The German manufacturer says it is in “advanced discussions” with the French government to add a high-volume aircraft production facility in France, citing it as an attractive market for its flagship Lilium Jet. The company plans for the aircraft to enter service in 2026.

Lilium says it is evaluating several sites for a manufacturing hub in the country, including in the Nouvelle-Aquitaine region, which it describes as a “hotbed” for aerospace and battery production. The company estimates it will invest up to 400 million euros (about $432 million) into the site over several years, creating as many as 850 jobs.

Discussions on site selection—as well as potential French government subsidies and loan guarantees for the project—were announced Monday at the Choose France Summit in Versailles and are expected to conclude “in the coming weeks,” per Lilium.

The manufacturer says it picked France because of the country’s “well-established aerospace industry, expertise in electric mobility, highly skilled workforce, and supportive government environment.” It added in a post on social media platform X that it is already sourcing Lilium Jet components from French aerospace suppliers Saint-Gobain Aerospace, Michelin, and Expliseat.

Lilium in December began production of the first Lilium Jet prototypes at its final assembly line in Wessling, Germany. However, the company intends for the aircraft to be operated worldwide, including in the French Riviera in partnership with private jet operator GlobeAir.

Adding a manufacturing hub in France positions those operations closer to the company’s service areas, which could simplify its supply chain, for example. However, it says its French facilities are intended to serve the global market.

Lilium on Monday said it has more than 780 binding orders and memorandum of understanding (MOU) agreements from operators for its flagship aircraft, which it will debut publicly at the European Aviation Business Convention and Exhibition (EBACE) in Geneva later this month.

The company’s most recent agreement includes 20 firm aircraft orders and options apiece from U.S. operator UrbanLink Air Mobility, which intends to fly the aircraft out of Lilium vertiports in South Florida.

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The company on Tuesday said it acquired an existing on-airport facility and has begun hiring to support its initial manufacturing operations, which it expects to begin later this year. Joby called the acquisition the “first step” in its plan to build facilities capable of churning out up to 500 aircraft per year in Dayton, beginning in 2025.

The manufacturer also said Tuesday that its plans are expected to include the design and construction of a larger greenfield factory at the airfield.

“We’re pleased to be able to acquire an underutilized facility at Dayton International Airport and repurpose it as a modern, high-tech manufacturing center to serve as our initial manufacturing footprint in the region,” said Didier Papadopoulos, president of aircraft OEM at Joby. “Later this year, we expect to begin subtractive manufacturing of titanium and aluminum aircraft parts as we continue to grow our workforce in Dayton.”

Joby’s tiltrotor eVTOL is designed to carry a pilot and four passengers on up to 100 sm (87 nm) trips, cruising at 200 mph (174 knots). The company anticipates commercial launches in cities such as New York and Los Angeles in 2025 in partnership with Delta Air Lines. It will operate the aircraft itself, unlike many eVTOL air taxi competitors.

Joby will outfit its newly acquired facility to manufacture aircraft parts, which will be sent to the company’s Marina, California, pilot production line: a 120,000-square-foot facility at Marina Municipal Airport (KOAR).

Didier Papadopoulos, president of aircraft OEM at Joby, said on the company’s earnings call last month that one aircraft is in final assembly at the Marina facility, with two more expected to roll out shortly after. JoeBen Bevirt, CEO of Joby, estimated the site will produce about a dozen aircraft by year’s end.

“We expect to reach a production run rate equivalent to one aircraft a month by the end of the year as we continue to ramp production in support of certification and commercialization,” said Bevirt on the company’s earnings call.

Joby last year hosted flight services at Marina for the U.S. Department of Defense—under a $131 million contract with AFWERX, the innovation arm of the Air Force—conducted using a prototype aircraft.

An intended expansion to the site would double its annual production capacity, increasing it to 25 aircraft per year as the company works on its scaled manufacturing plant in Dayton.

Joby’s 140-acre site at Dayton International Airport will be capable of producing up to 500 eVTOL aircraft per year when full-scale operations begin in 2025, according to the manufacturer. It plans to invest as much as $500 million and create up to 2,000 jobs.

Toyota, Joby’s largest investor, will advise the company as it prepares for scaled production. Last year, the automaker agreed to supply powertrain and actuation components for its air taxi.

According to company projections, the Dayton site will one day be large enough for Joby to build 2 million square feet of manufacturing assets.

“I am deeply appreciative to the Dayton community, and Ohio more broadly, for the warm welcome we have received as well as the high level of interest in joining our team,” said Papadopoulos. “We look forward to continued collaboration and to growing our presence in the Miami Valley region as we build the future of flight in the birthplace of aviation.”

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The company on Wednesday said it started building three type-conforming, piloted Midnight aircraft to be used in for-credit flight testing with the regulator, expected to begin later this year. Those evaluations represent a crucial step in the manufacturer’s path to type certification, which it hopes to achieve before its planned 2025 commercial launch.

Archer said component manufacturing for the type-conforming Midnight models is “well underway,” adding that final assembly of the first aircraft at its San Jose, California, manufacturing facility is “on track” to begin in the coming weeks. Prior to for-credit testing, the firm will use the aircraft for its initial piloted test campaign. Rival manufacturer Joby Aviation kicked off piloted test flights late last year.

The three aircraft will feature components that align with the type design specifications laid out for Archer by the FAA in December 2022. This will allow the regulator to evaluate a version of the aircraft resembling the one the company intends to launch commercially. Passing the test will be a key step toward Archer’s ambitions.

The start of type-conforming Midnight construction follows Archer’s completion of the first phase of uncrewed prototype flight test in January. The next phase, which will include a full wing-borne transition flight, is expected to begin in the coming months.

“The key to achieving FAA certification is flying a conforming aircraft,” said Adam Goldstein, founder and CEO of Archer. “I believe we are positioned to be the first in the sector to do so. From day one, Archer’s strategy has been to build an aircraft that is certifiable and manufacturable at scale. This focus is what has allowed us to move quicker and more efficiently than any other company in the industry over the last few years.”

Archer’s goal is to replace 60- to 90-minute commutes by car with 10- to 20-minute, 20 to 50 sm (17 to 43 nm) electric air taxi flights. In the U.S., the firm is working with United Airlines to launch routes in major cities such as New York, Chicago, and Los Angeles—and potentially other cities housing United hub airports.

Midnight is designed to carry a pilot plus four passengers on rapid, back-to-back flights, with as little as 10 minutes of charge time between them. The air taxi has a projected 100 sm (87 nm) range and 130-knot cruise speed.

In October, Archer secured $65 million in funding for what it bills as the “world’s largest” eVTOL production plant in Covington, Georgia. According to the company, the funds will cover “substantial majority” of construction costs. The first phase of construction is expected to wrap up this year, providing capacity to produce 650 aircraft annually. In the second phase, production capacity will swell to 2,000 aircraft per year.

Archer expects to keep manufacturing costs lower than those of its competitors by leveraging a network of outside aerospace providers, such as Safran, Garmin, and Honeywell. Rival manufacturers such as Lilium are also adopting that strategy—many of them are working with the same suppliers.

When (or if) Archer receives type certification from the FAA, the firm will also need to obtain production certification to begin ramping up operations in Covington. Airworthiness certification rounds up the trifecta of approvals the company will need to scale operations.

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In an internal communication sent to employees of Boeing’s Commercial Airplanes division, division CEO Stan Deal said this was the first of many quality stand-down days for the factories involved in the 737 program.

“Production, delivery, and support efforts will pause for a day, so teammates can take part in working sessions focused on quality,” Deal said. “The sessions allow all teammates who touch the airplane to ‘pause, evaluate what we’re doing, how we’re doing it, and make recommendations for improvement.’

“During the stand-downs, teammates will participate in hands-on learning, reflection, and collaboration to identify where quality and compliance can be improved and create actionable plans that will be tracked to closure.”

Quality Stand-Downs will be held over the next several weeks at other Boeing factories and fabrication sites to include all airplane programs.

According to the Seattle Times, a whistleblower at the Renton plant allegedly has paperwork that claims the door plug was removed for repair from the fuselage of the Alaska Airlines 737 Max 9 that lost the plug in flight, then reinstalled without the required four bolts that hold the door in place. If the National Transportation Safety Board (NTSB) investigation confirms this, the blame for the event would fall on Boeing, rather than Spirit AeroSystems, the makers of the 737 fuselages.

• READ MORE: Alaska Airlines Grounds 737 Max Fleet Following Explosive Decompression

The aircraft was delivered to Alaska Airlines in October 2023. It did not have enough time in the air for it to be subject to a so-called “heavy maintenance” cycle.

The door plug was found in the backyard of a Portland, Oregon, area schoolteacher. It has been sent to the NTSB laboratory in Washington, D.C., for analysis. Investigators are trying to determine if the four bolts that are supposed to hold the door plug in place were installed correctly.

In the meantime, the entire fleet of Boeing 737 Max 9 aircraft remains grounded and subject to extra inspections. The Max 9 is primarily used by United Airlines and Alaska Airlines. Both carriers are having to cancel flights and adjust schedules to make up for the loss of aircraft while they continue to closely inspect their fleets.

According to Alaska Airlines CEO Ben Minicucci, a close inspection of the 737 Max 9—which makes up 20 percent of the company’s fleet—uncovered loose bolts in many of the airplanes.

“I am more than frustrated and disappointed,” Minicucci told NBC News. “I am angry. This happened to Alaska Airlines. It happened to our guests and happened to our people. And my demand on Boeing is, what are they going to do to improve their quality programs in-house?”

• READ MORE: NTSB Identifies Part That Failed on 737 Max 9

Boeing and Alaska are facing lawsuits from passengers who were on board Flight 1282 on January 5. As the aircraft with the gaping hole in its side descended into Portland, several thought they were going to die and sent farewell messages to their loved ones via text.

Among the concerns were that the airliner had three maintenance write-ups regarding the pressurization system, but the aircraft was permitted to remain in service as long as it did not fly over water.

What Is a Door Plug?

The door plug covers a space that can be turned into an emergency exit if the operator of the aircraft desires. The outline of the door plug can be seen from the exterior of the airplane. Inside, if the emergency exit option is not selected, the space looks like a bulkhead in the fuselage with windows.

The fuselages for the 737 are made by Spirit AeroSystems, which is also investigating its quality-control measures. In December, two former employees at the Wichita, Kansas, facility filed a class-action suit alleging that a lack of quality control was endangering the company.

FLYING will continue to follow this story and post updates as they are available.

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Overair, maker of the Butterfly eVTOL air taxi, said Tuesday that it completed the build of its first full-scale prototype aircraft, which is set to begin flight testing early next year. The company will start with vehicle-level testing at its Santa Ana, California, headquarters before moving the aircraft to its flight test facility in nearby Victorville.

Early tests will aim to validate different aspects of Butterfly’s technology: propulsion systems, flight control mechanics, safety features, and operational efficiency, to name a few. Overair will also evaluate how the aircraft meets its noise target (55 decibels) and performance envelope under an array of flight and weather conditions.

Overair hopes to certify Butterfly with the FAA and is working through its G-1 Stage 3 means of compliance, which will establish the criteria for validating its certification basis. Those criteria will be assessed in future “for credit” testing under the regulator’s watchful eye. The company expects Butterfly to enter service in 2028, in line with the FAA’s timeline for early advanced air mobility (AAM) operations.

“Assembling our first full-scale prototype vehicle marks the culmination of years of industry expertise, meticulous development planning, innovative engineering, and the hard work of the entire Overair team,” said Ben Tigner, CEO of Overair. “This seamless transition from propulsion testing to a full-scale prototype underscores our dedication to redefining the eVTOL landscape with safer, quieter, and more reliable aircraft.”

Butterfly deploys two technologies Overair says have never been integrated on an eVTOL design: optimum speed tilt rotor (OSTR) and individual blade control (IBC).

The OSTR system is essentially a power saver. Throughout vertical, transition, and forward flight, it varies propeller revolutions per minute, which Overair says boosts efficiency. The company claims OSTR reduces power demand in hover by as much as 60 percent.

IBC, meanwhile, reduces propeller loads by limiting the vibration of each blade, which the firm says results in safer, smoother, lower-cost flights. Last week, the technology was awarded a U.S. Navy Small Business Innovation Research (SBIR) contract, which will see it developed for potential Navy use. 

Matt Rhinehart, aeromechanics senior engineer of the Naval Air Systems Command, said IBC opens up a long list of potential benefits for the Navy’s “next generation of rotorcraft.”

Overair claims Butterfly’s combination of OSTR and IBC produces efficient, quiet propulsion in nearly any weather, temperature, or altitude. In addition, the design features four oversized rotors, a large cabin, and a payload of about 1,100 pounds—enough for five passengers and their luggage. The company says Butterfly is ideal for passenger, medical, cargo, and military applications.

“Since day one, Overair has been committed to developing an aircraft that extends efficient air transportation to a broader audience; an aircraft that will be welcomed by local communities, passengers, and operators alike,” said Valerie Manning, chief commercial officer at Overair. “Our prototype is where we begin real-world, full-scale validation of these fundamental design principles.”

As Overair rolls out its first full-scale prototype, it joins a handful of other eVTOL air taxi manufacturers to reach that stage. Archer Aviation was one of the first in the U.S. to hit the milestone, completing the build of its first Midnight prototype in May. Joby Aviation in June rolled out its initial production prototype, following the introduction of its full-scale preproduction model in 2019. Both firms have begun flight testing.

Germany’s Volocopter, meanwhile, has assembled two prototypes: the two-seat VoloCity and the larger VoloConnect. Another German manufacturer, Lilium, started building its first Lilium Jet this month, while Embraer subsidiary Eve Air Mobility expects to complete a full-scale prototype by year’s end.

Once Butterfly makes it through the gauntlet of FAA certification tasks, Overair plans to deploy it in a few key markets.

In November, the company announced partnerships with Dallas/Fort Worth International Airport (KDFW) and the city of Arlington, Texas, to launch air taxi flights out of DFW Airport and Arlington Municipal Airport (KGKY). No firm commitment has been made to purchase aircraft, but the partners plan to introduce vertiports, charging stations, and new policies to the region to build a full-fledged AAM ecosystem. Eventually, it’s expected to span the entire Dallas-Fort Worth metro area and North Texas region.

In addition to those agreements, Overair has a partnership with helicopter operator Bristow Group, which placed a preorder for 20 to 50 Butterflys. Bristow plans to fly the eVTOL on commercial air taxi routes in its service areas, including several cities in and around Texas.

Farther to the west, Overair and several other eVTOL manufacturers are working with Urban Movement Labs, a Los Angeles government-community transportation partnership. It expects to highlight Butterfly during the city’s 2028 Olympic Games, alongside other players.

Overair in October also agreed to deliver 20 aircraft to South Korean helicopter transportation provider HeliKorea. The partnership followed plans to launch services on Jeju, the country’s largest island and a major tourist destination.

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Less than two weeks removed from receiving design organization approval (DOA) from the European Union Aviation Safety Agency (EASA) for its Lilium Jet, the company this week delivered the first fuselage for its flagship aircraft to its final assembly line in Wessling, Germany, marking an official shift from design to production.

In September, the manufacturer enlisted partner Aciturri to begin assembling the first of seven fuselages for the initial wave of Lilium Jet models. Those aircraft will eventually be deployed for flight testing with EASA in order to prove to the regulator that the design is safe for commercial operations. The campaign is aiming to culminate in type certification of the Jet in 2025.

The delivery of the first fuselage aligns with Lilium’s previously stated target of Q4 2023. According to that roadmap, assembly of the first Jet is expected to start before year’s end, with crewed flights of the first model beginning in 2024. On Wednesday, the company said its suppliers are also ramping up production of parts and systems for the aircraft.

“To see the first aircraft fuselage on the final assembly line ready to join up with the canard and wings is a proud moment for everyone involved in our mission to make aviation sustainable,” said Klaus Roewe, CEO of Lilium. “We firmly believe the Lilium Jet will usher in a new era of sustainable regional mobility, offering the highest safety standards, as well as superior comfort, unit economics, and customer experience.”

The German manufacturer’s flagship aircraft is an all-electric seven-seater expected to fly advanced air mobility (AAM) routes between towns and inner cities, cruising at 162 knots on trips spanning 25 to 125 sm (22 to 109 nm).

The Jet differs a bit from its competitors, such as Archer Aviation’s Midnight, Overair’s Butterfly, or Joby Aviation’s air taxi. Those designs use a tiltrotor architecture—in which the rotors rotate when shifting between vertical and forward flight. By contrast, Lilium opted for 36 electric ducted fans embedded in the Jet’s wings, with no moving parts.

But like its air taxi rivals, Lilium plans to offer low-noise, zero-emission flights in densely populated areas, ferrying passengers over the congested streets below. In September, the company started building the first all-electric propulsion system for its initial models, also partnering with Japan’s Denso to ramp up production of the Jet’s electric engine. In addition, it extended its collaboration with Slovak battery maker InoBat to prepare for high-volume manufacturing.

In the next phase, engines will be integrated into the Jet’s aircraft propulsion mounting system—a flap structure that forms the rear part of the wings and front canards, designed and built by partner Aernnova—for further testing. The fuselage, meanwhile, will be joined with the wings and canards.

Lilium’s Wessling location comprises a testing and manufacturing center, propulsion and aerostructures facility, final assembly building, and newly built battery assembly building and logistics hub. The latter is where parts and components will be prepped for integration on the final assembly line.

Keeping the Ball Rolling

Since receiving an initial certification basis for the Jet from EASA in 2020, Lilium has made steady progress toward commercialization.

Perhaps the biggest milestone was obtaining the DOA from EASA last month. The approval is essentially the regulator’s acknowledgment that a company meets the safety and regulatory standards required to produce EASA Part 21 aircraft that are fit to fly in shared airspace, as Lilium is seeking to do.

For manufacturers in the EU, DOA is a required step in type certification for aircraft developed under EASA’s special condition for VTOL (SC-VTOL) rules, which were designed as a standard for safe market entry globally. Lilium’s was awarded six years after the firm first applied for the rigorous process, and it establishes that the company is authorized to design and hold a type certificate for its aircraft.

“In simple terms, the DOA is our license to operate and confirms that Lilium has the organization, procedures, competencies, resources, and demonstrated rigor required to design and certify aircraft according to the very highest safety standards,” said Alastair McIntosh, chief technology officer and head of design organization at Lilium, last month.

In another update in July, the company said its means of compliance proposal—which outlines how it plans to adhere to the requirements laid out in its certification basis—was almost 80 percent approved by EASA. Means of compliance is another key requirement that will enable future flight testing.

Simultaneously, Lilium is working to certify the Jet in the U.S. The German manufacturer is the first and only eVTOL air taxi company with certification bases from both EASA and the FAA, setting it up for commercial launches in both markets in a few years. It plans to leverage the Bilateral Aviation Safety Agreement between the two agencies to accelerate the process on the U.S. side.

In October, Lilium laid more groundwork to bring its aircraft to the American market. Through a partnership with Houston-based EMCJet, a full-service aircraft brokerage and management firm, it will deliver five Pioneer Edition Jets—each billed at a hefty $10 million—to be sold to private customers nationwide.

The Pioneer Edition is the four-seat planned launch edition of the full-scale Jet, aimed at wealthy GA and business aviation operators. According to Lilium, it will be the first aircraft of its kind available for private sale in the U.S. A total of 50 are expected to be delivered globally, including to buyers in the Middle East, the U.K., and mainland Europe.

According to Matthew Broffman, head of Lilium partnerships and network for the Americas, the rollout of the Pioneer Edition will be an appetizer for the larger Jet and a key step in the company’s path to market.

“Disruptions in products, and specifically transportation, are best done when starting with the premium market,” Broffman told FLYING in October. “In the 1930s, it cost half the price of a car to purchase a ticket to fly from coast to coast. Tesla didn’t launch with the Model 3, but instead the $100,000 Roadster, and even the first refrigerator cost more than $10,000 in today’s dollars.”

After selling to the premium segment and introducing flyers to AAM, Lilium intends to roll out the six-passenger Jet to airlines, brokers, and charter operators for air taxi services around the world—including in South Florida. Outside the U.S., it has aircraft orders from operators in Brazil, Saudi Arabia, and China, where manufacturer EHang recently earned the world’s first eVTOL type certificate.

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On Wednesday, Joby revealed a major milestone in the road to a type certificated production aircraft with the rollout of its first model built on the company’s Pilot Production Facility’s final assembly line in Marina, California. Derived from released engineering drawings under the OEM’s purpose-built quality management system, the production prototype makes for a “major step” on the road to aircraft manufacturing at the scale that Joby projects in both its short- and long-term plans.

In the Wednesday event with longtime partner—and largest investor—Toyota, and a visit from California Gov. Gavin Newsom, Joby displayed the latest version of the eVTOL. It marks a first in the industry, too, to have a production prototype out the door, complete with the special airworthiness certificate to start flying it.

• READ MORE: DOT: Internal Strife ‘Hindered FAA’s Progress’ on AAM Regs

“Today’s achievement is the culmination of years of investment in our processes and technology and it marks a major step on our journey to scaled production,” said JoeBen Bevirt, founder and CEO of Joby. “We’re proud to have launched production in our home state of California. I’m incredibly grateful to the Joby team for their commitment to ensuring Joby remains the clear leader in this new sector and to Toyota for sharing their knowledge and experience with us over many years. Their support has been indispensable in helping us reach this point.” 

Newsom said: “California is proud to be home to some of the world’s most innovative companies. Joby is changing the game when it comes to the next frontier of flight: zero emission aviation. Our world-leading climate action relies on the technological advances and pioneering spirit of the private sector. Creating jobs and cutting pollution—that’s the California way.”

Full Scale to Full Scale

Joby began flying a subscale demonstrator in 2014—and it has been flying full-scale prototypes for six years now. In fact, flights of the preproduction prototype have become a regular sight at the Marina Municipal Airport (KOAR), where the last stages of assembly take place.

• READ MORE: Joby Extends U.S. Air Force Contract, Bringing Total to $131 Million

After an initial flight test program, Joby will deliver the aircraft to Edwards Air Force Base, where it will fulfill part of the company’s $131 million contract with the U.S. Air Force. If this beats other eVTOL manufacturers to the punch, it will mark the first customer delivery in the industry.

Toyota Motor CEO Joins the Board 

Toyota has been an intimate partner to Joby, assisting with the design of the production line and facility, with Toyota personnel embedded in Joby teams during the development and production of the prototype aircraft. Tetsuo “Ted” Ogawa, president and CEO of Toyota Motor North America Inc., joined more than 1,000 guests and team members at Joby’s Marina facility to celebrate the launch of production. 

Ogawa will also join Joby’s board of directors on Saturday. “We congratulate Joby on reaching this milestone and look forward to working ever more closely as Joby prepares to scale production and start operations,” he said. 

Joby Attracts $100 Million Investment

On Thursday, the company announced a deepening of its partnership with South Korea telecommunications giant SK Telecom with its $100 million equity investment. The agreement was executed on June 27, and comes as part of Joby’s planned participation in the country’s S-UAM Grand Challenge alongside SKT. The challenge will help South Korea develop its nascent aerial ridesharing program.

Range, Speed

Joby also unveiled more data on its production conforming prototype, giving range and speed figures, along with details on the battery and power systems as notches this progress with the final configuration. With dual-wound motors and isolated battery packs, the propulsion system and its energy storage system offer multiple levels of redundancy and no single point of failure.

The model’s peak power delivers “nearly twice the power of the Tesla Model S Plaid, despite being lighter,” according to the company, and its peak torque is roughly commensurate with that of a Ford F-350 heavy duty truck.

Pouch cells sourced from the automotive supply chain offer the right cell-specific energy needed to deliver on “key metrics,” said Joby in a presentation with the event. And at the pack level, the specific energy provided also conforms to the standard required—and meets the FAA’s safety strictures while still giving “industry-leading performance.”

Joby expects the aircraft to recharge quickly, in “the time it takes to deplane and load passengers on more than 95 percent of the trips taken today in our target markets.”

Joby’s New Prototype, By the Numbers

• Payload: 1,000 pounds

• Capacity: 1 pilot, 4 passengers

• Range: up to 100 miles (87 nm)

• Cruise Speed: up to 200 mph (174 knots)

• Noise Footprint: 45 dBA in cruise

• Peak Power: 236 kW

• Weight of Dual-Wound Motor Plus Inverter: 28 kg

• Peak Torque: 1,800 N m

• Continuous Torque: 1,380 N m

• Cell-Level Specific Energy: 288 Wh/kg

• Flight Cycles: 10,000 plus

• Pack-Level Specific Energy: 235 Wh/kg

The post Joby Rolls Out First Aircraft from Production Line 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.

The S200 was the only aircraft the company created, so the move also closes the aircraft division of the company.

In a statement, Sonaca’s CEO Yves Delatte called the move a “necessary decision” and blamed the pandemic for the disruption.

A Look at the Sonaca 200

Sonaca began manufacturing the aircraft in 2016 to target the training and leisure market but said it only managed to sell 57 units. The aluminum two-seat trainer was built as a low-wing monoplane and was powered by a 115 hp Rotax 914 engine.

Sonaca designed it after a South African light aircraft called the Sling 2. Though the Sling has been able to find a home in some flight schools—making a bigger case for LSA flight training—the Sonaca 200 failed to gain traction in this market.

Disrupted by Pandemic

“The COVID-19 pandemic, which will impact the aviation sector globally until 2025, has strongly affected general aviation, especially activities related to pilot training and education,” the company said in a statement. “This has resulted in an order level well below the break-even point for Sonaca Aircraft.”

It’s a stark contrast to the growth spurt the general aviation industry in North America has generally experienced. The company found it challenging to find enough customers to purchase its airplanes, but also said they had to deal with supply chain woes. When the General Aviation Manufacturers Association (GAMA) released its annual aircraft shipment report at the end of 2021, the Sonaca 200 was one of the few aircraft models with slumping sales. According to the GAMA data, Sonaca sold 19 aircraft in 2021 and 2020, and only eight in 2019.

Moreover, the company said it reached out to strategic partners in the industry to see if there was any interest in helping them create a new market segment for the aircraft. Their efforts were futile, as they found no support.

Thankfully for the employees, Sonaca said all the workers at the Temploux site in Belgium where the aircraft was manufactured were offered other positions through the parent company’s subsidiaries across Belgium. The Sonaca group’s complete portfolio of subsidiaries includes LMI Aerospace, Sonaca Montréal, Sonaca Brasil, Sinelson, Sonaca Aircraft, and Sonaca Space. Collectively, the five focus areas for the group raked in $542 million in revenue in 2021.

“We have to focus all our strengths on our expertise in aerostructures, where Sonaca aims to become a world leader by 2025,” Delatte said. “The know-how of each Sonaca Aircraft employee will be a real asset to reach this goal.”

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During a recent media tour of Rolls-Royce’s engine manufacturing plant in Derby, England, Chris Cholerton, president of Rolls-Royce’s civil aerospace division, told the FT that signals show “a lot more interest around potential widebody [sales] campaigns starting again now.” 

As passenger airlines struggle with limited seating capacity amid this summer’s strong bounce-back of air travel, Cholerton said Rolls-Royce now expects full recovery of the widebody market by 2024, the FT reported. Some carriers are “looking for deliveries from 2025 onwards.”

Congratulations to @etihad on the inaugural flight of their @Airbus #A350-1000 to London, powered by the #TrentXWB, the world’s most efficient aero-engine in service today. #PowerofTrenthttps://t.co/2WLtHgt9Lm pic.twitter.com/EmC1uw9n9b

— Rolls-Royce (@RollsRoyce) May 17, 2022

Rolls-Royce hosted the factory tour in advance of the U.K.’s biennial Farnborough International Air Show, where billions of dollars in new aircraft orders are traditionally announced. Set to kick off July 18, the event will be a key indicator of the airline manufacturing sector’s strength two years after the pandemic sent air travel plummeting to record lows. 

Demand for new widebody airliners presents a strong sign for recovery, the FT reports, because they’re largely used on long-haul routes, which have lagged behind sales of smaller narrowbody aircraft.

It’s a new dawn for Project Sunrise as @Qantas announces agreement for 12 Rolls-Royce #TrentXWB-97 powered @Airbus A350-1000 aircraft.
Read more here: https://t.co/ydBb7FseFM#PowerOfTrent pic.twitter.com/F1IZt4QHVO

— Rolls-Royce (@RollsRoyce) May 2, 2022

An increase in widebody sales also bodes well for Rolls-Royce, which manufactures the Trent XWB turbofan engine—the sole powerplant for Airbus’s most recent widebody twin, the A350. Airbus is projecting A350 production will increase from five per month to six per month by next year.

Earlier this year, Boeing revealed another delay in the expected entry into service of its next available widebody airliner—the 777X–now set for delivery in 2025. Cholerton said that delay may help push additional customers to the comparable Airbus A350-1000 variant.

Wowing the crowds in Singapore. Watch our #777X, the world’s largest and most efficient twin-engine jet, put on quite the flying display at #SGAirshow2022!

Watch more: https://t.co/vf8swGCjtM pic.twitter.com/zAI9wFbHuQ

— Boeing Airplanes (@BoeingAirplanes) February 15, 2022

“What we are both seeing is this increase in the market of widebody campaigns…some of those are potentially quite big,” Cholerton told the FT.

• READ MORE: Airbus Flies Rolls-Powered A350 with 100 Percent SAF

Airbus introduced a new freighter variant of the A350 last year to meet the needs of the air cargo segment. The A350F also is powered by twin Trent XWB engines. 

Cholerton’s remarks come after a major restructuring at Rolls-Royce, resulting in 9,000 fewer employees from a total headcount of 52,000, according to the report. The company has invested in more automation at the Derby factory, which the FT reports will cut production time for some turbine blades. Efforts are also being directed toward decreasing downtime for engine maintenance and reducing time spent for engine overhauls.

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