NEWS OF THE RISK MANAGEMENT SECTOR A fully-fledged … · the aerospace industry JUNE 2019 NEWS OF THE RISK MANAGEMENT SECTOR CONTEXT EXPERTISES A revolution in safety p.6 Extending

A fully-fledged player in the aerospace industry

JUNE 2019

NEWS OF THE RISK MANAGEMENT SECTOR

CONTEXT EXPERTISES

A revolution in safety p.6

Extending our range of services p.8

SPECIAL ISSUE: PARIS AIR SHOW, LE BOURGET, 2019

2 I Special issue: Paris Air Show, Le Bourget, 2019Front page

Apave, a fully-fledged player in the aerospace industryKey points / The aeronautics and space industries are areas that demand constant high performance. Facing the challenge of managing and improving safety, the Apave Group and its subsidiaries are a vital source of support for players in a sector that demands excellence.

S afety is a team success. On the ground, everybody has a part to play in achieving this common objective. The impending intro-

duction later this year of risk-based over-sight (RBO) in the area of airworthiness, illustrates how the Apave Group’s subsid-iaries in the aeronautics and space mar-kets complement each other. From the end of the year, OSAC, authorised by min-isterial decree, will have to perform its mis-sion of technical control of civil aviation in

a new framework. It has been preparing for this key regulatory change for more than a year: with the support of the Apave Group, it has developed high-perfor-mance tools that will enable it to establish the risk profile of each organisation that it oversees. It is at this level that Apave Aer-oservices and OSAC are developing an analysis model designed for the introduc-tion of RBO.These analysis models are intended to incorporate other standards, such as the

OSAC recruits 7 to 10 people per year on average. Every profession is involved, starting with those of auditors and inspectors, as well as experts and trainers. We are targeting experienced professionals, former military personnel and recent engineering school graduates. We have to strike the right balance between people with a lot of experience and

younger people,” explains Guy Tardieu, CEO of OSAC. “The aeronautics job market is very tight today, and so we have to prospect and target better.” A recruitment campaign was launched in the specialist press and on social media a few months ago. The idea is to use portraits of OSAC employees to promote different professions.

We need to be proactive

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Special issue: Paris Air Show, Le Bourget, 2019 I 3

Ed

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rial

Target: the 53rd Paris Air Show”

The aeronautics and space indus-tries are among the strategic sec-tors for France. In 2018, they even made a trade surplus of 27.7 bil-lion euros between them. The success year after year of the Paris Air Show confirms both this industrial and commercial

momentum and the growing French enthusiasm for the sector. With drones, flying cars, 3D printing and the use of big data, it is also a sector that remains at the cutting edge of innovation and is undergoing changes that will enable it to face the many challenges of tomor-row. In particular, there is one very size-able challenge to face: the International Air Transport Association (IATA) has predicted that world air traffic will dou-ble by 2037, with passenger numbers reaching 8.2 billion and the Asia-Pacific region accounting for more than a half of them. Passenger safety and risk man-agement are the cornerstones of all these challenges. The end of 2019 will mark a key milestone for the aeronautic industry when European regulation 1321/2014 comes into force, introducing risk-based oversight (RBO) in the area of airworthiness. With support from the Apave Group, OSAC has been preparing for this for over a year. Through syner-gies with Apave Aeroservices, it has

developed an analysis model suitable for use with an RBO approach. For its part, Sopemea, which is involved in some prestigious aeronautical programmes, is broadening its offer of environmental testing. The ambition of the Apave Group and its subsidiaries is to raise still higher the requirement for safety and risk management in the service of aero-space industry players..

RÉMI SOHIER,Group Chairman and CEO

60training packages focused on managing aeronautical risks are provided by Apave. Added to these are tailor-made programmes devised according to each customer’s specific needs.

3,500 aircraft are overseen by OSAC teams each year.

In figures

11,500 valid aeronautical mechanic licences in France. OSAC issued 2,200 in 2018

those in force in aeronautics space and defence. In this perspective, Apave Certifi-cation has been accredited by the French Accreditation Committee (Cofrac)* to award EN 9100 certification (the Quality Manage-ment System standard specific to the aero-nautical sector).

TRANSPOSING THE AERONAUTICAL PROCESS TO THE SPACE SECTORProviding this support to players in the sector is also a strong reality in the space sector, which is also experiencing profound upheav-als, albeit for different reasons that aeronaut-ics. Since summer 2018, all the cards in the space sector have been reshuffled. Safran and Airbus have taken over control of the European Ariane 6 launcher. This raised Apave Espace’s profile and called for a new organisation. The subsidiary operates on the launchpad as well as the upper stage of the Ariane 6 launcher. It has to meet not only the expectations of the Ariane 6 programme and the CNES (National Centre for Space Studies), but also those of all the other new players who are now responsible for Soyuz and Vega launchers not only in Kourou but also in Rus-sia. The process characteristic of aeronautics is transposed to the space sector. At the cut-ting-edge of aeronautics, the Apave Group is equipped to guide customers and subcon-tractors along this new path. Whether in aer-onautics, space or defence, the expertise developed by the Apave Group enables it both to engage more strongly with its custom-ers and to increase the number of operations at international level. On the launchpad in Kourou, and alongside both civil and military operators, it is part of everyday reality. The recent acquisition of the PARC testing labo-ratory in the UK by Group subsidiary Sopemea also illustrates this perfectly illustration.

* List and scopes on www.cofrac.fr

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4 I Special issue: Paris Air Show, Le Bourget, 2019Front page

Convergence / “Machines are not the source of strength, but people.”

“Apave Aeroservices is the entity specialising in consulting and training for the aeronautics industry.”

Stéphane TorrezCEO of SOPEMEA

Jean-Marc de RaffinCEO of Apave Aeroservices

Earlier this year, Sopemea announced that it had acquired AEMC, a benchmark laboratory in its field. What strategy lies behind this acquisition?Stéphane Torrez: AEMC special-ises in analysing interference phenomena in electronic sys-tems. It will allow us to boost our offer in electromagnetic com-patibility (EMC) and make a considerable contribution to our strategic research from expertise through to test labs and training. The combination of our areas of

How do the synergies between OSAC and Apave Aeroservices work? Jean-Marc de Raffin: I couldn’t know OSAC better, because I was at the helm from its creation back in 2010 until January 30 this year. Ten years on, the comple-mentary relationship between the two Apave subsidiaries is operating better than ever. It was Apave Aeroservices that intro-duced the French Civil Aviation

expertises with those of AEMC opens up new possibilities for the Sopemea Group, particularly on innovative new markets.

In 2017, the British laboratory PARC joined the Sopemea Group. Does the Group have an international development policy? S.T.: The acquisition of PARC was a strategic choice in terms of timing: we wanted to estab-lish ourselves in Britain before Brexit. The United Kingdom is a major industrial country where we want to introduce a broad range of testing. For Sopemea, international development means setting ourselves up fully in a country. In a similar way, we are paying attention to what is happening in Germany, where we also want to establish our-selves.

Sopemea has been associated with the leading players in the aeronautical industry for more than 70 years. What is the rule for staying at the cutting-edge of progress in such a demanding field as testing? S.T. : Being vigi lant! Also being convinced that it’s not machines that are the source of strength, but people! In 2002, a year after Sopemea was acquired by the Apave Group, we abandoned the activity of carrying out testing ourselves. We now work more upstream of the design phase, to enable our customers to design in the con-text of a set of guidelines that we have worked out together beforehand. We now occupy a different place with our cus-tomers. We are developing alongside them.

Authority (DGAC) to OSAC’s range of services. While OSAC’s mission is to oversee compliance on behalf of the DGAC, Apave Aeroservices offers services that are not State-related but are all intended to improve safety and efficiency in aeronautical organ-isations.

What is the ambition of Apave Aeroservices?J.-M.R.: In its ten years of

existence, Apave Aeroservices has developed know-how, products and a range of ser-vices that have established it at the forefront of the aeronautical safety market. The names in our customer portfolio are among the biggest in the sector. Our ambition is to move towards a structured offer based on advanced services deriving from extensive studies and industrialised, formalised, not to

say standardised products. We fully realise that the safety mar-ket is not very large: it’s worth less than €10 million. But we have built up a reputation on this market in the last few years and we have considerably expanded our field of activity. We now cover military as well as civil aviation, and we regularly work with foreign authorities outside Europe. What are its prospects for development? J.-M.R.: We want to move towards more global services provided by multidisciplinary teams based on powerful mod-els of analysis and heavy data-bases. To do this, we first of all have to persuade our customers to shift from the current system of guideline-based compliance control to a risk analysis model. This is the challenge that is facing our teams.








23

APAVE AEROSERVICES

SOPEMEA

Apave Aeroservices offers consultancy services, safety audits and training, with the aim of improving safety (unintentional threats) and the performance of aeronautical organisations (authorities, constructors, airlines, maintenance organisations, airports, training, drones). Its mission is to reduce the risks to which aircraft in service and their ecosystems are exposed. In France and other countries, customers call on the company to provide innovative methodologies for evaluating safety performance and managing aeronautical risks.

The Sopemea Group (180 employees) consists of a network of five laboratories specialised in environmental testing and a training centre. Its customers are industrial players in aviation, energy and defence. Its areas of excellence include mechanical, climatic, electrical and electromagnetic compatibility testing. Aeronautical programmes supported by the Group over more than 70 years include both the most prestigious and the most ambitious – Sopemea was responsible for testing certain components equipping the Concorde, Falcon, Airbus and Mirage before their inaugural flights.

Find out moreVisit www.apave- aeroservices.com

Find out moreVisit www.sopemea.fr

Improving safety and the performance of players in the aeronautics industry

Customised expertise in environmental testing

1OSAC

OSAC has been authorized by a ministerial decree to carry out technical safety inspections in the civil aviation industry since 2010. As part of the Authority, OSAC delivers, suspends and revokes approvals for organisations in production, maintenance, airworthiness management and maintenance training. It issues airworthiness documents for aircraft and awards aeronautical mechanic licences.

Find out moreVisit www.osac.aero

Carrying out technical controls on civil aviation

Specialised subsidiaries

4BVT

BVT (standing for Bureau de Vérifications Techniques) is a subsidiary specialising in testing and training for the transportation of hazardous goods. Accredited by the French Ministry of Transport and the International Air Transport Association (IATA), BVT conducts regulatory tests, issues approvals of packaging intended for transporting hazardous materials and provides training for the entire supply chain.

Find out moreVisit www.bvt.eu

Testing and training for the transportation of hazardous materials







6 I Special issue: Paris Air Show, Le Bourget, 2019Context

For continued airworthiness monitoring authorities, 2019 is the year that will see the shift to a risk-based method of oversight. This cultural revolution was triggered by the International Civil Aviation Organisation (ICAO) five years previously, with the aim of maintaining and improving the high level of safety in a rapidly growing sector.

Throughout Europe, the organisa-tions responsible for technical con-trol of civil aviation have their backs to the wall. By the end of the

year, the new European regulation EU 1321/2014, encompassing ion particular continued airworthiness, will come into force. Hitherto, oversight has been based on

an analysis of compliance with the applica-ble regulations, but it will now also be based on an assessment of the risk associated with each organisation overseen. “The analysis of compliance as we know it today will be complemented by taking account of the performance and the complexity of the organisations we are overseeing,” notes

A revolution in safety

Hugues Carrière, Director of Methods and Developments at OSAC.This entails a complete overhaul of current safety oversight practices. For OSAC, which is responsible for overseeing airworthiness in France, it consists in adapting the technical control carried out by adjusting the length of the monitoring cycle and/or adapting the content and the nature of oversight pro-cedures. With the support of the Apave Group, OSAC has been getting ready for this significant regulatory change for more than a year. This in-depth reform was decided on by the International Civil Aviation Organisation (ICAO) in the context of rapid growth in air transport. With air traffic likely to double by 2030, the ICAO wanted to adopt a compre-hensive framework for safety management worldwide. In 2014, it introduced Risk Based Oversight (RBO), an innovative way of adapt-ing the oversight carried out by national authorities according to risks identified within the organisations being monitored.

OVERSIGHT PROGRAMMES ADAPTED TO EACH ORGANISATION“Risk-based oversight will enable us to ensure that the accident rate continues to fall,” remarks Carrière. The European air safety tar-get that has been set is to reduce the acci-dent rate for commercial flights to less than one for ten million flights by 2050, i.e. half the current level. “Thanks to RBO, we will be able to make better use of the resources allo-cated to oversight by implementing over-sight programmes adapted to each organisation.”The RBO mechanism makes it possible to better identify hazards, measure the associ-ated risks and to demonstrate the effective mitigation of these risks. The competent authority can then focus on organisations requiring special attention, thus reinforcing the effectiveness of controls. At the same time, better understanding of risks in the entire aeronautical sector will make it possi-ble to improve the calibration of monitoring. For more than eighteen months, OSAC has been working closely on preparing for the transition with the Civil Aviation Safety Direc-torate (DSAC) and the National Federation of Commercial Aviation, particularly on enriching the model as defined with ele-ments that can have an impact on the risk of accidents. “Using only technical and regulatory data obtained from monitoring compliance with applicable regulations is inadequate,” says Carrière. “OSAC wants to go further than regulatory requirements. In the medium term we want to include other elements of a dif-ferent nature in the analysis models, such as financial and organisational elements, or taking account of complementary stand-ards that are in force, such as those in aero-nautics, space and defence.”


Is the transition to RBO (Risk Based Oversight), i.e. to a safety management system, proving difficult to bring about?Guy Tardieu: We are talking about moving from a culture of out-and-out oversight of regula-tory compliance to risk analysis. This change, which takes the form of a new way of dealing with regulations, implies that those who are responsible for putting it into application are having to re-evaluate their pro-fession at the same time that they have to provide support for the people they are auditing. Faced with the need to imple-ment increasingly dense regula-tions, the support role is impor-tant, for small structures in particular. We have to teach people and motivate them, at a time when our personnel are asking themselves questions about their own functions. We really must bring about change in the profession.

How exactly can the profession be better structured? G.T.: Through training and new criteria for recruitment. In a tight job market, the search for suita-ble profiles in a major challenge. Not only are we creating posts

A better structure for the profession for the la transition to RBO*

Guy Tardieu has been the head of OSAC since January 31, 2019. An

ardent defender of the French flag, he built his career at Air France before becoming a tireless director of the

National Federation of Commercial Aviation (FNAM) in 2012.

Guy TardieuCEO of OSAC, a subsidiary of Apave

1973 He graduated from the ENSAE Sup’Aéro engineering school in 1972. After a period in the French Air Force’s Commando Company, he joined Air France as a maintenance engineer on the Boeing 747 at the Equipment Department.

2001 He became head of the External Relations office under the then CEO of Air France-KLM, Jean-Cyril Spinetta, before being appointed Director of Corporate Quality and Compliance in 2009.

2017 Speaking on behalf of the FNAM at the National Conference on Air Transport organised by the French Ministry of Transport, he argued in favour of greater competition between French airlines.

for inspectors, we are trying to encourage people to take up careers in the risk management field. We are opening a number of posts to young engineers with experience in the civil or military sectors. In coordination with the French Civil Aviation Author-ity (DGAC), OSAC has taken action on several fronts, in the international arena on behalf

of the European Aviation Safety Agency (EASA), and increasingly in the military sector.

How was the OSAC-Apave Aeroservices consortium chosen? G.T.: In conjunction with the Civil Aviation Safety Directorate (DSAC) and the State Aeronau-tical Safety Directorate (DSAE),

OSAC has worked on devising processes to achieve conver-gence between civil and mili-tary regulations. More recently it has worked with the Belgian Air Force to support implementation of the oversight of airworthiness. The experience gained along-side civil and military authorities and industrial players was a key factor in the European Defence Agency’s decision to call on a consortium consisting of OSAC and Apave Aeroservices with a view to developing and updat-ing certification criteria for military airworthiness in Europe. A framework contract has been signed for a four-year period, until 2022, which is also the expiry date of the authorisation by which OSAC performs technical inspections of civil aviation on behalf of the DSAC. The renewal of this accreditation is obviously one of the challenges we will be addressing in the coming months. *Risk Based Oversight

“Faced with regulatory change, our support role is becoming increasingly important”

1978 In 1978, he was seconded to Tripoli to serve as Technical Director at Libyan Arab Airlines. He later took charge of the subdivision consisting of runway mechanics at Orly airport.

8 I Special issue: Paris Air Show, Le Bourget, 2019Expertises

Because an effective management system plays a part in an organisation’s risk management, Apave has added EN 9100 certification to the range of services it offers.

Apave adds EN 9100 certification to its range

efficiency of processes and the company’s overall performance.” This certification is a necessary step, but also an effective way to develop a customer base and increase revenues.“We have handled around ten cases over the past year. For the time being, we are only talking about SMEs with less than 50 employees. Some don’t have any certifi-

“Improving the efficency of processes and the company’s overall performance”

At the level of its structure and its principal requirements, the NF standard EN 9100:2018 has been brought into line with the 2015 version of the ISO 9001 standard, which introduced a risk-based approach. The notion of risk already featured in the 2009 version of the standard, intended for the Aeronautics, Space and Defence sectors. This new version of EN 9100, like Risk Based Oversight, will make it possible to improve safety globally by optimising risk management.

Optimising risk management

Certification according to the EN 9100 Quality Management Systems standard specific to the Aeronaut-ics, Space and Defence (ASD)

sectors enables companies wishing to work in the sector to meet the requirements of major customers,” says Houda Janhaoui, the Apave Group’s EN 9100 certification man-ager. “It’s also a way of improving the


The Safety Audit, a method of diagnos-ing and identifying

risks, was developed inter-nally by Apave and is not only based on regulatory compliance. “We work on the basis of our own set of guidelines,” explains Jean-Philippe Renaud, Develop-ment Director at Apave Aeroservices. “It’s based on ICAO standards, but we are constantly enriching it with feedback from our projects around the world.” The service was devised to respond to a demand that originated with oil and gas groups and NGOs wanting to qualify the carriers they use for transporting their personnel. In view of the requests for audits that it receives, Apave Aeroser-vices decided to develop a constantly optimised in-house method of risk evaluation. “These are

Safety PerformanceA detailed observation of interfaces is very instructive when it comes to risks.

cation yet, others are already certified but have opted for a certification transfer on the occasion of the three-yearly renewal. The skill of the training teams and Apave’s expertise in aeronautics and in manage-ment system certification impressed these new customers.”Their aim is to be included in the Online Aerospace Supplier Information System (OASIS), the data base managed by the International Aerospace Quality Group (IAQG), which is the reference used by customers in the aeronautical sector wish-ing to verify the certification of a potential supplier. “The IAQG lists just under 2,500 EN 91X0* certified companies in France, so there’s a long way to go before a maxi-mum of companies are certified.”

A COMPREHENSIVE OFFER OF MANAGEMENT SYSTEM CERTIFICATIONSWith the new accreditation awarded by the COFRAC** a year ago, Apave has expanded the offer of Management Systems (ISO 9001, ISO 14001, etc.) pro-posed by its specialist subsidiary, Apave Certification, which also has an offer of products/services and people/skills certi-fication. It has also recently positioned itself alongside OSAC and Apave Aeros-ervices in the aeronautics sector to strengthen the Apave Group’s offer on this fast-growing market. A key move that is part of the Group’s strategy.Profound changes are emerging in view of the reflections under way with respect to technical controls in civil aviation. Being an EN 9100 certification body could be an advantage. Although aeronautical safety is measured today in terms of regulatory compliance, it is also managed through the performance of its management sys-tem. “Ultimately, all the standards could converge, perhaps even merge,” points out Janhaoui. The deadline may appear relatively distant but this projection makes sense, which explains the Apave Group’s choice to start preparing now by develop-ing risk analysis models for the aeronautical market that incorporate the requirements of the EN 9100 standard.

* EN 9100, EN 9110, EN 9120

** French Accreditation Committee. List and scopes on www.cofrac.fr

risk-oriented guidelines that go beyond regulations,” adds Renaud.

A pragmatic tool Apave Aeroservices adapts its Safety Audit according to its customers in order to make safety demands more understandable for all the company’s deci-sion-makers, while taking account of their environ-ment. “It’s an alternative to methodologies exclusively

based on regulatory com-pliance. It distinguishes imbalances that are toler-able from those that are not.” Oil and gas compa-nies and NGOs were the first to adopt the Safety Audit which had become a flag-ship product of Apave Aer-oservices. But Apave decided to go still further: “Today, we are developing methodologies based on organisational human factors,” says Renaud. “A detailed observation of the interfaces that exist with an air operator is very instruc-tive when it comes to aero-nautical risks.”

Initially it was for the Group’s own needs that Apave Aeroservices transposed its Safety Audit to the drone market. “The Certidrones®

approach aims to provide all the players with support and not in any way to add to constraints in the sector,” points out Jean-Philippe Renaud, Development Director at Apave Aeroservices. It provides criteria making it possible to sort through the rapidly expanding offer of providers and retain only the most reliable. The idea is to inform choices and establish a safety label for this booming market.

A safety label for drones

Introduced by the International Civil Aviation Organization (ICAO) in 2014 in its Annex 19, Risk Based Oversight (RBO), an adapted method of oversight based on evaluating the risk associated with each organisation overseen, will come into force at the end of 2019 in Europe.

Carrying out oversight where

the risks are greatest

1,310 organisations are overseen by OSAC, only around a hundred of them located in France. More and more authorities and organisation throughout the world are choosing OSAC for consultancy, audit and training services in the areas of risk management and aeronautical safety.

10 I Special issue: Paris Air Show, Le Bourget, 2019Expertises

Our trainers are also auditors – it’s one of their strengths” Training programmes offered by Apave are targeted, adapted to each area and taught by qualified trainers with practical experience.

The growth of the aviation market has created a need for

personnel with higher and higher levels of qualification in every area. In this specific context of high demand, competition is naturally fierce in the training market, both in France and in other countries. Apave is the lead-ing private training organisa-tion in France operating in the realm of risk manage-ment. Few of its competitors can lay claim to compara-ble experience.

Auditors as well as trainers Through its subsidiary OSAC, Apave has the advantage of practical knowledge of a civil aviation authority. OSAC is accredited by a ministerial decree to perform technical controls of civil aviation. Operating on behalf of as part of the authority, OSAC del ivers, suspends and revokes approvals for organ-isations in production, main-tenance, ai rworth iness management and mainte-nance training. It issues air-worthiness documents for aircraft and awards aero-nautical mechanic licences. Aviation authorit ies are expected to perform a wide range of mission. More and more authorities around the

world are contracting the training of their inspectors and auditors to OSAC.“All our trainers are auditors and this is very important for our foreign customers,” acknowledges Jan Bell-mann, head of aeronautical training in the Apave Group. “It means that we can super-vise local inspectors when they are auditing and carry out audits with them in the field during the training period.” OSAC provides training for civil aviation authority inspectors in a num-ber of South Asian and Afri-can countries and in Brazil. “The European Aviation Safety Agency (EASA) rec-ognised our specialist skills in this area by choosing OSAC to train its own inspectors.” Apart from the Group’s know-how, the EASA saw the interest in specific features of the aeronautical inspector licence created internally by OSAC, initially for its own needs, which could ulti-mately create a precedent. “The licence is awarded on the basis of a course and is subject to renewal every three years through theoret-ical training and a super-vised audit. This whole approach underline OSAC’s desire to be transparent, which is vey much appreci-ated by the EASA.”


FOCUS

The specialised master’s degree offered by the École Nationale de l’Aviation Civile (ENAC) engineering school, which was devised in conjunction with OSAC, trains Safety Management System (SMS) managers called upon to lead structural and administrative change within their organisations on the basis of a predictive rather than reactive approach. The aim is to teach these future SMS managers the basic principles of monitoring and the continuous improvement of air safety through the implementation of a Safety Management System as described in Annex 19 of the International Civil Aviation Organization Convention.

Managing aeronautical safety

At the present time, “we are experi-encing a full-scale

industrial revolution from within,” claims Laurent Faucher, head of the Europe and Guiana space agency. This revolution has a name: Ariane 6. At a time when international compe-tition in the launcher mar-ket is intensifying, the shock wave caused by the spec-tacular success of Ameri-can start-ups is obviously having an impact reaching as far the launchpad at the Guiana Space Centre.

Involved in all the programmes “Our teams are working right at the heart of this enormous project,” com-

The space sector takes offIn Kourou, Apave is working directly on Ariane 6, the new European launcher that is reshuffling the cards on the launchpad.

ments Faucher. “As experts in quality, they are deeply involved and they have a view of all areas.” The first launch of Ariane 6 is sched-uled for 2020. It is an enor-mous project that got under way in 2015 and that will enter the testing phase this year at the launch base. Currently, at the Ariane 5, Soyuz and Vega launch pads in operation in Kourou, Apave is also responsible for safeguarding people and property: “a mission that involves monitoring every at-risk operation.” Apave operates in the ground installation and in the upper stage of the launchers (the compartment that houses the satellites). Added to this

is the creation of a new launchpad in Vostochny, Russia. Apave is Involved in all the programmes.Explains Laurent Faucher: “The activity is dense for us, and is spread over a num-ber of clients, each working in a specific field. The new organisation of the con-tract and the ramp-up of the various programmes will require seamless synergy from our teams.” Apave provides a valuable pool of human resources for space agencies. “Our inspectors and engineers are used to passing from one client to another. This is an appreci-able quality when it comes to working in a complex as vast as the Guiana Space Centre.”

12 I Special issue: Paris Air Show, Le Bourget, 2019

“The DGAC and OSAC work hand-in-hand”

“We have developed a partnership with Sopemea, which is continually growing stronger”

Bertrand de Lacombe,European and International Director and Project Director for International Cooperation, French Civil Aviation Authority (DGAC)

François Caruel,Technical Director at Safran Landing Systems

Interviews /

Clients

Both the Equipment System testing department and the Wheels and Brakes

testing department of Safran Landing Systems contract envi-ronmental testing to Sopemea. The aim is to subject the aeronau-tical equipment of Safran Land-ing Systems to real and extreme conditions, for example by per-forming vibratory tests with accel-eration peaks of up to hundreds of g, testing under a variety of atmospheric conditions with and without humidity and combined or not with icing, and salt spray testing.

Alongside the French Civil Aviation Author-ity (DGAC), OSAC is part of a European consortium whose members also include

the UK’s Civil Aviation Authority (CAA) and Spain’s State Agency for Air Safety (AESA). Operating on behalf of the European Aviation Safety Agency (EASA), the mission of this group of European authorities is to advance air safety throughout the world, wherever the European model is perceived as a benchmark.

Why was this European consortium formed?The EASA wanted to increase the technical influ-ence of Europe around the world. The Agency launched a call for tenders, to which we replied alongside our British and Spanish colleagues. In taking part in the tendering process, our aim was to make a contribution to the development of European influence. It therefore gave us the opportunity to position ourselves as a major player, whether in an intra-EU context or in relation to

countries where we operate under the umbrella of the EASA. We work hand-in-hand with OSAC, which is “part of the Authority”. This cooperation takes a very simple form, between colleagues. Whenever the EASA invites us to provide a service of assistance, we come together to consider our respective capabilities so that we can respond, whether together or separately. We participate together in regular meetings of the consortium with EASA, where we represent French interests together.

The skill level of the inspectors is a key factor in the success of the training programmes carried out for EASA, particularly in South Asia… These training programmes are always thought of extremely highly in countries that are experi-encing a twofold problem. In the first place, their skill level can’t always be counted on, and this feeds the suspicion of the international authori-ties, which blacklist these countries or their airlines. In addition, the rate of hiring and training inspec-tors can’t keep pace with the increase in air traf-fic. So it’s extremely important to train inspectors and strengthen the role they play within these authorities.

Why did you choose an independent laboratory? Faced with growing needs and increasingly complex customer requirements, we have refo-cused our core activity on carry-ing out more integration testing and/or testing of entire systems, so we perform less environmen-tal testing. Making this change, we needed to externalise basic equipment testing requiring a complete range of services, w i th great exper t i se and employing suitable resources that are robust over time. We already knew Sopemea. They

were able to bring the auton-omy and skills we needed.

What are the advantages of your proximity to Sopemea? Because of our shared history, Sopemea was a natural choice as soon as it extended its field of operations to the civil aviation sector. The partnership we have developed is continually growing stronger, and it is hugely facili-tated by our physical proximity.

Because of the increase in the number of cases and in their complexity, knowledge-sharing is necessary, whether with regard to our products or to the technol-ogies of the testing resources that are needed. Our proximity means that we can work with rapid response times and agility, which are essential. In one particular case when a crisis occurred, the resolution of the problem led us to work collaboratively on develop-ing a number of tests (design of tooling, determining mechanical excitation, etc.) making it possible to reproduce stresses suffered by planes and damage to brakes. For some of the tests, meetings are held alongside the test benches between Sopemea teams and Task Force pilots and experts. In cases like these, saving time and gaining trust by sharing directly can be a valuable advantage for achieving an effi-cient result.

13

Since late 2017, OSAC has been helping the Bel-gian Military Airworthi-

ness Authority (BMAA) in setting up an airworthiness authority that will cover all its military aircraft. On the fringes of this mission, a specific need emerged when the Navy decided to equip itself with a drone system. For the first time, OSAC applied the Certi-drones® safety audit in a mili-tary context – it was originally developed by Apave Aeros-ervices for civil aviation.

Why did you implement the Certidrones® audit with OSAC? The Belgian navy is currently in a phase of preliminary stud-ies for the acquisition of an embedded multi-mission UAV

In December 2018, the European Defence Agency (EDA) entrusted the Apave-OSAC consortium with the assessment of the Euro-

pean Military Airworthiness Certification Crite-ria (EMACC) Handbook, which contributes to building a strong and innovative European Defence Technological and Industrial Base.

What are you looking for from the Apave Aeroservices-OSAC consortium? We aim to keep the EMACC handbook harmo-nised with the Mil-HdBk 516, the US pendant on which it is based, but we have identified areas of further improvement, such as the inclusion of new criteria addressing specific kinds of oper-ation or novel design features of military air-craft, for instance. The output of this activity will then be presented to national experts in the Military Airworthiness Authorities (MAWA) Forum, led by the EDA. We also asked the con-

OSAC has adapted the Apave Certidrones® civil label for the military sector

“OSAC and Apave are assessing European military airworthiness certification criteria”

“A partner that can adapt to meet the specific needs of an SME”

Guy Bodet,Major, Airworthiness Office, Certification Branch,Belgian Military Airworthiness Authority (BMAA)

Stefan Schunke,Project Officer Airworthiness and Certification at the European Defence Agency (EDA)

Jérôme Dauffy,CEO and co-founder of Vaylon

Pégase is a flying all-terrain vehi-cle which opens up unprece-dented possibil ities for use,

particularly by the military and more specifically the elite troops of the French army. Vaylon, the company that designed and developed this hybrid vehicle, has chosen to work with Sope-mea and Apave Aeroservices.

Why did you choose Sopemea?Designing a flying all-terrain vehicle is a revolution in usage which entails an extremely severe set of requirements to be met in terms of functionality and the environment, but also of qualification. We decided to take advantage of the expertise of the Apave Group and of Sopemea so that we can prepare and carry out the qualification of the project, with a view to civil certification followed by military certification. Sopemea offers us a global approach using a range of skills that will help the success of the project. We are also able to benefit from a complementary range of skills pro-vided by Apave Aeroservices.

Tell us about your collaboration with Sopemea.Among other things, Sopemea supports us with defining the standards that are applicable (road, aeronautics and defence) and an analysis of risks. Sope-mea has positioned itself as a real part-ner, over and above the services it pro-vides, by adapting its involvement to what an SME is specifically looking for in the development of a project. As a result, Vaylon can already put a viable solution onto the market. Our first deliv-eries are planned for 2020.

(unmanned aerial vehicle) system. Embedded capabili-ties on the Remotely Piloted Aircraft System (RPAS) requested by the navy soon took us to systems with a total mass of more than 150 kg. Designing and implementing this type of very complex sys-tem, in a limited time and for a very short period (maximum two weeks), constituted an additional workload that the BMAA could not absorb. We therefore decided to turn to our consultant, OSAC, and the Certidrones® programme.

Did the support you received from OSAC enable you to make a choice between the UAVs that you were offered? The navy tested two systems and is still envisaging carrying out a further test or two. So the choice hasn’t been made yet, it will be at the time of the public procurement proce-dure, in which we don’t take part. But in working with OSAC, the risk analysis is carried out by a third party, guaranteeing an indispensable degree of impartiality.

sortium to assess the usability of the current EMACC format and with respect to the effort required for its maintenance, and to help us to develop user guidance and an accessible format.

Why did you choose to work on two use cases as different as transport helicopters and combat air systems?Unlike existing civil airworthiness codes or simi-lar military standards written for dedicated kinds of aircraft and mission profiles, EMACC aims to provide sufficient criteria covering the full range of options to ensure the complete-ness of certification programmes. The selected use cases represent current EU procurement initiatives and cover challenges like air-to-air refuelling, ship-borne operations and unmanned components. The improved EMACC will support national airworthiness authorities and industry when future military air systems are to be certified.


VERTICAL TAKE-OFF AND LANDING (VTOL) AIRCRAFT

On October 15, 2018, the European Aviation Safety Agency (EASA) launched a public consultation on its proposal of airworthiness standards intended for vertical take-off and landing (VTOL) aircraft.

Remaining committed to the highest level of safety, the agency is seeking to promote lighter standards to promote innovation for the initial phases of aircraft development and for other types of operation. The new

standards will apply to person-carrying VTOL aircraft. In its initial version, the requirement will be limited to aircraft with a passenger seating configuration of five or less and a maximum certified take-off mass of 2,000 kg or less.

EASA seeks to support the development of urban air mobility

The European Commission forecasts that in 2050, with between 5 and 10 million flying hours, drones could constitute the majority of air traffic and roughly 20% of activity in controlled air space. By this date, the European fleet could consist of 7 million recreational drones and 400,000 professional drones, representing a market worth €15 billion annually. The safety challenge is on the same scale as the economic potential of the market.

Although 2018 could not match the remarkable figures of 2017, the level of safety continues to improve.

Drones must combine economic success with safety

Constant improvement in global air transport safety

641

1277 67 4198

864136

19 1162646

523

2014 36.5 m flights

2015 36.9 m flights

2016 39.0 m flights

2017 41.4 m flights

2018 46.1 m flights

Accidents Fatal accidents Deaths

Safety figures(source IATA)

A shortage of pilots and maintenance technicians to cope with the doubling of air traffic in the next 20 years, the growing share of emerging economies, an explosion in the number of drones in the airspace and the introduction of autonomous flying taxis… The sector is facing numerous challenges.

The world aeronautics sector on the eve of a historic change

Signals

“On average, a passenger could take a flight every day for 241 years before experiencing an accident with one fatality on board.”

Alexandre de Juniac,Director General of IATA


The world aeronautics sector on the eve of a historic change

+4,4%

Over the next 20 years, average annual growth in passenger traffic should be around 4.4%, meaning that it will have more than doubled by 2037.

50,000onboard sensors in the Airbus A350 collect 2.5 terabytes of data each day… but most of this data is unused. “The aviation sector is a goldmine for data but it doesn’t possess the tools to explore it,” states Airbus.

37,390Taking all constructors into account, precisely 37,390 deliveries of new airliners with more than 100 seats are forecast for the period 2018-2037 by Airbus. Single-aisle planes with under 230 seats account for the lion’s share, with more than three-quarters of deliveries. By 2037, the world fleet will have multiplied 2.2 times, reaching 47,990 planes. In addition to these, there will be 3,000 new 40- to 80-seat turboprops.

Parts manufactured by additive manufacturing (3D printing) weigh up to 55% less than their traditional equivalents. Every kilogram saved means a 25 tonne reduction in CO

2

emissions throughout the lifetime of a plane.

Over the next 20 years, Boeing estimates there will be a need for 754,000 maintenance technicians around the world. Demand will be greatest in Asia-Pacific, where 257,000 professionals will be required, compared to 28,000 in Africa and 27,000 in Russia and Central Asia. Training methods will have to be make more use of distance learning and augmented reality.

Given current trends in air travel, the International Air Transport Association (IATA) has forecast that the number of passenger will double to 8.2 billion by 2037. The Asia-Pacific region will experience the strongest growth. Midway through the 2020s, China will take over from the United States as the world’s largest aviation market.

Passenger traffic

Big data

Deliveries of new planes by 2037

The environmental benefit of 3D printing

Training of maintenance technicians under pressure

billion air passengers in 2037

622,000

43,000

89,000

8.2

Breakdown of technicians by field (source Boeing)

Commercial aviation Business aviation Helicopters


Communications Department - Apave191, rue de Vaugirard - 75738 Paris Cedex 15 - Tel.: + 33 1 4566 9944 - Fax: + 33 1 4567 9047 - www.apave.com

Publication director: Rémi Sohier. Editorial director: Pascal Malnou. Editor: Antonia Perfumo. Design and production: - www.specifique.com Writing: Gil Roy, Ximena Tromben. Photos: Crocodile Images, Monty Rakusen, Ian Lishnan/Getty; Air France; CNES/ESA/Arianespace/Optique Video CSG/P Baudon, 2018; ESA/ill./DUCROS David; Studio Falour; Bombardier; Karl Hab, Apave; A. Pecchi/Airbus; Sopemea; Pixabay; Dassault Aviation. Cover and lead article illustrations: Greygouar/Pekelo. Line portraits: Lionel Lopes. Translation: Nouvel Angle.

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Asia Pacific Indian Ocean AustraliaBruneiChinaIndiaIndonesiaMauritiusJapanReunion Island

Americas BrazilGuadeloupeFrench GuianaMartinique

Africa Middle East AlgeriaAngolaSaudi ArabiaBurkina FasoCameroonUnited Arab EmiratesGabonGhanaGuinea ConakryEquatorial GuineaIvory CoastLebanonLibyaMaliMoroccoOmanQatarSenegalChadTunisiaTurkey

Apave worldwide

BusinessesMISSION

Figures 130agencies

34laboratories

and test centres

170training sites

55worldwide operations

Apave and its subsidiaries are leading players in controlling technical, human and environmental risks.

With over 80 years’ experience in the aerospace industry, Apave helps to ensure greater safety, working alongside and in coop-eration with operational teams. Apave supports civil and military players in the aeronautical sec-tor who want to control their risks, comply with regulations and boost their performance.

Apave seeks to help businesses and communities improve the safety of people and property, protect the environment and optimise the performance of facilities, equipment and buildings. Take a nuclear plant anxious to improve the security of its installations, a manufacturing company wanting to carry out a safety and environmental diagnosis, an airport training its personnel in new safety requirements,

a hospital wanting to secure the use of medical fluids, an SME that undertakes a process to certify its products so it can export them better, an aircraft constructor seeking to test and qualify its equipment – whatever their size or their business sector, Apave guarantees all these players a rigorous, highly professional service, enabling each of its customers to focus on its core business.

Apave in brief

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