Plane Conversations

A January 17 press release from Embraer announces that Embraer delivered 100 Phenom deliveries in 2010 making it number one in most deliveries. That’s pretty impressive for a new aircraft that was only certified at the end of 2008, and especially taking into consideration the economy.

An excerpt from the press release:

One hundred aircraft delivered: more than any other business jet in the world.

São José dos Campos, January 17, 2011 – Embraer’s Phenom 100 entry-level executive jet was number one, with 100 deliveries in 2010. Together with the other airplanes of Embraer Executive Jets’ portfolio, the Phenom 100’s success is also reflected in the Company’s increasing market share, which is the fastest growing in business aviation in terms of units delivered.

“Its clean-sheet design, superior cabin comfort, amazing performance, low operating cost, as well as the jet’s great looks, have thrilled our customers,” said Luís Carlos Affonso, Embraer Executive Vice President, Executive Jets. “We are honored and thankful to our customers for their choice and confidence in the Phenom program and in the Embraer brand.”

Our delivery group at JetQuik, led by Bill Minkoff, has delivered 16 Phenom 100 and  2 Phenom 300 aircraft to customers in the US and Europe since October 2009. The acceptance and deliver process gets smoother with each delivery. Embraer is building great aircraft.

We are proud to be managing and operating two Phenom 100’s in charter service. They have gained good market acceptance with our charter passengers and are proving themselves as they get time in service.

Congratulations to Embraer for making a great entry level business jet.  I look forward to seeing the Legacy 450 and 500 aircraft when they reach certification and production.

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As I said yesterday, both the Phenom 100 and the 300 are single pilot certified and are designed to be flown by professional pilots, as well as owner pilots. The latter present a challenge as they are generally a group with little or no pure turbojet time.  Many have flown complex turbo prop aircraft but most owner pilots have spent little time in “fast movers” and lack a complete understanding of their roles and responsibilities in the ATC system. The solution lies in training and competent mentoring.  Embraer includes two “entitlement” training slots for pilots with the purchase of an Executive Jet. The training at ECTS is a thorough introduction into the Phenom and an accurate assessment of acquired skills and knowledge.   The problem is that training ends with the check-ride and subsequent type rating.   And, in any sphere, knowledge without wisdom is incomplete.

A typical type-rating oral exam consists of knowing aircraft systems and limitations along with the immediate action items associated with specific emergency procedures.  A more thorough oral drills deeper with questions involving the working relationships of systems and an understanding of why things work the way they do. The rating-ride is a carefully choreographed series of events that test specific learned procedures such as the loss of an engine on takeoff, the“V-1 Cut”, as well as single-engine approaches and landings.  The entire check ride is given within the confines of a single airport and is an accurate assessment of skills and accomplishment. The FAA oral and rating-ride are excellent tests of pilot preparedness for the unexpected problems that seldom (thankfully) occur in real life.  What a rating-ride can’t do is impart experience and judgment to a first-time jet pilot.  With experience comes wisdom and the safest way for the first-time jet pilot to get that wisdom is with the assistance of a mentor.

Slow down, you move too fast.
You got to make the morning last.
Just kicking down the cobble stones.
Looking for fun and feelin’ groovy.

 (59th St. Bridge Song by Simon and Garfunkel)

Up until recently, Air Traffic Controllers could logically assume that everyone in a jet “kicking down the cobble stones” was a pro-pilot or at least performed like one.  The advent of the personal jet has changed that.  Now anyone with a million dollars, or even less with financing, can buy a jet to look for fun and feel groovy hanging out with the big boys.  Herein lies the problem. The old instructor adage of “slow down and make yourself time for the approach” only works at the cabbage patch, but these personal jet aircraft aren’t staying in the cabbage patch.

A gap has developed between those who understand ATC and fly accordingly and those who feel as if ATC will accommodate their lack of skills and judgment. The saner parties have been the insurance companies who have insisted upon some level of supervision for low time aviators. Insurance companies, at a loss for how gauge skills and judgment, have resorted to insisting on a certain number of hours (usually 25) of supervised flying.  Typically those hours are flown in the course of business for the newly minted personal jet aviator.

Perhaps a better way to ensure the safety and success of the owner-flown community would be to adopt the commercial aviation technique of mentor flying for newly type-rated jet pilots by creating a private IOE (initial operating experience) process. Airlines have long recognized that meaningful mentor programs consist of more than the supervised “drilling of holes” in the sky.  A truly effective mentor program imparts a higher level understanding and competence to the new pilot.

With training fresh in the mind of the newly typed pilot, the mentor reinforces good technique and emphasizes the “real world” application the newly learned skills.  And it takes both training and experience to protect your Phenom investment.

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After 23,000 flight hours, I’ve just added my 7th type rating. 300 of those hours are in the Phenom 100.

The math reflects my propensity to stick  to an airplane when I find a good one and the Phenom 100 is a great airplane that does everything asked of it. My affinity hasn’t waned; so, what, then, would lure me away?  The siren song of the Phenom 300; Embraer’s latest Executive Jet offering.

I mentally questioned the ability of Embraer to improve upon the value proposition of the 100, and I was somewhat skeptical that the engineers from Brazil could score two home runs in a row. Duh!  Now I wonder what the gang in Wichita must be thinking. (Option 1: Look for a new job, or Option 2: add more sand to bury their heads deeper?)  I intend to keep flying the 100: but, to anyone out there with a 300 – you go guys!

Flight training is evolutionary. 

You go the first time to initial training and then you go back every year for recurrent training.  You don’t expect to add much because they are just getting you through the paces; but, maybe you learn something new in year two because there is something going on with the development of the aircraft. 

Last summer, I attended Phenom 100 initial training at Embraer CAE Training Services (ECTS), a joint venture between Embraer, a world-class aircraft manufacturer and CAE, a world-leading provider of aviation training.  In spite of the impressive pedigree, the venture experienced quite a few teething problems with the rollout of the first Phenom and I experienced them first-hand.  When I returned to the facility, my expectation was that my second experience would be much the same as my first one.
I was totally surprised when I arrived at CAE Simuflite in Dallas for Phenom 300 transition training.  Arriving on a Monday morning, my colleagues and I were greeted in the front lobby by no fewer than nine bright-eyed and effusively cheery CAE employees. Just after checking in, one of the greeters asked me if I needed directions to my classroom.  Since the schedule handed to me had been printed on a handy, pocket-sized card that wouldn’t get lost in the paperwork shuffle, I replied that I couldn’t miss it. I introduced myself to one of the greeters, Walter Slazyk, and in the course of conversation found that Walter was the CAE Center Leader. 

Different?   I’ll Show You Different! 
Aircraft transition courses typically focus on differences between the “old” airplane and the “new” one. The object of the training program is to prepare you for your check ride, rather than to just impart knowledge to you.  After all, this is a business.  My course was scheduled for one day of ground school followed by three days of simulator instruction and a check ride. I expected a mundane recitation of facts and figures, which I would have to regurgitate during my Friday oral exam. Instead, I was met by Steve Ford and Steve Simpson who both plowed into the whys and wherefores of aircraft systems and flight characteristics – so much more useful than the dry facts and figures.
During my Phenom 100 training process, delays in the certification of the simulator necessitated that my training be accomplished in the airplane.  Times have changed, though.  The new Phenom 300 sim has excellent fidelity and clearly mimics the feel and performance of the airplane. (Turning on the radar and taxiing over runway centerline lights are two great examples.)  On the whole, my expectations were exceeded, by a long-shot.
Both the Phenom 100 and the 300 are single pilot certified and are designed to be flown by professional pilots, as well as owner pilots. The latter present a challenge as they are generally a group with little or no pure turbojet time.  All of these pilots go through ECTS and get the best training the company has to offer.  The training is great, but how do these pilots get the experience they need to form sound judgment?  Join us tomorrow as we discuss the importance of good mentoring programs.

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Embraer has just wrapped up the Phenom Owners/Operators Conference. The second annual Embraer sponsored event was well attended with many owners and twenty Phenom 100/300 aircraft in attendance.

Held at the Sonnenalp Resort in the fashionable resort of Vail, attendees were welcomed by Scott Kalister, Vice President, Customer Support and Services, USA, Canada, Mexico and the Caribbean – Executive Jets. Backed by an impressive staff turnout the meeting was an informative compilation of areas of interest to both owners and perators.

Edson Carlos Mallaco, Embraer’s worldwide VP of Customer Support and Services, opened the meeting with updates on schedules and deliveries. Through the end of July, Embraer had delivered 76 Phenoms to the US, 49 to Latin and South America and 24 to Europe. The Phenom fleet has accumulated over 20,000 hours in service with the average aircraft logging 18 hours per month. Embraer has not delivered any Phenoms to Asia or China, but several are scheduled for delivery in the near term.

During the presentation, Edson showed a slide depicting the fleet and for the first time I saw an expansion slot marked, ‘ultra long-range aircraft’.  It was positioned below ultra-large cabin Lineage 1000 and just above the large cabin Legacy 650.   While Mallaco would not confirm the rollout date for this elusive addition to the fleet, I believe that Embraer intends to have a prototype flying by 2015, the date by which he exclaimed, “Embraer will be a major player”.

Currently Embraer has a backlog of $15.5 billion USD and with confirmed orders for 40 new large military transporters, that backlog will likely increase. The Phenom product line currently has over 550 firm orders from 44 countries. Mallaco also pledged to grow inventory at Embraer owned and authorized service centers. Spares and inventory currently valued at $39M will grow to $115M by 2015.

Reporting that eight Phenom 300 aircraft have been delivered, Mallaco stated a target of 35 deliveries for the calendar year 2010.  Enhancements for the 300 include cruise speed control, side facing divan and a newly designed in-flight entertainment package. Embraer is also continually enhancing the Phenom line adding synthetic vision, enhanced takeoff criteria, belted toilet and a fifth passenger seat to the 100.  The scheduled retrofit to new seats is just about complete with Embraer certifying a new tourmaline interior to the product line.

Touching briefly on the newest additions to the Legacy line, Mallaco stated that the Legacy 450 and 500 are the only fly-by-wire aircraft priced under $40M.  The Legacy 500 is scheduled for its first flight in the second half of 2011 with certification coming in 2012. So far Embraer has delivered 191 Legacy 600 aircraft in 29 countries. Six Legacy 650 deliveries are scheduled for this year.  The 3900 NM aircraft will be outfitted with Rolls Royce AE 3007 A2 engines.

The ultra large cabin Lineage 1000 will be on display during the upcoming NBAA regional event at the Waukegan Airport just outside of Chicago on August 18. Embraer expects to manufacture a total of seven units of the 4,500 nautical mile airplane this year with five already delivered.

Luis Antonio Colarino, Manager of Phenom Customer Support Worldwide gave an indepth Phenom program update and welcomed questions from attendees on the Phenom retrofit campaign, as well as parts availability. Also on hand to answer questions were representatives of Garmin, manufacturer of the Prodigy Flight Deck as well as Pratt & Whitney manufacturer of the engines used on the Phenom jets.

The meeting concluded with a memorable dinner at the SaddleRidge Restaurant at Beaver Creek. Embraer declares that it will be “a major player” in the business jet market by 2015.  The just concluded event in Vail has convinced me that it will be much sooner.

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Today’s post is contributed by Captain William Rowell, currently a captain in the Phenom 100.  This Air Transport Pilot rated Mississippi native started his career with CFM in August of 2005 and is now type-rated in four different aircraft.  Enjoy, as Will recounts his trip over the Atlantic to Vienna delivering a brand-new Phenom 100.

As I sit here and ponder these last few days, I can’t help but think how inherently adventurous aviation really is. Reviewing this latest trip to foreign lands, I am reminded of how magical and inspiring flying can be. It seems to me that pilots get caught up in the day to day monotony of our “jobs” and loose sight of the wonders of FLIGHT, at least I do. However, this being the first time I crossed the Atlantic in anything but the dead of winter, I was in for an amazing tour of the world. Prepared only for the normalcies of the North Atlantic, I was impressed and inspired by the people, places, and experiences we encountered along our way.     

I was accompanied by co-captain, Troy Denson. Day One was from Smyrna, Tennessee, to Goose Bay, Canada, via Bangor, Maine. Goose Bay is a popular destination to refuel and pick up survival gear for the Atlantic crossing and the people are really great; so we stopped in to rest up for Day Two. As we settled in for the night, the next day weighed heavily on our minds. Goose Bay to Nassarsuag, Greenland, is probably the most critical leg of the entire trip because of the rapid weather changes that Greenland experiences. With limited alternates, the weather had to be good. As it turned out, the weather was great; but, the wind forced us to land on a less desirable runway. As “interesting” as the approach and landing was, it was uneventful. You just had to be there, as they say. Once on the ground, we began our planning for the next leg of the trip - Greenland to Iceland. 

Reykjavik, Iceland, is another popular destination. The folks at the FBO are always very accommodating and helpful. As it is with northern latitudes, the sun never really sets in the summer months. Paperwork extended our stay there and, although, the island is beautiful and the locals are nice enough, the lack of darkness and sleep was wearing us thin. After two days of waiting for paperwork to clear, it was time to move on!

With most of the mileage behind us, we still faced our longest day.  Day Five finally took us from Reykjavik to Wick, Scotland, and then to our final destination, Vienna, Austria.  Losing two more hours in the process, our body clocks began to suffer.  Anticipation of a speedy return home drove us to complete this mission expeditiously and with flawless execution. In other words, we didn’t need any set-backs. It was time to come home.

There were no delays at Wick and I highly recommend this stop if traveling to Europe. Andrew, the FBO manager, really has things together there. After a brief refuel, quick cup of coffee, and a few words of encouragement from Andrew, we were on our way. Three hours later, Vienna was in sight. Upon landing, we were met by the aircraft owner and a few other people. Everyone was happy to finally have the brand new Phenom 100 on the Austrian ramp. With huge grins and great anticipation, we exchanged hand shakes, paperwork, and finally, keys. Mission complete!

I wish everyone could have this experience, not only pilots.  Regardless of what we do and how much we love it, we all sometimes lose our drive or become bored with the day to day duties of working for a living.  This delivery was a chance to explore new territory, physically, emotionally, and culturally. It was more than just a delivery to me – I found a renewed passion for flying.  You don’t have to fly half way around the world to find it, you only have to take off with the right attitude.

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We wing toward the Turks and Caicos for a brief respite from the flight to California. The Phenom 100 is such a great flying machine that my new owner/pilot wants to keep going, but he has promised his wife a little time-out on the way home. He mockingly suggests that he put her birthday on the tail number so that she would let him have the new Phenom.  He confesses that to keep his two other airplanes, a Beechcraft Premier I and a Cirrus, he incorporated his wife’s birthday into the N number.

Our flight level 400 optic of the multi-hued water of the Caribbean is soon replaced by a much closer connection to the sea.  Greater Ambergris Cay appears ahead through the lazy afternoon clouds which dot the horizon. The tiny islands of the Turks and Caicos fill the southeastern area of the Caicos Bank with Greater (or Big) Ambergris Cay (at four miles long) as one of the larger of the Ambergris Cays. The entire island is a neatly organized community being constructed by DPS Development, the same folks who built the hugely successful Greenbrier Sporting Club in White Sulphur Springs, West Virginia.  We are absolutely awed by the airport facility they have completed.  At 5,790 feet, MBAC is the longest private airport in the Caribbean.  This illuminated strip with firefighting and state of the art construction is long and smooth, welcoming us from lofty perch over the sparkling Caribbean.

We taxi up to the door of the reception building where we are welcomed with  tropical island drinks made with Bambarra Rum, The Spirit of Turks and Caicos.  Quickly we learn that our complete enjoyment is the staff’s unrelenting goal.  With no cars, and consequently no paved roads, on the island, we are each assigned our own golf cart to whiz around the community and we delight in the freedom of our new personal transportation.  We all agree to freshen up and meet at Calico Jack’s for dinner.

The thatched hut of Calico Jack’s tropical bar, on the leeward side Ambergris Cay, is the perfect spot to watch the Caribbean sunset.  Calico Jack’s has an open air, covered dining area adjoining the climate controlled dining room. Although with nearly always perfect weather, it’s hard to imagine wanting to eat inside. With only 22 guests in residence, we are guaranteed a table at any time during the evening, (twenty homes have been completed with more under construction).  Walking to our table I’m greeted by Peter Pollock, the “P” in DPS Development.  Peter is an affable New Yorker who once worked as the General Manager of the Boston Celtics.  With an eye for appreciation, Peter has always picked real estate winners. No where is this more evident than at The Turks and Caicos Sporting Club.  After dinner, it is off to bed with thoughts of tomorrow’s bone fishing on the flats.

The sun peeks brightly into the single-room cabana where I awaken to the sound of the surf which lulled me to sleep. I enjoy my morning coffee in solitude from a deck that is eight feet above the azure Caribbean below. Designed to impart relaxation, island style, my 400 square foot cabana, is unique, not so much for what it provides, but more for what is missing.  Here there is no telephone, no internet, no television and no roof over the bathroom; yet, I have travertine marble floors and Ferette sheets. The bamboo furnishings evoke strong memories of my time spent in the Philippines when I flew  A-7 Corsairs from the deck of the USS Midway. I’m sure they hold up in the tropical humidity, but I much prefer the teak furniture on the sun drenched deck.

We are off to Calico Jack’s again in our golf carts.  I doubt any of our carts can exceed the posted 14 mph speed limit, but after some horse trading among the available carts, my pilot friend has found one that will out-run mine and he seems completely delighted. Again I think of my time living in Japan where the Western Pacific WESTPAC junior officers all had motorcycles, and horsepower couldn’t replace skillful driving on the narrow roads. I am treated to island pancakes with coconut syrup while my friends began their morning with a variety of equally appetizing breakfasts.

Famous for the waxy secretion, ambergris, from the North Atlantic Humpback whales that migrate through the islands in the winter, the island is also home to a wide variety of marine life.  Among the land dwelling creatures of Greater Ambergris are the rock iguana. The island teems with these foot-long reptiles who scurry between the areas of vegetation and who sun themselves on nearly every road and outcropping. My owner/pilot friend and I opted out of the manicure/pedicure event that his wife and mother enjoyed, instead we explored the island with Ceci Richard who showed us the original estate of Horatio Stubbs, who acquired the island from John Lightbourne, who purchased the island from the government of the Bahamas in 1811.  Horatio Stubbs planted sisal and reportedly organized a waypoint for livestock destined for the islands. The remnants of limestone and coral rock paddocks can still be found on the southern end of the island. The last private owner of the island, Henry Mensen has teamed with DPS Development to create a private sanctuary which will ultimately be comprised of 425 homes and a members only club.

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Recently I read an article about a Phenom 100 delivery from Brazil to Orleans, France.  Unfortunately for the new owner the delivery flight took over two weeks to complete.  It seems that he tried a “do-it-yourself” delivery and suffered the consequence of lack of experience. This and other missteps during deliveries may be avoided with prior planning.

One of more common mistakes I see during deliveries is the failure of  Non-US citizens to obtain a visa prior to entry into the US.  The United States requires visitors from certain countries to obtain a visa for entry.  Usually most arrivals by air enter into the US through the Visa Waiver Program, but such is not the case with private air.  Be sure and check the State Department website for requirements that may affect your entry status.

When JetQuik brings a new Embraer Executive Jet into the US, we plan with a bonded customs broker to ensure a smooth importation process.  For foreign aircraft entering the US for the first time, importation is not necessary and the arrival is treated just like any other customs border crossing.  Usually JetQuik imports aircraft through Ft. Lauderdale.   We use SheltAir as our FBO of preference because it is co-located with US Customs on the field.

Phenom deliveries to the US don’t have to be a daunting process.  The Embraer Executive Jets office can help guide you through the process or recommend a competent delivery organization to relieve the stress of accepting your new Phenom aircraft.

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Reporting from Sao Jose dos Campos, Brazil, Embraer Factory

I am visiting Embraer in Brazil for the acceptance and delivery of a Phenom 100, Embraer Executive Jet. 

Serial Number 146 is poised on the floor of Hangar 300 ready for delivery to an owner in the United Kingdom.  This EMB-500 will be managed by London Executive Aviation and will initially be based at Stansted Airport about 25 miles northeast of London City.  

Although JetQuik accepts and delivers aircraft for customers around the world, the acceptance of this Phenom was accomplished by Dan Pope, an engineer from LEA.

Joining me in the delivery process is Neil Onions, a thirty-year aviation veteran and Head of Training for LEA.  Neil cut his teeth as an air traffic control engineer initially working in the Shetland Islands, and subsequently all over the UK.  He now lives in the Essex countryside among the ancient oaks, but near enough to The Butcher’s Arms to enjoy an occasional pint of bitters.

Patrick Margetson-Rushmore and George Galanopoulos, principals of LEA operate over 20 aircraft in charter and the Phenom 100 will be the 8th type joining their fleet.   As President of JetQuik I have had the pleasure of joining Patrick for several meetings both in England and Spain, where we have advocated for Executive Jet travel and for improvements in the world-wide air charter community.   Although this is the first Phenom 100 to join the LEA fleet, I am confident that more will be forthcoming.

Also growing their fleet is Corporate Flight Management in Smyrna and Nashville, Tennessee, now managing two Embraer Phenom 100s with plans to continually expand the fleet of Embraer Executive Jets.  Allen Howell, Chairman of CFM notes that they are “marvelously efficient aircraft that fulfill the need for light jets in our (CFM’s) fleet”.   Allen Howell also noted that, “Corporate Flight Management  has completed factory approved training for Phenom mechanics who help to ensure the high dispatch reliability of the Phenom 100.”

Here in Sao Jose dos Campos, Brazil, the hangar 300 delivery facility is buzzing with activity. As I look out into the hangar from my delivery office, I see EMB 190s destined for Tianjin Airlines, TACA and jetBlue.  Out on Runway 15, an Air France by Regional EMB 170 just departed for Paris. 

The airliners in Hangar 300  are joined by six Phenom 100s and two Phenom 300s slated for delivery this week.  Much of the credit for the popularity of the Embraer Executive Jet family is due to the airline heritage that they share.  Built to airliner standards, the Phenom jets are rugged and dependable, fun to fly, and great to look at.   The latest Phenom 300 here in the hangar is a stellar example of clean sheet design and a perfect mix of beauty and practicality.

Tomorrow we begin our trip to London.  I hope that you will follow our progress as we “adventure our way” up through the Americas and over to Europe.

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When we started our flight school, Wings of Eagles, ten years ago, we were looking for a new trainer that would be efficient, safe and fun to fly. We wanted to do something different and reach a different market of people interested in learning to fly by offering new aircraft with the latest technology.

At that time, most flight schools were using 20-year-old Cessna 152s and 172s as their primary trainers. I learned to fly in those aircraft and there’s nothing wrong with learning to fly in a 20 year old trainer; but, it is not the most inspiring sight.  When you are thinking about learning to fly, you’re not looking for an aircraft that has a worn down paint job, a ratty interior, and radios from a different era of electronics.  You’re looking for an aircraft that looks like the future, which is why we chose the Da-20 Katana because it represented just that – the future. When the Da-40 Diamond Star came out we were in line and bought one of the first ones made – serial number 42.

Through the last ten years, these aircraft have proven to be great trainers: so, we have kept Diamond Da-20s and Da-40s in the mix, even  as we have upgraded the fleet.

Like all general aviation aircraft manufacturers, Diamond has had a rough ride in the past two years, but they have hung in there, and now it looks like they are on the verge of some new, innovative aircraft that will keep them in the future game of private and general aviation. 

A post on Flight Global this past week written by Flight International’s Kate Sarsfield of Flight International says that Diamond Aircraft has secured an investor to help them complete the certification of the D-jet.

This is great news for the industry. There is room between the high performance piston aircraft (Cirrus) and the new light jets (Embraer Phenom and Cessna Mustang) for a single engine jet primarily focused at the market of owner-flown aircraft buyers.  

At a price of 1.9 million, which is roughly half of the Phenom 100, and nearly 1 million less than the TBM850, this aircraft would be positioned well in the market to sell.

Kate Sarsfield also mentions other innovations and product offerings that Diamond is working on:

Dries (CEO of Diamond) admitted at the show that Diamond has been forced to diversify its product line and widen its target market to “survive the economic downturn.” A number of projects are in the works, including: 

• Designing wing spar boxes for the Russian MC-21 airliner, which is set for service entry in 2017.
• Building a Mercedes-based V-6 turbo diesel engine for the DA50 DiamondStar piston single
• Designing and building a “future small aircraft” powered by twin turbo diesels. The six-seat variant will have twin 270hp (200kW) engines, while the eight-seat model will have two 400hp engines. Both aircraft will have fly-by-wire controls, an automatic landing system for use in case of pilot incapacitation and be available in pressurised and unpressurised versions.

• Developing two new V-8 turbo diesels – one with 350hp and the other with 550hp.
• Developing a light aircraft driven by a hybrid combination of a 55hp Wankel rotary engine and a 40-50kW electrical motor. Dries said an aircraft will make its debut at next year’s show.

Meanwhile, Diamond has European approval for its 170hp AE300 Austro engine powered DA40 piston single – now called the DA40NG.

Much of what is mentioned has to do with diesel engine technology for aviation. The diesel technology will eventually catch on in a big way for two reasons:

1. The supply of aviation gasoline is limited in most parts of the world and will probably not get better, but here is always an available supply of jet fuel and eventually a bio jet fuel will be on the market.
2. The diesel engine is more economical and eventually will be more reliable.

 So, hats off to Diamond for being forward-thinking and innovative.

 I look forward to seeing the D-jet and diesel variants of the Da-40 and Da-42 Twin star flying here in the US.

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And still delivering aircraft at a good pace….

Our company started operating the new Embraer Phenom 100 in November 2009. We now have two Phenom 100s in our fleet and have delivered six more to owner/ operators in the United States and Europe.

The new very light jet has had a few growing pains with reliability issues, mostly centered on the software that drives the diagnostics systems, but all in all it is a great aircraft. These type issues are typical of a new design aircraft in the first year and we expect that with the support being offered by Embraer, it will be a productive and efficient addition to our fleet.

Over the past few months, I have written several posts about Embraer and what they are doing in the business jet market.  Based on the March 19, Bloomberg online article by Fabiola Moura and Robin Stringer, it looks as though Embraer is still on track to become a world competitor in the business jet market while maintaining a strong position in the airline market as well. Excerpts from the article below state that they will deliver 137 business jets in 2010,  which is impressive in this economy.

Empresa Brasileira de Aeronautica SA, the world’s fourth-largest aircraft maker climbed the most in two months after fourth-quarter earnings beat analysts’ estimates, boosted by a record delivery of 91 planes.

Embraer, as the Sao Jose dos Campos, Brazil-based company is known, reaffirmed its 2010 forecast of $5 billion in net revenue and said it had a fourth-quarter profit of 167.5 million reais ($93 million). The 23 centavos a share profit compares with a loss of 40.5 million reais, or 5 centavos a share, under Brazilian accounting standards, a year earlier, Embraer said in a statement posted on its Web site yesterday.

Commercial aviation will make up $2.6 billion of sales this year, Embraer said. Executive aviation will provide $1.1 billion, with the remainder of its $5 billion forecasted net revenue coming from defense and other businesses.

Embraer aims to deliver 227 aircraft in 2010, including 90 commercial jets and 137 executive planes, and said it will invest $300 million in its operation this year.

The company’s backlog of airplane orders dropped to 265 last year from 400 in 2007. The company doesn’t expect plane orders to return to those levels until 2013, Executive Vice President Mauro Kern said in an interview last month.

This is a tough economy for aviation at all levels of the supply chain and especially for the manufacturers. Profitability in aircraft manufacturing takes tough decisions about overhead and costs control while still maintaining a competitive edge with investment in product development for the long future. I do not envy the leadership of this company managing in this economy.

Interestingly, as positive as the business jet delivery numbers are, because of fewer regional jet orders, the company does not see a return to 2007 aircraft delivery levels until 2013.

I would agree with that forecast.  Based on what I see happening right now, there are buyers for new aircraft and used aircraft, but the demand is nothing like it was three years ago. There is still a glut in the market of used aircraft and the prices have been depressed to the point where buyers must be looking more at used versus new. In the three decades I have been in this business, I have never seen used aircraft prices fall so hard.  Until the inventory levels of aircraft for sale drops significantly, the industry cannot see a recovery to the levels we have seen in the past.

The manufacturers who continue to innovate in product design and efficiency while controlling costs to deliver a better aircraft at a lower price point will be the winners over the long haul. It seems the guys at Embraer have that figured out so far.  If you’d like to see it for yourself and are in the Nashville, Tennessee, area on Wednesday, March 31, join us at the John C. Tune airport between 3:00 and 7:00 PM for an Open House, featuring the Embraer Phenom 300.

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