, which guarantees

smooth communications between each company’s commanding officers.

Where does Félin stand in relation to similar systems in other armies? Several Western countries have also launched so-called “future soldier” programs, including the United Kingdom, Germany, Finland and Norway. But the French army has made significant progress, starting with the original ECAD dismounted combatant system demonstrator. Today, Félin is undoubtedly the most advanced of these systems, since it will be widely deployed starting next year.

But aren’t the Americans also in the lead with their Future Force Warrior system? The American concept is very different from ours. Roughly speaking, you could say that the Future Force Warrior aims to revolutionize land combat by making the soldier a platform for sensors that send information to a second command level. Félin has more modest, practical goals. It will not change basic operating modes, but simply augment each soldier’s capabilities. Furthermore, Félin will enhance the value of infantry units, by ensuring the quick circulation of data via SIT-COMDE.

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special adapters on his unit’s armored vehicles, the modernized VAB* or the future VBCI**.” Félin is now in the process of quali-fication. In October, the French army’s engineering unit STAT started testing 30 complete systems. As from March 2008, two companies will be outfitted with a total of 358 systems to test these systems in the field. All French infan-try regiments will subsequently be out-fitted, paving the way for a revolution in military operations. ■

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* VAB: forward-armored vehicle** VBCI: infantry combat armored vehicle

UnpreCedented vOlUMe prOdUCtIOn In franCe

Sagem Défense Sécurité delivered 30 Félin systems at the end of September, and will deliver 358 by the end of February 2008. The French army ordered a total of 31,500 systems to outfit all infantry regiments and several other units by 2012. In addition, 2,000 combat vehicles will be fitted with Felin interfaces. This is the first contract in France involving such large-scale production of electronic and optronic equipment: several tens of thousands PEPs, over 10,000 sights, 1,200 tactical information systems, etc.


TeLePHOnes. This new mobile phone was specified and styled by Porsche Design and developed and produced by Sagem Mobiles, part of the Safran Group. It marks Sagem’s entry into the luxury sector.

A mobile phone styled by porsche design

The luxury market demands finely crafted, image-enhancing products that affirm an individual’s iden-tity and status the moment they

are placed on the table,” says Stéphane Bret, head of the Brands business unit of Sagem Mobiles (Safran Group). Specified by Porsche Design and styled in its in-house design studio, this is not a mobile that passes unnoticed. “The primary objective of this project is not to enhance our own image but to market a premium quality product that will ensure strong profitability,” adds Bret. The operation clearly reflects a care-fully thought-out strategy. “The value of these products is definitely related to their features and functions, but even more closely to the brand, its reputation and the way it is perceived by consumers. We had a choice: we could have gradually moved up the value chain by investing in the SAGEM brand. But that could take ten

years, and we don’t have the time. The alternative was to obtain access to estab-lished brands by paying royalties, and launch projects that would generate bigger margins.” This choice seems to be backed by the latest market studies: by 2010, 10% of the total value of the cell phone market will be concentrated in 1% of its volume.

Lowest rate of returns Not everything about the project was sim-ple, however. The first task was to negoti-ate with Porsche Design. “They chose us for the reliability of our products, because we have the lowest rate of returns in the sector, and because we were convinced that mobile phones should not be co-branded,” Stéphane Bret explains. To step up the col-laboration begun in December 2005, the two teams started by concentrating on the “product personality”. The approach paid off: the prototype, finalized in the summer

of 2006, got an enthusiastic welcome from target consumers in a dozen cities across the world, including London, Moscow, Dubai, Paris and Hong Kong. The three-year contract stipulates the roy-alties payable to Porsche in exchange for the use of its brand name and design. Presented to the international press on June 4, 2007 at the Red Dot Design Museum outside Düs-seldorf, this mobile is targeted to men in the 35 to 50 age bracket. It went on sale in Sep-tember 2007 in the EU, Switzerland, Rus-sia, the Middle East and parts of Asia, and will be available in China, Latin America and North America from early 2008. Only Korea and Japan will not be seeing this mo-bile, due to the different network standards in those countries. Monthly production ca-pacity will be limited to 20,000 units, very little in comparison to products intended for the mass market.

G. SEQUEIRA-MARTINS

A unique mobile phone

The Porsche Design mobile is noticeably different, with its refined design, premium materials (brushed aluminum, scratchproof mineral glass), impeccable hand-finished assembly and technical features (3.2 megapixel still and video camera, swiveling screen). But that’s not all! To switch on the new Porsche Design cell phone, its owner no longer has to enter a pin code but merely touches the bottom of the screen for a fingerprint scan. This biometric recognition system places Porsche Design’s P9521 mobile squarely in the exclusive club of outstanding products. All for 1,200 euros.

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T raditionally, multifunction print-ers combine four functions: scan-ner, printer, fax and copier,” ex-plains Bruno Gérard, director of

the Terminals and Professional Systems department at Sagem Communications, a Safran Group company. “We were looking at additional features to enrich the ‘stress-free office’ concept that we

created four years ago. The purpose of this concept is to launch user-friendly, ergonomic, intuitive products that can help reduce stress levels and make every-day life in the office more pleasant.” Sagem Communications therefore created Zen Cube, a fragrance diffuser that can be adapted to Sagem’s range of multifunction machines simply by clip-

ping it to the ventilation grille. When the printer is used and the cooling fan operates, air expelled from the grille at a temperature of 27°C passes through Zen Cube, which slowly and steadily diffuses a fragrance throughout the office, subtly introducing a new work-ing atmosphere. The feature does not increase the machine’s electricity con-sumption.

Three ranges of fragrances “Zen Cube is no mere gadget,” Bruno Gérard adds. “Major department stores have been using the findings of olfactory marketing for several years now. Twenty percent of Paris parking garages are ‘perfumed’. The diffusion of background fragrances in the office environment is a partial but concrete response to the general increase in work-related stress regularly cited by the World Health Organization and the International Labor Office.” To develop these new features, Sagem Communications has teamed up with Olfactair, a company specializing in per-fume diffusion methods, and Sentaro-matique, a creator and manufacturer of fragrances. Sentaromatique is based in the perfume capital of Grasse, in south-ern France, and directed by the perfumer Jean-Claude Gigodot, who has created six fragrances for Zen Cube, presented in three ranges: “soothing”, “purifying” and “bracing”. Launched in September, the system is available worldwide, mar-keted under the SAGEM brand or part-ners’ brand names. It is available for the MF44 and 54 ranges, initially targeted at small office/home office (SOHO) users. Designed for small and medium enterprises as well as self-employed individuals, some models in this family of multifunction printers are also equipped with a USB flash reader, enabling them to print without needing a PC. Some of the copiers offer wireless connection as well, using the Wlan “dongle” (an adapter that plugs into the USB port). And the next step? To connect a cordless telephone to the multifunction printer, as there is strong demand for this feature from consumers.

B. DIETZ

MarkeTing. The increase in work-related stress has created a market for user-friendly, stress-reducing products. Developed using the latest techniques in olfactory marketing, Zen Cube can be fitted to multifunction printers to diffuse a pleasant background fragrance.

A multifunction printer thAt reduces stress

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ter of competitiveness in Southwest France, in conjunction with the Midi-Pyrenees region.

A concept applicable worldwideThe Tarmac platform is now being set up at the Tarbes Ossun airport zone, with the long-term aim of establish-ing similar projects worldwide. Over the next 20 years, some 6,000 com-mercial aircraft will be withdrawn from service. By establishing itself as

the benchmark in this sector, Tarmac plans to take a healthy share of what is expected to be a large market. In addition to its basic dismantling business, Tarmac will develop a com-plete range of services, from short-term aircraft storage to the recycling of parts and materials. This means that own-ers of both civil and military aircraft will be ready for upcoming European regulations on recycling products at end of life. The partners in Tarmac will also be able to recover parts and

B y 2015, we should be able to recover, reuse or recy-cle some 85% of an air-craft’s components, while meeting all safety and environmental protec-

tion standards. That was the conclu-sion of a 2006 project dubbed Pamela, or Process for Advanced Management of End-of-Life Aircraft. Led by Airbus and SITA France, the Pamela project proved that the recycling of aircraft parts and materials was feasible. Several partners in the Pamela project are now members of Tarmac (Tarbes Advanced Recycling & Main-tenance Aircraft Company) – the first company providing industrial-scale dismantling and recycling services for aircraft reaching end of life. Tarmac is jointly managed by companies from the aviation and environmental sec-tors, and was developed within the scope of the Aerospace Valley cen-

"Airbus has signed an environmental charter" Jean-Marc Thomas

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bio 1972 graduates from "sup’aero" engineering school.

1993 research director at aerospatiale, aircraft division.

1999 vice president, engineering & production at aerospatiale matra.

2000 senior vice president industry, r&t, Quality, eads corporate.

Face to face with Jean-Marc Thomas, Senior Vice President and General Manager, Airbus France.

November 2007 _ sAfrAn magazine sAfrAn magazine _ November 2007

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2004 senior vice president and general manager, airbus france.

interview

Tarmac: pioneer in aircraft recyclingSeveral major companies have set up a joint venture called Tarmac Aerosave to dismantle aircraft at end of life and recycle parts and materials. Snecma Services is one of the founding members of Tarmac, along with Airbus.

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November 2007 _ sAfrAn magazine sAfrAn magazine _ November 2007

interview

snecma services, industrial project leaderJean Macheret, Vice President, Strategy and Development, Snecma Services

Civil engineering work started at the Tarbes airport last April, and will take about a year. Tarmac is set to kick off operations in 2008. Snecma Services has a 20% stake in Tarmac Aerosave, alongside Airbus France, TASC (an Airbus parts trading subsidiary), SITA (the waste recycling subsidiary of the Suez Group), Equip’Aéro, an equipment manufacturer and repair company, and Aéroconseil, an aeronautical and systems engineering consulting firm. Not to mention Caisse des Dépôts et Consignations (state-owned savings and

investment bank), which will co-finance the construction of the maintenance hall at Tarbes Ossun.

A pilot projectIn addition to their financial contribution, Snecma Services and the other partners (especially Airbus France and TASC) will help identify the planes likely to be dismantled. Snecma Services teams are not directly involved in this activity, but we are firm believers in the concept. If everything goes smoothly, it will be duplicated in other parts of the world, and in this sense, Tarmac

is a pilot project. Snecma Services’ investment in Tarmac should prove advantageous in several ways. First of all, it positions the company as a responsible corporate citizen, focused on environmental protection and sustainable development. Secondly, the number of aircraft reaching end-of-life will increase considerably in the coming years. Even though the CFM56 engine fleet is still relatively young, it is important to control the fate of these engines once they do reach the end of their useful lives – in

particular to guarantee the quality and traceability of used parts. Since Tarmac will be a controlled source of spare parts for CFM56 engines, it will give Snecma Services additional flexibility in offering service packages to customers: for example, we can propose recycled parts to reduce their bills. Last but not least, Tarmac will enable us to recover certain strategic materials, such as titanium or nickel-based alloys, and reuse them in parts – provided of course that this recycling operation is cost-effective.

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assemblies that could still be reused, in compliance with the laws governing air safety, environmental protection and traceability of spare parts. Safran Magazine asked Jean-Marc Thomas, General Manager of Airbus France, to describe this vast undertak-ing in greater detail.

safran Magazine: What does Tarmac entail for Airbus? Jean-Marc Thomas: Airbus is still a relatively recent company. Our oldest aircraft entered service in the 1970s, so they are just beginning to reach end of life. The A300 will be the first model concerned, but these measures could also affect the A320, which is a real “frequent flyer”, with multiple takeoffs and landings. We’ve been looking at the end-of-life issue for several years already, and we quickly concluded that dismantling and recycling was the best solution. Our aim of course is to facilitate more efficient reuse of every possible component, such as engines, electronics or pumps. Some of this equipment can be reinstalled directly on other aircraft, or refurbished and then reused. The same thing applies to structural parts, meaning fuselage sections or wing panels. Metals can

also be melted down for use as raw materials. This approach reflects our sustain-able development policy; in fact, Airbus has signed an environmental charter. But at the same time, it also reflects a major strategic objective, namely to ensure the traceability of all parts available on the market. Airbus applies a strict policy of guaranteeing the complete traceability of each air-craft and its constituent components, to meet both safety and environmen-tal protection requirements. Tarmac is part of this approach, especially since the market for reconditioned parts is highly regulated and requires manu-facturer seals. To recover metals for recycling, work-ers apply an ordered separation process that depends on precise knowledge of the plane’s makeup, in particular to classify metals by type. They have to distinguish between the different grades of aluminum, titanium, cop-per, etc., so that the resulting materi-als, when remelted and recast, can be used in the demanding aircraft con-struction industry. Taking a longer-term view, manufac-turers will have to apply “eco-design”, meaning that the aircraft’s original

design, choice of materials and assem-bly techniques are all selected to facili-tate dismantling and recycling.

Will the Tarmac concept be deployed elsewhere? Of course! Once aircraft are with-drawn from service they remain on the continents where they were used. So we want to make Tarmac-Tarbes the benchmark site, and gradually develop a worldwide network with Tarmac at its hub.

Where does Tarmac fit in the Aerospace Valley center of competitiveness? Aerospace Valley was one of the 65 national projects chosen by the French government, which issued a call for proposals for centers of competitive-ness. It is also considered a global hub, which is important. Since Tarmac was one of the three pivotal projects in the Aerospace Valley initiative, this inter-national recognition helped attract European funding, with the French government, the region and industrial partners providing the balance. ■

P. Michaud

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more than 6,000 commercial airplanes will be withdrawn from service in the next 20 years. this is the “airplane graveyard” in mojave, california.

magazine - safran · electromagnetic detection sensor. it will provide day/night detection,...

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