While the looming threat of budget sequestration kept more than a few aerospace executives up at night, Safran USA president Peter Lengyel spent most of his waking hours preparing his company for any eventuality. That doesn’t mean he welcomed the prospect of drastic spending cuts to medevac services, law enforcement and border patrol. After all, the U.S. federal government is, in effect, Safran’s biggest customer.
Push-back tugs and taxiing aircraft with engines powered up may well, in a few years, be seen as remnants of the past. Two exhibitors here at the Singapore Airshow are studying electric motors that would drive the aircraft’s wheels on the ground.
Despite the well documented complications arising out of the Boeing 787’s “more electric” architecture, French engine and equipment manufacturer Safran earlier this month restated that electric systems will replace hydraulics and bleed air in future aircraft at an accelerated rate.
French aerospace conglomerate Safran (Booth No. 4287) said it is reorganizing to meet the challenges presented by the growing role of electronics in aircraft systems and subsystems design.
France’s Safran group plans to embark on a restructuring effort to better advance the so-called more electric aircraft concept and the increased application of electronics in aircraft systems and subsystems. In his first ever press interview, new CEO Jean-Paul Herteman told AIN that the revamp, due to start in early 2009, will “take on critical importance” in developing a generation of less fuel-hungry aircraft.
Snecma’s half share in the PowerJet SaM146 turbofan may represent the Safran Group’s biggest contribution to the Sukhoi Superjet project, but nearly a dozen other subsidiaries are supplying equipment and services for that airplane.
Manufacturers of nacelles and thrust reversers have no less interest in introducing new technology to their designs than do the suppliers of the engines inside them.