Editorial: What future for the European combat aircraft industry? For the past twelve months, the Defence Commission of the Air and Space Academy has been carrying out an in-depth study into the future of the European combat aircraft industry. This issue is a real cause for concern since no major new programme is currently underway in European countries. The JSF/F-35 programme is essentially American with European industry act- ing basically as subcontractors to American industry. The analysis by the Defence Commission, the conclusions of which were made public in mid June (1) , can be summed up as follows: Air warfare scenarios without advanced combat aircraft are not realistic. Among the various possible crisis scenarios, analysts emphasise the risk of asymmetric war with terrorist organisations as well as multinational interventions against rogue states. As can be seen in the current crisis in Libya, sophisticated air combat forces are essential in order to identify targets, ensure strike accuracy and avoid collateral damage. Europe runs the risk of losing its Air Power independence. A state relies for its independence on its capacity to project its power, which in turn depends on an advanced combat air system. Today three aircraft – Eurofighter, Gripen and Rafale – are currently produced, fulfilling European defence needs and securing industrial and strategic independence. In view of a future joint successor, the industrial capacity must be optimised but to date no initiative exists to secure this know- how so crucial to the future of Europe. Europe’s strategic independence is therefore at stake if no action is taken to secure independent Air Power capabilities. State-of-the-art air systems used in operational conditions are reliant on continuous and close industrial support. Such support services are equally needed to ensure proper evolution of the system throughout its life cycle. Know-how must be maintained by working on concrete projects including research on new technologies, thus supporting the activity of design offices and maintaining the necessary development and production tools. No government is about to launch a new combat aircraft programme and neither can national manufacturers maintain their know-how on a purely national basis. The future will therefore necessarily be European. If no decision is taken on a European level, the industrial capability to design and produce combat aircraft will gradually be lost and could only be rebuilt by means a tremendous effort lasting decades. The Defence Commission lists in conclusion a series of decisions that must be made in order to safeguard the European fighter aircraft industry, including the following: - Any definition of a future European combat aircraft programme must stem from the expression of joint operational needs and clearly specify the required industrial capabilities. - Urgent actions must be taken in Europe in order to ensure the survival of the avionics industry (radars, sensors, on- board systems) and weapons industry. - Further con- solidation of European industry is required in order to deve- lop new technologies, demonstrators or capabilities. To achieve this, it is important to go beyond traditional cooperation schemes and investigate new, innovative industrial organisations – for instance an integrated in- dustrial structure for each programme or a European integrated company for air combat industry. Experience has shown that industrial consolidation remains artificial and is doomed to failure if it is not based on a major programme. - The best way to be successful in a multinational major programme is to rely on initiating the programme with a limited number of cooperating states, all of which should agree on their respective roles and then aggregating other states with attractive conditions. - Lastly, a comprehensive long-term investment plan must be set up, sponsored by industry and European as well as national institutions in order to secure Europe’s future capacity to design, develop, produce and operate a new generation of combat aircraft. Gérard BRACHET Academy President Air and Space Academy Newsletter No.73 June 2011 International version Report of the month Lunokhod 1 is rediscovered p2 Viewpoint Air transport in 2050 p4 Events Conference: Pilots and the unexpected p8 Contents Newsletter 1. The full text of the statement drawn up by the Defence Commission can be downloaded from our website
Transcript
Editorial: What future for the European combat aircraft industry?
For the past twelve months, the DefenceCommission of the Air and Space Academy hasbeen carrying out an in-depth study into the futureof the European combat aircraft industry. This issue is a real cause for concern since nomajor new programme is currently underway inEuropean countries. The JSF/F-35 programme isessentially American with European industry act-ing basically as subcontractors to Americanindustry. The analysis by the Defence Commission, theconclusions of which were made public in midJune(1), can be summed up as follows: Airwarfare scenarios without advanced combataircraft are not realistic.Among the various possible crisis scenarios,analysts emphasise the risk of asymmetric warwith terrorist organisations as well asmultinational interventions against rogue states.As can be seen in the current crisis in Libya,sophisticated air combat forces are essential inorder to identify targets, ensure strike accuracyand avoid collateral damage.Europe runs the risk of losing its Air Powerindependence.A state relies for its independence on its capacityto project its power, which in turn depends on anadvanced combat air system. Today three aircraft– Eurofighter, Gripen and Rafale – are currentlyproduced, fulfilling European defence needs andsecuring industrial and strategic independence. Inview of a future joint successor, the industrialcapacity must be optimised but to date no
initiative exists to secure this know-
how so crucial to the future of Europe. Europe’sstrategic independence is therefore at stake if noaction is taken to secure independent Air Powercapabilities. State-of-the-art air systems used in operationalconditions are reliant on continuous and closeindustrial support. Such support services areequally needed to ensure proper evolution of thesystem throughout its life cycle. Know-how must be maintained by working onconcrete projects including research on newtechnologies, thus supporting the activity ofdesign offices and maintaining the necessarydevelopment and production tools. No government is about to launch a new combataircraft programme and neither can nationalmanufacturers maintain their know-how on apurely national basis. The future will thereforenecessarily be European.If no decision is taken on a European level, theindustrial capability to design and producecombat aircraft will gradually be lost and couldonly be rebuilt by means a tremendous effortlasting decades.The Defence Commission lists in conclusion aseries of decisions that must be made in order tosafeguard the European fighter aircraft industry,including the following:- Any definition of a future European combat
aircraft programme must stem from theexpression of joint operational needs and clearlyspecify the required industrial capabilities.
- Urgent actions must be taken in Europe inorder to ensure the survival of the avionics
industry (radars,sensors, on-board systems)and weaponsindustry.
- Further con-solidation ofE u r o p e a nindustry isrequired inorder to deve-lop new technologies, demonstrators orcapabilities. To achieve this, it is important to gobeyond traditional cooperation schemes andinvestigate new, innovative industrialorganisations – for instance an integrated in-dustrial structure for each programme or aEuropean integrated company for air combatindustry. Experience has shown that industrialconsolidation remains artificial and is doomedto failure if it is not based on a major programme.
- The best way to be successful in amultinational major programme is to rely oninitiating the programme with a limited numberof cooperating states, all of which should agreeon their respective roles and then aggregatingother states with attractive conditions.
- Lastly, a comprehensive long-term investmentplan must be set up, sponsored by industry andEuropean as well as national institutions inorder to secure Europe’s future capacity todesign, develop, produce and operate a newgeneration of combat aircraft.
Gérard BRACHETAcademy President
Air and SpaceAcademyNewsletter
No.73June 2011
International version Report of the monthLunokhod 1 isrediscovered p2
ViewpointAir transport in2050 p4
EventsConference: Pilots andthe unexpected p8
Contents
NNeewwsslleetttteerr
1. The full text of the statement drawn up by the DefenceCommission can be downloaded from our website
2
Five laser reflectors were placed on the Moonduring the Apollo and Lunokhod programmes,some forty years ago. Lunokhod 1, thought tobe lost in 1975, was rediscovered in 2010. It seemed like a good moment to take stock ofthis Lunar Laser Ranging (LLR) programme,still very much in use today by the Americans,Russians and French.
LUNAR LASER TELEMETRYLunokhod 1 has been found
Report of the month
The role of the Pic du Midi’sDirector, Jean RöschLaser echoes on the Moon, laser telemetry onreflectors placed on the Moon, call it what youlike: in 1967 in France, the idea of combining atelescope with a powerful laser was gainingground. The Pic du Midi’s Director, JeanRösch, whose offices were in the formerJolimont Observatory – the Academy’s currentheadquarters –, suggested using the 1.1-mtelescope while Alain Orszag from EcolePolytechnique’s laboratory examined the newpossibilities opened up by the powerful lasersof the CGE General Electric Company(Compagnie générale d’électricité).Nobel Prize-winner for Physics,Nicolay G. Basov, contacted CNESwith the idea of placing laserreflectors on the MoonAs the Diadème satellites were being sent intoorbit – thus proving that laser reflectors werecapable of measuring distances between
stations and satelliteswith decimetre
accuracy – socooperationwith theUSSR wasdevelopingand, in
1 9 6 8 ,CNES was
commiss ionedby the Russians to
build laser reflectorsto be placed on theMoon. The proposal
came from the Lebedev Institute, directed byNicolay G. Basov, Member of the Academy ofSciences of the USSR and Nobel Prize for
Physics in 1964 for his work on lasers. It wasin collaboration with him and Mr Kokurin thatthe laser reflector was dimensioned fromstudies carried out by Sud-Aviation.Presentation of the Lunokhod 1lunar missionOn 17 November 1970, the Luna 17automated station soft-landed on the Moonnear the Mare Imbrium, at a point 50 km to thesouth of Cape Heraclides. This station carrieda roving vehicle called Lunokhod 1(1) (fig. 2).Weighing 750 kg on Earth, it was self-propelling and carried scientific instruments ina hermetically sealed, temperature controlledcontainer. It also included French laserreflectors for studying the Moon’s movements.The reflector panel, made up of 14 cornercubes prisms and protected by a cover, wassituated on an extendible device towards thefront of the vehicle. It is quite visible on figure 2.Active operations went on with this vehicleover a period of seven lunar days, coming toan end on 17 June 1971; this vehicle ran onsolar charged batteries and could not thereforemove during lunar nights.Observation campaigns The first echoes from this reflector wereobtained on the night of 5-6 December 1970(2).A ruby laser had been set on a 1-m diametertelescope in the Pic du Midi Observatory(3). Thistelescope was used both to emit light and toreceive it after reflection on the lunar reflector.Then the Lunokhod vehicle moved on. It cameto its final stop on a site situated around 2.3 kmnorth of its point of landing. Due to sometechnical hitches, these laser emissions werediscontinued at Pic du Midi but the decisionwas taken to build an instrument dedicated tolunar laser telemetry and to install it in theCERGA(4) centre for geodynamic and
astronomic studies (since merged with theNice Observatory to form the Côte d’AzurObservatory). The resulting Lunar LaserRanging station was a major experiment set upon the Calern plateau, situated in themountains to the north of Cannes at an altitudeof 1,270 m.
During the first few years of observations, thestrategy consisted of concentrating on thereflector placed by Apollo 15 which had ahigher quality output and was easier to locate.Like all reflectors placed by the Apollomissions, there was little loss of signal duringlow lunar lighting conditions. Tests weresuccessfully carried out on the reflector on thesecond Russian lunar vehicle Lunokhod 2(Luna 21 mission in 1973). At the time, theneed to have measurements rapidly led to thedecision to abandon laser emissions to theLunokhod 1 reflector before results had beenobtained for the Calern plateau. Figure 3 givesthe distribution of data according to thedifferent reflectors for the Calern station. Scientific applicationsMoon observation has been one of the mainastronomic objectives since ancient times.During Antiquity, the distance could be
Jean-Claude Husson, Air and Space Academy, correspondent of the Bureau deslongitudes, Jean-Marie Torre, Research engineer, Côte d’Azur Observatory, François Barlier, Astronomer, Member of the Bureau des longitudes
Fig.1: Positions of the 5reflectors. Credits: Observatoirede la Côte d’Azur
Fig.2: Lunokhod 1Credits: former Soviet spaceagency (Rosaviakosmos now
FKA)
3
calculated, through triangulation, to within afew percent. But whilst this margin of errorrepresented a difference of thousands ofkilometres at the time, it is now measured inmillimetres, a progress of 8 to 9 orders ofmagnitude. It is interesting to note that lunarobservations from ancient times, especiallyPtolemy’s eclipse observations, are still usedtoday to gauge long-term effects of the Moon’smovement, such as its secular acceleration,already predicted in 1693 by Halley (theangular movement of the Moon appears toslow down in relation to contemporary rules ofcelestial mechanics). Accurate measurementof the Moon’s movement remains one of themain aims of LLR and one of the firstsuccesses achieved through this technique. Study of the Moon’s rotationThe network of reflectors set on the Moonmakes it possible to analyse the Moon’srotation on its axis. The Moon makes a full turnon its axis in the time it takes to revolve aroundthe Earth, swinging slightly back and froaround an average position. This rotationdepends on numerous parameters such as, forexample, the internal structure of the Moon.Measurements have demonstrated that theMoon has a fluid core, contrary to the previousopinion of many scientists. The Moon and deep oceanic circulationThe Moon’s orbital movement around theEarth is very well mapped by LLR. Oceanand Earth tides account for a high level ofenergy dissipation which slows down theEarth’s rotation and that of the Moonaround the Earth. This secular accelerationof -25.88 ”/century results in the Moonmoving further away at a rate of3.82 m/century, with a millimetre percentury margin of error. Analyses of tidemodels have revealed that the dissipation oftidal movement in coastal areas and shallowseas, the only source initially taken intoaccount, was not enough to account forobservations. Towards the end of the 1990s,Egbert and Ray in the US put forward a newsource of dissipation: the interaction of the tidalmovement, turning with relation to the Earth,
with tectonic structures, particularly oceanicridges. LLR measurements thus indicate thatthe Moon is one of the driving forces for deepocean circulation(5)(6).Fundamental physicsOne of the applications of LLR was todetermine whether the gravitational constant Gis variable or not according to time. By meansof LLR measurements one can deduce that ifthere is a variation in G it is under 10-12 peryear.The theory of general relativity is based on theequivalence principle of gravitational mass Mgto inertial mass Mi. In 1968, Nordtvedt set upan experiment(7) to calculate the relationshipbetween the gravitational mass and the inertialmass by measuring the Earth-Moon distance.If the principle is not confirmed, the Moon’sorbit must be elongated along the Sun-Earthaxis in relation to an orbital calculation basedon the assumption of Mg = Mi equivalence. LLRmeasurements currently help validate theprinciple of equivalence with an accuracy of 10-13. The CNES is currently developing theMicroscope project which aims to attain anaccuracy of 10-15. Results of observationsLLR telemetry data from is now processed atthe Paris Observatory, the Institute for celestialmechanics and ephemeredes calculations(IMCCE) and the SYRTE department.The LLR station at the Côte d’AzurObservatory began producing results in June1981. Until June 1986, date at which the rubylaser was replaced by a Nd-YAG laser, thestation achieved an accuracy of a decimetre(9).Then began a period of centimetre telemetrywhich came to an end in 1995, when thestation became millimetre accurate (fig. 4).Today, by means a series of measurements
containing around a hundred echoes obtainedover 10 minutes, a normal point on the Mooncan be placed to an accuracy of around 5 mm. Lunokhod 1 has been found On 18 June 2009 NASA launched a lunarsatellite LRO (Lunar Reconnaissance Orbiter)into polar orbit on 23 June at an altitude of50 km. Thanks to its high resolution camera,
the surface of the Moon could be explored andthe search began for Lunokhod 1. In March2010 an American team led by Mark Robinsonfrom the University of Arizona succeeded indetecting Lunokhod 1 thanks to the Sun’sreflection on the vehicle; the team deduced thecoordinates of Lunokhod to within 100 m. On22 April 2010, Professor Tom Murphy’sAmerican Apollo (Apache Point ObservatoryLunar Laser-ranging Operation) team obtainedlaser echoes from the Lunokhod 1 reflector(10).The reflector’s position is now known to withina few centimetres and constitutes a new pointof reference on the Moon’s surface; accordingto the American team, it provides higher qualityresults than those of Lunokhod 2. In Octoberthe McDonald (U.S.) station also obtainedechoes from this reflector. The reflector set inplace by Lunokhod 1 should, through itsposition on the Moon, make it possible todetermine more precisely the Moon’s rotationparameters on its axis and thus improve ourknowledge of the temporal evolution of theEarth-Moon system.ConclusionWith the aid of these 5 reflectors set in place in1969 and a number of LLR stations – one ofwhich, on the Calern plateau, has beenupdated to millimetre accuracy – scientists nowposses a tool to study the Earth-Moon systemand make new discoveries. The Calern plateauis also equipped to study the Earth’s artificialsatellites. With luck, Lunakhod 1 should very shortly beobserved from the Côte d’Azur Observatory. It is indeed fortunate that French-Sovietcooperation enabled French scientists toplay a truly active role in internationalcooperation on this programme alongsideRussians and Americans.
1. G.I.Petrov, “Investigation of the Moon with the Lunokhod 1space vehicle”, Space Research, XII, 1-12, (1972)
2. O.Calame, M.J.Fillol, G.Guérault, R.Muller, A.Orzag,J.C.Pourny, J.Rösch, Y. de Valence, “Premiers échos lumineuxsur la Lune obtenus par le télémètre laser du Pic du Midi”,CR Acad. Sci. Paris, 270, 1637 (1970)
3. A.Orzag, J.Rösch, O.Calame, “La station de télémétrie del’observatoire du Pic du Midi et l’acquisition des cataphotesfrançais de Luna 17”, Space Research, XII, 205-210 (1972)
4. C.Veillet, “La distance Terre-Lune à quelques centimètresprès”, La Recherche, 18, 394, (1987)
5. L.Bessières, “Impact des marées sur la circulation généraleocéanique, dans une perspective climatologique”, thesis, PaulSabatier University, Toulouse, 2007
6. David Cartwright, “Tides, a scientific history”, CambridgeUniversity Press, 1999
7. K.Nordtvedt, Physical Review, 169, 1014-1017, and 170, 1186(1968)
8. J.G.Williams et al, “New test of equivalence principle fromLunar laser ranging”, Physical Review Letters, 36, n°11(1076)
9. C.Veillet, J.F.Mangin, J.E.Chabaudie, C.Dumoulin,D.Feraudy, J.M.Torre, “Lunar Laser 8. Ranging at CERGAfor the Ruby Period (1981-1986)”, Geodynamics Series, 25,189-193 (1993)
10.T.W.Murphy Jr, E.G.Adelberger, J.B.R.Battat, C.D.Hoyle,N.H.Johnson, R.J.McMillan, E.L.Michelsen, C.W.Stubbs,H.E.Swanson, Laser Ranging to the lost Lunokhod 1 Reflector (2010)
Fig. 3: Spread of data obtained bythe different reflectors at theCalern station. Credits:Observatoire de la Côte d’Azur
Fig. 4: Accuracy of normal points. Credits: Observatoire de la Côte d’Azur
year
cm
4
Viewpoint
The sixth European aeronautics days“Aerodays 2011”, organised by the EuropeanCommission and the Spanish Ministry forScience and Innovation, took place in Madridfrom last March 30 to April 1. This event was areal success, not simply because of the qualityof the topics and speakers, but also due to thehigh level of attendance, with over 1,400participants. The latter could not be indifferentto the conference venue, the new, easilyaccessible Municipal Congress Palace inMadrid. Organisers should becongratulated on this choice. The overall theme for theevent was: “Innovation forsustainable aviation in aglobal environment”. Theconference tackled thefollowing aspects:“Sustainable Air transport”,“How the global scene isevolving”, “Mastering theFuture in Aeronautics”, “TheFuture of Air TrafficManagement” and finally“Preparing the Future ofAviation, a joint effort of Europe”. The highpoint of the two days was the EuropeanCommission’s presentation of the Vision 2050report on aviation “Flightpath 2050”(1) for theattention of the EC Vice-president, Slim Kallas,and Máire Geoghegan-Quinn, member of theResearch, Innovation and ScienceCommission. This report was drawn up byrepresentatives of several sectors of activity(infrastructures, aircraft manufacturing,operations, fuels and research). This high levelgroup on aviation and aeronautics researchwas set up in December 2010. Its reportmainly promotes a driving role for theEuropean sector in the international arenaand calls for action in favour of acompetitive, clean, safe and reliableaviation sector by 2050. Particular attentionis also paid to individual needs and thoseof society as a whole. The new European
Union Strategic Research Agenda foraeronautics, following on from the two previousones, will be based on this new vision. Anappropriate management structure, via anorganisation such as ACARE (AdvisoryCouncil for Aeronautical Research in Europe),will be set in place to create this strategicagenda and ensure its proper execution. It islikely that, as for previous agendas,orientations for national and private-sectorresearch will mirror directions set by the Vision
2050. The 8th FrameworkProgramme for research andtechnological developmentwill be influenced by thisstrategic agenda.It must be noted that theobjectives fixed by the Vision2050 are very ambitious interms of society; they stipulatefor instance that 90% oftravellers in Europe should beable to travel door to door inunder 4 hours and thatEuropean industry shouldhold on to at least 40% of the
world market, whilst at the same time pursingits efforts to reduce CO2 emissions by 75%with regard to 2000 levels! It will be difficult tomeet some of these aspirations purely throughinnovation in aviation. Other sectors of activitysuch as energy and other modes of transportwill have to do their bit as well! For its part, the Academy’s Foresightcommission, whose mandate was to study airtransport issues within a 2050 timeline, is now,after two years concentrated work, ready topublish its recommendations (c.f. p7). Theserecommendations are the result of studiescarried out into all aspects of air transport aswell as interactive exchanges between thedifferent groups. This point must be brought outsince it constitutes one of the original featuresof the work of the Foresight commission, aboveand beyond the independent nature of theviewpoints expressed.
Forecasts concerning international anddomestic traffic growth will be establishedbased on global societal and economicchanges, passenger needs, energy availability,airport and air traffic control capacity, the needfor space-related solutions, innovative designon behalf of aircraft and their piloting, effectson the environment. The conclusion of eachchapter will send out some warning signals,highlight wrong tracks and presentrecommendations for action for the attention ofstrategic and industrial policy makers.Naturally these conclusions are also designedto advance preparation of the abovementioned EU strategic research agenda.An international conference will beorganised by the Academy in early 2012 inorder to set up contradictory exchanges onviewpoints put forward by the Foresightcommission before publishing a finalreport. Top European and internationalspecialists in the subjects under study willbe convened on this occasion.
AIR TRANSPORT BY THEYEAR 2050
Airports and their ChallengesOn the occasion of Aerodays, MarcNoyelle, Programme Committee Chair-man for the Airports and their Challengesconference organised by the Academywith funding from the EC FP7, presented10 widely accepted conclusions of thisconference. He also put forward some elements tothrow light on airports of the future.Two aspects of Aerodays 2011 par-ticularly struck him:- the total acceptance and all-
pervasiveness of the (very necessary)idea of “greening the airtransport system”,
- the conclusion on the partof Zuoming Lin, Presidentof Chinese manufacturingcompany Avic: “Let usnot lose time in uselesscompetition, there is somuch to do and we are allpartners”...!
Alain Garcia (HFRAeS) Fellow of the Air and Space Academy and President of its
Foresight Commission, former Executive Vice President Engineering Airbus
1. This report can be found at the following address : http://ec.europa.eu/transport/air/hlg_aviation_aeronautics_en.htm)
5
Survey
Air transportation’s image, as perceived by theFrench, is globally very positive. Unsurprising,perhaps, but interesting nevertheless comingon the heels of severe disruption caused by aviolent volcano eruption – which will go down inthe annals of civil aviation – some no lessimpressive snowfall and recurring unionactions that tested the patience of travellers.This is the conclusion at least of an extensivesurvey commissioned recently by the DGACFrench civil aviation authority. So whatemerges from this report? Basically that airtransportation has become a fully accepted,familiar part of our daily life. We are used to itsworkings and have answers to most questionslikely to spring to mind. This does not meanthat there are no surprises reserved in theopinions expressed. For instance, 69% of us are scared of flying (isthat really the right term?), 38% expressdoubts as to the safety level of low-cost airlinesand 53% are willing to pay extra to help fundenvironmental programmes. These are someof the lessons learned from the survey. 75% of travellers fear an accident, but 95%consider air transport to be “quite safe” or“totally safe”. Better still, 61% of personsinterviewed consider the risk level to be lowerthan 10 years ago. The AF447 and Comorosaccidents have clearly not caused lastingtrauma in passengers, who are obviouslycapable of putting these tragedies in a realisticcontext.On the other hand, 38% of those surveyedjudged that the safety level of low-cost airlinesis below that of traditional carriers. In previousyears, 48 to 56% held this opinion, a goodexample of prejudice with absolutely no basisin truth. Indeed, statistics clearly show that therecord of Ryanair, EasyJet et al is, in thisrespect, above suspicion. Subconsciously,however, a link exists between low price andpresumed breach of safety standards.In general, low-cost airlines enjoy 69% ofpositive opinions, due largely to their veryattractive fares, although 16% of personssurveyed voiced criticisms as to quality of
service. The contradiction is clear. At any rate,low fares constitute the priority for 44% ofpassengers; indeed one would be forgiven forsupposing this level to be even higher.Protection of the environment is alsouppermost in our minds. To such an extent that53% of passengers areapparently ready to pay ahigher fare (up to 15 euroson average) in order tohelp finance environmentalprogrammes. An attitudethat seem slightly illogical,if one bears in mind theexample given: that of aParis-Marseilles returnticket for 180 euros. Tocontribute 15 euros to an ecological project isundoubtedly a worthy gesture but, then again,the high-speed TGV and idTGV offer lowerprices along with a very competitive door todoor time (a little over 3 hours forMarseilles/Saint-Charles to Paris/Gare deLyon). However, this would be to go beyondthe possibilities of a straightforward surveyrequiring yes or no answers by definition.Nevertheless, the DGAC survey indicates that76% of travellers consider air transport to be a
source of pollution, but only 26% take this intoaccount in deciding between air and rail.Previously 43 or 44% attested to a highecological conscience, a surprising evolutionwhich seems to fly in the face of the march ofhistory. Make of that what you will.
One also notes a certainmaturing on the part of airtravellers. They nowunderstand and accept thereality of security controls,considering themselvesproperly informed as topassengers’ rights. Farfewer of them than in thepast are likely to put offplanned trips due to the
current difficult economic climate.Theconclusion that leaps out from the page is thatair transport has become an accepted featureof the landscape. Of course, France’s dimensions are such thatthe domestic network was developed veryearly on to reach its current excellence, with anaverage flight time of approximately an hour. Which might go some way to explaining thisrosy picture.
Pierre SparacoPresident of Section V of the Air and Space AcademyFormer European Bureau Chief for Aviation Week & Space Technology
THE FRENCH APPRECIATEAIR TRANSPORT
Charles deGaulle
Airport, Paris,Terminal 2.
The conclusion that leaps
out from the page is that
air transport has become
an accepted feature of the
landscape
6
Life of the AcademyAcademy session in LondonThe Academy held its spring session in Londonon 7 and 8 April at the invitation of the RoyalAeronautical Society (RAeS).Air Commodore Bill Tyack, Learned SocietyBoard Chairman, opened the private sessionby presenting the history and current activitiesof this prestigious, ancient aeronauticsassociation, which numbers nearly 20,000members in over 100 countries. The publicsession was the occasion for three veryabsorbing presentations by:• David Marshall, former RAeS President, on
“Aerospace without frontiers”;• Iain Gray, responsible for Technology
strategy for the British government, on“Research in Aeronautics and Space, viewsfrom UK”;
• Alain Garcia, Academy Fellow, on the theme“Aeronautics Research in Europe; the pointof view of ACARE”.
The second day was given over to visitingthree key institutions in the London area: theAircraft Research Association (ARA) inBedford, specialising in aerodynamics, theaeronautics departments of the University ofCranfield and, in the space field, the Astriumsite at Stevenage.Toulouse Encounters 2011The 4th edition of the Toulouse Encounters tookplace on 3 and 4 May at ISAE Toulouse,attracting some 300 participants.This initiative, launched by the Academy, wasas usual highly appreciated by participants,who welcome this type of training throughdebate and the productive exchanges that take
place within the 40 workshops. At the closingreception given by the Toulouse Municipality,Academy members Jacques Bouttes and JeanDelacarte, initiators of the event, werehonoured to receive the diploma of the City ofToulouse.Académie Royale des Sciences, desLettres et des Beaux-Arts de Belgique On the occasion of a public lecture given byJacques Renvier on the theme: “Aircraftpropulsion: issues and challenges”, on 12 Aprilat the headquarters of the Royal Academy ofBelgium, a partnership agreement was signedbetween the two academies.
Novela festival, 7-23 Oct. 2011, ToulouseThe Academy has been invited by the ToulouseMunicipality to play an active part in the 2011edition of this festival, contributing specificallyto the theme celebrating the 25th anniversary ofthe launch of the SPOT-1 satellite. TheAcademy will organise public lectures on thesubject and encounters with Academymembers who played a leading role in thisgreat scientific and industrial adventure.
PatronageAt the initiative of section IV, the Academy isdelighted to support the project by the Castel-Mauboussin association designed to enablepersons with reduced lower limb mobility topilot aircraft. Following the success of projectsdeveloped for gliders and light aircraft, theassociation is now studying a helicopter controlwhich will be entered in the “Prix du Présidentde la République” competition, with the supportof our members General Valérie André andastronaut Jean-Loup Chrétien.Members’ DistinctionsClaudie Haigneré, former Minister, President ofUniverscience (including the Paris Palais de ladécouverte and Cité des sciences et de l'indus-trie), has recently been elevated to the dignityof Grand Officer of the Legion of Honour.Michel Ziegler, former President of Air Alpes,airline pilot and mountain guide, was awardedthe Médaille de l’Aéronautique at a ceremonyon 27 may 2011 at the Aéro-Club de France.We would like to take this opportunity tocongratulate both of them most warmly.
Jean-ClaudeChaussonnet
SecretaryGeneral
The Academy has lost one of its eminentfounding members, Jean Boulet. He passedaway in Aix-en-Provence on 15 February, atthe age of 90 years. Along with him, wholeswathes of French aviation history havedisappeared, particularly in the area ofrotorcraft. He spent most of his career in theHelicopter division of the SNCASE and, overthe years, left a lasting imprint.Today, it is difficult to decide what to admiremost: his exceptional talent as a pilot, hiskindness or his modesty. And yet he had earlyexperience of fame, beating many records.One of these will always stand out: the worldhelicopter altitude record: 12,442 metres(40,814 feet), on 21 June 1972, a feat thatJean Boulet accomplished on a Lama, andwhich remains unbeaten to this day. On graduating from Polytechnique, he chose
to enter the French air force, obtaining hisfighter pilot license in the U.S.. He enjoyedtalking of his discovery of the U.S. in the1940s, his early training on Stearman PT13and T-6 and the feeling of being let loose onthe P-47.In February 1946, Jean Boulet returned toFrance and decided to hang up his uniform forgood and enter industry, joining the Frenchaircraft manufacturer SNCASE’s flight testteam. He flew mainly on Vampire and Mistraland a flat spin was accidentally to win him hisfirst colours: as the first French pilot to use anejection seat. A training course on rotorcraftwas a prelude to a long, outstanding career onthe Alouette, Puma and Frelon series, amongothers.Jean Boulet conserved his modesty in allcircumstances. Indeed little was heard from
him after hisr e t i r e m e n t ,despite the veryhigh respect inwhich he washeld by his peers.A foundingmember of the Airand SpaceAcademy, wherehe rejoined hisfriend AndréTurcat, he took uphis pen, alas toorarely, to write a “Histoire de l’hélicoptèreracontée par ses pionniers” (History of thehelicopter as told by its pioneers). Jean Bouletwill be sorely missed.
These chronicles analyse the mainevents in the aviation world in 2010without compromise or taboo and witha healthy pragmatism. Some of themost important subjects are dealt withepisodically as, over several months,the story unfolds in often verysurprising ways. A fascinating read.
Irons-nous vraiment un jour sur Mars?,Jacques Villain, 128p, Vuibert editions, 2011, €15The planet Mars has never ceased tofascinate human beings. Enticinglyclose to our Earth, it inspires the dualhope of finding new forms of life anda new territory to conquer. In 2010,Barack Obama made sendinghumans to Mars an objective for2035... But will mankind’s futurereally be played out in space, or isthis just a vast illusion? Les Horizons terrestres. Réflexions surla survie de l’humanité, André Lebeau, 272p,Collection Le Débat, Gallimard, 2011, €17.90 What can the human species do to escape from thecul-de-sac it has been forced into by the forces of
technological change and the resultingsocial models? Following on from“L’Engrenage de la technique” and“L’Enfermement planétaire”, AndréLebeau here looks into the possibilityof opening up sustainable, if possibleharmonious, ways forward forhumanity. How best to meet the mainchallenges – in terms of energy,
demographics, climate, etc. – now facing theinhabitants of the planet? The Handbook of Human-MachineInteraction; A Human-Centered DesignApproach, edited by Guy A. Boy, Ashgate editions478p, 2011, US, £75The Handbook of Human-Machine Interactionfeatures 20 original chapters and aconclusion focusing on human-machine interaction (HMI) fromanalysis, design and evaluationperspectives It offers a compre-hensive range of principles, methods,techniques and tools to provide thereader with a clear knowledge of thecurrent academic and industrypractice and debate that define thefield. The text considers physical, cognitive, social andemotional aspects and is illustrated by key applicationdomains such as aerospace, automotive, medicineand defence.
PublicationsMembers’ publications
This report, drawn up by the international experts ofthe Air and Space Academy’s ForesightCommission, looks into the hurdles facing the airtransport system by 2050 and puts forward somesolutions.One of its original aspects is to have sought to poolviewpoints of the different activities making up airtransport* and deal with their interactions.This report will be used as a basis for a conferencein 2012 on this theme in order to provide a roadmapfor the attention of European policy makers.
Flying in 2050Green paper on future aviation activities
Foresight Commission
Air and Space Academy
June 2011
Académie de l'Air et de l'EspaceAir and Space Academy
Report: Flying in 2050
Available for download in the weekof 20 June on the Academy’s
website:www.air-space-academy.org
*Topics:1. Economy and Society 2. Aviation market 3. Quality of service 4. Energy 5. Airlines and Airports 6. Air Traffic Control7. Role of Space 8. Aircraft design and production 9. Environment
Dossiers (bilingual French-English series)34 Long-term Strategy for European
• Les Français du ciel, historic dictionarypublished by cherche midi under thedirection of L. Robineau, 2005, 784pp, €35
• *A positioning system “GALILEO”:strategic, scientific and technicalstakes, English version 2004, 200pp, €19
• Ciels des Hommes, anthology proposedby L. Robineau, cherche midi, 1999, 222pp,€15
Conference proceedingsEnglish and French according to speaker• Air transport and Meteorology, 2011,
online, 15ۥ Airports and their Challenges, 2010,
CDRom, €20• Risktaking: a human necessity that
must be managed, 2008, CDRom, €20• Scientific and Fundamental Aspects of
the Galileo Programme, 2008, CDRom,€20
• Air Transport and the EnergyChallenge, 2007, CDRom, €20
Comprehensive list and ordering facilities on our website: www.air-space-academy.org
8
For your diaryFor more information on our events: www.air-space-academy.org
The Lettre de l’Académie de l’Air et de l’Espace is atwo-monthly publication – ISSN 1288-5223The conclusions and opinions expressed in this document arethose of the authors, within a context of freedom of expressioncultivated by our Academy. They do not necessarily reflect theopinions of the Academy or 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: [email protected] – Internet : www.air-space-academy.orgDIRECTEUR DE LA PUBLICATION/EDITOR: Gérard BrachetEDITORIAL TEAM: Jean-Claude Chaussonnet, Yves Marc, PierreSparaco, Martine Ségur, Lindsey JonesPRE-PRESS: Lindsey JonesTRANSLATION: Lindsey Jones, David WilliamsPRINTED BY: ENAC Service Édition7 avenue Édouard Belin – 31055 TOULOUSE CEDEX 4
Previous issues:No.72 Clean sky project, April 2011No.71 New Aircraft Manufacturers, Jan 2011No.70 GOCE space mission, November 2010No.69 Future engines, September 2010No.68 The Moon is dead, Long live Mars!, June, 2010The full list of previous issues and other publications can befound on our website: www.air-space-academy.org
28/06 A century of naval aeronautics, RobertFeuilloy, in French at 6p.m. in the ToulouseMédiathèque José Cabanis
29/06 ATV Automated Transfer Vehicle, a cargoto the International Space Station, PhilippeCouillard, in English, at 12.30pm at theAcadémie royale de Belgique
27/09 *Terrorism and aviation safety, BernardPestel, in French at 6p.m. in the ToulouseMédiathèque José Cabanis
20/10 Return to the Moon?,David Mimoun, AlainPradier, Armel Kerrest,in French, 2p.m. to5p.m., at the Palaisde la Découverte,Paris (bookingobligatory :01.40.74.86.54)
25/10 On the footsetpsof Aeropostale pioneers, Yves Marc etJean-Jacques Galy, in French at 6p.m. in theToulouse Médiathèque José Cabanis
16/11 *Flight testing the A400M, Michel Gagneux,in French at 6p.m., Airbus, Toulouse
29/11 Flying in 2050, Alain Garcia, in French at6p.m. in the Toulouse Médiathèque JoséCabanis
Lectures 2011
Supported events
Conference: Air TransportPilots facing the unexpected29-30 November 2011, DGAC, Paris
Paris Air Show, 20 to 26 June 2011, LeBourget airport, Paris The Academy will be present at this prestigious airshow on the GIFAS stand. Members will presentforthcoming activities. www.paris-air-show.com
3rd conference on Scientific andfundamental aspects of the GalileoProgramme, 31 Aug. - 2 Sept. 2011,CopenhagenConference organised by ESA in collaborationwith DTU Space, Danish National Space Institute,Technical University of Denmark, and supportedby the Academy. www.congrex.nl
7th Gimont Aerospace meetings28 Sept. 2011 - 2 Oct. 2011, Gimont, FranceThis festival will include workshops foryoungsters, a job forum, lectures, film projections,a pyrotechnics show, exhibitions and an air show.
www.gimont-aero.com
Ceas 3rd Air and Space Conference - XXIAIDAA Congress, 17-21 Oct 2011, VeniceCEAS 2011 will be a unique opportunity foraerospace industries, academia, organisations andassociations to communicate, share and debateinnovative concepts and technical solutions in theaerospace domain. www.ceas2011.orgLa Novela Festival7-23 Oct. 2011, Toulouse, FranceFestival of scientific culture, aiming to present thesciences in a new way, through wonder, aesthetics,discovery and encounter.
www.novela.toulouse.frBlagnac aerospace image and bookfestival, 17-20 Nov. 2011, Blagnac, FranceAnnual meeting organised by the BlagnacMunicipality with the association “Des étoiles et desailes” on aerospace activities, with projections,lectures, dedications.
www.desetoilesetdesailes.com
* = in partnership with 3AF
Annual Plenary Session25 Nov. 2011, Hôtel de Ville, Toulouse. Prize for Law, economics andsociology of air and space transport Candidates for this prize in 2012 should note thattheses must be received by the Academy by 31December 2012 (full conditions on our website).
Despite great progress which has led toa considerable reduction in theproportion of unexpected situations apilot will meet in the practice of theirprofession, the unexpected is and willalways be present, with often dangerousconsequences. Like human error, it isimpossible to eradicate.Faced with constant technologicaladvances and the effects ofglobalisation, pilot training must evolveto embrace safety and efficiencyaspects, regardless of the resultingfinancial pressure.This evolution must aim both to correctexisting deficiencies and to anticipatechanges needed in the profession incoming decades. This conference is directed at all airtransport players, whether involved inoperations, design, training orregulations. Its main objective is to reduce humanrisks arising from unexpectedoperational situations, based on thefollowing major observation: technology,procedures and training still cannotmake up for human shortcomings instressful situations.A study of human behaviour when understress in the cockpit could lead tomodifying operational interfaces andthus facilitating training.
DRAFT PROGRAMME1- The unexpected. President: Maxime Coffin, DGAC
• Different types of unexpected events• Upstream processing. looking forward• Downstream processing.• Feedback from experience
2- Pilots’ response to the unexpectedPresident: Guy Boy, Florida Institute of Technology
• Diagnosis and decision; Short-term processing. 3case studies
• Cognitive and emotional mechanisms at play• Medium-term processing once flight safety ensured• Link with automated systems; undesirable side-effects • Errors of interpretation
3- Training pilots for the unexpected; thepresent situation. President: John Faulkner,Royal Aeronautical Society
• European regulations• Training military tactical transport pilots• Pilots’ point of view• Changing regulations
4- Current thinking and future prospectsPresident: Nancy Graham, ICAO
• Qualities needed to adapt to the unexpected • Detection of these qualities; selection criteria • Ab initio training • In-house airline training • Astronaut training
Conclusions
For more information, registration, etc: www.air-space-academy.org
