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.

This week, European firms announced two collaborations intended to herald the transition from traditional jet fuel to alternative sources, such as hydrogen.

The first, between industry titan Airbus and four Scandinavian firms, aims to study the feasibility of hydrogen infrastructure at airports in Norway and Sweden. The companies claim the study—which covers two countries and more than 50 airports—is the first of its kind.

“Hydrogen stands out as a key enabler as we pioneer a sustainable aviation future,” said Guillaume Faury, CEO of Airbus. “Norway and Sweden are among the most demanding regions for aviation and have great potential for hydrogen production from renewable energy sources.”

Faury added that the company intends to deploy hydrogen ecosystems in “most suitable parts of the world.”

Separately, Cranfield Aerospace Solutions (CAeS), a U.K.-based hydrogen aircraft developer, signed a memorandum of understanding (MOU) with LoganAir, the U.K.’s largest regional airline, to fly hydrogen-electric aircraft between Scotland’s Orkney Islands by 2027. The partners believe the collaboration could deliver the world’s first commercial zero-emissions flights.

Airbus Forms a Hydrogen Herd

Airbus on Wednesday said it will work with Avinor and Swedavia, the flag carriers of Norway and Sweden, respectively, as well as Scandinavian Airlines (SAS), which serves the broader region. The companies will be joined by Vattenfall, a Swedish energy and power firm, which will support the partnership with electrical infrastructure and hydrogen production.

“We want to enable industry decarbonization,” said Anna Borg, president and CEO of Vattenfall. “Aviation is a hard-to-abate industry, where breaking away from fossil fuels is a huge challenge today. This cross-border collaboration however demonstrates the willingness to bring about change.”

According to Airport Carbon Accreditation, airport-controlled activities comprise around 2 to 3 percent of all aviation emissions. To reduce that figure, airports will need to move away from traditional aviation fuel and toward sustainable aviation fuel (SAF) and other renewable alternatives, such as hydrogen.

“If generated from renewable energy through electrolysis, hydrogen emits no CO2 [carbon dioxide] emissions, thereby enabling renewable energy to potentially power large aircraft over long distances but without the undesirable by-product of CO2 emissions,” Airbus claims on its website.

Airbus and its partners will study hydrogen aircraft concepts and operations, infrastructure, and refueling at airports to develop a hydrogen ecosystem in Norway and Sweden. The study will also identify which airports are candidates for early transformations and which regulatory frameworks will need to be in place.

“Hydrogen is expected to gradually become an increasing part of the aviation industry’s fuel mix in the future and will therefore have an increasing effect on the infrastructure and planning of our airports,” said Jonas Abrahamsson, president and CEO of Swedavia. “This partnership is a major and important step towards fossil-free aviation in the Nordic region.”

Airbus sees potential for hydrogen to be combusted into fuel to power modified gas turbines or converted to electric power via fuel cells. It could even be used to create synthetic fuels, or e-fuels, which are generated exclusively using renewable sources.

The manufacturer’s goal is to bring a low-carbon commercial aircraft to market by 2035. In 2020, it launched ZEROe: a program to develop aircraft, systems, and an ecosystem for hydrogen aviation. All four aircraft concepts being developed under ZEROe—a turbofan, turboprop, blended-wing body, and fully electric model—are hydrogen powered and designed for 100 to 200 passengers. 

Last week, Airbus tested ZEROe’s “iron pod” hydrogen power system, a key milestone in the program’s progress. And in December, the EcoPulse demonstrator, a joint project between Airbus, Daher, and Safran, made its first hybrid-electric flight.

To build out an ecosystem, Airbus in 2020 introduced “Hydrogen Hub at Airports,” a program that initiated research into infrastructure requirements for low-carbon airport operations. The initiative brings together key industry players and includes airports, airlines, and other partners in France, Germany, Italy, Japan, New Zealand, Norway, Singapore, South Korea, Sweden, and the U.K.

Electrifying the Islander

As Airbus and Co. collaborate on hydrogen infrastructure, CAeS and LoganAir are eyeing real-world flights.

LoganAir, which aims to be net-zero by 2040, hopes to fly the first operational hydrogen-electric Islander in the Orkney Islands by 2027, following certification in 2026. The Islander is one of the best-selling commercial airliners in Europe, used primarily for short-range commercial passenger service.

“The short-haul routes we operate in Orkney and the challenging weather conditions we face make the ideal test bed for hydrogen-electric aircraft, and we are incredibly proud that we could be offering the world’s first commercial zero-emissions flights,” said Peter Simpson, executive chairman of Loganair.

LoganAir is a longtime supporter of CAeS’ Project Fresson: an initiative, partially funded by the U.K. government, to develop hydrogen fuel cell propulsion systems for the more than 700 Islanders in operation, supported by Britten-Norman.

This week’s MOU, however, steps up the firms’ collaboration with additional operational requirements and design, standards and regulations, infrastructure development, and stakeholder engagement.

A proposed merger between CAeS and Britten-Norman, announced last year, would form a new company dedicated almost entirely to installing CAeS fuel cells on Islanders. But the firms have since put a pause on the deal.

“Collaborating closely with Loganair, we aim to harness our combined experience and expertise to address the operational and infrastructure considerations, ultimately ensuring the successful deployment of the hydrogen-electric Britten-Norman Islander across Loganair’s lifeline routes within the islands,” said Paul Hutton, CEO of Cranfield Aerospace.

Separately, CAeS is continuing to develop hydrogen fuel cells for a range of crewed and uncrewed aircraft, including cargo aircraft. In October, its fuel cell system order pipeline topped 1,300 with a letter of intent from cargo drone operator Dronamics.

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The post Airbus, More European Aviation Firms Explore Hydrogen Future appeared first on FLYING Magazine.

Engaging its six electric ePropellers—and confirming the proper function of the flight control computer, high-voltage battery pack, distributed electric propulsion, and hybrid electric turbogenerator, the Eco-Pulse took off at 10:32 a.m. local time and flew for 100 minutes, ranging up to roughly 12,500 feet according to flight tracking data. Its ePropellers were powered during the flight by both a battery and a turbogenerator.

Up until last week, Eco-Pulse had flown with electric portion of the system inactive, making 10 hours of flight test and extensive ground runs from the facility at Tarbes. The demonstrator is based on the TBM airframe, with the integrated ePropellers, power distribution and rectifier unit (to guard the high-voltage network) and high-voltage power harnesses supplied by Safran, and the high-energy-density battery pack from Airbus. That battery pack is capable of delivering up to 350 kilowatts of power and is rated at 800 volts. The distinctive architecture of the system demonstrates that a single electrical source can power multiple electric motors positioned throughout the aircraft.

Proving the Decarbonization Roadmap

“We confirmed today that this disruptive propulsion system works in flight, which paves the way for more sustainable aviation,” said Eric Dalbiès, Safran’s executive vice president of strategy and chief technology officer. “The lessons learned from upcoming flight tests will feed into our technology roadmap and strengthen our position as leader in future all-electric and hybrid-electric propulsive systems.”

“This is a major milestone for our industry and we’re proud to have powered the EcoPulse demonstrator first flight with our new battery systems,” said Sabine Klauke, CTO at Airbus. “High-energy density batteries will be necessary to reduce carbon emissions from aviation, whether for light aircraft, advanced air mobility or large hybrid-electric aircraft. Projects like EcoPulse are key to accelerating progress in electric and hybrid electric flight, and a cornerstone of our aim to decarbonize the aerospace industry as a whole.”

“The flight campaign will give Daher invaluable data on the effectiveness of the onboard technologies, including distributed propulsion, high-voltage batteries and hybrid-electric propulsion,” said Pascal Laguerre, Daher’s CTO. “We’re working to converge practical and significant know-how on design, certification and operation to shape our path toward more sustainable aircraft for the future.” 

Previously, the group had flown the Eco-Pulse to the Paris Air Show last June, to showcase the sustainability initiatives of the collective companies, in concert with CORAC (the French Civial Aviation Research Council), the DGAC (French civil aviation authority), France Relance, and NextGeneration EU. The Eco-Pulse had its first reveal at the 2019 Paris Air Show—so significant progress has been made in the four years since that moment.

The next time the public can see the Eco-Pulse on display is December 6-7, at the Green Aero Days in Pau, France.

The post Daher Reveals First Hybrid-Electric Flight of Eco-Pulse appeared first on FLYING Magazine.

In case you’ve missed our coverage this week, here’s our one-stop shop to get you caught up.

Meet the Global 8000 Jet

Bombardier unveiled its Global 8000 aircraft Monday. The company says the new airplane—expected to enter service in 2025—will be the fastest, longest-range, purpose-built business jet on the market, with a range of 8,000 nm and a top speed of Mach 0.94, or about 627 knots.

“Today, Bombardier solidifies once more its position as the leader in business aviation with the newest member of the industry-leading Global family,” said Éric Martel, Bombardier’s president and CEO. “The Global 8000 aircraft leverages the outstanding attributes of the Global 7500 aircraft, providing our customers with a flagship aircraft of a new era.”

• READ MORE: Bombardier Unveils Global 8000 Jet

To Combat Rising Fuel Prices, Avfuel Introduces FFP Plan

Avfuel, a global supplier of aviation fuel, announced a new Fixed Forward Pricing solution (FFP) on Monday. The option is part of the company’s Price Risk Management Program that’s been in place since 2020. Avfuel’s spokesperson, Muneeb Ahmed, said the FFP program would “offer customers a fixed price below current market values, saving customers money while providing stability.”

• READ MORE: Avfuel Offers New Fixed Forward Pricing Program

The STARS Come Out

The European Business Aviation Association (EBAA) and the International Business Aviation Council (IBAC) announced the launch of the STARS program at the National Business Aviation Association’s European Business Aviation Conference and Exhibition (EBACE) event in Geneva, Switzerland, on Tuesday. The program is dedicated to standards and training for aviation responsibility and sustainability.

It was started as a collaborative effort by young aviation professionals and aerospace companies to foster a more holistic and sustainable approach to aviation.

Some of the main focuses of STARS include:

• Voluntary carbon offsetting
• Emission monitoring and reporting
• Waste and water usage risk assessment
• Sustainability

• READ MORE: EBAA Young Ambassadors Introduce STARS Program at EBACE

EBAA Helps Members Manage Sanctions From Conflict

It might be hard to find a geographic sector more affected by the Russian invasion of Ukraine than Europe. That’s the result of a combination of no-fly rules and economic sanctions that have impaired business aviation across the region, even as border restrictions weaken, and travel demand increases.

To help lessen the effect, the European Business Aviation Association (EBAA) has been a key player in assisting foreign operators in navigating the crisis as best as possible.

• READ MORE: EBAA Helps BizAv Members Manage Sanctions as a Result of Ongoing War in Ukraine

Lilium Gets Motor Partners

U.S.-based Honeywell (NASDAQ: HON) and Japan-based Denso have formally launched a partnership to develop a motor for Lilium’s (NASDAQ: LILM) electric vertical takeoff and landing (eVTOL) air taxi, currently undergoing flight testing in Spain.

The partnership, revealed Monday, comes three months after Lilium revealed it would reduce the number of ducted fan propulsors in its Lilium Jet eVTOL from 36 to 30. 

• READ MORE: Japan’s Denso and Honeywell Partner on Lilium eVTOL

Gogo Going Global

Gogo Business Aviation, a broadband services company, said it will launch the first global broadband service in business aviation to use an electronically steered antenna, or ESA, on a low-Earth orbit (LEO) satellite network.

The company, which made the announcement Monday at EBACE, says its antenna, designed with Hughes Network Systems LLC, will be small enough to be installed on the airplane’s fuselage for a range of business aircraft “from super light jets and large turboprops to ultralong-range jets.” 

• READ MORE: Gogo Business Aviation Plans New Broadband Service

Eco-Pulse Has Its Power

Based on Daher’s proven TBM airframe, the Eco-Pulse hybrid-electric propulsion demonstrator has been powered up in Tarbes, France, according to Daher CEO Didier Kayat. 

“In taking bold steps to decarbonize airplanes, we need to evolve the way we build them—applying innovative materials and rethinking their industrialization—while also decarbonizing the entire process that leads to the aircraft manufacturers’ assembly lines,” said Kayat. 

• READ MORE: Eco-Pulse Aircraft Headlines Daher’s Sustainability Initiatives

Dassault Gives Progress Updates

On Sunday, Dassault announced the kickoff of a “proving campaign” for the 6X, now that its initial flight-test program has concluded—including cold-soak tests, high-elevation tests, and expansion of the flight envelope beyond the projected Mach 0.90 M_MO. 

The 10X remains on track for entry into service in late 2025. The company has begun construction of facilities to serve the Asia and Middle East markets with the 6X and 10X, to accommodate the new jets in Kuala Lumpur, Malaysia; and Dubai.

• READ MORE: Dassault Updates on 6X, 10X Programs

The post ICYMI: The Top Stories from EBACE appeared first on FLYING Magazine.

Kayat delivered the news at a press event at the National Business Aviation Association’s European Business Aviation Conference and Exhibition in Geneva, Switzerland. EBACE officially opens on Monday at the Palexpo center at the Geneva International Airport (LSGG).

“In taking bold steps to decarbonize airplanes, we need to evolve the way we build them—applying innovative materials and rethinking their industrialization—while also decarbonizing the entire process that leads to the aircraft manufacturers’ assembly lines,” said Kayat. 

Sustainability remains the focus for Daher, while it awaits FAA certification on its latest traditionally-powered TBM, the 960.

The EcoPulse a Joint Effort

The EcoPulse is one aspect of the company’s push to fulfill the pledge made by the business aviation industry to achieve net-zero carbon emissions by 2050. The joint project by Daher, Safran, and Airbus—along with France’s CORAC civil aviation research council—uses the TBM 900-series as the platform upon which it has integrated six wing-mounted props, each driven by a 50 kW electric motor. The electric system will work in concert with the airplane’s standard propulsion system, the Pratt & Whitney PT6-series turboprop powerplant.

Daher takes on the role of primary integrator in the project, while Airbus leads development of the high-energy-density main battery system, capable of storing 350 kW at a weight of 350 kg. Airbus will also work out aerodynamic and acoustic integration of the systems and flight control computer, while Safran provides the electric motors themselves. Safran’s ENGINeUS series of electric motors is also in proving tests on VoltAero’s Cassio-1 and will drive development on Diamond’s eDA40.

‘Techcenters’ for Sustainable Development

Kayat puts forward the company’s 160-year history and family ownership as strengths toward achieving Daher’s sustainability targets. To this end, he also announced the company’s determination to construct three innovation centers—dubbed “Techcenters”—to focus on each of Daher’s three core competencies: aircraft manufacturing, aerospace equipment, and logistics.

“These innovation centers represented a bold decision by Daher, as we launched them while the aviation sector was still facing challenges from the COVID-19 pandemic,” said Kayat. “They reflect our ambition and commitment to develop increasingly innovative and environmentally responsible solutions, which can further be introduced on Daher’s aircraft roadmap.”

The Aerostructures Techcenter is located in Nantes, France, and will focus on composite structure innovation and propose to reduce maturity lead times. The Aircraft Techcenter in Tarbes leverages the company’s skillset there, and will include “materials laboratories, rapid prototyping workshops, and facilities for mechanical engineering testing, systems integration, along with flight test preparation and operation,” according to a company statement.

Further News on TBM 960 FAA Certification?

Daher delivered its first TBM 960 in April to a German customer. The TBM 960—powered by the new Pratt & Whitney PT6E-66XT turboprop engine—has received its type certificate under the European Union Aviation Safety Agency (EASA) but still awaits acceptance by the FAA.

Daher is presenting the TBM 940 with its HomeSafe autoland suite for the first time at EBACE this week, as the company prepares its 960 models for deliveries to European customers in the coming weeks.

“We’re pleased to be at EBACE, where we didn’t have the opportunity to showcase the TBM 940 because of the COVID pandemic, to explain its outstanding features in terms of safety with the game-changing HomeSafe and the TBM e-copilot, key features for business aviation,” said Nicolas Chabbert, senior vice president of Daher’s Aircraft Division. “More than ever, our family of single-engine turboprop aircraft offers high levels of operating efficiency and enhanced aviation sustainability for business aviation in Europe and beyond.”

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