Daher’s position demonstrates well the state of the global aerospace market.

“We are in a paradox situation—some are happy; some are not happy,” said Patrick Daher, board chair for the Daher group, in kicking off the company’s performance review for 2023 in Paris on February 7. “We are feeling the impact of the international situation, and then we are still recovering from COVID, but the COVID crisis is over for us…But some international threats—for example the war in Ukraine and the Middle East, the future elections, the situation in China—all these events have created a political instability that is really worrying for the future.”

Yet industry events such as the 2023 Paris Air Show indicate where the future lies—with caution as to the expense of making change. “As chairman [of] the Salon de Bourget in 2023 and chairman of Daher…I have the chance to see that energy transition is coming with a really high price,” said Daher. “Speaking about industry, we have really good news in terms of an increase in production.”

In 2023, Daher recorded strong deliveries of both its TBM and Kodiak series turboprops, with a total of 56 TBMs and 18 Kodiaks, for a total of 76 units. In addition, it counts more than 100 turboprops in its order book, taking it well into 2025.

READ MORE: Daher Delivers 100th TBM 960

An Industry Overview

At the same time, major Daher client and partner Airbus has never manufactured so many aircraft—a record number went out the door in December, as Daher noted in the report. That is in spite of the constant pressures brought on by inflation, provisioning difficulties, recruitment challenges, rise in wages, and lowering margins. Collectively these have led to soft pricing models that have persisted through the past couple of years.

“We have forgotten how to deal with such problems of inflation that we experienced 20 years ago,” said Daher. “It was really hard to find raw materials, and this was linked to geopolitical problems, [such] as the war in Ukraine. We were missing material. This lack of raw materials is linked to the mismanagement of the supply chain—the suppliers failed to ship what we needed to manufacture our aircraft—and to produce what our clients asked us to do.”

Another problem Daher noted has been the lack of employee candidates. “It is not easy to recruit the right profiles…The COVID crisis changed behaviors in terms of wages and employees, so it is really hard for us to hire and find talents.” This has driven companies like Daher to invest heavily in training—because like never before they have had to recruit from outside the aviation industry.

“All these factors in 2023—after COVID, we were expecting 2021 and 2022 to be difficult—but these problems arrived in 2023,” Daher said. “All of these factors resulted in our weakened profitability. We need to consider the energy transition and the decrease in carbon intensity…2023 highlighted the emergency but also the [convergence], vis-à-vis the problem of decarbonization.”

The Daher group considers government support crucial—specifically CORAC, the French council for civil aviation research—and 300 million euros per year have been earmarked by CORAC to help fund the energy transition. “Aviation industry, all research efforts, have converged, because in the past each company focused on a specific research field, but right now there is a really clear target: low-carbon, low-emission aircraft,” Daher said.

Eco-Pulse Update

For the French OEM, the convergence flies today via its hybrid-electric Eco-Pulse technology demonstrator, which uses a TBM airframe, electric motors and powertrain components form Saran, and electric power storage by Airbus in a distributed lift model (simply put) to test various components and how they interact in actual flight operations. The Eco-Pulse retains a Pratt & Whitney PT6A turboprop engine, but in December made its first flight segments completely powered by the six electric motors.

“It is a major step towards decarbonization,” said Daher. “Because high voltage electricity can be a good solution…we are continuing with some hybrid tests. This is the first step…People thought I was crazy [last year] when I spoke about this target [to have a marketable product by 2027], but we are headed in that direction.” It will be a TBM or Kodiak because those are the models Daher has in its portfolio, but the company has yet to determine which will be chosen and exactly what that will look like.

FLYING asked if the OEM could share any feedback—including any performance data, if possible—from those first flights. Christophe Robin, vice president of engineering for Daher’s aircraft division, provided this insight: “EcoPulse is a technology demonstrator, therefore, aircraft performance is not the goal. The EcoPulse configuration has been chosen with the strategy of increasing the level of complexity in hybridization to develop a ‘maturity picture’ for all of the technologies involved—including examining side effects such as weight penalties, as well as issues induced by HIRF (high-intensity radiated field) and lightning.”

READ MORE: We Fly: Daher TBM 960

Log’in, Shap’in, Fly’in

To support innovation efforts, Daher launched its second tech center, Log’in, in Toulouse, also geared toward decarbonization. “Out of 7 million tonnes [of carbon emissions] we realized that a big quantity is related to our clients, and we want to work on these figures [as well] in order to work on decarbonization,” said Daher.

Fly’in will be the third tech center Daher launches, in Tarbes, focused on aircraft development, “stepping up” in both technology and the drive towards net-zero emissions.

FLYING also asked Daher to expand on the current projects that have already been realized from the new technology centers and Eco-Pulse. Robin shared a portion of what the group has learned thus far, and what it expects to benefit from. 

“In addition to the aspects of EcoPulse that are linked to aircraft hybridization, another important focus is demonstrating the application of advanced composites on aircraft,” said Robin. “Under the guidance of Daher’s research and technology teams, EcoPulse is using composites for the aircraft’s winglets, engine pylons, Karman and battery fairings, as well as the air inlet—which were produced primarily with an infusion-based carbon/cork micro-sandwich. A goal of EcoPulse is to make it possible to evolve the performance and feasibility of integrating these technologies on secondary parts/components of Daher-built aircraft, while developing rapid prototyping skills used within the aviation framework.”

This is complementary to other developments underway at Daher—including projects in cooperation with partners such as CORAC (the French Council for Civil Aeronautical Research).

Pascal Laguerre, chief technology officer for Daher, provided significant insight beyond the Eco-Pulse demonstrator. “Taking a wider view for activities outside the framework of EcoPulse, Daher devotes a significant part of its overall R&D budget to thermoplastics,” said Laguerre. “This material is particularly promising in the world of aerostructures for future applications on production aircraft. It lends itself more easily to the automation of production (issue of throughput), and it is recyclable, repairable and weldable. Its mechanical properties make it possible to use less material and, overall, make structures lighter—all of which are key qualities with a view toward reducing carbon emissions. This is focused on accelerating the development of real applications in the future for the benefit of its customers, including [several more widely focused] projects.”

For example, as part of CORAC, Daher leads the largest French research project on thermoplastics in current execution, called TRAMPOLINE 2 (TheRmoplAstic coMPosites for hOrizontaL tail plaNE), as well as utilizing induction welding instead of riveting—with a weight savings of 15 percent.

Also, the investment has already borne fruit in components that will be found on the company’s current TBM product lines.

“After more than three years of R&D work, Daher succeeded in manufacturing rudder pedals in recycled high-performance thermoplastic composites from production scraps to equip the TBM, which have been certified for flight on production TBMs,” said Laguerre. “In addition to being lightweight, thermoplastics have low thermal conduction, as well as equal or better physicochemical and mechanical properties: It’s a win-win for Daher customers. And beyond the environmental benefits, the cost of these parts is significantly reduced compared to metal machining.

“In addition, Daher has obtained the first results of an R&D project called CARAC TP, carried out in collaboration with a set of academic laboratories competent in composite materials. The objective [is] to identify and characterize the thermoplastic composites best suited to aeronautical applications and compare them to thermoset materials. The project makes it possible to study materials in depth through multiple tests that go beyond the scope of qualification programs carried out in the industry: impact resistance, fire resistance, environmental aging (ozone, UV, fluids), impact of manufacturing processes on physicochemical properties, material performance, etc.”

Daher looks also outside its walls to new small businesses to help drive this innovation charge. Encouragingly, more than 300 aerospace-relevant startups took part in the Paris Air Show.

“We had 25 of these startups at the Daher stand at Le Bourget,” said Daher, noting that the company looks forward to engaging with these innovators, perhaps through acquisition or collaboration, on various projects.

WATCH: We Fly the Kodiak 900, Ready for Grand Adventures

The Takeoff 2027 Strategy

Daher reported a strengthening bottom line but noted there is room for improvement. At the press conference, Daher CEO Didier Kayat indicated the belief that Daher would become profitable based on its strategic realignment to better serve four sectors: aircraft, industry, industrial services, and logistics. The company also plans a transformation of the organizational structure by 2025, to help align and draw down any existing silos between the business functions.

To this end, Daher made a quartet of additions to its executive committee in the later part of 2023. On October 1, Alain-Jory Barthe joined Daher’s Industry division as senior vice president. Then, on January 1, Cédric Eloy became the head of the Industrial Services division as senior vice president of manufacturing services, and Julie de Cevins became the group’s chief sustainability officer—a key appointment, given the group’s charge to attain net-zero goals by 2050. Finally, on February 1, Aymeric Daher became senior vice president of the Logistics division.

Daher is adapting its organization to support the four business units, with the following actions:

• To create a managerial culture that is based in what it calls the “Daher Leadership Model”—effectively empowering a cadre of 1,500 leaders within the company to act with an entrepreneurial spirit
• To anticipate challenges and innovate toward decarbonisation solutions, with Eco-Pulse among other projects
• To support the acquisitions needed for growth across the four sectors.

Acquisitions have already borne fruit for the company, including the Stuart, Florida, facility.

“The acquisition of AAA strengthened the Industrial Services division, for example,” Daher said. “We are now the leader of industrial services…We can support aircraft manufacturers in peak periods.”

If Daher can make its way through the concurrent challenges of acquisition-driven growth, corporate restructuring, price pressures, and order fulfillment, its plan for the years ahead puts it on track to form part of the global solution to decarbonization—as well as providing the aircraft the customer demands for the future.

The post Daher’s Decarbonization Plans Drive Towards Hybrid-Electric Aircraft, Composites appeared first on FLYING Magazine.

Celebrated for its luxury light sport aircraft, Bristell is set to receive Michelin’s top-tier aviation tires, strengthening already innovative offerings. This partnership marks Michelin’s continued engagement with the global GA industry.

This mutually beneficial arrangement offers an expansive perspective on the advantages that both companies stand to gain, including growth and innovation opportunities.

The agreement has garnered praise from Bristell’s leadership, with CEO Martin Bristela expressing great satisfaction with the level of quality embodied by Michelin tires. This strategic alliance offers BRM Aero Bristell a platform to substantially enhance its standing in the GA aircraft market. Located in the Czech Republic, Bristell also boasts a highly regarded flight academy stateside.

• READ MORE: We Fly: BRM Aero Bristell SLSA

Michelin Aviation: A Titan in the Industry

Michelin’s track record includes a robust history in aviation tire manufacturing. It has carved a significant niche in the sector with partnerships extending to some of the world’s leading airlines. The company’s successful associations also range beyond commercial and regional airlines, extending to the military sector.

The exclusive OEM agreement with Bristell is poised to bolster Michelin’s standing in the aviation industry. This pact aligns with Michelin’s history of innovative partnerships. By working with Bristell, Michelin carries forward its mission of furthering technological progress in aviation tire technology, paving the path for advancement and growth.

BRM Aero Bristell’s Advancement

This partnership also holds promise for boosting Bristell’s position in the leisure aircraft market. The advantage of Michelin’s top-notch aviation tires could potentially enhance the performance of Bristell’s aircraft, propelling the brand’s reputation to new heights. Michelin’s superior performance and safety tires could drive increased customer confidence.

• WATCH: We Fly Bristell SLSA

This partnership illuminates the prospects of future alliances and collaborations within the industry. As Bristell and Michelin demonstrate, strategic agreements are key drivers in fostering shared growth and innovation. The advancements from this could significantly impact the light sport, GA sectors, and luxury aircraft markets, setting new standards of quality, technology, and performance.

Just like other evolving industries, aviation is remarkably quick in adopting and adapting to advancements. Therefore, alliances like this one underscore the importance of syncretic growth, solidified relationships, and sharing expertise.

The post Michelin Aviation Partners with BRM Aero Bristell appeared first on FLYING Magazine.

It is the Bell XP-77. With a 100-square-foot wing of 27.5-foot span, it resembles a homebuilt, but one whose somewhat massive snout conceals an inverted Ranger V-12 engine of 520 hp. Two prototypes were built. Conceived to be fast, agile, and cheap, it managed only two out of three, topping out at a sluggish (for a fighter) 330 mph. According to Wagner, this was a disappointment because it was supposed to make 350, but it was actually remarkable the prototypes managed to go as fast as they did, considering they lacked superchargers. The project ended ignominiously. One prototype was destroyed when the pilot bailed out of an inverted spin. A second became a “gate guard” at some random Air Force base and eventually deteriorated into firewood.

Yes, firewood—because, as an offspring of one of the U.S. armed services’ occasional brief flings with nonstrategic materials, the XP-77 was built out of wood. I revisited it recently after happening to read an essay about wooden aircraft in World War II. The author, professor Eric Schatzberg, contends wood construction was viewed differently, and succeeded or failed, in different countries—he focuses specifically on Britain, Canada, and the United States—because of unconscious cultural biases that colored the way people perceived successes, failures, and the qualities of different airplanes.

Wood was the primordial material of airplane construction. Although Anthony Fokker—influenced by his chief designer, Reinhold Platz, who was a former welder—adopted welded steel tubing for his fuselages in 1916, by and large the airplanes of World War I were made of wood and fabric. Some were surprisingly sophisticated. The German firm Albatros, for instance, made beautifully streamlined, compound-curved fuselages of molded plywood in 1917. By 1918 Fokker had produced a wooden wing for the D.VIII fighter that would have looked perfectly in place a decade later on a Lockheed Vega. The preference for wood construction, particularly for wings, continued into the 1930s. Wood was a familiar material, inexpensive and easily repaired. Woodworkers were readily found or trained, and, as the importance of drag reduction came to be appreciated, the smooth, stiff surfaces of wooden wings were valued.

Wood and aluminum were, in some ways, interchangeable materials. The tensile strength of aircraft aluminum is 10 times that of Sitka spruce, but spruce has a tenth the weight of aluminum. (Sitka spruce, from the western forests of the U.S. and Canada, is the wood of choice for aircraft not because it is especially strong but because it is readily available in long, knot-free planks with straight grain.) But wood had some arguable advantages. Shaping and assembly of wood parts does not require exotic tools. Wood, unlike metal, does not fatigue. The great drawback of metal construction, before the advent of reliable adhesives, was its reliance on tens of thousands of rivets, which a pair of workers must install one at a time. Even apart from the labor saving, bonded joints had the advantage of avoiding the stress concentrations produced by rivets and the opportunities for hidden corrosion offered by overlapping metal joints.

There were metal-skinned airplanes in the 1920s, such as the Ford and Fokker Trimotors, but they were horrible, corrugated things. The Douglas DC-1—followed closely by the DC-2—with its smooth aluminum semi-monocoque construction and superb streamlining, was as stunning an innovation in 1933 as the SR-71 was in 1964. In the United States, Schatzberg argues, metal was perceived as synonymous with progress and modernity. Wood seemed to be a quaint material more appropriate to sailing ships. The hostility to wood, on grounds of supposedly poor durability, moisture absorption, and lack of uniformity, was sometimes quite palpable, but, Schatzberg suggests, was owing to an unconscious aversion to adjusting methods and expectations to the peculiarities of the material. When James “Dutch” Kindelberger, CEO of North American Aviation, complained to General K.B. Wolfe, head of the production division at Wright Field, the Army Air Corps’ testing center, about an Air Corps requirement for wooden fuselages for AT-6s, Wolfe did not hold back. “I would just like to just push a few of these [wooden] jobs out into the training crowd and let them see what they are up against,” he fumed. “We are just making a lot of trouble for ourselves on this wooden program.”

The British mindset was quite different. When the Air Ministry was considering de Havilland’s proposal of a fast, light bomber built of wood, the objections raised were to its lack of defensive armament, not to the material. De Havilland’s argument that the twin-engine Mosquito’s speed and range would protect it against German fighters eventually prevailed and proved to be correct.

• READ MORE: Technicalities: Piggybacks and Parasites

It may be that, apart from any cultural proclivity for wood as a raw material, the British acceptance of wooden construction had its roots in the remnants of an artisan culture that persisted in Europe well into the 20th century but was vanishing in the United States, thanks largely to Henry Ford. Wood construction, because of the dimensional instability of the material, often required some hand work preparatory to final assembly. The British willingness to employ files and sandpaper extended beyond woodwork. British Merlin engines were assembled with a similar acceptance of imprecision, and when the Packard company, contracted to produce Merlins in the U.S., received the British blueprints for the engine, it judged them unusable by American workers, who expected parts to be identical and fully interchangeable, and to fit perfectly on the first try.

It’s easy to grow sentimental over the special beauties of fine wood construction, be it in a desk, airplane, or old Chris-Craft boat. The most ambitious example to emerge during the war, however, aroused no such feeling and was also probably the most compelling proof that wood was a freak visitor from the past. It was Howard Hughes’ monster “Spruce Goose,” for a long time the world’s largest airplane. I climbed through it once, while it was still locked in a tin hangar at Long Beach, California. Its cavernous fuselage was built of molded panels of heat-cured, resin-bonded plywood, a process pioneered by American Virginius Clark in the 1930s. Standing at the base of its vertical fin, my eyes (but not my feet) following a ladder into its murky recesses, I thought of medieval bell towers and their twisting, claustrophobia-inducing stairs. Wherever I looked, however, I did not think about the future.

This column first appeared in the August 2023/Issue 940 print edition of FLYING.

The post Aircraft Building Has Come Out of the Woods appeared first on FLYING Magazine.

According to CubCrafters, on December 19 the Part 23-certified CC19-215 XCub was handed over to Tim Sheehy, CEO of Bridger Aerospace in Bozeman, Montana.

The landmark aircraft is painted in red and yellow firefighting livery, the paint scheme itself a tribute to the Bridger Aerospace fleet of Canadair CL-415 “Super Scooper” water bomber aircraft. Sheehy, who founded Bridger Aerospace in 2014, is an active pilot, retired Navy SEAL, and Republican candidate in the 2024 Montana primary for the U.S. Senate.

“Bridger Aerospace and CubCrafters have a relationship going back to 2016 when we worked together on a project for the U.S. military,” said Sheehy. “We frequently base near their factory in Yakima, Washington, during fire season, and I have always admired the passion the entire CubCrafters team has for aviation. I’m honored to welcome the 1,000th aircraft to our fleet.”

Sheehy pointed out the utility of the aircraft is a bonus in remote areas.

“This is CubCrafters top-of-the-line flagship model,” he said. “We will definitely put it to good use in support of our mission of protecting the American West from the threat of wildfires.”

About the Aircraft

The CC19-215 XCub sports a 215 HP Lycoming IO-390 engine with dual electronic ignition and a modern lightweight Garmin glass avionics panel with autopilot. Company officials note the XCub useful load is 1,084 pounds with a range of approximately 800 miles and top speed of 160 mph. The fully FAA-certified aircraft is popular with government agencies, commercial operators, and backcountry aviation enthusiasts.

About CubCrafters

CubCrafters was founded in 1980 by experienced backcountry pilot Jim Richmond. At first the company produced mods for the Piper Super Cub, then created the Top Cub, the first of many models based on the Piper Cub and tailored to the needs and desires of pilots seeking a utility vehicle for remote airstrip operations.

• READ MORE: CubCrafters Unveils Carbon Cub UL

New technology has led to the creation of CubCrafters Carbon Cubs, Sportcubs, and XCubs/NXCubs, which are among the company’s more popular designs. The Carbon Cub is most popular with backcountry pilots. The XCub is available in both tailwheel and nose wheel configurations.

More information on CubCrafters airplanes is available here.

The post CubCrafters Delivers 1,000th Aircraft appeared first on FLYING Magazine.

While the company’s design philosophy driving towards higher levels of safety isn’t unique, its approach is. Crashworthiness is key—particularly in the containment of fuel in order to mitigate fire conflagration following an accident that breaches tank-carrying parts of the airframe. Isolation of the tank between spars and thoughtful placement of fuel lines have thus far resulted in an excellent post-accident safety record with a low fire risk. Perhaps introducing fuel to a gliding airframe that had none of it before made early engineers particularly conscious of its objective hazards.

Also, the aircraft across the model range tend to be excellent gliders—not a surprise, given the company’s heritage. While the DA20s and DA40s use washout to capture low-speed performance, the light twins use winglets. Comparatively speaking, the DA50 RG’s are rather short and sweet—and VGs ahead of the aileron on the leading edge of the outboard wing section keep airflow attached over the control surface throughout the stall. Roll response during the stall condition proved this out.

READ MORE: We Fly: Diamond DA50 RG, the High Performance Retract that Shines

All-composite construction lends a lightness of being, and this too began with the H36/ HK36/DA20s and finds a high level of expression in the DA50 RG with its complex curves and bubblicious cabin. We took a tour through the factory, and it all begins in the Diamond Aircraft Industries Composite facility. Most of the DA50 RG is formed from wet lay-up prepreg carbon fiber material with a small percentage from dry vacuum process for parts that need to be transparent. The production lines in Wiener Neustadt put DA50 RGs combined in the same line with DA42s and DA62, withthe DA40 traveling alongside in a separate line. More production takes place in London, Ontario, at DAI Canada, of the DA42, DA62, and DA40.

WATCH: We Fly the Diamond DA50 RG

At present, all DA20s are built in China—the model has held Chinese type certification since 2004—under license from DAI’s parent company, Wafeng Aviation Industry Co., Ltd. to Wuhu Diamond, Ltd.. Co-founder Christian Dries sold DAI (including DAI Austria, DAI Canada, and Austro Engines GmbH) in late 2017 upon his impending retirement, with no relatives ready to take the helm. But he maintains his connection with the company—as he came in for lunch at the attached Katana Kafe during our late April visit, a regular sight.

The post The Diamond Aircraft Story Continues to Evolve appeared first on FLYING Magazine.

“Our Boeing tour guides are brand ambassadors and are a diverse group of employees who are knowledgeable and passionate,” said Norman Mah, Boeing spokesperson. “The guides provide the public an inside look at the airplane assembly process with opportunities to learn about The Boeing Company’s deep roots in the Puget Sound area.”

The tour begins at the Boeing Future of Flight Aviation Center with a short video on the history of the aircraft manufacturing giant and a safety briefing. Because it is a working factory, there are rules, such as no photography, including phones.

Visitors are bused to the factory and allowed to access a balcony that provides a bird’s-eye view of the famous assembly facility that has produced some of the most iconic aircraft in history, such as the Boeing 777, 787 Dreamliner, 767, and the 747 that revolutionized commercial air travel.

This is not the same tour that was done pre-pandemic, says Mah noting “The company has made enhancements including an updated route and accompanying visual components throughout the experience.”

The tour takes approximately 80 minutes and includes a bus tour of the Boeing campus. Mah recommends buying tickets early, as the tours often sell out weeks in advance.

The factory building itself is a modern marvel, owning the record for largest building in the world by volume at 98 million cubic feet. The structure spans some 98.3 acres.

The tours begin Thursday, October 5. It is recommended that tickets be purchased in advance as they are the No. 1 tourist attraction in Washington, drawing some 300,000 annually.

“We are thrilled to reopen our factory tour experience to pilots and enthusiasts who want to see how Boeing airplanes are assembled and learn about the company’s role as a global leader in aviation,” Mah said. 

Ticket prices vary, and there are discounts for Boeing employees and seniors over 65 with valid ID. 

The post Boeing Factory Tours to Resume appeared first on FLYING Magazine.

That’s the Wichita I knew when I left Kansas in 2012 to return to Colorado, leaving the Cessna Aircraft Company two years prior to the day when the news broke that Textron had purchased the assets of Beechcraft from the throes of its bankruptcy. In early 2014, we speculated that Textron had purchased Beech for the King Air line—and little else—and the outcome of the facilities surrounding the storied Beech Factory Field (KBEC) would be settled in a likely to be challenging merger.

With five campuses to its name Textron Aviation has been busy working to optimize the infrastructure under its purview. While the main campus at Eisenhower Regional Airport (KICT) houses the corporate offices, Cessna Citation production lines, and the largest Textron Aviation Service Center in the world, the campus at Beech Field stays focused on the King Air, as well as Beech Bonanza and Baron production in Plant IV. Piston singles, including the Cessna 172, 182, and T206, are built in Independence, Kansas, about an hour flight by Skyhawk to the southeast. Cessna Caravan production moved to Indy too.

But there’s a good deal of space that could be optimized after certain efficiencies have been gained throughout the enterprise—which now employs roughly 13,000 people, as the Textron Aviation communications team confirmed to me during my visit this week to Wichita. I flew in with one of the company’s Citation sales team in a Cessna TTx—the subject of an upcoming story, to be sure—for TextAv’s media day ahead of the National Business Aviation Association’s Business Aviation Conference and Expo in Las Vegas next month.

They had a lot to share—most of which I can’t tell you yet or they would send the ghosts of Dwane Wallace and Olive Ann Beech to haunt me. But one story I can relate this week is what the growing company plans to put in motion to address its need to continue hiring and training the workforce it needs to cover orders like the 1,500 Citations that NetJets announced on Wednesday.

With a trip in a black SUV across town, from West to East, we stepped out onto a construction site as the highlight of our day—besides the three square meals provided. Donning hard hats and safety glasses, we entered the building that will house the Textron Aviation Hiring and Learning Center, and proceeded across the bare concrete to an open atrium. There, members of the human resources team outlined how various spaces would be used during the interview process, as well as for hands-on training using real aircraft. 

For example, when new technicians are brought in to work on the production line, they go through paid on-the-job training prior to joining the line. They practice on components now—but they will get to place, say, a completed aileron on a wing assembly. The possibilities in the large space will multiply and accelerate the onboarding process.

The refurbished building will also house a K-12 entry vestibule, where local school children can come in to learn about STEM topics through the lens of Cessna and Beechcraft and Bell aircraft—making the application of knowledge far more immediate. The kids will also be able to learn about the wide variety of aviation jobs that an OEM like TextAv offers for their future.

It’s clearly one of many big investments, but with a big order book to fulfill, a very necessary one.

The post What’s Happening in Wichita appeared first on FLYING Magazine.

Along with events throughout 2023 to mark the milestone anniversary, Tecnam, the Italian airplane manufacturer, hosted its extended network of vendors, dealers, media, and friends last week at its headquarters at the Capua airfield (LIAU), near Naples—celebrating 75 years of passion for aircraft design.

The gathering featured a historical presentation in the company’s on-site museum, a walk of the production facility, demo flights in the P2012 Traveller, P2010 Gran Lusso, and P-Mentor, and was capped off by a gala dinner at the Castello di Faicchio. “There are people who have come from all over the world,” said Giovanni Pascale, managing director for Tecnam, “so it’s extremely important for us. We appreciate it. It means a lot for us. What we have always been saying is that Tecnam is a big family.” These were clearly not just empty words but were delivered with sincerity and a passion for aircraft design and the people making that happen for the company throughout its timeline.

• READ MORE: Tecnam Introduces P2012 STOL To Serve Challenging, Remote Airports

The Castello di Faicchio made for an elegantly fitting place to honor the memories of the founders, as it was where the Pascale brothers once flew their early model airplanes from its walls as boys. “They were 10 years old when they designed these models—it’s impressive,” said Stefano Mavilio, director of communications for Tecnam, during the museum briefing.

A Passionate Family—and a Little History

From the brothers’ launch in 1948 with the Astore came a series of single-engine airplanes and gliders. Then, history took a turn with the Pascales’ next company, Partenavia, founded on May 22, 1957, which later evolved into a government-driven business to design and produce commercial aircraft, beginning with the twin-engine P68 in 1968—perhaps the most recognizable of the company’s designs from this era.

But the romance of the lighter end of the aviation industry kept calling. The brothers developed the follow-on business—Tecnam— after parting ways with Partenavia in 1986. There, Gino and Nino worked on subcontracted components and assemblies for other manufacturers. “The idea was, ‘we are not your employees; we will be your supplier. So we are free to build the parts you [Partenavia] need, but our time is ours alone,” Marvilio summarized in the tour. Tecnam did just that—until the spark to return to single-engine airplane development returned to them in the early 1990s. 

From this sprung the first true Tecnam model, the P92 Echo, conforming under the ultralight rules of the predecessor to the European Union Aviation Safety Agency (EASA), JAR—or Joint Aviation Regulations. The new bird took flight from Capua airfield on March 14, 1993, with Gino at the controls.

Tecnam has stayed firmly in family hands after the elder Pascales passed on—Nino in 1999, and Gino in 2017. Since the mid 1990s, the company has been guided by Nino’s son, Paulo Pascale, CEO, and now Giovanni Pascale, Paulo’s son, who is the current managing director, assuming this position in 2019 after a nearly nine-year turn as chief operating officer.

New Era at Tecnam

The company’s history, however, has entered a new era with the transition of the reins to the younger Pascale, and the advent of new models—most recently the twin-engine P2012 Traveller—which secured a FLYING Editors Choice Award in 2020, and has seen recent fleet expansion—and now the P-Mentor. The P-Mentor aims squarely at the training market, and with EASA CS 23 certification on April 7, 2022, Tecnam delivered 17 units last year. 

• READ MORE: Tecnam Unveils P-Mentor Training Aircraft 

While the two-seat, Rotax 912iSc-powered trainer awaits FAA validation, several flight schools have queued up to put them into service as soon as that happens. The design enables the P-Mentor to have passed the latest EASA requirements (CS-23 Amendment) for low speed and stall characteristics without a ballistic recovery system being an essential part of the aircraft configuration, though the BRS ballistic recovery system is an option. With a maximum takeoff weight of 1,587 pounds, it’s more substantial than similar aircraft in the light sport (U.S.) or ultralight (EASA) categories.

Look for a full We Fly report on the P-Mentor and a look back at 75 years of Tecnam in an upcoming print edition of FLYING.

The post Tecnam Celebrates 75 Years of Passion for Aircraft Design appeared first on FLYING Magazine.

Dreamliners that are already in service have not been grounded, and the company said it is continuing to manufacture new 787s while the immediate safety concerns are being addressed.

• Read More: FAA Allows Boeing To Resume 787 Dreamliner Deliveries

Boeing said it “discovered an analysis error by our supplier related to the 787 forward pressure bulkhead. We notified the FAA and have paused 787 deliveries while we complete the required analysis and documentation,” Reuters reported. 

Delivery of the 787 Dreamliner aircraft was previously halted from the second quarter of 2021 to August 2022, due to concerns raised by FAA about flaws revealed in safety inspections. 

According to The Wall Street Journal, the current halt began on January 26. The current issue is unrelated to the 2021-2022 safety concerns, according to Reuters. 

The post FAA Documentation Concerns Halt Boeing 787 Deliveries appeared first on FLYING Magazine.

The plan to acquire Triumph Aerostructures in Stuart, Florida, was announced in February, as a complement to and expansion of Daher’s footprint in North America, as well as enhancing the company’s ability to serve customers, such as Boeing and Gulfstream, based in the U.S.

Senior leadership from Daher assembled on Wednesday with the entire Aerostructures team and local business leaders to celebrate the occasion. With a location map spanning 13 countries and 2021 revenue of $1.5 billion—including that of the new acquisition—Daher is completing its current five-year plan with a significant move to expand its reach in the U.S. 

Didier Kayat, CEO of Daher, addressed this next stage at a press conference at the Aerostructures center. 

“We were [before the Stuart acquisition] very Euro-centric, because…80 percent of the business was done in Europe, and we want to balance that and to do exactly the same business model in the U.S., in 15 years—or probably quicker because we have [experienced] the learning curve,” said Kayat. 

In fact, he proposes that the company could accomplish the integration within five years based on what the team has learned. Daher produces aircraft parts and assemblies for Airbus (jets and helicopters), Dassault (including full fuselages), and Embraer, as well as its own TBM and Kodiak single-engine turboprops.

“We are the only company in the world that is an aircraft manufacturer as well as a family-owned company, as well as a company working in both manufacturing and services. I’m almost sure there is no company having the same DNA in the world.” Kayat estimated that 85 percent of Daher’s business is in aerospace.

Kayat also discussed how the company’s diversity of revenue streams helped it withstand the recessions of 2008 and the COVID-19 pandemic—and that the Stuart acquisition would further strengthen its ability to meet supply-chain demands as the aviation sector continues to rebound. “In 2009, we lost 20 percent of the business and recovery was done in two years,” said Kayat, “whereas the whole market suffered much longer than that. In 2020, with the COVID crisis, the whole market lost 40 percent of the business; we at Daher only lost 15 percent.

“We do consider that producing something without having security in the supply chain doesn’t make sense—that’s why we are also a big player in logistics and services, because we consider the discontinuity between the supply chain, the warehousing, the manufacturing, and the final assembly line are key in the success of what we do, and what we do for our customers.”

What Does It Build?

The personnel at Triumph have expertise in crafting complex structures for aerospace applications. These include building wing and fuselage assemblies—such as the massive center wing sections and paired horizontal stabilizers for the Boeing 767, and the far more delicate flap assemblies for the 777—incorporating not only advanced metal manufacturing and bonding processes but also thermoplastic and other composite layup capabilities. 

The addition of the Boeing contracts gives balance to Daher’s overall customer mix in commercial aviation, which had been heavily focused on Airbus. The Stuart facility also makes a small volume of components—about 5 percent of the total production—for Gulfstream at the moment.

Advanced processes, such as 3-D printing of certain composite structures, have also been implemented on the TBM series, and this could be part of the future as well. “The idea of our technology department and the three tech centers [Daher has developed] is to test everything—and not only to test them but to use them on our own planes—we are the OEMs on that,” said Kayat. “And we can test and see what is reasonable to do, not just reasonable to buy.”

Laurent Schneider-Maunoury, senior vice president of industry for Daher, gave examples of metallic components Daher currently produces in Europe. “We are making some winglets, some main landing gear, wing boxes, total wings—for ourselves…but also for ATR, for Gulfstream, and for Airbus,” Schneider-Maunoury said. “You will find these types of products here in Stuart. There’s only one difference—the size. Here, it’s far bigger.” 

The Stuart facility sits at a critical intermodal point, with its site on the Stuart airport, Whitman Field (KSUA), and a rail line coming into the factory. Ports at Cape Canaveral and Miami also lie within easy reach.

Creating the feeling of belonging is a critical part of the Daher culture. “For us it is very important, the fact that we are family owned,” Schneider-Maunoury said. “In the current Daher group, we are part of the same culture. When you bring someone in, you adopt someone—you make a sense of belonging.” 

Schneider-Maunory looks forward to the integration and support the Stuart facility will bring to Daher’s Kodiak manufacturing currently taking place in Sandpoint, Idaho, as well as facilities serving Airbus and other OEMs in the U.S. A “complete, competitive supply chain” within North America is the goal, he said. However, the current capacity for manufacturing the TBM series at Tarbes, France, and the Kodiak in Sandpoint is sufficient, with some room to expand, according to Kayat.

A History of Manufacturing Integration

“As a family-owned company, our core strengths are built on a long-term vision and a corporate social responsibility policy that values our employees,” said Patrick Daher, chairman of Daher’s board of directors, in a statement. “We are fully committed to the Stuart facility’s future, and look forward to its role in serving our customer base as Daher shapes the aviation supply chain of today and tomorrow.”

The roots of Daher go back to 1863—the time of Napoleon III—while the aircraft manufacturing business that now builds the TBM and Kodiak series had its beginning in 1911, as Morane-Saulnier. “We always claim the milestones of the companies we acquire,” said Kayat, including this heritage that was adopted by Daher upon its acquisition of SOCATA in 2009. 

Current family ownership stands at 87 percent, and the company will remain family-owned, as Kayat confirmed. “The advice I have from my shareholders is, ‘You can do whatever you want but you must always keep more than 51 percent of the company.’ And that counts because it helps us, having long-term vision strategies. We can invest in aerospace, [in] long-term programs.”

In It for the Long Haul

The fact Daher plans to make those long-range commitments to the Stuart team and the local area appeared to resonate with the employee group assembled for a town hall following the press conference and tour of the manufacturing lines. 

General manager for the Stuart center Curtis Hoffman captured the feeling in his remarks. “As your site leader, I am very proud of everyone…As communications continued with Stuart and Daher, the synergy was evident, and I knew early on that Daher was a perfect partner for us.” Daher intends to keep current management in place at Stuart, as well as the potential to grow the workforce from today’s 400-person headcount.

Following our acquisition of the Stuart, Florida #aerostructures facility, we officially welcomed its 400 employees into the Daher family. Daher is now a Tier 1 supplier to @Boeing and we’ve increased our work for @GulfstreamAero. This is another milestone in our strategic plan. pic.twitter.com/u7lYj5Qt9n

— Daher (@DAHER_official) July 7, 2022

“The energy has been very positive ever since Daher started coming to see us,” Hoffman said. “The first thing Daher wanted to know from me was, ‘How are the people? What are the people like?’ It wasn’t about ‘Are you making schedule? What’s your quality?’ It was about people. So we knew right off the bat it was a family business, and we were going to be part of the family.”

Daher also plans to team with the local business community and city and county leadership on several fronts, including education, tapping into K through 12 schools and Indian River Community College for workforce development and inspiring aerospace careers.

Another aspect of the long-term vision lies in the commitment to decarbonization. With its EcoPulse demonstrator in development, Daher looks to show its leadership in the drive towards a net-zero-emissions air transportation environment by 2050.

“This is a demonstrator—not a product…we are learning a lot, with the help of Safran for the engines,” Kayat said, “and Airbus for the batteries, and we are providing the airplane. We are learning how to manage high voltage in a plane—because we are convinced that, being a family-owned company, that we have to be a responsible company, and accelerate in the decarbonization of our product. 

“Otherwise, we lose the business…the younger generations, especially in Europe…are very keen on how [we can] limit the impact on the planet, and we have to be part of that.”

Those engines from Safran currently on the EcoPulse? They’re six distributed propulsion motors mounted on the wing’s leading edges and tips of a TBM-based airframe. Kayat projected that the EcoPulse would make its first flight by the end of 2022.

Another piece of Daher’s environmental approach? Going back to testing in 3-D printing, the company is investigating in its tech centers the recycling of thermoplastics in that model. Utilizing scraps of plastic from the components it manufactures for customers, Daher has produced new parts as part of the testing.

Daher Delivers First U.S. 960s

Daher’s senior vice president of the Aircraft Division, Nicolas Chabbert, flew one of the new TBM 960s to Stuart from the company’s service center in Pompano Beach (KPMP) so that the new Daher team members could get a look at this important member of the family. Daher obtained FAA certification for the aircraft on June 24, on top of its EASA approval back in March.

The first two 960s with FAA airworthiness certificates came across the pond starting on June 25 from France for customer acceptance at Elliott Jets, based at Flying Cloud Airport (KFCM) in Minneapolis, Minnesota, and AVEX Aviation at the Camarillo Airport (KCMA) in Southern California.

“I want to recognize the collaborative work of EASA and the FAA that resulted in the TBM 960’s certification,” said Chabbert. “I also want to express my thanks to our U.S. customers for their patience during the certification process. We’ve had an exceptional response overall to the TBM 960 since its launch, with more than 60 orders now logged worldwide for this latest version.” 

Chabbert confirmed that a total of nine TBM 960s had arrived in the U.S., with 10 delivered thus far in Europe. Plans include a total of 60 TBM deliveries in 2022.

The post Daher Makes a Play to Expand Footprint in North American Market appeared first on FLYING Magazine.