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.

The move comes a little over a month after Van’s announced a series of changes designed to combat “serious cash flow issues, which must be addressed quickly to ensure ongoing operations.” According to the company, the problems stem from COVID-related supply chain challenges, faulty primer that led to corrosion problems on quick build kits, and recent issues with defects in laser-cut parts.

• READ MORE: Van’s Updates List of RV Parts Reportedly Forming Cracks

“As a result of this combination of issues, the company experienced serious cash-flow problems from which it could not recover through the normal course of business,” Van’s said in a statement. “During that time, Van’s built up a significant and high-value parts inventory. As we manufacture the additional parts needed to balance this inventory, we will leverage it to fulfill orders for kits and parts over the next 12 to 18 months.”

Van’s is expected to file a proposed reorganization plan with the court within the next 90 days. The company says it will continue to provide parts, service, and support, along with shipping kit orders, during the reorganization. Plans are being developed for customers affected by the Chapter 11 filing, though the company noted that those plans are ultimately dependent upon court approval.

Plans for Existing Customers

For customers who received laser-cut parts, Van’s says it has now “completed a careful, detailed review that delineates the specific list of laser-cut parts for each individual customer kit order.” If approved, the company says it intends to begin contacting impacted customers with detailed information on the parts and its parts replacement program with the goal of beginning to ship replacements this month. Van’s hopes to have delivered replacement parts to all affected customers, estimated to be more than 1,800, by the end of 2024.

Van’s reported that it is also reviewing all open parts orders, some of which will be hit with price increases. “Customers with open parts orders that require updated pricing will be contacted soon and will receive access to a website where they will be able to review and act upon the details of their existing orders and Van’s proposed order modifications,” Van’s said.

In addition, prices for kits and parts are expected to increase. Van’s plans to “begin contacting customers with open kit orders that were placed prior to the filing date within the next 7 to 10 days with an offer to apply the full amount of their existing deposits toward the purchase of the same kit, under new terms and conditions including a price increase.” Customers with deposits on kits should be on the lookout for an email with a link “to a website where they will be able to view the details of their existing order, the amount of their deposit and Van’s proposed order modifications.”

“Van’s expects to resume shipping in-stock kit orders within the next 7 to 10 days,” the company said. “We will do our best to prioritize those who have waited longest, but our kit fulfillment schedule must be financially acceptable to the court, based substantially on cash flow rather than the traditional and historical method of order fulfillment that Van’s customers have experienced in the past. We will be constrained by – and will make prioritization decisions based on – the rate and timing of order renewal, availability of in-stock parts, and our need to ship kits that generate positive cash flow. Where we are able to do so, we will also consider the age of the original customer order.”

The company says it is still working with its engine, propeller, and avionics partners to get a plan in place for customers with deposits on those products. Van’s noted that orders that don’t require modifications will be shipped as usual.

“The purpose of the Chapter 11 filing is to allow Van’s to continue to provide ongoing support for its customers, suppliers, and employees for many years to come,” Van’s said. “We understand that this situation creates a hardship for everyone involved. However, without these changes we do not see a viable path forward that would allow Van’s Aircraft to remain in business and support its customers.”

Editor’s Note: This story was originally reported on by KITPLANES.

The post Van’s Aircraft Files for Chapter 11 Bankruptcy Protection appeared first on FLYING Magazine.

New business aircraft operators account for 500 of the sales from 2024 to 2033, increasing fleet
utilization by about 6 percent. Nineteen percent of existing business jet operators say that they will replace or add aircraft in their fleets in the next five years, accounting for more than 4,000 new aircraft deliveries.This is almost three times the replacement rate operators planned from 2010 to 2020. The purchasing expectation expectation also is 2 points higher than in 2022, reflecting operators’ optimism about the state of the industry and world economy. Almost two-thirds of respondents say they will fly as much in 2024 as they did in 2023. Twenty-nine percent say they will fly more hours next year. The overall size of the fleet will grow by 3 percent, according to Honeywell.

During the next five years, 64 percent of new aircraft will be delivered to North American customers, 14 percent to European operators and 11 percent to Asia-Pacific. Deliveries to the Middle East and Africa increase to 6 percent, but Latin America declines to 5 percent of global deliveries.

Jimenez-Serrano says that while fractional aircraft operators are not part of the survey, inputs from Part 91K operators, among other sources, help bolster the accuracy of the forecast. Sample size this year was a scant 100 operators, down from more than 1,500 in previous years. However, the Honeywell data closely parallels the projections of Rolland Vincent Associates of Plano, Texas, long considered one of the most credible market research firms in the business aviation industry. Jimenez-Serrano concedes that sampling error could approach +/-5 percent with only 100 respondents.

Working Through Backlogs, Supply Chain Recovery

The next three years will witness a strong surge in deliveries, as the supply chain fully recovers from the COVID slump and OEMs work off order backlogs. OEMs missed 350 deliveries from 2020 to 2022 because of COVID-induced supply chain snags. Deliveries plateau somewhat in 2028 and 2029 before slowly increasing to 930 deliveries in 2022. Jimenez-Serrano notes that total estimated deliveries during the next decade will be the highest in nearly a decade.

Midsize and super-midsize aircraft deliveries should increase about 15 percent in 2024. Long term, large cabin and ultra-long range aircraft deliveries, while only representing about 10 percent of the total, account for 69 percent of the sales revenues during the next five years. Jimenez-Serrano notes that Gulfstream’s GVII series, G400, G500 and G600, plus the Dassault Falcon 6X in the large cabin class, along with the Bombardier Global 7500/8000, Dassault Falcon 10X, and Gulfstream G700/G800, are well positioned to capitalize on this surge.

Honeywell’s Take on Sustainability

Sustainability increasingly is on the minds of business aircraft operators, with two-thirds of respondents saying they plan to embrace or increase efforts to reduce emissions. Current steps include flying fewer missions and using the airlines in lieu of their own business jets. Only 12 percent presently use biojet. Longer term, 39 percent say they plan to use sustainable aviation fuel (SAF) and another 28 percent will buy carbon offset credits.

But, jet fuel suppliers have been slow to increase production of SAF to meet a sharp increase in demand from both business aircraft operators and the airlines. The civil jet industry consumes nearly 100-billion gallons per year and SAF production amounts to only 100-million gallons. David Shilliday, vice president and general manager of Honeywell Power Systems, believes that the industry can boost output to 10-billion gallons per year by 2030, using existing refineries and feed stocks. If the industry is going to make the transition to 100 percent SAF by 2050, Shilliday believes that major U.S. federal government investment will be needed to help jet fuel suppliers achieve that goal. Without government aid, it’s unlikely that large scale increases in feedstock supply, SAF production and cost-per-gallon affordability can be achieved.

The post Honeywell Releases 2023 Business Aviation Market Forecast appeared first on FLYING Magazine.

The net gain through the first half of 2023 puts the industry on even footing for measured growth year over year.

The General Aviation Manufacturers Association (GAMA) released the figures Tuesday in its Second Quarter Aircraft Shipment and Billing Report, pointing to good trends overall for the year. However, the association tempered its enthusiasm with a distinct warning of rough times ahead if the FAA cannot secure steady leadership—and if the reauthorization bill currently in play fails to make good on the current spirit of bipartisanship shepherding its passage through Congress.

“The growth of our industry remains strong as manufacturers continue to deliver and take orders for new aircraft,” said Pete Bunce, GAMA’s president and CEO. “As we look towards the future, it will be imperative that we have stability, accountability and sound direction from regulatory authorities, particularly in the United States. Not only does the FAA need an effective permanent leader during this transformative time for aviation, but the agency is in the process of being reauthorized by Congress. 

“We are encouraged by the bipartisanship we have seen throughout the legislative process and hope that the momentum to finalize an FAA reauthorization bill continues to build so that the agency can enhance its ability to deliver critical activities that promote safety, innovation, and efficient promulgation of rules, policy, and guidance that preserve global aerospace leadership.”

Improving Numbers Across the Segments

The news is positive in each of the primary segments: piston, turboprop, jet, and helicopters. With jets registering the smallest percent increase in deliveries, the total rise for that segment over the first half of last year (2.4 percent) is reflected in the little nudge the total billings received for the period (up 1.4 percent). However, that’s still $100 million more overall in total airplane billings.

With the piston segment, numbers went up 11.4 percent over last year’s first half, with leadership from Cirrus Aircraft—delivering 84 SR22Ts in Q2—Diamond, Piper, Tecnam, and Textron Aviation. Deliveries of Textron Aviation’s single-engine piston line gained from the fact it shipped twice as many 172s in Q2 as in Q1—happy news for the numerous flight schools with the Skyhawk on order. 

But at nearly $1.7 billion in billings for the first half of 2023, that wasn’t enough for TextAv to jump the ring to contest Gulfstream and Bombardier for total overall take. Gulfstream stands ahead by a nose on the year, with $2.508 billion (on 45 total units shipped), against Bombardier’s $2.485 billion (51 units shipped).

Rise in Rotorcraft Shipments, Too

While over the first six months of 2023 numbers improved across the board, significant progress took place in the rotorcraft sector. A bump of nearly 30 percent in total helicopter billings reflected good news for a segment that struggled a bit, particularly in its piston segment. Those days seem to be over, at least for now, with the growth showing evenly across the rotorcraft market.

“The helicopter industry continues its rebound from the pandemic period, and I expect that helicopter sales will continue to climb,” said James Viola, president of Helicopter Association International, in response to the report. “Because most helicopter crews fly public service missions, most of our aircraft continued to operate during the pandemic, so our recovery has been quick and positive. Advanced air mobility (AAM) is on the way, but helicopters will continue to fly vital missions until suitable replacement AAM aircraft are available.”

Six-Month Aircraft Shipment and Billing

The post GA Rides Tide of Steady Orders, Improving Supply Chain appeared first on FLYING Magazine.

Rather, Eve will leverage DHL’s expertise to revamp its own supply chain as part of an agreement to design a concept for “eVTOL support” services. The two signed a memorandum of understanding to study the demands and supply chain characteristics of Eve’s operations, including the delivery of batteries, spare parts, and supplies, and the disposal of used materials.

Eve is calling in the big guns here. With DHL’s massive collection of warehousing and distribution locations, transportation assets, and treasure trove of logistical insights, the eVTOL maker hopes to plot its future operations with best practices for supplying operators and service centers—particularly when it comes to the lithium-ion batteries that power its aircraft.

“DHL’s expertise in this field in the aeronautical market and dozens of other industries, coupled with the innovation mindset of both companies, will be vital to ensure the safe and agile operation of eVTOLs,” said Luiz Mauad, vice president of services and operations solutions at Eve. “In addition to offering high-performance logistics, our premise is to reduce the environmental impact of the supply chain in line with our purpose of offering more sustainable products and services.”

The joint study will review modes of transport, delivery frequency, potential sites for staging advanced inventory, infrastructure requirements, and the required logistics partners for Eve’s service. That includes the distribution of parts and materials needed for maintenance and repairs, as well as supply chain management for vertiport resupply.

Given the importance of battery availability to eVTOL operations, that piece of Eve’s supply chain is expected to get the most love. With this in mind, DHL—which handles batteries for customers across several industries—would appear to be an ideal fit.

“Initiatives like this are part of our ESG mission, and we are contributing all our knowledge and experience to make this another great successful project developed by the Brazilian aerospace industry, with benefits for major cities around the world,” said Mauricio Almeida, vice president of the automotive, technology, and consumer sectors at DHL Supply Chain.

Like other eVTOL companies, Eve, which is targeting entry into service in 2026, will need a strong supply chain backbone to keep its aircraft and operations humming.

In the São Paulo-based firm’s case, picking a partner with a global footprint such as DHL should serve it well. Eve currently has a backlog of some 2,850 orders for its aircraft, which it asserts is the largest in the industry—and according to SMG Consulting, the claim holds weight.

Already, Eve has agreements to fly in Brazil, Latin America, France, Scandinavia, India, Kenya, Dubai, Australia, and the Asia-Pacific region. It’s also looking to launch in San Francisco with investor United and in South Florida with partner Blade Air Mobility. Each region will require its own pipeline for parts and services.

Eve’s Outlook

Eve’s four-passenger eVTOL will at first be flown by a pilot, but the hope is to one day switch to a self-flying design that could carry six travelers. The aircraft is powered by eight vertical lift rotors—which do not tilt or rotate during flight, unlike rivals Joby Aviation and Archer Aviation—and fixed wings for cruise. It’s expected to have a 60 sm (52 nm) range.

The company claims the design will produce 90 percent less noise than equivalent helicopters as well as 90 percent fewer carbon dioxide emissions compared to cars.

The eVTOL will rely on the firm’s proprietary Urban Air Traffic Management (ATM) software to integrate operations into low-level airspace. An initial prototype was completed in May, and the firm already has several agreements in place to integrate the system into vertiports.

In addition to the DHL partnership, Eve has a collaboration with Porsche Consulting to develop a global eVTOL manufacturing, supply chain, and logistics macro strategy. So far, the two have studied advanced manufacturing and industrialization concepts.

According to SMG Consulting’s most recent Advanced Air Mobility (AAM) Reality Index, which ranks AAM companies based on their progress toward mass-producing and delivering a certified aircraft, Eve sits somewhere in the middle of the industry. It ranked ninth, ahead of competitors Lilium and Vertical Aerospace but trailing the likes of Joby, Archer, Volocopter, and Boeing subsidiary Wisk Aero.

However, all of those companies (with the exception of Vertical) plan to enter service sooner and have stronger cash positions than Eve. The company’s greatest strength is instead its massive backlog of orders. According to SMG, it has nearly double the orders of the next-highest AAM company (Vertical) and dwarfs most competitors.

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The post Eve Air Mobility Partners with DHL on eVTOL Supply Chain Services appeared first on FLYING Magazine.

While the numbers indicate the market is holding steady, there are signs of concern. Bottlenecks in certification and supply chain, and a minor downtick in business jet operations—depending on whom you speak with—continue to produce drag on an industry seeking to innovate sustainable and efficient solutions in the face of outside attacks on the use of private aviation.

GAMA president and CEO Pete Bunce was blunt about the success of the industry in spite of that friction. 

“The continued health of the general aviation manufacturing industry is encouraging, particularly in light of persistent supply chain, workforce, and North American regulatory process challenges,” said Bunce in a statement from GAMA with the report. “Our manufacturers are focused on meeting this thriving product demand with new aircraft which incorporate advanced technologies that further enhance safety and fuel performance. During this transformative time in aerospace, our manufacturers continually demonstrate that our sector is the technology incubator for safety and sustainability.” 

Outside Pressure Creating Friction

The events of the past week drew Bunce’s comments to a specific point. “This message is being emphasized this week at [the European Business Aviation Conference and Expo] in Geneva and will also be a focus at the Paris Air Show as we counter the shortsighted, irrational attacks directed upon business aviation in Europe. 

“In stark contrast, emphasis on our demonstrated record of environmental sustainability leadership was very well received on Capitol Hill in early May when GAMA member company leaders participated in more than 125 meetings with U.S. legislators. Other issues discussed with senators and representatives across the political spectrum included the immediate need for a confirmed FAA administrator, improved training for the young FAA workforce, strengthened bilateral engagement, and timely passage of an FAA reauthorization bill to provide clear, multiyear direction for the agency.” 

The full downloadable report can be found here.

First Quarter 2023 Shipments and Billings

The post General Aviation Shipments Stay on Steady Course appeared first on FLYING Magazine.

How ironic that the Gulfstream G800 one pair handcuffed themselves to had indeed flown across the Atlantic from Savannah, Georgia, on a blend of sustainable aviation fuel (SAF) as a regular part of its flight testing—not as a publicity stunt?

In fact, it’s easier to count those OEMs that haven’t implemented SAF and other short- and mid-term measures than those who have—because it’s a straightforward, here-and-now step most are happy to take. Many OEMs, from Embraer to Textron Aviation, fueled at their headquarters with SAF for the journey, and topped off with more on arrival. SAF is for the moment normally blended with regular jet-A, with testing toward blends up to 100 percent SAF in various stages depending on the airframe and powerplant manufacturers.

Getting to a 100-percent blend aside, SAF is not without its challenges—particularly in its boutique pricing and distribution to FBOs and other airport service providers that can deliver it to those operators wishing to use it.

A Case Study

At EBACE this week, Daher presented its experiences in covering that “last mile” between the delivery of SAF and distribution to its fleet. The company began the project to use SAF at its Aircraft Division facilities in Tarbes, France, in its operations, which include production, testing, training, and ferrying/delivery flights. Nicolas Chabbert, senior vice president of the division, related that, though the company is eager to set an example, availability of the fuel has been sporadic. 

“Therefore,” said Chabbert, “we took the initiative of going a step further by joining with the Spanish airline Volotea—a carrier that connects small and mid-sized cities in Europe which flies from Tarbes-Lourdes-Pyrenees Airport (LFBT) as part of its route network—to convince the fuel provider World Fuel Services to supply SAF on the platform. We expect our example will bring other operators to use renewable energy on (their) airplanes.”

The SAF in question is a blend with 30 percent of Neste MY SAF delivered to the airport by World Fuel Services, provider of jet fuel and other FBO/airport solutions in France, Germany, South Africa, Canada, and Australia. Neste’s MY SAF is produced from sustainably sourced renewable waste and residue raw materials and, in its pure form, is calculated to reduce emissions by up to 30 percent over the fuel’s life cycle.

“With Daher’s adoption of SAF for its needs at Tarbes-Lourdes-Pyrénées Airport, all users at this facility can now benefit from our supply of Neste-blended jet-A fuel,” said James Hardacre, World Fuel Services’ vice president of sales for business aviation in Europe, the Middle East, and Asia. 

This collaboration with commercial aviation at an airport made the sourcing and reliable delivery possible—but other business aviation operators in both Europe and North America have not been as successful in connecting the dots. It looks simple on paper, but it takes persistence and commitment to bring the fuel to the pump.

The post The ‘Last Mile’ for SAF Presents an Achievable Challenge appeared first on FLYING Magazine.

The French company reported net income of about $757.8 million, or $9.12 per share, compared with $640.5 million, or $7.70 per share, during the previous year. Sales decreased to $7.35 billion from $7.67 billion during 2021.

• READ MORE: A Hot and High Market

“Supply chains, particularly in the aviation sector, have been affected by successive crises: war and the consequences of sanctions as well as other geopolitical tensions and the lingering COVID-19 crisis, have led to shortages of components and raw materials, the return of inflation, rising energy prices and fears over energy supply,” the company said in a statement. “These crises have destabilized our suppliers, directly impacting our supplies, production, and development.”

However, Dassault also said that except for a slowdown near the end of the year, the business jet market was strong during 2022, which helped drive orders for its Falcon jets. The company also benefited from military orders for its Rafale fighter that accounted for much of its record order volume by year’s end.

Dassault said orders totaled $22.17 billion in 2022 compared with $12.78 billion a year earlier. Military orders accounted for $18.53 billion of the 2022 total and $9.70 billion in 2021.

The post Dassault Aviation Reports Record Aircraft Orders, Increased Net Income for 2022 appeared first on FLYING Magazine.

With a fleet totaling 165 in the field—and on the water and in the air—ICON reports that the A5 has notched more than 30,000 hours. Part 23 type certification lies just over the horizon, by its estimates, and that date looks to be hitting around the end of Q1 2023. With the TC in hand, the company can expand its international footprint, and it’s in the hunt for sales partners to make that happen.

• READ MORE: ICON A5 Among Aircraft To Appear at Detroit Auto Show

Deliveries Almost There

ICON shares the trials felt around the industry as far as meeting its delivery expectations—but it is happy to say that even in spite of supply chain woes and increased components costs, it is tracking to send 35 aircraft out the door in 2022—a little short of its target. The company looks ahead to a better 2023, with a backlog that will take it through June, and 80 percent of those orders for the higher-end Garmin G3X-equipped A5. It hopes to build and send off between 55 and 60 amphibs next year, all told.

“We had initially targeted more than the 35 A5s that will be sold in 2022,” said ICON CEO Jerry Meyer. “Like others in our industry and beyond, we faced supply chain challenges that caused us to lower our production goal. The good news is we pushed though and we’re in a better position because of it. We still are experiencing isolated shortages and longer lead times, but things are trending in a positive direction.”

In order to make that higher rate, ICON has been at work on optimization. According to an additional statement shared with FLYING, it’s “a big focus in 2022—we worked tirelessly as a company to control costs, optimize our production process, and put the company on a path to success. We made significant progress thanks to our incredible team.” Workforce has reportedly not been an issue for the company’s production footprint in Tijuana, Mexico, and completion and delivery center in Vacaville, California.

ICON concluded: “Our investors are committed, and we are evaluating a global capital raise to help accelerate product development projects that will enhance marketability.”

The post ICON Wraps 2022 with Milestones, Year-End Deliveries appeared first on FLYING Magazine.

Though it didn’t specify how much it would miss its target, the OEM said that the final figure would not be “materially short of the ‘around 700’ delivery target.” In 2021, Airbus delivered 661 aircraft to customers worldwide.

In the same update, the company said it delivered 68 commercial aircraft in November to 40 customers, bringing total deliveries up to that point to 565 deliveries to 72 customers for the year. The OEM received 29 new orders in November and 14 cancellations, bringing Airbus’ backlog to 7,344 aircraft.

• READ MORE: 737 Max Orders Help Boeing Crush Airbus at Farnborough Airshow

It also said it would slow the production rate of its Airbus A320 jetliner for 2023 and 2024, making 65 instead of 75 per month. It said it hopes to regain the capacity to produce 75 per month by the middle of the decade 2025.

The European manufacturer will disclose its full-year 2022 commercial orders and delivery results in early January 2023 and overall full-year results in February 2023.

In its global market forecast that stretches between 2022 and 2041, Airbus forecasts that demand for passenger traffic will grow annually by 3.6 percent over the next 20 years. Based on that, Airbus predicts a need for 39,490 new passenger and freighter aircraft over the next 20 years. It expects 31,620 to be single-aisle and 7,870 to be widebodies.

• READ MORE: Airbus Highlights Efforts to Cut Greenhouse Gases

Airbus said it predicts the demand for Freighters to reach 2,440 aircraft over the two decades, with 900 of those being new-built. With sustainability sharply in focus and an industry commitment to get to net zero in carbon emission by 2050, OEMs are also keen on deploying more climate-friendly aircraft.

• READ MORE: JetNet CEO Greg Fell Issues a Call to Arms on Sustainability

According to Airbus’ report, only 20 percent of the current in-service fleet consists of the latest generation fuel-efficient aircraft and replacing older generation aircraft would be one of the most straightforward ways to decarbonize the sector.

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