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By: Jarosław Adamowski WARSAW, Poland — Polish Defense Minister Mariusz Blaszczak announced May 28 that his ministry “sent a letter of request today” to the United States regarding Poland's plan to acquire 32 F-35A fighter jets. “I care about replacing post-Soviet gear in the Polish Air Force with the most modern one,” Blaszczak said at a defense conference in Warsaw, as reported by local news site Defence24.pl. The ministry aims to replace the Air Force's outdated Soviet-designed Sukhoi Su-22 and Mikoyan MiG-29 jets with fifth-generation fighters. The acquisition is to be carried out as part of Poland's military modernization program under which Warsaw plans to spend some 185 billion zloty ($48 billion) on new weapons and equipment by 2026. Last April, Blaszczak said that the deal to purchase F-35s was “not far away” from being signed, as the Polish cabinet was holding the talks in parallel to its negotiations with Washington on the permanent deployment of U.S. troops to Poland. Warsaw has pitched for the United States to build a military base in the country, offering to allocate at least $2 billion toward the project, dubbed “Fort Trump.” https://www.defensenews.com/global/europe/2019/05/29/poland-sends-formal-request-to-buy-f-35s

By: Sebastian Sprenger MADRID — With Spain on track to join a Franco-German quest for a new European combat aircraft, lawmakers in Germany next week are expected to decide on Berlin's initial funding contribution. June 5 will be the penultimate session of the Bundestag's Defence and Budget committees before the parliamentary summer break begins in late June. It is also the last opportunity to secure approval for a €65 million (U.S. $72 million) study contract for the Future Combat Air System before the June 16-23 Paris Air Show. German and French officials envision some level of pomp and circumstance at the event to cement their ambitious sixth-generation fighter plans. For now, the idea is to have a framework agreement signed by the two defense ministers, Florence Parly and Ursula von der Leyen, even if final approval by German lawmakers remains outstanding. In that case, a contingency clause would be added to the text to reflect that the pact is preliminary until Germany's legislature approves it. Defense officials in Berlin said they eventually expect parliamentary approval, but acknowledged that the timing is tight. Meanwhile, staffs are working behind the scenes to modify the slate of program governance documents to reflect Spain's participation. It remains to be seen whether those tweaks, which include questions of intellectual property ownership, can be sorted out in time to warrant a senior-level Spanish government representative joining the festivities at Paris. A German defense spokesman stressed that Spain's participation in the FCAS program was assured and that only legal matters had yet to be sorted out. In that spirit, Germany's choice to lead a delegation to the inaugural FEINDEF defense expo in Madrid, Spain, appears apt: Luftwaffe Brig. Gen. Gerald Funke, who also oversees FCAS planning for Germany, could be spotted at the opening event. If the Bundestag approves, a full integration of Spain into the program would amount to addressing the “devil in the details,” he told Defense News. Airbus and Dassault are the main contractors for the ambitious air warfare program. Including Spain likely would mean that Airbus, which has a sizable footprint in the region, will reshuffle its share of work to include Spanish industry. https://www.defensenews.com/global/europe/2019/05/29/germany-to-take-up-european-next-gen-fighter-funding-next-week

At the CANSEC Exhibition, Leonardo has announced that it has signed a multi-million Euro contract with prime contractor QinetiQ to provide a number of PicoSAR Active Electronically Scanned Array (AESA, also known as ‘E-Scan') radars. The radars will equip the new unmanned intelligence, surveillance, target acquisition and reconnaissance (ISTAR) aircraft that have been ordered by the Canadian Armed Forces. Designed and manufactured by Leonardo in Edinburgh, U.K., PicoSAR will be employed by Canadian military units at sea and on land, for both domestic and international operations. PicoSAR offers high-performance E-scan surveillance capabilities in an extremely compact package. It is ideally suited for installation aboard the Canadian Armed Forces new system, which is based on the lightweight UMS Skeldar V-200 unmanned aerial system (UAS). With PicoSAR on-board, operators will benefit from a range of modes including high resolution synthetic aperture radar (SAR) imaging and ground moving target indication (GMTI). Together, these will deliver an effective all-weather ground mapping and surveillance capability for ISTAR missions. PicoSAR is an extremely flexible system and has flown on more than 10 different aircraft. The radar has been flown in Oceania, the Far East, the Middle East, Europe, North Africa, North America and South America and has been acquired by more than 10 customers. PicoSAR is part of a wider portfolio of airborne radars that include M-Scan (mechanically-scanning) and E-scan (electronically scanning) systems for both surveillance and fire-control missions. https://www.skiesmag.com/press-releases/canadian-armed-forces-unmanned-surveillance-drones-will-be-equipped-with-leonardo-e-scan-radar/

Defence procurements support skills development for Canadians May 29, 2019 – Ottawa, Ontario The Government of Canada's defence and major Coast Guard purchases result in billions of dollars of work for Canadian companies and support thousands of jobs annually. Going forward, they will also contribute to the development of a highly skilled and diverse workforce. The Honourable Navdeep Bains, Minister of Innovation, Science and Economic Development, underscored this today while at CANSEC, Canada's largest defence and security trade show, where he helped unveil the new Canadian Industrial Leadership Award (CILA). A joint initiative from L3 Technologies, Thales Canada and CAE Inc., CILA will offer fully paid internships/co-ops to 10 female students with demonstrated leadership and academic skills. The students will work on innovative projects to support their education and receive mentorship in STEM disciplines. The companies created this program as a result of the Industrial and Technological Benefits (ITB) Policy, which requires winning bidders of defence contracts to invest the value of the contract back into the Canadian economy. Minister Bains also announced updates to the Policy that will promote the development of new skills. Specifically, prime contractors will now receive additional credit through the ITB Policy for investments in skills development and training for Indigenous peoples in Canada. A new cyber certification feature was also added to improve access for Canadian small and medium-sized firms seeking opportunities related to defence procurement. This will help advance the Government's commitment to setting and promoting a national standard for cyber protection among Canadian businesses. The addition follows the publication of the 10 principles that make up Canada's new Digital Charter, one of which states that Canadians should be able to rely on the integrity, authenticity and security of the services they use and should feel safe online. Quotes “In a competitive global economy, Canada can't afford to leave talent on the sidelines. Through the ITB Policy, the government is helping to ensure the development of a more skilled and inclusive workforce. The Canadian Industrial Leadership Award is a great example of how our policy can promote investment in the advancement of women in STEM. Going forward, the enhancements to the policy that were announced today will also motivate new investments in skills development and training for Indigenous peoples. It will also lead to improved access to cyber certification for small and medium-sized businesses, allowing them to better compete in this innovative industry.” – The Honourable Navdeep Bains, Minister of Innovation, Science and Economic Development Quick facts The ITB Policy encourages companies to establish or grow their presence in Canada, strengthen Canadian supply chains, and develop Canadian industrial capabilities in areas such as innovation, research and development, supplier development, and exports. The ITB Policy includes the Value Proposition, which motivates bidders on Canadian defence contracts to put forward proposed investments toward their ITB obligations when making their bids. As of January 2019, the overall portfolio of ITB obligations included 161 projects valued at almost $47 billion, with $36.1 billion in business activities already completed, $7.1 billion of activities in progress and $3.7 billion in unidentified future work opportunities. The Canadian defence industry includes over 660 firms with more than $10 billion in sales, supports close to 60,000 jobs in the Canadian economy, and employs highly skilled workers in high-quality jobs. https://www.canada.ca/en/innovation-science-economic-development/news/2019/05/supporting-jobs-and-skills-through-defence-purchases.html

DAVID DONALD Training systems integrator and operational support specialist CAE is a truly global player, with more than 10,000 employees active in 40 countries. However, its traditional home market in Canada remains a core business, employing 4,500 personnel at 16 sites, and with more than 425 Canadian companies numbered in the supply chain. Forthcoming developments in CAE's Canadian business include the opening of the Canadian Coast Guard (CCG) helicopter simulator in Ottawa, planned for later this year. The CAE 3000 Series simulator features roll-on, roll-off cockpits for the Bell 429 and 412EPI helicopters, which share a single simulator dome. CAE claims the system offers the highest fidelity yet of any of its simulators. A potential third cockpit could be added once the CCG has selected a helicopter to equip its new icebreaker vessel. Recently, the company's training centres at Trenton (CC-130J) and Petawawa (CH-147F) have been used to provide pre-deployment and mission rehearsal training for Royal Canadian Air Force (RCAF) crews destined for service in Mali. A high-fidelity virtual database of Mali has been integrated into the CH-147F and CC-130J simulators to provide realistic training, while CH-146 Griffon crews have also received pre-deployment training with a generic Mali database added into the simulator. CAE is also part of Team Cormorant, which is delivering a mid-life update for the CH-149 search and rescue helicopter. The company will establish a training centre at Comox alongside that for the Airbus C295 Fixed-Wing SAR aircraft. The SkyAlyne joint venture with KF Aerospace continues to deliver pilot training for the RCAF through the existing NATO Flying Training Centre (CAE) and Contracted Flying Training and Support (KF) programmes, while positioning to bid an integrated future aircrew training system for the 2020s. Other future opportunities include the RPAS programme, for which CAE is bidding as part of Team SkyGuardian Canada with General Atomics, and the Future Fighter Capability Project (FFCP). CAE remains non-exclusive with regard to FFCP, and is in discussions with all four bidders regarding both training and operational support activities. Continuing its multi-faceted operational support and system integration efforts, CAE has supplied an integrated information environment (IIE) for the Sikorsky CH-148 Cyclone to assist and streamline maintenance. The IIE was thoroughly tested recently during the Cyclone's first six-month at-sea deployment. CAE is also contracted for design support associated with the CSC combat ship. https://www.janes.com/article/88921/committed-to-canada-cs19d2

Michael Petsche Helicopters are pretty awesome devices. Even when you understand the physics of how they work, it's still a wonder that the combination of whirling bits and pieces can result in flight. These magnificent machines put out fires, string powerlines, erect towers, pluck people in distress from mountains, and save countless lives. But here's the thing: a brand new, factory-spec helicopter right off the production line can't do any of those things. Flip through the pages of any issue of Vertical, and in almost every photo, the aircraft has been fitted with some type of special equipment. A firefighting machine will have a cargo hook for the bucket, a bubble window, an external torque gauge, pulse lights and a mirror. A search-and-rescue aircraft will have a hoist. Air ambulances are filled with lifesaving equipment. And very little of that stuff comes directly from the airframe original equipment manufacturers (OEMs). Instead, this equipment is in place thanks to supplemental type certificates (STCs). As the name implies, an STC is required for an installation that supplements the original aircraft type certificate. It needs to meet all of the same requirements as the aircraft that it's installed upon. Therefore, it must undergo the same kind of testing, analysis, and scrutiny that the aircraft does. How do regulatory authorities ensure that supplementary equipment meets the same standards as the aircraft they're designed to augment? Through people like me. I am a Transport Canada Design Approval Representative (DAR), also known as a delegate. A DAR does not actually work for Transport Canada, but is delegated to act on its behalf to make findings of compliance in a particular field of specialty — such as structures, avionics, or as a flight test pilot. To secure an STC, not only must a modification meet the same standards as the original aircraft, but it has to be shown not to degrade the safety of the aircraft. Let's take the firefighting helicopter as an example. The bubble window needs to be strong enough to withstand the aerodynamic loads in flight. In order to verify this, a structural test can be done on a test rig. However, the bubble window protrudes from the aircraft, resulting in extra drag. It could adversely affect how the aircraft behaves, or reduce climb performance, or have an effect on the pitot-static system. These are the sorts of issues that flight testing is meant to uncover. Similarly, if someone wants to upgrade an old GPS system to the latest and greatest model, testing must be done to ensure that there is no electrical interference between the new unit and any other existing systems on the aircraft. A big part of the STC process is determining just how you can prove that a modification meets the regulations. Does it need to be tested or is a stress analysis enough? Or is it a combination of the two — or another method entirely? And on top of that, which regulations are applicable? And furthermore, which version of the regulations needs to be applied? The rules for the Airbus H125, for example, are not the same as for the Bell 429. It's the role of the DAR (with concurrence from the regulator, in my case Transport Canada) to make these kinds of determinations. While the STC process is technically uniform, the scope can vary widely from one project to another. Changing a seat cushion or changing an engine type can both be STCs. The execution of a project can take many forms, and is dependent on a huge number of factors, including the DAR, the project scope, the resources available, and the end user. In my current role, I work largely on my own. The process typically begins with me submitting an application to open the project with Transport Canada. I prepare the documents and drawings, and witness and document any required testing. Then I compile it all and submit it to Transport Canada. Through all this, I will rely heavily on the end user to provide their insight and expertise — and their facilities. After all, it's their aircraft, and they are the ones who will ultimately be installing, using, and maintaining the STC kit — so it has to make sense to them. Whenever possible, I will have documents and drawings reviewed by the maintenance team to make sure that theory and reality align. Becoming a delegate How does someone become a delegate? In Canada, it begins with an educational requirement. You must have an engineering degree, or have, in the opinion of Transport Canada, equivalent experience. In other words, if someone has many years of applicable experience, they can be eligible to be a delegate, even if they do not have an engineering degree. A prospective delegate must also successfully complete the Aircraft Certification Specialty Course. This is a two-week intensive course that covers the ins and outs of aircraft certification: type certification, STCs, Change Product Rule and so on. And yes, there are exams! Next is a one-year working relationship with Transport Canada. The process for becoming a delegate is not uniform, with the one-year timeline more of a guideline than a rule. In my case, it took less than 12 months. Prior to beginning my process, I had the good fortune of working for a talented delegate for many years. He taught me how it “should be done.” I was given the opportunity to fly at 170 knots indicated airspeed in AStars pointed at the ground during flight tests; I snapped bolts while piling steel plates onto structures during structural tests; and I wrote numerous supporting reports for many kinds of STCs for many different aircraft types. My mentor is a (sometimes maddeningly) meticulous guy. Everything we did was thorough and correct. So, by the time I was presenting my own work to Transport Canada, it was evident that I already had a pretty firm grasp on the process. As a result, my delegation was granted before a full year. During the period while I was building my relationship with Transport Canada, my friends would ask if I had to accomplish certain specified milestones or achieve specific “levels.” The short answer is: not really. In fact, it's about building trust. It's almost counter-intuitive that in an industry with such strict regulations, granting delegation to someone is, to a large degree, based on a “warm, fuzzy feeling.” Ultimately, Transport Canada must have confidence in the delegate. Let's face it, we are in a business with tight schedules and high price tags. There can be a lot of pressure, financial or otherwise, to meet deadlines — and things can go wrong. Parts can fail under ultimate loading during a structural test. That cursed Velcro can fail the flammability test. And when these things happen, it can be the delegate that incurs the wrath of the angry operator who really needs to get his aircraft flying. Transport Canada must have the confidence that not only does the delegate have the technical knowledge and ability, but that they have the intestinal fortitude to stand firm under what can sometimes be difficult circumstances. There's the somewhat cynical axiom that the only way for an aircraft to be 100 percent safe is to never let it fly. I have heard many tales of woe and misery about people's dealings with Transport Canada and how the regulator was being “unreasonable” about X, Y, or Z. I'm of the opinion that these instances often stem from poor communication — on both sides. This is another area where the DAR can help. The DAR often acts as a liaison (or translator) between the operator and Transport Canada. Operators don't necessarily spend that much time studying design regulations. And similarly, Transport Canada engineers may not be fully familiar with the day-to-day challenges and obligations of aircraft operations. As a DAR, I speak the same language as Transport Canada. But I also spend a great deal of time in hangars, so I am also fluent in “aircraft operator.” This level of bilingualism can alleviate misunderstandings. And with a little strategic communication, everyone involved can be satisfied a lot sooner. Not surprisingly, communication and open dialogue between the DAR and the regulator is just as crucial. It has been my experience that Transport Canada wants to help get projects completed. They are aviation geeks, just like the rest of us, and they want to “Git ‘er done.” Because I have developed a solid relationship with Transport Canada, if ever I find myself struggling with something, I can call them and ask for guidance. Obviously it's not their job to fix the issue for me, but they are there to help. Whether they point me at an Advisory Circular that I wasn't aware of, or they draw from their own experience, 99 times out of 100, talking it through with them yields a solution very quickly. We all want to keep aircraft flying — safely. And we all have our different roles to play. As a DAR, I enjoy being the go-between for the regulatory world and the operational world. The challenge of getting them to work and play nicely together can be pretty fun — and a big part of accomplishing that goal requires earned trust and open communication. https://www.verticalmag.com/features/what-does-a-dar-do/

The French Minister of the Armed Forces, Florence Parly, has announced that the launch of the Joint Light Helicopter (Hélicoptère Interarmées Léger, HIL) program has been brought forward to 2021. The HIL program, for which the Airbus Helicopters' H160 was selected in 2017, was initially scheduled for launch in 2022 by the current military budget law. Launching the program earlier will enable delivery of the first H160Ms to the French Armed Forces to be advanced to 2026. During a visit to the Airbus Helicopters headquarters, the Minister also revealed the full-scale mock up of the H160M that will be presented on the Ministry of the Armed Forces stand at the next Paris Air Show. The helicopter was also given its official name and will be designated as “Guépard” (“Cheetah”) by the French Armed Forces. The H160 was designed to be a modular helicopter, enabling its military version, with a single platform, to perform missions ranging from commando infiltration to air intercept, fire support, and anti-ship warfare in order to meet the needs of the army, the navy and the air force through the HIL program. “We are proud that the HIL is considered a strategic program. I would like to thank the Ministry, the French Defence Procurement Agency DGA and the armed forces for their trust and for the close collaboration which helped create the conditions for the program to be brought forward within the framework of the current military budget law,” said Bruno Even, CEO of Airbus Helicopters. “This will make it possible to speed up the replacement of the older generation of aircraft, while optimizing the support and availability of the French State's helicopter fleet. Our teams are committed to delivering an aircraft in 2026 that meets the needs of the French Armed Forces in terms of availability, performance and capability, thus enabling it to rapidly become the new benchmark on the world's medium-lift military helicopter market.” Built around a platform that will enter service next year, the HIL program will benefit from many of the advantages inherent in the civil H160, particularly in terms of support, with simplified maintenance and lower operating costs than the previous generation of helicopters in this category. https://www.verticalmag.com/press-releases/ministry-of-the-armed-forces-brings-development-of-future-joint-light-helicopter-forward/

Le Japon va acheter 105 avions de combat américains F-35 supplémentaires, a annoncé lundi le président américain Donald Trump à l'issue d'un sommet avec le premier ministre japonais Shinzo Abe. « Les États-Unis soutiennent les efforts du Japon pour améliorer ses capacités de défense, et ces derniers mois nous leur avons envoyé une grande quantité d'équipements militaires », a déclaré M. Trump lors d'une conférence de presse, annonçant « l'intention du Japon d'acheter 105 F-35 neufs ». Le Japon, qui avait déjà annoncé fin 2011 l'achat de 42 F-35, est avec cette nouvelle commande le premier client international pour cet avion de combat de cinquième génération. En réalité, l'archipel s'était déjà engagé en décembre à cette acquisition, portant à 147 le nombre de ces chasseurs furtifs en sa possession, selon un communiqué du constructeur aéronautique américain Lockheed Martin publié à l'époque. Le gouvernement de Shinzo Abe, qui a annoncé en décembre un budget record pour la défense, a accru ses importations d'équipements militaires américains sous la pression de Donald Trump. Le but est de contrer la menace militaire de la Chine, mais aussi de réduire le déséquilibre commercial avec les États-Unis, régulièrement dénoncé par le président américain. Lancé au début des années 1990, le F-35 est produit par Lockheed Martin, et ses moteurs par un autre américain, Pratt et Whitney. Selon les derniers chiffres, 390 F-35 ont été livrés dans le monde. C'est le plus cher des programmes d'armement de l'histoire militaire américaine, avec un coût estimé au total à près de 400 milliards de dollars pour l'armée américaine, pour un objectif de près de 2500 appareils à produire dans les décennies à venir. https://www.lapresse.ca/affaires/201905/27/01-5227679-le-japon-va-acquerir-105-avions-de-combat-americains-f-35.php

Bruno Alomar Se profile désormais la création d'un Fonds européen de défense de 13 milliards d'euros en capacité initiale, pour lequel le Parlement européen s'est solennellement prononcé en avril, et qui devrait être confirmé lors de l'adoption des prochaines perspectives financières 2021-2027 Parent pauvre de la construction européenne depuis l'échec de la Communauté européenne de défense (CED) en 1954, le projet d'Europe de la défense a connu, au moins dans les intentions, une accélération spectaculaire au cours des deux dernières années. Se est ainsi succédé la création en décembre 2017 d'une Coopération structurée permanente (CSP) regroupant 25 Etats, puis l'Initiative européenne d'intervention (IEI) en juin 2018. Se profile désormais la création d'un Fonds européen de défense de 13 milliards d'euros en capacité initiale (devant monter in fine à 20 milliards), pour lequel le Parlement européen s'est solennellement prononcé en avril, et qui devrait être confirmé lors de l'adoption des prochaines perspectives financières 2021-2027. La prochaine Commission européenne, pourrait même voir la création d'un poste de Commissaire européen à la défense, avec une Direction générale dédiée. Disons-le tout net : il n'est que temps que les Européens, adeptes du « doux commerce » et du soft power, prennent conscience de la dangerosité du monde et de leur fragilité dans le domaine militaire ! Il n'est que temps de dissiper l'illusion qui a prévalu depuis 1989, celle des « dividendes de la paix », d'un monde irénique structuré autour des seules questions économiques. Pourtant, alors que dans les mots l'idée d'une Europe de la défense progresse, d'autres mots indiquent d'autres réalités. Ainsi, les Sous-secrétaires d'Etat américains à la défense, Ellen Lord, et au département d'Etat, Andrea Thompson, ont adressé une lettre au Haut Représentant de l'Union européenne, Mme Mogherini, en date du 1er mai, qui ne déguise par le mépris dans lequel l'Amérique tient les timides efforts européens en la matière. Dans cette lettre, les autorités américaines rappellent que si la création d'un Fonds européen de défense est de la responsabilité des Européens, il va de soi que ceci ne saurait compromettre les relations qui existent au sein de l'OTAN. Le tropisme américain, Donald Trump n'ayant rien inventé si ce n'est une brutalité inédite sur la forme, demeure : « Européens, si vous voulez être protégés, achetez américain ; sinon gare ! » Sécurité. Rien de nouveau dira-t-on : hormis le Royaume-Uni et la France, puissances nucléaires indépendantes, tous les autres pays européens sont redevables à l'Amérique pour leur sécurité. C'est bien la raison pour laquelle ces Etats se fournissent avec zèle en matériel militaire américain, le dernier exemple en date étant le choix du F 35 par la très europhile Belgique, destinés d'ailleurs à remplacer les F-16 américains. C'est, plus encore, l'une des raisons essentielles pour lesquelles, face à une Russie redevenue menaçante, les pays scandinaves et baltes, avec le soutien silencieux de Berlin, mettent systématiquement en échec toute perspective d'approfondissement de l'Union européenne ou d'inflexion commerciale qui pourrait indisposer Washington. Dans un tel contexte, qu'il soit tout de même permis de formuler quelques orientations pour le futur Fonds européen de défense. Car, au-delà des intentions, c'est dans le détail que son succès au service de la sécurité des européens se jouera. Premièrement, la préférence européenne. N'en déplaise à nos alliés américains, si les européens, auxquels Washington reproche tant – à juste titre – de consacrer insuffisamment de ressources à leur défense, mobilisent des fonds, ceux-ci doivent à l'évidence être entièrement consacrés à la fortification d'une base industrielle et technologique de défense (BITD) européenne, d'autant plus fragile qu'elle est sous pression des industriels américains. Le programme F-35 a d'ailleurs réussi son pari industriel : assécher la R&D des entreprises européennes partenaires comme BAE ou Leonardo. C'est non seulement une question de crédibilité militaire pour les Européens. C'est aussi, si l'on tient compte du rôle essentiel des industries de défense en matière d'innovation au service de toute l'économie, une condition essentielle de restauration de leur base industrielle et de renforcement de leur compétitivité, le tout sur fond de rachat forcené de certains acteurs par leurs concurrents américains (Santa Barbara, Mowag, etc.). Deuxièmement, au moment où les conditions exactes de création et de gestion du Fonds sont débattues, il est essentiel, dans l'intérêt des Européens, de fixer clairement les responsabilités de chacun. Aux instances européennes de centraliser les projets, d'en évaluer l'intérêt, et d'apporter une « plus-value » communautaire. Ensuite, ce sont les Etats, et les Etats seuls, qui doivent gérer les fonds dégagés en coopération avec industriels. Mais rien ne serait pire que les institutions européennes, dont l'ADN est le libre marché et la compétence en matière de défense inexistante, prétendent se substituer au choix et à la décision finale des Etats membres, seuls comptables de leur souveraineté devant leur peuple. Bruno Alomar, auditeur de la 68 em session « politique de défense » de l'iHEDN et de la 25 em promotion de l'Ecole de Guerre. https://www.lopinion.fr/edition/international/fonds-europeen-defense-quelles-perspectives-tribune-libre-bruno-alomar-188032