THALES CONTRIBUTION TO THE GREEN PAPER ON A COMMON STRATEGIC FRAMEWORK FOR EU RESEARCH AND INNOVATION FUNDING

THALES CONTRIBUTION TO THE GREEN PAPER ON A COMMON STRATEGIC FRAMEWORK FOR EU RESEARCH AND INNOVATION FUNDING This European Commission Green Paper proposes major changes to EU research and innovation funding to make participation easier, increase scientific and economic impact and provide better value for money. The questions are the same as those set out in the Green Paper. To facilitate responding, you are asked to rate the relative importance of the aspects covered in each of the questions. Text responses are limited to 1500 characters. If you wish to provide detailed written comments you are encouraged to use the written response submission form. Information about the respondent Thales Avenue de Cortenbergh, 60, Boîte 3, 1000 Bruxelles Identification number in the EU Register: 91711831031-23 Contact: Marc Cathelineau, Vice President European Union & NATO marc.cathelineau@thalesgroup.com We are answering as a large industrial company (more than 250 employees) involved in research & innovation projects across Europe. Thales has been a Key industrial Partner for the European Union research & innovation programmes for many years (Framework Programmes). Thales is based industrially in 13 European Countries (Austria, Belgium, France, Germany, Greece, Italy, Netherlands, Norway, Poland, Portugal, Romania, Spain, United Kingdom) and commercially in practically all the EU Countries. Thales has received funding from FP7 and CIP and research/innovation programmes in the Member States. Thales contribution to CSF Green Paper Aerospace 1/ 16 10/05/2011

WORKING TOGETHER TO DELIVER ON EUROPE 2020 The questions in this section correspond to Section 4.1 of the Green Paper. 1. How should the Common Strategic Framework make EU research and innovation funding more attractive and easy to access for participants? What is needed in addition to a single entry point with common IT tools, a one stop shop for support, a streamlined set of funding instruments covering the full innovation chain and further steps towards administrative simplification? For the aviation sector, attractiveness and ease of access concerning the CSF is linked to the stability of existing framework instruments recently deployed in FP7, while increasing their efficiency through streamlining and the simplification of the rules for participation. The aeronautics sector requires consistency in this area to ensure resources are used efficiently, flexibly, continuously and in a targeted manner. These instruments have proven to be fit for purpose in upstream pioneering research projects, targeted research projects (Level 1), technology integration projects (Level 2) as well as Public Private Partnerships, and Joint Technology initiatives (Level 3, Clean Sky, SESAR). To maximise the CSF s impact and make it more attractive and easy to use for participants, it must meet the specificities inherent to each mode of transport. For aeronautics the development of innovative technologies relates to several aircraft categories and new air systems including Unmanned Aerial Systems. The improvement of their environmental, energy and economic performance levels are at stake if the ambitious goals set by the EU Transport policy are to be achieved. The full research and innovation cycle must encompass all stages, from the incubation of upstream and pioneering activities to the demonstration and in-flight validation of current and new technologies. The CSF must aim at technological excellence, which enables innovation, leading to worldwide leadership and competitiveness of European industry. At the same time it is essential to pursue the necessary societal and environmental objectives. To achieve this, the CSF should be linked to an EU industrial policy in line with the needs of aeronautics. For recommendations on other instruments than the FPs, please refer to question 8. 2 How should EU funding best cover the full innovation cycle from research to market uptake? In order for the new CSF to maximise its impact, EU funding must cover the full innovation cycle from the incubation of upstream and pioneering activities to the demonstration and inflight validation of current and new technology areas and breakthrough technologies. The specific characteristics of aeronautics are marked by the high complexity of its products, systems and systems of systems, all of which are technology and capital intensive, and subject to very long life cycles (20 to 30 years). In the sector there is a need for a coherent multi year programmatic approach taking into account strong operational specificities Thales contribution to CSF Green Paper Aerospace 2/ 16 10/05/2011

(in particular very high safety standards, advanced certification processes, worldwide air transport systems necessitating standardisation). In order to deliver sufficient results to feed the next level of technological needs, the CSF funding of aeronautics must recognise its specific characteristics and as a result support the whole chain of innovation including basic research, aspects of technology integration and large scale demonstration. For the aeronautics sector, the best way to cover the full innovation cycle is to offer dedicated instruments all along the different steps of the technology maturation process. The Level 1, 2, 3 instruments already deployed in FP7 should be kept in the next CSF. The L3 should be shaped with flexibility to allow for example large scale in flight demonstrations of innovation that address both near to market and more radical concepts. For recommendations on other instruments than the FPs, please refer to question 8 3 What are the characteristics of EU funding that maximise the benefit of acting at the EU level? Should there be a strong emphasis on leveraging other sources of funding? For the past two decades, EU funding has had an influential effect on aeronautics research, in particular, through enhancing harmonisation with National Programmes, which has minimised duplication of effort and improved efficiency. This has been achieved by placing EU and National funding under the aegis of Vision 2020 and the ACARE Strategic Research Agenda. This has maximised the benefits of EU and National funding through a common and coherent framework for aeronautics research. The recent Flightpath 2050 Europe s Vision for Aviation is calling for this approach to continue. The continuous stream of research results from EU and National funding offer strong candidates for uptake not only in the aeronautics sector but also in other sectors, benefitting from the spill over effects of technology maturation at a European level. Given the long life cycle of aeronautics innovation, there is often the risk that financial markets do not find this sector attractive as an investment. EU funding should avoid any disruption over time in the amount of effort needed across the technology maturation cycle. This is best achieved in the CSF through a dedicated aeronautics programme in order to avoid that structural uncertainty entails delay in the delivery of key competitive technologies for Europe. Thales contribution to CSF Green Paper Aerospace 3/ 16 10/05/2011

4 How should EU research and innovation funding be used to pool Member States' research and innovation resources? Should Joint Programming Initiatives between groups of Member States be supported? The aeronautics sector has already achieved a high level of coordination across Europe thanks notably to the ACARE efforts in providing guidance to streamline research efforts for the achievement of the Vision 2020 objectives. Compared to other sectors which are more disparate and fragmented, Joint Programming in aeronautics is less relevant, since the levels of coordination are already high, with all Stakeholders heading together towards the same objectives. The recent Flightpath 2050 Europe s Vision for Aviation is calling for this coordinated approach to continue. Of some importance (because already achieved), Unimportant, Don't know] 5 What should be the balance between smaller, targeted projects and larger, strategic ones? In the coming CSF all sizes of projects must be properly catered for but more importantly there should be efforts put in to improving coordination and coherence between projects. In this respect, the balance achieved in EU funding for aeronautics between smaller, targeted projects and larger ones can be used as a case in point. In terms of technology maturation, the larger projects are linked to high levels of maturation requiring testing at a demonstration level. This can only happen if smaller, targeted projects are developed to bring the technologies to be tested to the required level prior to demonstration. This process is clearly seen in the example of the Clean Sky JTI. As in the case of the SESAR Programme, resources must be pulled together to deliver the most advanced system based on the most promising testing. With this in mind, the balance achieved today in the aeronautics sector between smaller targeted projects and larger, strategic ones should continue on the basis of these factors. The need to innovate within the sector and to ensure the leadership and competitiveness of European industry and technology with respect to foreign counterparts. The need to continue working in the creation of knowledge within the sector (i.e. ensure that academic stakeholders count with the necessary conditions to educate future professionals as well as to connect with industry). The need to promote the participation of all sector players (putting special attention to the SME community as a source of fast and competitive innovation). Thales contribution to CSF Green Paper Aerospace 4/ 16 10/05/2011

6 How could the Commission ensure the balance between a unique set of rules allowing for radical simplification and the necessity to keep a certain degree of flexibility and diversity to achieve objectives of different instruments, and respond to the needs of different beneficiaries, in particular SMEs? It is the view of the aeronautics industry that simplification and flexibility should not be contemplated as opposite concepts. If a quantum leap in simplification is achieved, then this question will be of less relevance since whatever the instruments, ease of management should be achieved. The EU has made some improvements in the simplification of the administrative procedure, but more can be achieved to better match industries needs. The CSF should reduce the time taken to grant funding and take steps in line with the Council agreement on the FP7 mid term review recommendations. The Council agrees with the need for a quantum leap in simplification called for by the Expert Group. It welcomes the recent measures by the Commission as a first step and calls on the Commission to ensure that they are applied rigorously from 2011 ( ) The Council calls on the Commission to continue looking into possibilities to switch to a more trust-based and risk-tolerant approach ( ) In this respect, the aeronautics sector is looking for this quantum leap outlined by the review. For the specific needs of aeronautics, the instruments recently deployed in FP7 (Level 1, Level 2 & Level 3) and which have proven their value should be kept but their management should be fine-tuned to better integrate the specificities of the aeronautics sector. One of the specific boundary conditions which should be safeguarded relates to the scheduling of the calls for proposals to ensure timely delivery of research results in line with the timings recommended in the ACARE Strategic Research Agenda and in the Strategic Agenda for Research and Innovation which will result from the document Flightpath 2050 Europe s Vision for Aviation. The optimal way to achieve a long term strategy is through a dedicated aeronautics programme in the next CSF. 7 What should be the measures of success for EU research and innovation funding? Which performance indicators could be used? Measures for success in EU research and innovation should be based on competitiveness. That is the ability for all the actors of a sectoral value chain to be amongst the best players in their field including fast growth innovation companies. A general way to evaluate the overall progress could be to specify data for the aeronautics sector within the context of a European Innovation scoreboard. Thales contribution to CSF Green Paper Aerospace 5/ 16 10/05/2011

A critical factor to be taken into account and specific to the aeronautics sector is the relative long timing that bridges the lab to the market as compared to shorter timings in other sectors. Key performance indicators should be; The contribution of the sector to the European balance of payments. The number of high skilled jobs The overall progress in the technology maturation process over a given periods towards an established set of goals The level of uptake in products from developed technologies The satisfaction of the European citizen with respect to the fulfilment of their needs for mobility and safety 8 How should EU research and innovation funding relate to regional and national funding? How should this funding complement funds from the future Cohesion policy, designed to help the less developed regions of the EU, and the rural development funds? Regional and national funding is a useful tool for the EU as it stimulates the creation and continuous development of the specific actors they would like to see as their industry champions. CSF funding has the ability to bring these champions together to mutually advance the state of the art in technology development. CSF funding must support the involvement of aeronautical technology clusters or groups of companies that are part of them, which may participate to Research, Development and Innovation (RDI) projects in a collaborative framework. This action would better enhance RDI capabilities of regional industry and would enhance SME participation. In terms of funding complementation, EU research funding should be kept to research activities whilst the cohesion funds should be dedicated to develop/improve/maintain key research and aeronautics infrastructures. In the aeronautics sector, a lot can be gained through the channelling, in a coordinated manner, of the cohesion funds to the very much needed applied research infrastructures such as wind tunnel research facilities. Thales contribution to CSF Green Paper Aerospace 6/ 16 10/05/2011

TACKLING SOCIETAL CHALLENGES The questions in this section correspond to Section 4.2 of the Green Paper. 9 How should a stronger focus on societal challenges affect the balance between curiosity-driven research and agenda-driven activities? The ultimate objective of the CSF policy is to improve the well-being of the EU citizen, and a strong focus on key challenges is therefore a high priority, with applicability of RDI being the most important objective. The aeronautics sector believes that orientation by application should be applied to curiosity driven research in order to be better suited to achieving societal challenges than simple curiosity driven research not conveying any notion of application. In this context the aeronautics industry is in favour of both curiositydriven (but application oriented) and agenda driven activities. These forms of RDI allow technologies to be eligible for market uptake in the newest products. For this approach to be successful there is a need for a common agenda with defined objectives and milestones shared by all the Stakeholders. This approach has been successfully pioneered and developed by ACARE through its Strategic Research Agenda. A new ground to reinforce this approach is being set for the 2050 horizon with the document Flightpath 2050 Europe s Vision for Aviation. Within the aeronautics sector as reflected in the ACARE SRA, curiosity-driven (but application oriented) and agenda-driven aspects should be considered as complementary and not opposite. The aeronautics sector is triggered by the need to foster radical innovations that will change the way air transport is going to develop in the coming decades, in order to be able to contribute to the tackling of the societal challenges. In that sense the aeronautics sector needs to foster the fundamental research of today that will lead to the application of innovative changes in the years to come. Both curiosity-driven research (but application oriented) and agenda-driven research activities are needed, as in most cases the results of the curiosity-driven research (but application oriented) are of interest to the agenda-driven research. It is the case that one can not engineer the delivery of innovation but rather create the conditions for innovation to take place, delivering solutions to the societal challenges should be looked at in the same manner. 10 Should there be more room for bottom-up activities? In most cases research activity should be directed towards application into products. An exception to this is activity related to fundamental research. It is widely proven than innovation benefits from the cross-fertilization of disciplines and professionals. Therefore it is definitely beneficial for the CSF to facilitate the implementation of more aeronautics orientated research in programmes dealing with key enabling technologies in order to be able to benefit from cross cooperation between disciplines. The CSF must also continue to support and improve the links between the research agenda of other disciplines and the needs of the European aeronautics industry to deliver value to European citizens. Thales contribution to CSF Green Paper Aerospace 7/ 16 10/05/2011

11 How should EU research and innovation funding best support policy-making and forward-looking activities? First and foremost the EU research and innovation funding should best support policymaking and forward looking activities by following the recommendations contained in the recent Flightpath 2050 Europe s Vision for Aviation. This document developed jointly between DG R&I, DG MOVE and the aviation stakeholders is aligned with the Transport White Paper policies. Taking the following 2 example cases amongst many others, it is possible to showcase how research can support policy-making and forward-looking activities :. - Scientific uncertainty can lead to erroneous considerations in terms of policy making. Therefore the CSF should best support policy-making by reducing scientific uncertainty especially concerning environmental impact. - For the aviation sector it will be beneficial to achieve a convergence in which forward looking standardizations and regulations find their way on applied research orientated projects and programmes. This is of particular relevance for certification issues where upstream involvement (from EASA for example) in research projects might lead to gain in time to market. 12 How should the role of the Commission's Joint Research Centre be improved in supporting policy-making and forward-looking activities? The role of the Joint Research Centre should be to contribute to the evaluation of research activities and/or policies. An example can be the realization of studies for the aeronautics sector on impacts regarding regulations and/or standards adopted. 13 How could EU research and innovation activities attract greater interest and involvement of citizens and civil society? The European citizen should be the ultimate beneficiary of EU RDI, whose concerns must guide the overall policy objectives of the CSF. Public support will therefore be boosted by better linking EU RDI activities with socio-economic challenges and with an increased focus on areas with a high potential for value added in Europe which have a beneficial influence on growth and employment. In the aeronautics sector, specifically, funded projects should help to communicate to the European Society at large, the contribution of aeronautics in solving the great societal challenges ahead. It will be also highly recommendable to fund different dissemination activities directed to explain to European society the high added value of the aeronautics sector and beyond. Thales contribution to CSF Green Paper Aerospace 8/ 16 10/05/2011

For example who knows that technologies initially developed in the aeronautics sector are now to be found in products known to everyone such as micro-computers, ultra-sound scanners, high performance light batteries, etc? Also who knows that advanced material and advanced manufacturing technologies are now to be found in other sectors including other means of transport? In addition to informing the general public, dedicated awareness actions towards the younger generation with the support of schools and universities should be generalised across Europe to attract girls and boys into careers in aeronautics research and innovation. The research community needs to play a greater role, in answering the important questions the public might have concerning the aviation industry. This is particularly applicable to the impacts of aviation on the environment. STRENGTHENING COMPETITIVENESS The questions in this section correspond to Section 4.3 of the Green Paper. 14 How should EU funding best take account of the broad nature of innovation, including non-technological innovation, eco-innovation and social innovation? The CSF must focus on RDI relating to product process and service development in the broader sense, where added value on the EU level is the key driving force. In the aeronautics sector, eco-innovation is already a well established concept. Delivering products which emits fewer emissions is economically essential, with less fuel consumption resulting in reduced operator costs. Sustainable development and energy efficiency are of paramount importance in the aeronautics sector. The sector continues to concentrate its efforts through ACARE to reduce the environmental impacts of air transport in terms of CO2, Noise and NOx emissions. Though great progress has been achieved more is required. The EU must support at high levels aeronautics development of green technologies to support a future of eco-efficient flying and sustainable mobility through new products and improved operational efficiencies. The aeronautics sector will further benefit from the incorporation of the broad nature of innovation as part of dedicated budgeted programmes. Themes such as life cycle analysis in the manufacturing supply chain, eco-innovative business models, social innovation should be specifically addressed in dedicated programmes for the sector. The EU funding should be innovative in its use of financial mechanisms to support the development of new and innovative business models. In the aeronautics sector this is crucial where the customer must invest a great deal in high cost products. Studies on these new business models could be run within the CSF in order to ease their nesting. Thales contribution to CSF Green Paper Aerospace 9/ 16 10/05/2011

Despite a broad nature of innovation which needs to be taken into account, the EU must still have as a main priority to focus on innovation with clear opportunities and where the aeronautics sector has the potential to offer high added value potential. Only then will social and ecological returns be maximised. 15 How should industrial participation in EU research and innovation programmes be strengthened? How should Joint Technology Initiatives (such as those launched in the current Framework Programmes) or different forms of 'public private partnership' be supported? What should be the role of European Technology Platforms? Industrial participation in CSF programmes depends strongly on the selection of themes on the one hand and on the ration of costs and benefits of participation on the other hands. Complexity of rules, slow procedures, lack of flexibility and administrative burden have all the potential to deter companies from EU RDI participation. Participation would be increased by adopting a more flexible and simple approach and implementing a risk tolerant and trust based approach. Specific to the aeronautics sector, the Advisory Council for Aeronautics Research in Europe (ACARE) has pioneered the concept of European Technology Platforms in a model which is still unique today with private and public Stakeholders acting together to provide guidance and steering to the Air Transport Community. This model has been of tremendous value and this approach should be promoted. ACARE offers a unique forum to work with all Air Transport Stakeholders on the definition of research priorities and the monitoring of their implementation. This is of great added value and the role of the European Commission is of prime importance and should be continued in the context of supporting the Vision 2050.. It is our belief that industry should adopt a stronger role as an advisor when it comes to the definition of programmes. This will reinforce coherence through the creation of an overarching organisation steered by a panel of Stakeholders overlooking the definition and management of the aeronautics programme. This will be supported with dedicated structures to follow the work related to each instrument (L1 to L3) depending of their respective objectives. This will offer the possibility to streamline administrative management related to the projects as well as providing guidance to the timely development of technology to the highest maturation level whilst making sure at the same time that the technology basis is enlarged. Together with Level 1 and Level 2, the Joint Technology Initiatives should continue to be supported in the CSF building on the good examples such as Clean Sky. All in all the industrial partners that ASD represents are in favour of the concept of a programmatic approach up to the demonstrator level, integrating the need for knowledgedriven research offering new advancements and breakthroughs. Also it is advised that within the aeronautics sector dedicated funding mechanisms be proposed to promote the collaboration between ETPs and JTIs (especially in the context of comodality and fuels). Thales contribution to CSF Green Paper Aerospace 10/ 16 10/05/2011

16 How and what types of Small and Medium-sized Enterprises (SME) should be supported at EU level; how should this complement national and regional level schemes? What kind of measures should be taken to decisively facilitate the participation of SMEs in EU research and innovation programmes? SME participation in the aeronautics programme is above the 15% objective with outstanding results in JTI Clean Sky. Within the aeronautics sector SME participation is channelled throughout the supply chain. SME participation in the CSF should be reinforced, by introducing significant simplification of bureaucracy and also through a strong and targeted communication towards SMEs. In this frame, aerospace technology clusters could act as a catalyst for SMEs in their regions easing their participation in EU RDI programmes. An easy to use framework with reduced time to grant and time to payment would attract SMEs as they do not have the treasury to face long delays in payment. Promoting the emergence of top-class SMEs whilst ensuring their economical and skills development over time is a role to be taken by national and regional schemes. A dedicated action towards the SMEs to inform them on a continuous basis of the opportunities for cooperation through participation in research programmes is a key instrument and should be established and nurtured. The role of the EIB and similar funding mechanisms available should be better explained, promoted and clarified among the SMEs of the aeronautics sector. The threshold for loans under the Risk-Sharing Finance Facility (RSFF) should be lower to accommodate the smaller needs and absorption capacity for risk capital of SMEs. Opportunities also should be identified and tailored among the existing and future funding Programmes and mechanisms as well as increasing the availability of Venture Capital so to allow the support and participation of micro-smes and gazelles that ensure the achievement of fast innovation as well as the European competitiveness. One option could be that a SME participates in a project through entering into a contractual relationships with one of the partner but do not access to the Grant Agreement, releasing them from the administrative burden. 17 How should open, light and fast implementation schemes (e.g. building on the current FET actions and CIP eco-innovation market replication projects) be designed to allow flexible exploration and commercialisation of novel ideas, in particular by SMEs? Given the nature of the aeronautics sector which is strongly integrated because of the very long life cycles, high and complex level of technology, capital-intensive RDI, the need for a coherent multi-year programmatic approach, strong operational specificities, light and fast implementation schemes are particularly suited disruptive thinking projects and as well for the Equipment and SME sector as providers for advanced technologies. Of some importance, Unimportant, Don't know] Thales contribution to CSF Green Paper Aerospace 11/ 16 10/05/2011

18 How should EU-level financial instruments (equity and debt based) be used more extensively? Access to finance remains a major obstacle to the expansion of innovation companies (especially SMEs). Existing structures and financing mechanisms on the EU level must therefore be enhanced and expanded. One important factor which should be respected is that; when a large strategic project is launched the funds are made available and not subject to budget annualisation. Indeed the annualisation of these programmes by imposing an artificial tempo forces decisions without the full assurance of the means which can be mobilised. The available mechanisms present via the EIB, RSSF and the CIP programme among others must be better communicated to the different industrial and academic communities. Additionally there should be more inter-participation between Venture Capital and public funding so a more risk taking culture in Europe starts to develop in line with other economies (i.e. US). A European venture capital fund co-financed by EU budget, the EIB and private institutional investors could be an option. The EU-level financial instruments (including equity and debt based) should be open to investment in infrastructures and in easing access to the market for products such as aeronautical products with a high unit price. 19 Should new approaches to supporting research and innovation be introduced, in particular through public procurement, including through rules on pre-commercial procurement, and/or inducement prizes? One of the key policy challenges is the exploitation of the huge potential of public sector purchasing power to drive innovation to its final stages and stimulate high risk, high RDI. Public procurement is an indisputable lever to, from a demand side, stimulate the development of products and with it the underlying developments of technology. In this context, soft measures should be taken, including guidance, sharing of best practice and enhanced dialogue between the public and private sector. However, technical specifications must not be too prescriptive, recalling that innovation and research results cannot be dictated. Instead, functional specifications are more appropriate, as theses are technology-neutral and leave more room for innovation solutions. Moreover, the EU itself must take similar commitments. Derived from best practise in the US, pre-commercial procurement (PCP) of RDI from the private sector is a very promising and novel scheme that deserves wide deployment. To simplify the use of PCP, it should be clarified that PCP constitutes no State aid if the ownership and rights to the resulting IPR are clearly defined in the tender and the tendering process ensures adequate competition, transparency, openness, fairness and pricing conditions. Thales contribution to CSF Green Paper Aerospace 12/ 16 10/05/2011

Of some importance, Unimportant, Don't know] 20 How should intellectual property rules governing EU funding strike the right balance between competitiveness aspects and the need for access to and dissemination of scientific results? The prevailing arrangements existing today are suitable to the aeronautics sector as it is a highly competitive sector. However the industry is ready to work with other stakeholders on a system optimising the dissemination of the results to other European sectors at the sine qua non condition that this benefits job creation in Europe and safeguard the European interest. It is also of key matter that the value of the background brought by the industry through experience and investment gathered over years be recognized and translated in the IP rules. It will be highly beneficial to create unified EU patenting system. This would reduce costs, enhance efficiency and simplify intellectual property law at a European level. STRENGTHENING EUROPE'S SCIENCE BASE AND THE EUROPEAN RESEARCH AREA The questions in this section correspond to Section 4.4 of the Green Paper. 21 How should the role of the European Research Council be strengthened in supporting world class excellence? The following comments are shared noting that ASD is less qualified than other Stakeholders to answer to this question. The role of the ERC is key in exploring fundamental science. It will be highly beneficial for the aeronautics sector if the funding authorities establish the necessary mechanisms to ensure the short/mid/long term up-take of results coming from fundamental research programmes into innovative products delivering value and creating jobs in Europe 22 How should EU support assist Member States in building up excellence? In the aeronautics sector, the existence of a dedicated EU programme for aeronautics is by itself a trigger in assisting Member States in building excellence since this has reinforced the momentum of cooperation and harmonisation. It has opened a new way of cooperating on pre-competitive and competitive programmes as well as alignment towards the ACARE Thales contribution to CSF Green Paper Aerospace 13/ 16 10/05/2011

objectives. The Flightpath 2050 Europe s Vision for Aviation recommends that this approach be continued. Furthermore the EU should support Member States in strengthening their industrial policy. Of some importance, Unimportant, Don't know] 23 How should the role of Marie Curie Actions be strengthened in promoting researcher mobility and developing attractive careers? The aeronautics industry strongly supports the Marie Curie actions. Marie Curie actions constitute a way in which the aeronautics sector can benefit from the interaction and exchange of researchers between Academia and Industry. The level of funding and nature of Marie Curie actions should be maintained and promoted. It also constitutes a mechanism to favour the long term education of professionals in the aeronautics sector. In particular, engineers from industry should be encouraged and facilitated to move to research labs for a period of time. This will lead to cross-fertilization providing the labs with an insight on the concrete problems that the industry is searching to solve and for the engineer to gain new knowledge and prevents a brain drain of European talent. 24 What actions should be taken at EU level to further strengthen the role of women in science and innovation? The aeronautics industry strongly supports the active participation of women in European RDI activities. In offering opportunities to engineers and researchers irrespective of their gender, the aeronautics sector is creating a demand in the employment market. Therefore actions towards the young generation and actions in the field of continuous learning are recommended to attract more women in science and innovation. 25 How should research infrastructures (including EU-wide e-infrastructures) be supported at EU level? Access to research infrastructures is key for the aeronautics sector in reaching the Vision 2020 and 2050 top level objectives of European leadership and serving societal needs. These infrastructures such as wind tunnel research facilities are costly to build and maintain, yet failing to invest sufficiently will entail the risk of losing the expertise of operating them. Dedicated actions should be directed to support research infrastructures taking into account the requirements from industry in terms of cost and availability of the infrastructures. Thales contribution to CSF Green Paper Aerospace 14/ 16 10/05/2011

Aeronautics research facilities also contribute to European integration through the exchanges associated with various industrial customers (mostly trans-national companies) or researchers of different nationalities involved as operators or users. The Cohesion Funds should be available for the aeronautics community to ensure the creation and maintenance of European Fundamental and Applied Research Infrastructure for aeronautics throughout Europe. Duplication of efforts and/or the lack of such infrastructures will jeopardize the Europe s leadership in the sector. The industry calls for European policy to move in line with the Vision 2050 recommendations. 26 How should international cooperation with non-eu countries be supported e.g. in terms of priority areas of strategic interest, instruments, reciprocity (including on IPR aspects) or cooperation with Member States? In the CSF, international cooperation should be more strategic, aiming at global challenges for which international cooperation is essential. For aeronautics, international cooperation with non EU countries is strategic due to its global supply chain. The topics and countries for international cooperation should be carefully selected to serve the interest of the industry without endangering its expertise. The principle of reciprocity should be involved in the selection of topics to avoid any breach in critical knowledge. With this in mind science and technological agreements with third countries should be strategic and balanced. 27 Which key issues and obstacles concerning the ERA should EU funding instruments seek to overcome, and which should be addressed by other (e.g. legislative) measures? In order to maintain aeronautics as a model case for ERA, the following recommendations are formulated: An adequate flow of competent researchers in excellent research institutions European excellent research establishments and universities form together with industry the basis for the competitiveness of European aeronautics. Europe has a long tradition of excellent universities and research establishments offering high quality aeronautics education. To fully exploit this potential, measures to convey new knowledge into the engineering base and mechanisms to improve the degree of integration in European Research organisations and universities should be further strengthened. These elements are included in the European Charter for researchers, which need to be implemented to support mobility. Thales contribution to CSF Green Paper Aerospace 15/ 16 10/05/2011

Effective knowledge sharing In addition to question 20, ASD supports the continuation of the work with respect to a European patent scheme. Optimizing research programmes and priorities Harmonisation should be encouraged wherever possible except in those particular cases where there is a necessity of internal European competition, in particular within the different product supply chains and amongst SMEs. Therefore it is important to keep national and regional research programmes under separate responsibilities, coordinated activities should only be undertaken on topics of European importance (critical mass, common goal, etc). European Research Area in the international context ASD in full alignment with the ACARE proposal to focus on International Cooperation on specific topics, where a win-win situation for Europe and its aeronautics stakeholders can be ensured, or solutions for global problems can be expected. Closing questions Are there any other ideas of comments which you believe are important for future EU research and innovation funding and are not covered in the Green Paper? The statement, which ACARE s first chairman Professor Walter Kröll used while presenting the first issue of the Strategic Research Agenda, still holds true: More research for the money <-> more money for research!! Thales contribution to CSF Green Paper Aerospace 16/ 16 10/05/2011