Editorial : EGNOS implementation: a major step forward forsatellite navigation for air transport in Europe

Newsletter

On 12 July 2010, ESSP SAS – theoperating company for the Europeansystem for regional enhancement of GPS,EGNOS (European GeostationaryNavigation Overlay Service) – wascertified by the French civil aviationauthorities in cooperation with theGerman, Belgian, Italian, Spanish,Portuguese, Swiss and British authorities,in application of the European single skyregulation (regulation 2096/2005). ESSPSAS, a “société par actions simplifiée”(limited liability company) withheadquarters in Toulouse, was created byseven air navigation agencies: AENA(Spain), DFS (Germany), DGAC/DSNA(France), ENAV (Italy), NATS (UK), NAVPortugal and Skyguide (Switzerland).The certification of ESSP SAS as airnavigation service provider marks animportant stage in the operational use ofsatellite navigation systems in the serviceof air navigation. We might recall that theEGNOS system – designed to provide airtransport with a navigation servicemeeting the very stiff criteria as regardsaccuracy and safety required by airnavigation under terms stipulated by theInternational civil aviation organisation(ICAO) – was developed by the EuropeanSpace Agency at the request of Europeancivil aviation authorities.With respect to the service provided whenusing only the civil signal of the AmericanGPS, EGNOS offers the necessaryenhancements in terms of accuracy and

integrity over the whole of the Europeanzone, the Mediterranean and NorthAfrica. It is the European equivalent of theWAAS (Wide Area Augmentation System)system set up in the United States by theFAA (Federal Aviation Administration) tocover civil aviation needs. Japan is settingup a similar system, the MSAS (MTSATSatellite-based Augmentation System),and India is bringing in the GAGANsystem which will use signals both fromGPS and the Russian satellite navigationsystem GLONASS. The FAA anticipates a30% increase in air traffic managementefficiency when these regional GPSenhancement systems have been fullyimplemented. ESA transferred property of EGNOS to theEuropean Union in April 2009 and it isnow managed by the EuropeanCommission. The latter will continue torely on ESA according to terms defined bya convention delegating system design andprocurement of the different components.The ESSP certification is significant sinceit is the first of many implementation sta-ges for satellite systems in the service ofair transport. The next will be certificationof the EGNOS so-called “Safety of Life”service, scheduled for 2011. Succeedingstages will correspond to the transition tooperational service of Galileo, theEuropean satellite navigation system. The first two experimental satellites of theGalileo programme have already been inorbit for two years and have both validatedorbital function of the European-made ato-

mic clocks andp r o t e c t e dE u r o p e a nrights asr e g a r d sbroadcastingfrequencies ofthe Galileosignals depo-sited at theInternationalTelecommuni-cation Union(ITU). The first four(of thirty)operationalsatellites in the constellation will be placedin orbit in 2011 and 2012, and the remai-ning 26 will be launched in pairs from2013 to 2015. The entire constellationshould be in service by 2016 and certifica-tion of civil aviation services obtained in2017. Of all civil sectors relying on satellitenavigation services, air transportprobably has the stiffest requirements interms of accuracy, reliability andintegrity. By showing an interest in thesenew satellite services in the late 1990s andclearly setting out the highly specificrequirements of civil aviation, the airnavigation authorities of severalEuropean countries displayed greatforesight. As this first stage – certificationof the EGNOS operator – is completed, it isimportant that we pay them due homage.

Gérard BRACHETAcademy President

Air and SpaceAcademyNewsletter

No.70November 2010

International version Report of the month:The GOCE spacemission p2

Viewpoint: Air Transport is backon track p4

3 Questions toBernard Keller on theAéroscopia project p5

Contents

2

The GOCE mission of the European Space Agency* isa mission of space geodesy, which aims atestablishing a very precise cartography of the Earth’sgravity field, making it possible to plot the terrestrialgeoid with an accuracy of 1 cm in height and 1 mgal(10-5 ms-2) for gravity anomalies.

THE ACCELEROMETERS OFTHE SPACE MISSION GOCE

Report of the month

IntroductionThe geoid represents the shape of the Earth,which is known to be close to a flattenedellipsoid. Because of anomalies in distributionof internal masses, the geoid – whichrepresents the average surface of the oceansassumed at rest – presents undulations withregard to this ellipsoid. Defined only by the fieldof gravity, the geoid is used as the benchmarksurface for all of the Earth’s topographicstructures. The precision with which it isdetermined plays an important part in geodesy,geophysics and oceanography for improvingknowledge of the Earth’s structure or oceaniccirculation.Launched on March 17, 2009, GOCE is thethird of a series of three space missionsdedicated to studying the gravity field whichhave deeply modified our approach to theEarth’s field of gravity. Up to that point, the

gravity field was deduced from regionalmeasures using embarked gravimeters or theobservation of orbital disturbances in ‘test’satellites such as Starlette or LAGEOS,orbiting at high altitudes. At the end of theNineties, satellites became a platform foractive measurements; they were equipped withonboard satellite navigation systems forprecise, continuous orbit positioning and anaccelerometer for measuring surface forces,atmospheric drag and solar radiation pressure,thus enabling precise measurements, freefrom non gravitational disturbances. This is allthe more necessary when the satellite has tooperate in low orbit, at 500 km or less.Launched in July 2000, the German missionCHAMP validated this gravimetric missionconcept. In particular, it carried the electrostaticaccelerometer STAR developed by ONERAwhich was active throughout the mission untilits recent re-entry into the atmosphere, on

September 16, 2010. NASA’sGRACE mission followed inMarch 2002. By using twosatellites, following each otherat a distance of 250 km, itprovides more accuratemeasurements by monitoringthe variation in distancebetween the satellites, of whichthe gravitational componentcan be identified thanks to theSuperSTAR accelerometerequipping each satellite.GRACE has thus been able to

highlight temporal variations in the field ofgravity linked to seasonal evolutions in thehydrographic basins or the melting ice mass inGreenland and the Antarctic.The concept of measurement by difference ispushed a notch further with GOCE whichmeasures the difference in gravity between twopoints 50 cm apart, using a 3-axis gradiometer.Gradiometry makes it possible to partiallycompensate the attenuation of the field ofgravity exerted by altitude; the effect is alsoreduced as much as possible by the choice ofa low orbit (259.5 km). In order to compensatethe high atmospheric drag at this altitude, thischoice requires an electric propulsion (so-called drag-free mode of functioning) system.The successful implementation of these twotechnologies were two remarkable operational‘firsts’ of the GOCE mission.The mission’s instrument is a 3-axisgradiometer, made up of six accelerometersdesigned, produced and delivered by ONERA.They are assembled in pairs on a carbon-carbon structure in order to form three ortho-gonal gradiometric arms (Fig.1) crossing eachother at the centre of gravity of the satellite.

Measurement principle The ONERA accelerometers are based on ameasurement of the voltage necessary in orderto maintain a proof mass in electrostaticlevitation in the centre of a cage placed at thecentre of gravity of the satellite. Under theeffect of surface forces the satellite deviatesfrom its gravitational orbit and the electrostaticforces automatically subjugate the proof massto the trajectory of the satellite. By measuringthe electric voltage applied it is possible todeduce the acceleration of non gravitationalorigin, and by reconstructing the gravitational

Fig.1: Configuration of the 3 pairs ofaccelerometers mounted on the carbon-carbon structure of the GOCEgradiometer.

Jean-Pierre MarqueHead of Instrumentation and aerospaceequipment Research Unit, Onera

* For additional information on the GOCE mission and accelerometers, please visit:http://earth.esa.int/goce/ and http://www.onera.fr/dmph/index.php

3

component of the orbit, to derive the field ofgravity. This measurement configuration isapplied in the missions CHAMP and GRACE.For a measurement of the gravity gradientaccording to a given direction, twoaccelerometers are placed symmetrically,relative to the centre of gravity of the satellite,in the direction of the gradient to be measured.Each accelerometer then also becomessensitive to the movements of attitude of thesatellite and ‘sees’ a different field of gravity. Byoperating in differential mode, the effect of thesurface forces is eliminated and the angularacceleration around the gradiometric axis canbe determined as well as the difference in thefield of gravity between the two accelero-meters. The difficulty is to extract this signalfrom the difference of two signals of muchbroader amplitude.This has two consequences for the satelliteand the accelerometers, in terms of increasedperformance of:• the system of drag compensation to bring

the residual acceleration of the satellite to alevel of a few nano-g,

• the accelerometers, whose resolution isincreased by a factor of 50 as compared tothe SuperSTAR accelerometers of theGRACE mission, with an objective of about10-12 ms-2, the equivalent effect of asnowflake on a super-tanker.

As a result, the accelerometers on board thesatellite have a double function:• as ‘drag free’ sensors, they provide a

measurement of the acceleration to the dragcompensation system,

• as scientific instruments they deliver withunprecedented accuracy the signals fromwhich the components of the gravity gradientwill be reconstructed.

DescriptionThe proof mass is ap la t inum-rhod iumparallelepiped of 4cmby 4cm by 1cmweighing 320g. Theproof mass is freeexcept for a gold wire5 microns in diameterused to apply acontinuous voltageso as to free it frompotential fluctuationsin orbit related tocharged particles inthe environment andto linearise the acceleration-voltage responseof the accelerometer.The cage is made up of 3 silica platesproduced by ONERA by means of ultrasonicmachining on which the electrodes aresymmetrically engraved (Fig.2) The proofmass-electrodes unit constitutes a capacitivebridge which enables position detection at 100kHz with a very high resolution of a fewpicometers and the control of the mass in thecentre of the cage by applying the necessaryvoltage in the measurement band [5mHz-100mHz]. The distance between the proofmass and the electrodes is 300 microns for theY and Z measurement axes and 30 microns forthe X axis. The X axis is differentiated in orderto enable lifting of the proof mass on theground and so as to carry out functional testsof the accelerometers by increasing the forceavailable thanks to a low gap capacitance.Consequently only the Y and Z axes (2x2electrodes) are regarded as the highlysensitive measurement axes. Theaccelerometers are arranged within thegradiometer in such a way as to call upon onlythese sensitive axes (Fig.1).The accelerometers are integrated in a cleanroom environment taking particular care to alignthe core on the interface plate on which thereference frame defined by the proof mass islocated. In the absence of a blocking systemthe proof mass is left free during launch;qualification tests demonstrated the resistanceand stability of the core for which a maximumdisplacement of 8 microns was specified for thewhole lifespan. The sensors are equipped withan ion pump which maintains a high vacuum.A very comprehensive test programme is thencarried out combining functional tests atONERA on an anti-seismic pendulum and freefall tests from a height of 120m at the ZARMInstitute tower in Bremen; the latter tests in

reduced gravity replicate the environment inorbit as closely as possible.

ConclusionThe gradiometer was put into orbital operationon April 6, 2009. Having correctly carried outtheir functions both as ‘drag free’ sensors –providing ten times greater drag-compensationthan envisaged – and as scientific instruments,these accelerometers have confirmed, afterCHAMP and GRACE, the excellence ofONERA in this field. They are contributing tothe exceptional success of the GOCE missionwhich has recently entered a new stage, afterseveral technological successes, with thepublication by the European Space Agency ofthe first gravity field data and first GOCE geoidmodel (Fig.3) at the Living Planet Symposiumin June 2010 in Bergen (Norway). Significantimprovements were already observed in highresolution areas of the geoid and the gravityfield model will be constantly improved with thecontinuous arrival of new data.

An engineering graduate from the ParisEcole Supérieure de Physique et Chimiein 1974, Jean-Pierre Marque joinedONERA in 1983. As research engineer, hedirected experimental and theoreticalwork into electrostatic discharges onsatellites, lightning, electromagneticcompatibility and electric propulsion.In 2000 he was nominated ProjectManager for accelerometers for theGOCE mission and in 2007, Head of theresearch unit “Instrumentation andaerospace equipment”, with theresponsibility of developing ultrasensitiveaccelerometers for space missions.

Fig.2: Exploded view of the accelerometer core. CreditsOnera

Fig.3: First GOCE model of the Earth’s gravity field. Thesurface of the geoid reflects the variations in density due tothe internal structure.Credits: ESA

4

Air transportation is making a rapid recoveryafter the most serious crisis of its history. Therelief is all the greater since this recovery willnurse whole sectors of the aeronauticsindustry back to good health. But how can wehope to see clearly when faced with a mass ofoften contradictory information?

Global air transportation is a profoundlycyclical economic sector, handicapped by highinertia which prevents it from reacting rapidlyto unforeseen events or geopoliticaldevelopments; as a result it lurches from crisisto crisis. And the fact that airlines do not allobey the same rules makes it tricky to analyseits difficulties and gauge the efforts madeduring difficult moments.

The irresistible growth of “low-costs”, forinstance, is insufficiently factored in byanalysts, apparently caught unawares. In theU.S. the former account for almost a quarter oftraffic. Their profile is more modest in Europebut nonetheless they carry no less than 150million passengers per year. European charterairlines were likewise buried a little too quickly:

their professional organisation, theInternational Air Carriers Association, isannouncing 100 million passengers a year.

In other words – contrary to the situation thatprevailed before air transport deregulation, setinto motion some thirty years ago –determining and analysing the main trendsgoverning air transport evolution constitutes athorny task. The fact remains that the airpocket of 2008/2009 has left deep marks andplunged the entire profession into abyssallosses. Which will perhaps soon be forgottensince for two years they have destroyed theprofit and loss accounts, if one can believeIATA’s calculations (which unfortunately do nottake account of low costs and charters).

Now that the global state of affairs is better(perhaps one would be wise to say “less bad”),airlines are carried forward both by thisrecovery as well as a catch-up phenomenon.The barometer is set on fine weather and bymid 2010, the passenger traffic growth rateeven reached a peak of 9%. Of course, thisfrenetic rhythm can only be temporary – indeed

it has since dropped to a little over 6% – but itstill testifies to a reassuring tendency.

IATA economists – undoubtedly some of themost highly skilled in the world in theirspeciality – have themselves been caught offbalance. On 15 December 2009, the groupannounced that its 230 members wouldregister losses of $5.6 billion in 2010, proofthat problems were far from being over. Thenforecasts suddenly became much moreoptimistic in early 2010: it was rapidly aquestion of profits of $2.5 billion then of over$9 billion. The exact figure that will beannounced at the end of the financial year isneither here nor there; what matters is thesudden turnaround of the situation.

Supplied capacity and real traffic havereached a reasonable balance, the passengerload factor is once more at around 80% andthe future looks rosy. Long-term studiescarried out by IATA with the aim of anticipatingtraffic evolution in the coming decades haverecently been published. They predict that in40 years’ time, in other words around 2050,world traffic could exceed 15 billionpassengers per year, as against 2.3 billioncurrently...

Such prospects for growth, if plausible, heraldincredible challenges and, unquestionably, allkinds of serious difficulties.

Airspace management above all will have tobe completely reworked, as will theorganisation of airports. Truth to say, this long-term vision is a source of worry, a paradoxicalsituation to say the least. In other words, forthose who were still in any doubt, airtransportation will continue to keep us on ourtoes...

Air Transport is Backon Track

Viewpoint

Pierre SparacoFormer European Bureau Chief of “Aviation Week &

Space Technology”, reporter for aeromorning.com,President of the Academy’s Section V

Air transportation increases, on average, by 5 % per year.Maintaining adequate airport capacities constitutes averitable challenge. Photo Air France/Michel Urtado

5

Y.M. Is it reasonable to hope that the project ofan aviation theme park Aeroscopia, based atBlagnac, will at last come to fruition? B.K. Absolutely: this is a shared goal of theUrban Community of Greater Toulouse andthe Blagnac Municipality. By assigning primecontractorship of Aeroscopia to BlagnacMunicipality, Greater Toulouse is putting itsfaith in City Hall to make sure the scheme iscompleted as quickly as possible. I might addthat the project has been finalised on paperand that the question of funding is almostentirely settled. The recent success of Airbus’sFamily Day, which attracted 145,000 visitors,confirms the demand of aeronautics fans inthis area. Blagnac is therefore fully committed to settingup this venture, less a museum than a themepark for scientific and technological discovery.It will be provide a strong, symbolic image ofour agglomeration, an open structure whichwill work with the new exhibition centresituated nearby and provide a welcome boostto tourism, hotels and businesses.

Y.M. What will be the star elements?B.K. Unquestionably the now mythical objectsof our aeronautics heritage: Concorde aboveall, and Caravelle, the first Airbus A300 or theSuper-Guppy, forerunner to the Beluga fortransporting Airbus subassemblies. Visitorswill be able to enter into and touch the aircraft,which is not the case currently during visits tothe assembly lines, a source of frustration forthe public. The magnificent collection of AilesAnciennes will help enrich the display. TheAerothèque will also contribute, relatinghistory that is still fresh and illustrating it bymeans of displays, models or otherinstruments from the early days. And ofcourse, it will provide an attractive meetingplace suited to Toulouse’s strong aeronauticsidentity: imagine a gala evening for a medicalcongress under the wings of Concorde!

Y.M. When will the park be officially open tothe public? B.K. The first stone is due to be laid in spring2011. The aeronautics associations making upTerre d’Envol have been waiting for thismoment for twenty years. So yes, we can say the countdown hasbegun. At last!

3 Questions to ...

Bernard KellerMayor of Blagnac, France

Bernard Keller

on the Aeroscopia project

A passion for aircraftAircraft fascinate the general public… On19 September 145,000 people flocked tovisit the Airbuses, ATRs, A400M andgigantic assembly halls, on the occasionof the “Family day” organised on theaeronautic sites of Greater Toulouse. Itwas also a chance to discover fortyhistoric planes in the area around theSaint-Martin du Touch factory - includingConcorde, Caravelle, the Super-Guppyand the first A300 - which will constitutestar exhibits in the future Aeroscopiaaeronautics discovery park. The queues tosee inside these perfectly restoredmythical planes stretched on and on.Those who still had some doubts of theinterest of such a park were convinced ofits future success.

Y.M. Phot

o: Je

an-F

ranç

ois D

evism

eph

oto:

And

ré R

ocac

héph

oto:

And

ré R

ocac

hé

Photo: Jean-François Devisme

Interview conducted by Yves Marc,Academy member

6

Life of the AcademySession of 14-15 OctoberThe autumn session was held in the region ofProvence-Côte d’Azur. A number of memberswere welcomed by the Ecole de l’Air in ameeting in which different training issues weredetailed: • the new training course for air force officers,

by GBA Gilles Modéré, head of the Ecole del’Air;

• new degrees on offer at the university, byMs Dominique Viriot Barrial, Vice-president ofPaul Cézanne University.

This working session was followed by areception courtesy of the Aix-en-Provencemunicipality in the Town Hall.The following day, the morning was devoted toEurocopter: the market for helicopters and thecompany’s strategy and research programmes;these presentations were followed by a visit ofthe installations. In the afternoon, Jean-FrançoisBigay gave a talk on issues surrounding theMarseilles-Provence airport, referring to thedevelopment of “low-cost” airlines.

Meeting with the Midi-Pyrenees Regional CouncilMs Belloubet, first Vice-president of the Midi-Pyrenees Regional Council, received adelegation from the Academy led by PresidentGérard Brachet. This meeting provided anopportunity to present the Academy’s activities,in particular “The Toulouse Encounters”, forwhich the Regional Council expressed a realinterest. Coordination with the Regional Councilwill be enhanced in order to reinforce thecoherence of actions undertaken.

LecturesAside from the lecture cycles scheduled inToulouse, Paris and Brussels, the Academy hasbeen called on regularly to make presentationsat other events, for instance: • the President gave a lecture on “World Space

Activities: Present Trends and Futurechallenges” at IAS Toulouse. He also took partin the organisation of a CESA (Centred’études stratégiques aérospatiales) trainingseminar on space for which he gave theopening speech. Fellow member JacquesVillain also gave a presentation at this event;

• Professor Blamont gave a lecture in Paris onthe theme of “Future manned spaceexploration” in collaboration with 3AF;

• the Academy organised a meeting in Rabat onthe theme “On the footsteps of theAeropostale pioneers”, in partnership with AirAventure and the Toulouse-Saint-Louis duSénégal Rally.

New websiteThe Academy’s new website has been onlinesince July with some exciting new facilities: aswell as the calendar, the list of publications andinformation on ourmembers, you can choosebetween two subscriptionfacilities (free or for a smallfee) in order to consult ournew resources sectionwhich gives you access toour e-publications, lectures,proceedings, etc.Take a look for yourself ! www.air-space-academy.org

DistinctionsThe Academy would like to congratulate itsmembers for their recent distinctions andnominations:• Médecin Général Inspecteur Valérie André

was honoured by General Paloméros, chief ofstaff for the French air force, at a movingceremony at Villacoublay; he presented herwith the military helicopter pilot licenceNo. 001;

• Jean-Claude Hironde was awarded the ICASinnovation prize for 2010;

• Professor Giovanni Bignami was nominatedPresident of COSPAR;

• on 30 September, Catherine Maunouryofficially took on the function of director of theMusée de l’air et de l’espace at Le Bourget.The event was attended by the FrenchDefence minister, the French air force Chief ofstaff and many other personalities, giving aparticular lustre to this passing of authority.Catherine Maunoury took over from GérardFeldzer, another Academy fellow, in this post.

Jean-Claude ChaussonnetSecretary General

André Turcat presents:

Une épopée françaiseLes créateurs de l’aviation nouvelle 1950-1960André Turcat, Pierre Sparaco, Germain ChambostIt was former test pilot André Turcat who had the idea to devotea book to testimonies of the fifties, a daring and innovative era,bringing out the work of the test crews. With the help ofGermain Chambost and Pierre Sparaco, he undertook to meetup with the main players of this exceptional decade, which paved the way for therenaissance of French aeronautics. The result promises to be enthralling and instructive. The book, published byPascal Galodé, will soon be in bookshops and will be able to be consulted at theAcademy’s documentation centre.

A literary prize?Section V of the Academy isconsidering creating a literary prizewhich, every year or two years, woulddistinguish a work combining aviationand literature. In a sense, the idea is nota new one in that Section V regularlyputs forward candidates to the Prizesand medals commission, which ingeneral are accepted and thusrecognised.This time, it is a question of creating aprize which would be both demandingand ambitious: the jury would be readyto distance itself from “run of the mill”aviation books. To start with, asimulation will be attempted and atheoretical list of works drawn up whichcould be taken into consideration. Yourcomments and suggestions would bemost welcome.

Pierre SparacoPresident of Section V

Members’ publications

7

Pierre Gallois passed away on 23 August, at theage of 99. He was not only a high rankingmilitary officer, but also an industrialist, a writer,a teacher and a lobbyist, in the noble sense ofthe term. He was elected a Fellow of theAcademy in 1985. A man of influence - brilliant,uncompromising, multitalented - his life workincludes a dozen books (the most recentpublished in 2001) and hundreds of articles. Heachieved much more than an exemplary careerin the French air force, campaigning long andhard to ensure that France was equipped with anuclear arsenal, thereby recovering and

reinforcing its status as a major nation. Later on,after retiring from the air force, he joinedDassault Aviation as commercial director, whilstat the same time exploring an astonishing talentas a painter, specialising in large-scale trompel’oeil.Born in 1911, Pierre Gallois obtained his pilot’slicence at the age of twenty before joining theFrench air force in 1936, then the Royal AirForce during the war, flying a Halifax bomber.He was subsequently appointed deputy chief ofstaff of SHAPE (Supreme Headquarters AlliedPowers Europe), with responsibility for strategicstudies. This function was to place him at theforefront of a vast exchange of ideas, in whichhe was called on to define a plan to modernisethe French air force; it also served to confirm hisbelief of the absolute need for France topossess the atomic bomb, both as a deterrentand as a symbol of a high ranking nation.General Gallois then went on to define in great

detail the theory of deterrence known as “weak-to-strong” and to defend what he called thelevelling power of the atom thus helping shapeGeneral de Gaulle’s final decision to embark onthis path. The challenge was enormous, whichgoes some way to explaining why themeticulous demonstration was supported bynumerous writings, including some deliberatelyprovocative ones. Often the titles are highlyeloquent: “L’Adieu aux armées” (Goodbye to thearmies), “La Guerre de 100 secondes” (The 100second war) and “La France sort-elle del’histoire ? Super puissances et déclin national “(Is France dropping out of history? Superpowers and national decline). Respected, valued, highly sought after, PierreGallois was wooed by the Rand Corporation -the famous American Air Force “think tank” - aswell as by Air France in the time of Max Hymans.In his own way, an honest man and a great one.

Pierre Sparaco

Homage to Pierre Gallois

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

Dossiers (bilingual French-English series)32 Risktaking, conclusions and recommen-

dations, 84pp, 2009, €1531 For a European Approach to Security in

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

Exploration, 2008, 84pp, €1529 Air Transport and the Energy Challenge,

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

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

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

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

€1021 Feedback from Experience in Civil

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

General works In French unless marked with an asterisk• Annales 2001-2007, Tome 1, Travaux, 2009,

€20• Lexique franglais-français, 2009, 70 p A5,

€10

Publications list

• Les Français du ciel, historic dictionarypublished by cherche midi under thedirection of L. Robineau, 2005, 784pp, €35

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

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

Conference proceedingsEnglish and French according to speaker• Airports and their Challenges, 2008,

CDRom, €20• Risktaking: a human necessity that must

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

the Galileo Programme, 2008, CDRom,€20

• Legal Aeronautic Expert reports, 2007,CDRom (out of stock)

• Air Transport and the Energy Challenge,2007, CDRom, €20

• Aircraft and ATM Automation,2006, CDRom, €19

• Europe and Space Debris, 2002CDRom, €25

Forums (in French)24 Helicopters and Medical

Emergencies, 2010, 76p. A4, €1023 Vision: a view of the spirit, 100

pages A4 colour, €15

22 Du bloc opératoire au cockpit d’un avionde ligne, 2006, 100pp, A4, €10

21 Vols très long-courriers, facteurshumains mis en jeu, 2005, 110pp, A4, €10

20 De 14 h à 18 h de vol, et au-delà ; évol-ution ou révolution, 2004, 100pp, A4, €10

Coming soon: Dossier 33: Airports and their ChallengesAirports are essential infrastructures for theeconomic and social development of adjacentregions. They are forced to adapt constantly inorder to meet the various challenges facing them,in particular regularly evolving security demands.They attempt to provide an optimal service to theirdifferent customers: passengers, whose numbersare increasing despite the crises, airlines with theirchanging needs and the different businessinstalled on their complexes.Each airport also seeks to meet environmentalconstraints and the demands of local residents. Toimprove their services, airports rely at all times onenhanced collaboration between all players.

This dossier was drawn upfollowing the conference on“Airports and their Challenges”organised in late 2009 by theAcademy. It paints a broad portraitof the different demands put onairports, the services they provideand the main innovationsexpected.

all r

ight

s res

erve

d

8

The Lettre de l’Académie de l’Air et de l’Espace is a two-monthly publication – ISSN 1288-5223The conclusions and opinions expressed in this document are those of theauthors, within a context of freedom of expression cultivated by ourAcademy. They do not necessarily reflect the opinions of the Academy orits partners.EDITORIAL OFFICES/ADMINISTRATION:Air and Space Academy:BP 75825 – 31505 Toulouse Cedex 5Tel.: 33 (0)5 34 25 03 80 – Fax: 33 (0)5 61 26 37 56Email: publications@anae.fr – Internet : www.air-space-academy.orgDIRECTEUR DE LA PUBLICATION/EDITOR: Gérard BrachetEDITORIAL TEAM: Jean-Claude Chaussonnet, Yves Marc, Pierre Sparaco,Martine Ségur, Lindsey JonesPRE-PRESS: Lindsey JonesTRANSLATION: Lindsey Jones, David WilliamsPRINTED BY: ENAC Service Édition7 avenue Édouard Belin – 31055 TOULOUSE CEDEX 4

Previous issues:No.69 Future engines, September 2010No.68 The Moon is dead, Long live Mars!, June, 2010No.67 Aeronautical and Space Training in Europe, April, 2010No.66 General Aviation, January 2010No.65 45 Years of commercial satellite operations, November 2009The full list of previous issues and other publications can be found onour website: www.air-space-academy.org

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

Programme2:00 pm Opening, Presentation of new Board of

GovernorsPresentation by President GérardBrachet of newly elected members

3:15 pm Lecture by Didier Evrard, Executive VicePresident Airbus, Head of the A350programme, on The Development of theA350

4:15 pm Break4:30 pm Presentation of medals5:15 pm Presentation of the Law, economy and

sociology in air and spacetransportation prize

5:30 pm Presentation of the Great Prize5:45 pm Policy Report of President Gérard

Brachet6:00 pm Closing speech by the Mayor Toulouse (to

be confirmed)Cocktail courtesy of ToulouseMunicipality

Plenary Session of the Air and Space Academy26 November 2010, 2 pm, Salles des Illustres, City Hall, Toulouse

For further information: www.air-space-academy.org

Organised jointly by “CENTEN’AIR, les 100 ans de l’aviation àBordeaux-Mérignac”, AAAF and the Air and Space Academy, thisconference will celebrate 100 years aviation at Bordeaux-Mérignac, underlining the strategic, economic and culturalimportance of air transport in daily life, it will look into the future ofair transport in the next decades, inform the public and encourageyoung people to consider aeronautics professions. centenair2010.fr

Other events in 2010:30 Nov. Melting icecaps as seen from space, lecture by

Frédérique Rémy, 6-7.30pm, Médiathèque José Cabanis,Toulouse

Events 2011:17 March “Clean”, safe aircraft, Palais de la Découverte, Paris3-4 May Toulouse Encounters 2010

The Challenges of Air Transport: some answers for the future

116-17 November 2010 at Cité Mondiale, Bordeaux

The public plenary session of the Academy will takeplace in the prestigious Salle des Illustres in theToulouse Town Hall.

On this occasion, the Academy will welcome in itsnew members and Board of governors, as well aspresenting its prizes and medals for 2010.

A lecture at the end of the afternoon will be followedby a reception, courtesy of the Toulouse Municipality.

Elected members FELLOWSMichel Brafman: Director of La Réunion Spatiale,Technical Director of La Réunion AérienneJean Broquet: former Director of TechnologyStrategy and Planning at EADS AstriumJacques Desmazures: former Technical Directorof Programmes at Dassault AviationGérard Fouilloux: former European affairsDirector of the Snecma groupAlain Garcia: former Executive Vice-presidentEngineering at Airbus Jean-Claude Hironde: former Deputy TechnicalDirector General at Dassault AviationWolfgang Koschel: former Director of the SpacePropulsion Institute of DLRÉrick Lansard: Director at Thales research &technologies FranceGérard Weygand: Honorary President of theassociation Les Peintres de l’air

FOREIGN ASSOCIATE MEMBERMahmut Barla: Deputy President and Dean of theengineering faculty of Piri Reis University

CORRESPONDENTSPatrick Anspach: Aeronautics correspondent ofthe daily Belgian newspaper L’ÉchoAndré Auer: Director of the Office fédéral de l’air(Switzerland), Chief executive Joint AviationAuthorities

Filippo Bagnato: Executive President of ATRXavier Bouis: Technical Director General atOneraGérard Breard: Technical Director at EADS-Astrium space transportationJean-Georges Brévot: former Senior vice-president Defence affairs à EADS InternationalMichel de Gliniasty: Scientific Director Generalat OneraJohn Green: President of the ExecutiveCommittee of Greener by designAlain Hauchecorne: Deputy Director of LatmosPhilippe Jarry: former Senior Vice PresidentProduct at AirbusJürgen Klenner: former Senior Vice PresidentHead of the Center of competence flight physics atAirbus, ToulouseJean-Claude Martin: former Director ofprogrammes France, MBDAJean-Philippe Mousnier: sociologist, expert ineconomic intelligence and sustainable developmentFrédérique Rémy: Director of research at CNRSJean-Claude Ripoll: former Director ofEngineering institute ENSAELouis-Alain Roche: contrôleur général desarmées en mission extraordinaireTrevor Truman: former Technical andEngineering Director British Aerospace group