Talk:French Civil Aviation University
 | This article contains a translation of École nationale de l'aviation civile from fr.wikipedia. |
Quick deletion
changeThis is not copied from another Wikipedia at all. The words use, the sentences are much more simple than from any other WP. You can help to make it more simple. 80.13.85.217 (talk) 07:51, 26 May 2012 (UTC)
- QD denied, I think there has been enough edits to show that it has been worked on to meet Simple English guidelines. It still has a much more to do, but I do not believe that is meets the QD criteria.--Peterdownunder (talk) 08:30, 26 May 2012 (UTC)
History
changeThis section of the article was not simple enough. The entire section was moved here for further simplification.
- For discussion purposes, each paragraph has been numbered.
- For comparison purposes, a clickable link to en:École nationale de l'aviation civile has been added at the end of each paragraph.
Is it not reasonable to suggest that Thirty paragraphs about the history of ENAC is something other than simple. It is not simple.
Please understand that the text can be restored at any time. --Horeki (talk) 14:31, 26 May 2012 (UTC)
30 paragraphs collapsed
| ||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
Genesischange1. France in the immediate post-war in 1945 is facing an explosion of air transport. Safe air transport requires staff trained specifically for this activity. It also requires an harmonization of the different sectors of the aviation world, and, consequently, a better mutual knowledge of those working in these areas. These are the motivations of the founders of ENAC[1]. Chief among these founders is Max Hymans, who was secretary general of civil and commercial aviation. Pour découvrir le détail de chaque paragraphe, cliquez ici 2. In the years following the Western Front, the lack of homogeneity of the staff of civil aviation is obvious, consequence of an heterogeneous recruitment. This is often personal incorporated hastily and in a high quantity to support emergence situations. In the field of air navigation and telecommunications, many training centers are created to provide trainings in this sector: a training center for airfield commanders at Orly and a training center, located at Le Bourget, for the technical staff of air navigation. The other service involved in training is the department of telecommunications and signaling based at Orly which trains wireless operators and radio technicians. Technical managers have mostly been trained in engineering universities, including Arts et Métiers and the École nationale de la météorologie ; Some are issued from the University, Chairs of fluid mechanics have been created at the University of Paris 1 Pantheon-Sorbonne and Collège de France in 1930. The École spéciale des travaux aéronautiques also provides designers. Aircrew training is provided by the State or by private institutions[2]. ENAC's mission is to bring together in one place all the training of aviation stakeholders. Pour découvrir le détail de chaque paragraphe, cliquez ici 3. Through Decree No. 49-970 of 7th of June 1948 laying down the rules of French public Administration, a complete overhaul of the staff regulations of civil aviation official is organized, especially the technical staff. Several new corps of civil servants are well established: air traffic engineers, engineers of air navigation operations, aerial telecommunications civil engineers, air traffic controllers, telecommunications controller and air navigation agents. This creation is immediately followed by a ministerial decision the 12th of August 1948 paving the way for a first civil service examination of all these bodies. The examinations themselves are organized in October 1948. Regardless of the foregoing, the 14th of April 1948, the International Civil Aviation Organization establishes the conditions for air crew licensing, including the minimum number of flight hours required for each category of pilots[3]. Pour découvrir le détail de chaque paragraphe, cliquez ici 4. That same year, ENAC is still lacking and is still only "service des écoles et des stages" of the General secretariat for civil and commercial aviation. This situation contrasts with that prevailing in other areas where there is a tradition that senior civil service are trained in higher education institutions with the title of "National University" : The École nationale des ponts et chaussées, founded in 1747, the École nationale des chartes, founded in 1821, or the most recent École nationale d'administration (1945). At a period when air transport becomes a key economic sector, the existence of a "service des écoles et des stages" appears somewhat anachronistic. Jules Moch, Minister of Works, Transport and Tourism wants to name the university the "École nationale de l'aviation marchande", finally not chosen[4]. Pour découvrir le détail de chaque paragraphe, cliquez ici University of aviation safety in Parischange5. ENAC is created the 28th of August 1949 (Decree 49-1205) in Paris at the initiative of Max Hymans, Secretary General of Civil Aviation, and Jules Moch[4] in order to train all the professionals of civil aeronautics and harmonize all the air transport staff, crew or not, commercial or technical. The university is located at Orly, south of Paris (ENAC's buildings at Orly served as an examination center until the early 1990s). René Lemaire considers ENAC as "a university of aviation safety"[5]. This priority given to safety is natural for ENAC, being the first reason for the training of future technicians and future airmen in a single university. Pour découvrir le détail de chaque paragraphe, cliquez ici 6. As noted in a report of the Inspection générale de l'aviation civile, "It was in the minds of the creators of the univerisity, to develop between the crew and the ground staff a community of ideas, reciprocal knowledge, and esteem, that are essential for the teamwork required by air transport." However, it is strange that the "community of ideas" the author of the report wishes could be only expressed by the coexistence of different courses in the same university. Other factors work in opposite directions, including the very significant difference of durations of the training cycles[6]. Thus, air navigation civil engineers specialized in "telecommunications" stays 30 months in the university ; the students of the course "operations" are trained in 27 months ; the air navigation engineers in two years ; and finally, the air traffic controllers in nine months[6]. To realize fully the goals that, in the minds of its founders, should be achieved by the creation of ENAC, it is necessary that other conditions are met. The main is the consistency of the education provided to the students in different cycles. This need is reflected by the interpenetration of theoretical and practical training, "air" and "ground". The most visible is the development, whenever this is possible, of the teaching called "inter-specialization", that means, integrated programs of distinct cycles. It should be noted that these teachings, which have different courses for a single design cost, results in significant savings, as well noticed by Rene Lemaire[7]. Pour découvrir le détail de chaque paragraphe, cliquez ici First partnerschange7. The decree of the 13th of October 1959 announces the first partner of the university: Air France[8]. It results in a sharing of tasks and establishes a recruitment for airline pilots students with no previous flight experience. Previously, on an experimental basis, the university welcomed in 1958 the first airline pilots students. The university trained them for the preparation of the Airline Transport Pilot Licence theory exam. As for the practical training in flight, it is done at the SEFA center of Saint-Yan, created in 1949, until the commercial pilot licence, and at the Air France school for the advanced training. ENAC, in addition to his official task related to the preparation of the Airline Transport Pilot Licence theory, has some tasks of theoretical training for pilots of various airlines. There is also the question of the financial aspect of the training for airline pilots in private airlines[8]. This training, which the cost is not paid by the French state, is too expensive for airlines and students, particularly because of the flight training part. Private airlines decided to pay the cost, which makes possible the free education for student pilots[8]. Pour découvrir le détail de chaque paragraphe, cliquez ici 8. Meanwhile, in order to enable its students to have a knowledge of the environment in which the air transport takes place, ENAC starts to develop cooperation with the École nationale de la météorologie. A report dated the 29th of May 1950 invokes the obvious implications of meteorology in the air traffic and promotes the training of this subject for air traffic controllers[9]. Also, many and close links traditionally exits between civil aviation and Air Force. After World War II, when civil aviation is developing, soldiers can help its expansion. A lot of pilots, but also radios, navigators and mechanics are coming from the army to airlines. ENAC starts to be part of this movement, and help the conversion of military aircrew[9]. It is in this spirit that is signed the 9th of June 1951 a memorandum specifying its duties in the training of military pilots for civil aviation. The university is the general contractor of the operations and provides the theoretical training. The Service de l'aviation légère et sportive (SALS), under the decree of the 31th of March 1951, is providing for free the flight training for airline pilots candidates coming from the army[10]. Pour découvrir le détail de chaque paragraphe, cliquez ici 9. From 1949 to 1959, the number of courses held increase from 6 to 64 and the number of students from 49 to 800[11]. The causes of rapid development are multiple. There is no doubt that ENAC has benefited from the spectacular development of air transport in the postwar years. But it would not have taken such an advantage if its teachings were not good. Finally, one can not ignore the presence of a significant contingent of students from either foreign countries or - in even larger numbers - which territories would gain independence in the near future[12]. In the early 1960s, the university is beginning to welcome its first students and trainees from foreign civil aviation authorities[13]. Along with development, new courses are created regularly. This creation is often a direct result of an administrative decision, as it is the case when a new rating is introduced. Thus, in 1956 was created the navigation instructor rating, with the opening of the corresponding training. Sometimes a course is simply set to meet a need. The same year 1956, for example, is introduced a speaking techniques course for instructors. Still in 1956, appears the first engineering students called "civilians", that is to say, not officials. The openings of new training graduate courses, of course, is much less frequent than those of new continuous training, which occurs fairly regularly. In 1958, the airline pilots theoretical training course is starting[12]. Pour découvrir le détail de chaque paragraphe, cliquez ici 10. Life at ENAC Orly is then punctuated by the yearly trip for all the students, undoubtedly one of the highlights of the studies. It has its share of unexpected, but its rites, as the reception in full uniform of the university officials and the students by local authorities, on arrival at a new location[14]. Pour découvrir le détail de chaque paragraphe, cliquez ici Thinking to movechange11. The years 1960 - 1975 are those of a transition during which two major events happens: the move to Toulouse in 1968[15] where is now located the main campus and the change in status of the university, from external department of the French civil aviation administration to a public Administration institution in 1970[16]. Pour découvrir le détail de chaque paragraphe, cliquez ici 12. When it is created, the École nationale de l'aviation civile is located on the close to the runways of Paris-Orly Airport. This location near the largest French airport offers many advantages. One of them is the ease of using the airplanes for a lot of activities - navigation flights, promotional trips, ... The other is the proximity with many airlines and aircraft manufacturers or related to the aviation industry, whose managers are likely to be called for lectures, conferences, ... Pour découvrir le détail de chaque paragraphe, cliquez ici
14. It was in April 1966 that began the construction of new buildings on the campus of Rangueil[23]. The project ends the 19th of August 1968 when the staff is invited to be at the university. The academic year starts the 16th of September 1968. 500 students are expected, including 325 who start their training. These are as follows: 15 air navigation engineering students, drawn largely from École Polytechnique, 70 engineering students in air navigation from two-years studies after French Baccalaureate, 60 airline pilot students, 100 air traffic controllers students, 40 electronics students, 20 commercial pilot students and 20 flight dispatcher students[24]. Pour découvrir le détail de chaque paragraphe, cliquez ici Public administrative institution in Toulousechange15. Although it thought it is better not to decide about the status of ENAC before the university opened its doors to its new campus, the Commission permanente has taken into consideration the problem of an inadequate legal status . This problem is old : identified shortly after the creation of the university, he has resurfaced many times, as the inspection reports that relate to the management of the institution shown. ENAC is closely followed by its supervisory authority. Inspection reports are occurring at a rapid cadence, in average one every two years, sometimes more[25]. The judgment focused on the management of the institution is sometimes severe. These same reports, in the mid-1950s, contest the existence of the university, which was not the case in the previous years. As an example, the report (confidential) of Brancourt Controller the 12th of March 1952, based on the organization and operation of ENAC. We learn that the university has "a lack of doctrine", that "there is a certain tension with the training center of Air France", and even that "ENAC is madness". Pour découvrir le détail de chaque paragraphe, cliquez ici 16. In reality, the weaknesses can be largely explained by the difficulties caused by the inadequacy between the status of ENAC and the nature of its business, which requires it to provide courses for students and trainees who are not all officials from its supervisory authority, or to use teaching staff from very different origin[26]. The heavy process for allocating university budget is in trouble as soon as other types of income are reduced, such as non-public resources. This happens more in the years 1958-1964. In 1962, the management of ENAC is thinking about increasing tuition fees, courses prices and fees for customers outside from the French civil aviation authority. However, the status of the institution submits the necessary prices adjustments to an approval process so difficult that finally is blocked. That's why, another type of status, "public administrative institution", appears much more appropriate[27]. The final decision is taken by Decree No. 70-347 of the 13th of April 1970, with application the 1st of January 1971. Become a public administrative institution, ENAC is endowed with a board of directors. René Lemaire is the first president[28]. Pour découvrir le détail de chaque paragraphe, cliquez ici New missionschange17. From 1975 a new thing is starting. It consists of a slow but continuous increase of the proportion of engineering students called "civilians" in opposition to the "officials" (civil servants) engineering students. ENAC is becoming a major player in the training for aerospace industry (civilian personnel), while its primary goal was only the training of officials for direction générale de l'aviation civile. It is true that the existence of students for the private sector is not new at the university : it was in 1956 that are trained the first of them. At the end of 1950s, however, this recruitment affects only a minority of students[29]. It is primarily done to compensate the disadvantage which consists of the highly different number of students to work in the administration and to prevent the size of successive promotions with a too great difference. However, this second source tends to become more and more important, to finally become the first one. This results in an revision of the teachings[30]. ENAC engineering education, particularly that of the specialty called "facilities" - it focuses on electronics - seduce the industrial sectors of electronics and information technology. Without having particularly desired, the university has progressively the role of a National University of Engineers. Pour découvrir le détail de chaque paragraphe, cliquez ici 18. Industry oriented university, research appeared in 1984, following the law on Higher education which provides that "engineering education [...] has a research activity, basic or applied[31]," and is organized around four areas: electronics, automation, computer and air transport economy. The university then feels interest for future engineers to learn research methods: while the method of deductive reasoning, for a long time favored by teachers in the two-years studies after French high school diploma and universities, shows its limitations, the method of inductive reasoning, characteristic of research, appears progressively better adapted to highly evloutive nature of functions performed by nowadays engineers[31]. The most recent manifestation of the growing interest in research at ENAC is the creation of the air transport economics laboratory, which designation reflects the desire to study, in addition to air transport itself, certain related activities such as air navigation[32]. Pour découvrir le détail de chaque paragraphe, cliquez ici 19. The mid 1980s saw the emergence of mastères spécialisés programs. They are born for most of them from an industrial demand, including the groupement des industries françaises aéronautiques et spatiales, in order to support the export contracts by training[33]. Indeed, while filling the needs of many French students or professionals, they can train in a relatively short period some foreign executives. The same period saw the diversification of continuing education[34] at the university. The continuing education courses are organized in five main areas: air traffic systems, electronics, computer, aeronautics and languages/humanities[35]. Pour découvrir le détail de chaque paragraphe, cliquez ici International dimensionchange20. The international dimension of the university is growing significantly over the 1990s. Its development, however, faces an internal obstacle. It is the constraint imposed in the early 1990s : the design and implementation of the new cycle for air traffic controllers. The effort required by the university enables it to develop its international dimension. A novelty in the international activities of ENAC holds in the emergence of a specifically European component[36]. It consists first in the participation in European projects such as EATCHIP (European Air Traffic control Harmonization and Integration Program), then in joining mobility programs for students such as Erasmus or Socrates. Under these programs, the university welcomes a growing number of foreign students[35]. In doing so, it forges close relations with foreign universities, including those of Berlin and Darmstadt in Germany, as well as the one of Tampere in Finland. Since 1990, the university has new missions. Thus, ENAC negotiates new contracts for studies and research abroad. The 2000s are the years of the creation of courses entirely taught in English language and the development of activities focused on air navigation[37]. In 2009, the university and its alumni association organize the first edition of the salon du livre aéronautique (aviation book events) in Toulouse[38]. In December 2010, ENAC becomes an ICAO center for training in aviation security[39]. Pour découvrir le détail de chaque paragraphe, cliquez ici 21. Meanwhile, the university develops new teaching facilities: the air traffic control simulator "CAUTRA", the aerodrome control simulator "AERSIM", an Airbus A320 flight management system simulator, a static model of the Airbus A321' s engine and the laboratory of telecom networks[40]. Pour découvrir le détail de chaque paragraphe, cliquez ici 22. Since the 1st January 2011 and the merging of ENAC with the SEFA, the university is the biggest European aviation university[41]. Pour découvrir le détail de chaque paragraphe, cliquez ici Directors historychange23. The current director of the university is Marc Houalla[42], who was SEFA director from 2006 till the 1th of January 2011[43]. It is the seventh person to be director since 1949. He was elected in 2008 after the departure of Gerard Rozenknop, his predecessor. The directors since 1949 are given in the following table. Pour découvrir le détail de chaque paragraphe, cliquez ici
24. Guy du Merle, born the 1st of January 1908 in Toulon and died the 6th of June 6 1993 (85 years), was an aeronautical engineer, test pilot and French writer[45]. Graduates from École Polytechnique (1927) and the École nationale supérieure de l'aéronautique et de l'espace (1932), he began his career as a air military engineer in the military air center from 1933 to 1935 and test pilot on more than hundred types of aircraft, seaplanes and gliders, including, with Captain Constantin Rozanoff, the Messerschmitt 109 and the Heinkel 111 captured by the Republicans in Spain in 1938. In 1945 he became director of the aerospace department, until 1948. Meanwhile, from 1940 to 1950, he teaches aeronautics at SUPAERO university[46]. In 1948, he became the first director of the university, a position held until 1951 and the appointment of his successor, Gilbert Manuel[47]. Pour découvrir le détail de chaque paragraphe, cliquez ici 25. Mr Manuel, born in 1913 and died the 31th of October 31 (97 years)[47], graduated from the École Polytechnique (1933) and Telecom ParisTech (1939[48]). In 1948 he became the head of training of ENAC. He became director of the university in October 1951 and is the last director at Orly. He left office in November 1967. Pour découvrir le détail de chaque paragraphe, cliquez ici 26. Pailhas Louis, born the 2nd of March 1926 in Foix, replaced him in December 1967. After high school studies at the Lycée Pierre-de-Fermat in Toulouse and at the Lycée Louis-le-Grand in Paris[49], he graduated from the École Polytechnique (1946) and ENAC (1949). He began his career as a civil aviation engineer in Morocco from 1951 to 1956 and then to the management of the direction du secrétariat général de l'aviation civile et commerciale until 1959. The same year he was appointed director of the air navigation regional center of Orly, a position he held until 1965[50]. Deputy Director (1965) of the ENAC, he was appointed director of the university in December 1967[51], the first to hold that position in Toulouse. In January 1982, he resigned. Pour découvrir le détail de chaque paragraphe, cliquez ici 27. Andre Sarreméjean succeeded him. Graduates from the École Polytechnique (1952) and ENAC (1955), he was posted to Africa after graduation and became one of the founders of the Agence pour la sécurité de la navigation aérienne en Afrique et à Madagascar, as director of civil aviation in Cameroon and then in Ivory Coast. Deputy Director of the university from 1968 to 1982, he became director that year. Pour découvrir le détail de chaque paragraphe, cliquez ici 28. In 1990, Alain Soucheleau is promoted. Graduates from the École Polytechnique (1965) and ENAC (1968), he was nominated after his studies at air traffic control department first as head of the area control center of Brest and Aix-en-Provence. Then, he is detached from 1985 to 1990 to the President of the Midi-Pyrénées region as a transport infrastructure programmer. In October 1990 he was appointed director of the university[52]. He leaves office in January 1999, replaced by Gerard Rozenknop. Pour découvrir le détail de chaque paragraphe, cliquez ici 29Born the 23th of January 23 1950 in Paris, Gerard Rozenknop studied at the Lycée Condorcet[53], before graduating from the École Polytechnique (1969) and ENAC (1972). He began his career at the air transport department of the Directorate General for Civil Aviation in 1974. In 1977 he worked for ten years at the International Civil Aviation Organization in Montreal and then to Bangkok (Asia - Pacific programs). In 1987 he was appointed Head of the aeronautics department of ENAC[54] and in 1994 director of the south-east civil aviation administration at Aix-en-Provence. In January 1999 he became director of the university, until 2008. Pour découvrir le détail de chaque paragraphe, cliquez ici 30. Marc Houalla, born the 10th of February 1961 in Rueil-Malmaison[55], is the current director of the university since the 28 of November 2008. Graduates from the ENAC (1982) and holders of a Master of Business Administration from HEC Paris (1990), he began his career in 1985 as an engineer at the civil aviation department of Canada[43]. In 1987 he became project manager at the technical service of air navigation in Paris in 1992 and then head of the technical and financial departments of the service d'exploitation de la formation aéronautique in Paris and Muret[56]. From 2003 to 2006 he was director of the Marseille Provence Airport. In 2006, he became director of SEFA before being appointed director of the École nationale de l'aviation civile. Pour découvrir le détail de chaque paragraphe, cliquez ici
|
Not simple enough
change- This article is not simple enough—not yet.
The process of re-working this article will not be easy. For example,
- The paragraphs need to have less words, less detail, etc.
- There are problems in the focus of each section.
- To be frank, the fact that this criticism is not simple needs to be made explicit and direct.
IMO, the problem is not urgent. It does not need attention quickly. However, the problem is not avoidable.--Horeki (talk) 17:55, 4 June 2012 (UTC)