Today’s Top Pick is a 1994 SOCATA TB-21 Trinidad TC.

The SOCATA TB-21 Trinidad TC represents the top of what many call the French manufacturer’s “Caribbean series,” which also includes the less-powerful, fixed-gear Tampico and Tobago. All of the TB models are stylish designs that look great on the ramp while providing pilots and passengers with roomy, comfortable cabins. The turbocharged TB-21 TC is well suited to high-altitude cruising, where pilots often can take greater advantage of favorable winds and thinner air.

While the TB-21 is a fairly rare aircraft in the U.S. and has an exotic, unfamiliar look, it is not an obscure oddball with hard-to-find parts. Indeed, parent company SOCATA, which builds the TBM single-engine turboprop, has made a point of supporting its older models. This means owners do not have to worry about their aircraft becoming “orphans.”

This TB-21 Trinidad TC has 2,380 hours on the airframe, 229 hours since overhaul on its Lycoming TIO-540 engine, and 1,830 hours since overhaul on its two-blade Hartzell CS propeller.

The panel includes a Garmin GMA 340 audio panel, GTX 345 ADS-B transponder, GNS 530 GPS Nav/Com, Bendix-King KX165 Nav/Com, KN64 DME, KFC150 autopilot, Insight GEM engine monitor, Shadin fuel flow computer, Horizon Instruments P1000 digital tachometer, BFG WX950 Stormscope, and standby electric attitude indicator.

Additional equipment on the aircraft includes a TKS ice protection system, factory oxygen system, Tanis engine preheater, sun visors, CO Guardian carbon monoxide detector, and Kenwood CD player and AM/FM radio.

Pilots looking for an uncommon four-seat retractable airplane with a stylish design and comfortable cabin should consider this 1994 SOCATA TB-21 Trinidad TC, which is available for $249,900 on AircraftForSale.

You can arrange financing of the aircraft through FLYING Finance. For more information, email info@flyingfinance.com.

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• Plane & Pilot: Socata Trinidad GT
• Plane & Pilot: SOCATA Trinidad TB-20 GT/Trinidad TC/Trinidad TB-21 GT

The post This 1994 SOCATA TB-21 Trinidad TC Is a Rare, Stylish ‘AircraftForSale’ Top Pick appeared first on FLYING Magazine.

At a news conference at Sun ‘n Fun Aerospace Expo 2024, Nicolas Chabbert, senior vice president of Daher’s Aircraft Division said the strained production has resulted in two-year backlogs for both the Kodiak and TBM lines of high-performance turboprops.

“We would like it to be about a year,” he said. He said sourcing and acquiring the correct parts is a daily challenge for the company, but it is improving and the company has been steadily producing aircraft. It delivered 56 TBMs and 18 Kodiaks last year and is targeting delivering at least 60 TBMs and 25 Kodiaks in 2024.

• READ MORE: Daher Delivers 74 Aircraft During 2023, Reports Orders for 100 More

Meanwhile, the company has added some safety enhancements to its flagship TBM 960 by adding systems to detect unresponsive pilots. If the pilot doesn’t interact with the aircraft or controls in some way in a 30-minute span a voice annunciation sounds. It will try twice more to rouse the pilot before activating the autoland system.

It also added lights to indicate if the yaw damper has been activated, a “check gear” light and a “propeller abort” if the propeller isn’t correctly configured for takeoff. It’s also added 3D SafeTaxi and runway occupancy alert. A nosegear-mounted taxiing light has also been added.

Editor’s Note: This article first appeared on AVweb.

The post Amid Supply Chain Challenges, Daher Hopes to Boost Production appeared first on FLYING Magazine.

According to Daher and GAMA, four students, two from North America and two from Europe, will be selected. The interns will spend eight weeks exploring their areas of interest at the facilities of Daher’s aircraft division outside their home countries.

The North American interns will be assigned to the division’s Tarbes, France, headquarters and production facility for TBM aircraft. The interns coming from Europe will be based at the division’s Sandpoint, Idaho, operation, where Kodiak aircraft are produced. The company noted that the internship covers travel and living expenses, and lodging costs.

• READ MORE: GAMA, Daher International Internship Aims to Build Aerospace Workforce

“These internships provide students with an invaluable educational experience that will further their knowledge of the incredible opportunities in our robust and global industry,” said Pete Bunce, GAMA president and CEO, adding that he was particularly impressed after spending time with last year’s interns in Tarbes and Sandpoint.”[It was] inspiring to see these extraordinary experiences spark their enthusiasm toward future opportunities in the industry.”

Nicolas Chabbert, senior vice president of Daher’s aircraft division, echoed Bunce’s enthusiasm.

“More than ever, the general aviation sector must motivate those who will lead the industry of tomorrow, facing challenges that range from reducing its environmental impact and finding new global supply chain solutions to strengthening the talent pipeline for all types of jobs,” Chabbert said.

All four interns will be part of Daher’s team at EAA AirVenture at the end of July. During the annual gathering in Oshkosh, Wisconsin, they will have the chance to explore the aviation world and potential careers.

Who Is Eligible?

The internship is open to ages 21 to 24  who are citizens of the United States, Canada, or Europe. They must be enrolled as full-time students pursuing associate, undergraduate, or graduate degrees. Applicants should be able to demonstrate an interest in an aeronautical career, such as engineering, flying, aircraft maintenance, manufacturing, marketing, or related areas.

Candidates need to submit a résumé and cover letter that explains why they are the optimum candidate for the experience and provide supporting examples of interests and achievements. They must also submit a 40-second video introducing themselves and describing expectations for the internship.

North American students can apply here.

European students should apply at the GAMA-Daher U.S. internship experience or via email at w.ferreira@daher.com.

The deadline for submissions is March 30. The selections for this year’s internships will be announced by Daher and GAMA at the Sun ’n Fun Aerospace Expo on April 9 in Lakeland, Florida.

The post Daher, GAMA International Internship Program Looking for Candidates appeared first on FLYING Magazine.

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 TBM family of aircraft led the results with 56 TBM 960s and 910s delivered, and the Kodiak 100 and 900 utility models accounted for 18 deliveries. The numbers mark a level state overall from 2022 for the OEM, echoing the challenges still presented in the global aerospace industry revolving around both supply chain and maintaing a steady workforce.

• READ MORE: We Fly: Kodiak 900

“These figures reflect the market’s stabilization as we continue to see a strong demand for TBM and Kodiak aircraft, although challenges persist in affecting our industry—including employment and supply chain issues,” said Nicolas Chabbert, senior vice president of Daher’s aircraft division. “There have been efforts made to address these difficulties and improve the situation. We are seeing the results of our solutions in the employment field through internal training and the attraction of new talent. For the supply chain, the importance of delivering on time will enable us to continue seeking opportunities in a strong market.”

• READ MORE: Daher Celebrates Milestone TBM Deliveries, Kodiak Success

Daher said most of the TBMs delivered during 2023 were top-of-the-line TBM 960s, with the largest percentage going to the North American market. Among those deliveries, 43 went to the U.S. and two to Canada. The remainder of deliveries included seven in Europe, three in Latin America, and one in Asia.

Most of the 18 Kodiak aircraft delivered last year were sent to a range of private owners and “multimission operators” in North America, with the North Carolina Forest Service’s aviation division among the company’s new customers. Deliveries included the Kodiak 100 Series III, which now has a five-blade Hartzell composite propeller as standard equipment, and the larger, faster Kodiak 900, which Daher introduced in 2022.   

• WATCH: We Fly: Kodiak 100 in Training

A total of 1,187 TBMs and 339 Kodiaks had been delivered worldwide through the end of 2023, and the global fleet has logged nearly 3 million flight hours. The aircraft are supported under Daher’s newly consolidated network called TBM & Kodiak Care.

The post Daher Delivers 74 Aircraft During 2023, Reports Orders for 100 More appeared first on FLYING Magazine.

Airflite, which is based in Western Australia, previously received repair and overhaul approval for Daher’s series of Kodiak utility aircraft. Airflite operates from two primary facilities located at Perth International Airport (YPPH) and Jandakot Airport (YPJT). The company also operates a maintenance hangar in the southeast Australian state of Victoria at Moorabbin Airport (YMMB).

• READ MORE: Daher Partners with Czech Service and Sales Provider

Airflite’s range of services for TBM and Kodiak includes structural repairs, avionics, batteries, propellers, painting, and nondestructive testing. The company has a mobile repair team that can support Daher aircraft across the continent. Airflite also is Daher’s aircraft sales representative in Australia for TBM and Kodiak.

To qualify as an authorized TBM service center, Airflite staff members completed Daher’s training, which includes a two-week mechanic course with a Daher instructor and training covering the TBM Total Care Program and warranty coverage. 

• READ MORE: Daher Marks 1,100th Delivery of TBM Series

“We’ve been extremely impressed with the scope and depth of Airflite’s capabilities and its capacity, which is backed by rigorous internal training and a philosophy that mirrors Daher’s strategy of empowering employees in advancing the culture of safety,” said Raphael Maitre, vice president of customer support at Daher’s Aircraft Division.

Said Kristian Constantinides, Airflite’s general manager: “Our appointment by Daher as a TBM and Kodiak service center is a recognition of our level of expertise and commitment to maintaining and servicing these aircraft. It is a testament to the trust Daher places in Airflite’s capabilities.” 

Airflite said TBM and Kodiak aircraft are well suited to operations in Australia, which is known for remote airfields and vast stretches between population centers. Daher noted that Air Gold Coast, a maintenance operation based in Coolangatta, Queensland, remains as an authorized TBM service center.

The post Daher Names Australia’s Airflite as Authorized Service Center for TBM appeared first on FLYING Magazine.

TBM 900-series aircraft are the best selling single-engine turboprops in the 33-year history of the TBM 700 program. Total deliveries now exceed all the previous TBM 700- and TBM 800-series aircraft produced from 1990 to 2014. Daher has a 100-plus aircraft backlog for TBM 960, representing more than two years of production.

Nicolas Chabbert, senior vice president  of Daher’s aircraft division, says that the firm constantly looks for product improvements, seeks to enhance operational efficiency, and listens to customers’ concerns. “We are constantly listening to our customers feedback,” said Chabbert in a press briefing at the National Business Aviation Association’s Business Aviation Conference and Expo, “and thanks to our major suppliers and any of the vendors that are following this program, we are in constant evolution, and we are able to make step changes on the aircraft—some are minor, some are major,” like the Pratt & Whitney PT6E-66XT on the TBM 960.

To this end, TBM 900-series aircraft incorporate several aero upgrades, including a ram recovery engine air inlet that boosts power output in climb and cruise, stability enhancements, winglets to cut induced drag, and a Hartzell five-blade scimitar prop that improves takeoff performance and reduces noise.

The TBM 960 is powered by a 850 shp, EPECS (FADEC)-equipped PT6E-66XT that provides carefree handling by means of a single power lever that controls both prop and engine. Chabbert quipped in the briefing that no longer can jet operators boast that turbofan aircraft are easier to fly than turboprops. “A lot of our customers—as you can see, 92 of them—are super happy to have this edition, which basically makes them equal to all of their friends who are flying jets,” said Chabbert. “So now, turboprops first!” The 960’s touchscreen GTC-controlled Garmin G3000 avionics system features an autothrottle, upset recovery function, emergency descent mode, and HomeSafe emergency safe return auto landing system.

TBM Speed, Efficiency—and SAF

Top speed is 330 ktas, endowing the TBM 960 with light jet-like block times on everyday 300 nm missions, but with 40- to 50-percent fuel savings. Daher is striving to provide sustainable aviation solutions, including starting flight tests of its Ecopulse TBM hybrid-electric aircraft, developed jointly with Airbus and Safran, in 2024. Chabbert also is a strong proponent of switching from fossil-based jet fuel to sustainable aviation fuel as the most promising short-term means of achieving zero net aircraft emissions by 2050. 

“We need people to invest and to trust the future and to make that aviation fuel available on a large scale,” said Chabbert. “We just cannot go neutral on a very small portion; we need major investment from petroleum companies first but we also have to have all of the users adopt SAF—this is the key to success.”

The post TBM 900 Series Marks 500 Deliveries for Daher appeared first on FLYING Magazine.

I trace this interest to a fly-in about 10 years ago that included a display of new aircraft, the highlight of which was a TBM. The airplane’s doors were open, but the interior was roped off. That did not matter as I could easily imagine how plush and comfortable that cabin was. The smell of leather and new carpeting wafted. This was my first meeting with a brand-new airplane and it made an impression.

Since then, I have crossed paths with TBMs with increasing frequency. There is one that I see regularly at Essex County Airport (KCDW) in Fairfield, New Jersey, near my home. Last spring my wife and I encountered one on the ramp at Montauk Airport (KMTP) in New York. A couple of weeks later, we parked next to another in Hancock County-Bar Harbor Airport (KBHB) in Maine.

We have seen these airplanes so often that my nonaviation-obsessed wife and sons recognize them and have begun gathering performance data. They know the TBM cruises at about double Annie’s speed, meaning it could get to Bar Harbor in just over an hour from our home base at Sussex Airport (KFWN) in New Jersey. That blistering pace makes Annie seem a bit slow. Family members are also aware that the TBM can fly above 20,000 feet without supplemental oxygen because it is pressurized. They could also stretch out more comfortably in its six-seat cabin.

In a way my family’s attraction to the TBM is more practical than mine. They see an opportunity to save time reaching destinations. I just love the way the airplane looks. To me, it is the epitome of form following function. My practical considerations, though, which include the family budget, mean this aircraft is unlikely to move beyond the fantasy phase. Still, there is nothing wrong with dreaming. Indeed, this airplane helped convince me to begin instrument training because it really is an IFR machine and, well, you never know what direction life might take. Best to be prepared.

Back to reality. Annie is still ideal for my family’s needs, which include traveling to a lot of small, out-of-the way airports with short runways. Most of our trips are flown at relatively low altitudes and cover less than 500 nm, so Annie flies high enough and fast enough for us. She also looks great, in my opinion, and always holds her own on the ramp.

Like most pilots, I am always looking at interesting aircraft that are on the market or under development whether I want something new or not. In my case, I am still getting to know Annie and truly enjoying the process, so there is no real motivation to trade up. But I have not lost my ambition, and the appeal of eventually flying something with more complexity and performance is real. It makes sense to keep a few candidates in mind.

The post Acquiring the Right Airplane Does Not Preclude Dreaming appeared first on FLYING Magazine.

The point made? The composite structure is no more fragile than a similar aluminum prop, with the same ground-handling operations and repair categories as well. And the performance gains shown by the transition to the new props on its TBM 960, Kodiak 900, and Kodiak 100 Series III models prove their worth. “We are getting lighter weight,” said Nicolas Chabbert, senior vice president of Daher’s Aircraft Division, “and, of course, the low noise and vibration is something that we’re particularly interested in, on the highest power output on the Kodiak 900,” where the Pratt & Whitney PT6A-140A tops out at 950 hp. 

• READ MORE: We Fly the Daher Kodiak 900, Ready for Grand Adventures

The weight savings of 6.3 pounds translates into greater takeoff performance—and reasonable maintainability in the field as operators of the Kodiak 100 have experienced since 2014. The nickel-cobalt edge can be stripped and replaced, said J.J. Frigge, CEO of Hartzell, “and so you’re getting a brand-new leading edge—and also you’re adding material back to the blades, so that you’re restoring the blade to factory dimensions.”

Made for the Backcountry

“The goal was to…go in and out of backcountry runways the same way we had done it previously, but now we are significantly reducing the noise impact,” said Chabbert. “So we are having a huge benefit when it comes to places not only in Europe but also around the world where noise matters.” Daher’s corporation as a whole has invested a great deal in composites manufacturing as well, particularly in thermoplastics that can be recycled, repaired, and even welded like more traditional materials.

Daher debuted its Kodiak 900 last year at Oshkosh to great response—including from agencies taking on special missions, though it has struggled a bit to translate the momentum into production as it faces similar supply chain issues plaguing the aerospace industry as a whole. Still, Chabbert noted that Daher expects to deliver eight of the 900s in 2023 and twice that in 2024. FLYING honored the 900 with its Editors’ Choice Award for Aircraft this year.

• READ MORE: Daher Shows Off Kodiak 900, 100 & New TBM 960 Styles 

The 900 has created its own category, in a way. It was positioned as a larger, faster, more upscale version of the Kodiak 100 series, and though this has certainly been true, Daher’s flight ops pilots have witnessed even better results in remote, unimproved strips than they originally uncovered during the testing prior to Part 23 type certificate approval. 

This means the 900 can be used to support a wide variety of the humanitarian and relief missions for which the 100 was first developed—though both models continue to serve. 

“We care to support associations—especially nonprofit associations—that are really after something that is good for aviation,” said Chabbert. “One that is absolutely natural for us is the Recreational Aviation Foundation…We are super happy to be able to provide the use of the Kodiak 100 to cover all of the northwest activity for RAF…and to load and carry some of the heavy stuff into places that are literally impossible to get to by road.”

Daher recently supported two of the RAF’s rehabilitation projects, including one at the Moose Creek Ranger Station (1U1) in Idaho earlier this summer. The U.S. Forest Service strip was originally created 92 years ago using heavy equipment but now must be supported without mechanized equipment—save for aircraft. Daher donated the use of a Kodiak 900 to move materials, including tractor parts and shingles, that normally would have required mules or a helicopter to put into position. The RAF 100 is one display at AirVenture along with the 900 and TBM 960.

TBM Milestones

The TBM 960 launched out of the Sun ’n Fun Aerospace Expo in April 2022, and it has now logged its 80th delivery of the model to a private customer in the U.S. this month. It also marks a total of 488 aircraft in the TBM 900 series—the 900, 910, 930, 940, and 960—brought to the market overall since the TBM 900’s first flight a decade ago.

• READ MORE: Quest to Daher

The 960 debuted with the first dual-channel FADEC turboprop engine, the PT6E-66XT, with its proprietary engine and propeller electronic control system (EPECS) automating engine start and other management, and a data transmission and control unit streaming more than 100 data points to internal memory. Now, with Garmin’s official release of PlaneSync this week, the TBM 960 can come out into the open as having the GDL60 datalink controller at the heart of PlaneSync. The data transfer facilitated by the GDL60 transfers engine and other data upon landing, allowing for deep analysis and trend monitoring.

Daher Growth

Daher continues its growth and expansion into the U.S. market as well as in France, with more strategic acquisitions in the past few months, including Assistance Aeronautique et Aerospatiale (AAA) in France to strengthen its industrial services proposition globally. 

“We want to grow the business. We want to grow the company,” said Didier Kayat, CEO of Daher. “The group altogether will be at 1.8 billion next year—1.7 billion this year—with half of the business as manufacturing and half of the business as services. We need to become more international—we did the grand opening of our new headquarters in the U.S. in February, and we need to innovate in order to decarbonize, because it’s becoming more and more important.”

In this vein, Daher presented its EcoPulse hybrid-electric technology demonstrator at the Paris Air Show in June.

The post Daher Celebrates Milestone TBM Deliveries, Kodiak Success appeared first on FLYING Magazine.

Many of us, however, do not give resale a whole lot of thought when negotiating the best possible purchase agreement. Often we are so excited by the thought of having our own aircraft and no longer having to share with fellow students or flying club members that we forget the day could come when we want to sell.

• READ MORE: The New Owner: The Power of Networking

When that day arrives, we need to think about how to approach the sale and how to use our personal networks and other resources to attract potential buyers. I mentioned personal networks first because I believe they are the best resources many of us have. While advertising your aircraft on aviation sales websites with good photos and a thoughtful, honest description is a good way to get nationwide attention, there also are advantages to marketing locally.

Over the years, I have looked at dozens of aircraft for sale at my home airport and at others nearby. When I was a student, my instructor often would say, “Let’s walk over to the hangars.There’s an airplane for sale that you should see.”

When I began shopping, I asked him, other pilots and local mechanics a lot of questions about different models they had owned or maintained. They were happy to talk and frequently recommended other people with opinions worth considering. And, of course, many knew of airplanes that were for sale, officially and unofficially, and would tell me which ones they thought were “good ones” and which were “dogs.” Typically, they also had the seller’s phone number handy.

I considered several of these aircraft, and while it took me a long time to find the right one, the local search was illuminating. One day my instructor showed me a Mooney M20 that belonged to another former student. She was moving across the country and wanted to sell. The airplane was beautiful, with newer paint and interior. Sitting in it for 10 minutes, however, confirmed that the seating position would not work for me.

With that visit I was able to remove Mooney’s from my wish list, which seemed efficient. The owner eventually changed her mind, took the airplane out west with her, and still was flying it the last time I checked. The other candidates found buyers fairly quickly.

I think that, deep down, pilots want to believe their first airplane can be their last if they do well in the selection process. If you find a high-performance piston single that is much faster than the trainer you flew previously, with enough useful load to carry your family and baggage and sufficient range to reach your favorite vacation spot, what more could you want?

• READ MORE: Finding Your Ideal Aircraft Without Remorse for Buyer or Seller

I can think of a few things, like more speed and greater range, to reach that new favorite vacation spot you and your family discovered while flying frequently in your new airplane. How about pressurization, so you can fly higher, faster, and make the most of your recently acquired instrument rating.

We bought our Commander, Annie, from a partnership of three pilots, two of whom were switching to Cirrus SR22s. For a few years, Annie had been fast enough—but not anymore. I spoke with one of the sellers last week and asked him how he liked the Cirrus. He said he misses the Commander’s comfort and handling—which is a polite thing to say—but loves the SR22’s speed. “Now those 500 nm trips seem to go by in no time,” he said. Annie still takes a while to go that far.

We found our airplane online but within a 25-mile search area. If we were to sell it, we would focus again on the local market and try to get it done by word of mouth. But we are not selling, though we understand why many do. Temptation is everywhere.

My wife, sons, and I have been traveling together in Annie for less than six months, and already we cannot stop talking about turboprops. Our airplane is a perfect fit for us, but every time we land at a new destination, without fail, there is a gleaming TBM, Piper M600, or other turbine single on the ramp.

Next come the questions like, “How fast will that one go?”

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