PRESS KIT

SAFRAN: READY FOR“MORE ELECTRIC” AIRCRAFT

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SAFRAN: READY FOR “MORE ELECTRIC” AIRCRAFT

THE WAVE OF THE FUTURE IN AVIATION

Safran is one of the world’s leading makers of aircraft engines and equipment. Over the last few years, engineers and scientists at Safran have focused on the development of a new approach to the energy that powers aircraft systems.

With 130 engineers and technicians in the new Safran Power entity, 250 million euros invested in the Safran Power Electronics Center (SPEC) and AMPERES research program, and the Copper Bird® test rig, the Group is accelerating the development of electrical solutions for all aircraft energy needs (except propulsion of course). Multidisciplinary expertise enables Safran to gather and consolidate work by everybody involved in this development, including research labs and other equipment manufacturers.

At stake is the next major breakthrough in aviation technology, using electricity to power all main aircraft systems, instead of the mostly hydraulic and pneumatic power used today. Upcoming generations of both civil and military aircraft will offer higher performance and reliability, lower environmental impact and a signifi cant decrease in production and maintenance costs.

TODAY

MULTIMODE ENERGY SOURCES

Like any vehicle, an aircraft needs auxiliary power – in the same way a car needs a battery to power its windshield wipers, dome light, electric windows and other devices. In addition to the thrust supplied by its engines, many other functions require different forms of energy to ensure fl ight safety and comfort. For the moment, there are four main auxiliary power sources:

mechanical energy to drive the fuel and oil pumps;

hydraulic energy for the landing gear, brakes, fl ight controls and thrust reversers;

pneumatic energy to start the engine, deice the wings and nacelles, and provide cabin air pressurization and conditioning;

electrical energy for avionics equipment (navigation, fl ight control, etc.), cabin systems (lights, galleys, in-fl ight entertainment, etc.), pumps and more.

The general design of these circuits changed relatively little during the second half of the 20th century, after hydraulically-driven systems replaced the original mechanical fl ight controls (using cables and rods, and demanding physical strength that was incompatible with fast-growing aircraft). The main technological breakthrough came in 1984, when Airbus introduced fl y-by-wire controls on its A320 single-aisle jetliner, with a computer controlling the actuators for fl ight control surfaces. Boeing developed a similar approach starting with its 777 widebody twinjet.

Design engineers began to think about enhancing this baseline design around the year 2000, taking a much closer look at electrical systems. The Airbus A380 super-jumbo jet, for instance, eliminated one of the three traditional hydraulic circuits, replacing it with an all-electric backup system for fl ight controls, and also incorporated an electrical thrust reverser actuation system – an innovative solution from the Safran group, designed by Hispano-Suiza for Aircelle nacelles.

The brand-new Boeing 787, soon to enter service, refl ects this same trend. While it retains conventional thrust reverser actuation, it replaces pneumatic lines with electrical systems, and incorporates electrically-actuated brakes. These are the fi rst electric brakes on a commercial jetliner, and are once again courtesy of Safran – designed by Messier-Bugatti and controlled by a computer developed by Safran Power/Hispano-Suiza.

SHARE OF ELECTRICAL POWER IN THE FIVE MAIN AIRCRAFT FUNCTIONS

Advent of “more electric” architecture

The Messier-Bugatti electric brake

Energy consumption

High Medium Low

Presence of electricalpower

Flight control and operations

Avionics, cockpitdisplays, flight control and navigation systems

Configuration managementActuation of landing gear,

brakes, deicing, etc.

Power generation managementEngine and generator management, fuel supply

Passenger comfortCabin functions:lights, galleys, IFE, etc.

Air pressurization and conditioningCabin ventilation, pressurization systems, etc.

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Since the dawn of aviation, each generation of aircraft has increased its reliance on electricity. Electrical power has gradually proved its worth on aircraft, starting with low-voltage circuits, and now offers effi cient solutions for

each of the fi ve main aircraft functions: fl ight control and operations, confi guration management, power generation management, cabin comfort and services, air pressurization and conditioning.

7 houses,

An aircraft has 150 kW of installed electrical energy

Tomorrow,100% electric

Today,15% electric

Equal to about

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50 houses,

Equal to about

each rated at 20 to 25 kW

of power

An aircraft will have 1,000 kWof installed electrical energy

each rated at 20 to 25 kW

of power

TOMORROW

ELECTRICITY-BASEDONBOARD ENERGY

ELECTRICAL POWER ON AIRCRAFT

Given the latest R&D, plus experience gained on recent aircraft (Airbus A380 and A400M, Boeing 787, etc.), it is now possible to envisage a radically different airborne power chain on the upcoming generation of aircraft, essentially based on electrical systems. This will mark a major technology

breakthrough, in which the current multimode systems (combining mechanical, hydraulic and pneumatic drive) are replaced by electrically-driven systems. In an “all electric” single-aisle commercial jet, the electrical systems would account for 8 to 10% of its total value.

A major technology breakthrough

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Compared with the current layout, an all-electric powertrain offers potentially huge benefi ts for the entire aviation industry. First, at a given level of performance, electrical and electronic systems are considered more reliable than complex hydraulic and pneumatic mechanisms.

Secondly, the different types of systems used in the current layout require multiple, separate devices to support them. A single energy source, electricity in this case, could allow a more effi cient pooling of certain functions. For example, several applications which were entirely separate until now could eventually share the same electronic control unit. The upshot is signifi cant weight savings, which means reduced fuel consumption or higher payload, both highly attractive options for any operator!

THE CHALLENGE

DEVELOP AN ENERGY-OPTIMIZEDAIRCRAFT

Likewise, the advent of “smart” electrical networks will optimize overall energy consumption, with a more precise allocation of limited resources exactly where they are needed, and fewer losses along the way. This translates into a clear reduction in energy consumption by auxiliary networks. Since most of this “non-propulsive” energy is tapped from the jet engines, it will in turn reduce the consumption of fuel, meaning greater cost-effectiveness.

Electrical systems also offer clear benefi ts in terms of maintenance, repair and overhaul (MRO). In addition to their intrinsic robustness, which means longer time “on wing” (without removal for servicing), when repairs are needed they are generally easier and faster to remove than the equivalent hydraulic or pneumatic equipment – which often demands work on the entire system (pressurization, draining, etc.) just to access a single part. Because of their straightforward design, electrical systems mean lower maintenance cost for the airlines, and higher dispatch reliability for the aircraft itself.

A considerable reductionin operating costs

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While the “more electric” aircraft concept is now mature, a number of technological stumbling blocks must be overcome before an all-electric layout can become an integral part of a commercial airplane.

Points still to be resolved include the provision of suffi cient electrical power for all of these systems, management of the electrical equipment, and the smooth integration of all equipment within a unifi ed electrical network.

THE RESOURCES

SAFRAN, PRIME MOVERIN THE ELECTRICAL REVOLUTION

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Power supplies specific to each system;

the equivalentof electrical equipmentin a house (appliances,radiators, etc.).

Primary distribution(general power network) and secondary

distribution (by function);the equivalent of a substation

in a national power grid(primary), or an electrical

panel in a house (secondary).

Main generator,integrated in the jet engine

to generate electrical power;the equivalent of the alternator

in a car, or the generatorin a power plant.

Wiring, to connect differentparts of the system; the equivalent of the high andlow-voltage lines in a nationalpower grid, and the electricalwiring in a house.

Safran is well positioned to address all of these issues. As an integrated group of aerospace companies, the Group offers proven expertise and a holistic vision of onboard energy, through Snecma as engine-maker, Hispano-Suiza as supplier of power transmissions and electrical systems, and Labinal, specialized in aircraft wiring, coupled with Group companies that make the systems directly concerned: Aircelle, Messier-Bugatti, Messier-Dowty, Sagem, etc.

Building on this unique position, back in 2005 Safran embarked on an ambitious R&D program focused on “more electric” aircraft. With over 100 engineers dedicated to these tasks, and tens of millions of euros invested every year, Safran instigates and maintains fruitful partnerships with all stakeholders, including aircraft, equipment manufacturers as well as research labs.

Pole position

SAFRAN APPLIES ITS EXPERTISETO THE ELECTRIC AIRCRAFT

THE ORGANIZATION

MOBILIZING AND COORDINATINGEXPERTISE

Aircraft manufacturers use the “Iron Bird”, a test rig capable of integrating and testing all aircraft systems, as well as checking their behavior under simulated fl ight conditions. Hispano-Suiza has installed the electrical equivalent, the Copper Bird®, dedicated to the integration and testing of electrical systems. It was developed in 2002, and fi nanced within the scope of a European program dubbed the Power Optimized Aircraft, or POA.

An exceptional test facility, the modular Copper Bird® rig was chosen in 2008 as the test platform for aircraft electrical networks in the vast European research program, Clean Sky. It will play a pivotal role in the development and validation of different architectures for more electric aircraft by Safran and its partners in this program.

Copper Bird®, a fundamental R&D facility,designed with the support of the European Union

The Copper Bird® test rig at Hispano-Suiza.

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Legendary

Hispano-Suiza, a legacy of technological excellenceHispano-Suiza, a legendary brand anchored in the values of excellence and innovation, has sustained its strengths over the years. Since being created over 100 years ago, its products – luxury cars until 1936, aircraft engines and equipment since 1914 – have always been natural market leaders due to their advanced technology and high quality. Carrying on this tradition, Hispano-Suiza continues to play a decisive role within Safran as an incubator of exciting new technologies.

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Defi nition

Power electronicsElectronics used to manage electrical energy in the onboard power supply network to control various electromechanical mechanisms (motors, pumps, actuators, etc.).

The AMPERES research program is coordinated by Safran and involves virtually all of the Group’s companies. Working in concert with SPEC, and calling on its technological know-how, AMPERES aims to develop the systems and architectures needed by aircraft manufacturers for upcoming generations of “more electric” aircraft. Several projects are now under development within the scope of AMPERES, including: e-LS (electric landing system and brakes); e-GNT (“green taxiing”,

using electric motors in the landing gear); e-MPG (auxiliary power unit), e-PWR (generation, distribution and transmission of electrical energy); e-WING (electric fl ight control actuator); and e-PPS (electric engine and nacelle architecture).

AMPERES research program: from technology to architecture

Safran Power was created on January 1, 2009 as part of Group company Hispano-Suiza to make Safran the leader in enabling technologies for “more electric” aircraft. It provides

cross-Group coordination of all projects in this fi eld, acting as a center of expertise in power electronics and electrical systems for all Safran companies.

Safran Power, a dedicated center of expertise

Coordinated by Hispano-Suiza, this research center consolidates the activities of 23 leading universities and laboratories around the “more electric” aircraft, while also fostering synergies between 11 Safran group companies: Messier-Bugatti, Messier-Dowty, Labinal, Snecma, Sagem, Turbomeca, etc.

Cutting-edge research:Safran Power Electronics Center(SPEC)

Center for Power Electronics Systems (CPES) research centerat Virginia Tech in the United States.

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PES

ALREADY IN SERVICE

SAFRAN ROLLS OUT“MORE ELECTRIC” SYSTEMS

Hispano-Suiza has already taken several major steps along the road to the “more electric” aircraft, in conjunction with other Safran group companies. Systems currently in the pipeline or already in service include the following.

ETRAS is the fi rst system in the world using electricity to control thrust reversers. It was designed by Hispano-Suiza for the Aircelle-built nacelles equipping the GP7200 and Trent 900 engines offered on the Airbus A380. As of December 31, 2010, these systems had already logged more than 400,000 hours of operation on 40 jets in revenue service.

Safran provides the EBAC computer that controls the electric braking system developed by Messier-Bugatti for the brand-new Boeing 787 – a world fi rst on a commercial airplane.

Electrical Thrust Reverser Actuation System (ETRAS)

Electrical Braking Actuation Controller (EBAC)

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Developed by Messier-Bugatti, this electro-hydraulic actuator handles backup opening and closing of landing gear doors on the Airbus A400M military transport. Hispano-Suiza supplies the electric drivetrain for the EBMA, comprising an electric motor control unit (EMCU) and a gearbox assembly (GBA).

Developed by Sagem, this electromechanical aileron actuator was successfully fl ight-tested in January 2011 on an Airbus A320, culminating more than three years of intensive R&D work by Sagem. This innovation paves the way for the eventual replacement of hydraulic fl ight controls by electrical systems.

Electrical Backup Mechanical Actuator (EBMA)

Electromechanical Actuator (EMA)

Halfway to meeting electrical power demand…The theoretical case of an all-electric A320 class commercial jet provides an excellent case study of the technological challenges facing Safran’s engineers: we currently estimate that this type of confi guration will require 1 MW of electrical power. Today, however, the two jet engines on an A320 each deliver 75 kW. Based on current research, the aim is for each engine to deliver more than 300 kW via its power transmission (a specialty of Hispano-Suiza). By tapping another 300 kW from the auxiliary power unit, it should be

possible to provide the required electrical power. There remains another daunting challenge: to operate effectively, the power electronics components that deliver this energy must considerably improve their power-to-weight ratio. On today’s aircraft, 1 kg of electrical equipment is needed to generate 1 kW. Solutions being tested in the laboratory have already increased this ratio to 3 to 4 kW per kilo. The targeted ratio is 8:1 – which means that Safran is already halfway there!

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TOMORROW

SHIFTING INTO HIGH GEARTechnologies are reaching maturity, development tools are up and running, and everybody has focused their energies on a common goal. The next step is to integrate this innovative approach to aircraft power management in new aircraft models. The concept is in fact too revolutionary to be adapted to current aircraft, even upgraded versions such as the new A320neo. So it will have to be incorporated in the specifi cations of commercial jets that will hit the market in another decade or so, most notably from the two market leaders Airbus and Boeing. By about 2020, “more electric” airplanes will routinely be carrying passengers and freight around the world.

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Towards “electric”aircraft

Electricaltechnologiesavailable forall systems

Energy-optimizedarchitectures

Conventionalaircraft

Electric Pneumatic Hydraulic Mechanical

2005

2010

2015

2000

2020

Technological development

Cuisines Thrust reverser

Cuisines Nacelle deicing

Cuisines Engine controls

Cuisines Enginefuel pump

AIRCRAFT TECHNOLOGIES

ENGINE/NACELLE TECHNOLOGIES

GalleyPumps

Small actuators Avionics

GalleyPumps

Small actuators Avionics

GalleyPumps

Small actuators Avionics

Wing deicingEngine starting

Cabin pressurization

Wing deicingEngine starting

Cabin pressurization

Wing deicingEngine starting

Cabin pressurization

Flight controlsLanding gear

Brakes

Flight controlsLanding gear

Brakes

Flight controlsLanding gear

Brakes

Thrust reverser

Nacelle deicing

Engine controls

Enginefuel pump

Thrust reverser

Nacelle deicing

Engine controls

Enginefuel pump

TRENDS IN AIRCRAFT DESIGN

Green Taxiing™: a revolution on the groundSafran is developing Green Taxiing, a revolutionary concept that will allow aircraft to taxi on the ground without using their jet engines. Using electric motors in the wheels on the main landing gear, the aircraft can move forward – or even backward – on taxiways and runways. This will reduce fuel consumption and emissions on a single-aisle jet by up to 5%, which in turn means eliminating some 65,000 metric tons of CO2 per year at Paris-Charles de Gaulle airport, for example.

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About SafranSafran is a leading international high-technology group and a Tier-1 supplier of systems and equipment for Aerospace (propulsion, equipment), Defense and Security. Operating worldwide, the Safran group has more than 54,000 employees and generated sales of 10.8 billion euros in 2010. Safran comprises a number of companies. Working alone or in partnership, Safran holds world or European leadership positions in its core markets. To keep pace with its fast-evolving markets, Safran applies a proactive Research & Development policy, including investments of 1.2 billion euros in 2010. Safran is listed on the NYSE Euronext Paris stock exchange, and is part of the the CAC Large 60 index.

www.safran-group.com

Contact Relations Presse :

Catherine Malek Mob.: +33 (0)6 47 88 03 17 Tel.: +33 (0)1 40 60 80 28 catherine.malek@safran.fr

www.safran-group.com

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