2014-04 Journal Entreprises

Transcription

AVRIL 14
LE JOURNAL DES ENTREPRISES ANJOU MAINE
Mensuel
1 ALLEE BACO BP 73207
44032 NANTES CEDEX 1 - 08 10 50 03 01
Surface approx. (cm²) : 285
N° de page : 21
Page 1/1
Daher. L'usine de Luceau mobilisée
pour le nouvel avion d'affaires
Dévoile le 12 mars dernier, le IBM 900 nouvel avion d affaires de Daher, a profite au site sarthois de I avionneur
L usine de Luceau a en effet produit les elements de
tuyauterie de I appareil Le dernier ne de Daher est le
fruit d un programme de trois ans qui a nécessite
160000 heures de travaux de recherche et developpement, et plus de 200 heures d essais en vol, pour un
DAHER
6392579300501/GTG/ATF/3
investissement global de 20 millions d euros Le groupe
annonce une quarantaine de commandes pour cette
annee avec une capacite de production annuelle de 50
machines Les trois premieres unites ont déjà quitte I usine d assemblage de Tarbes pour les Etats-Unis courant
mars Prix du IBM 900 au catalogue 3 7 millions de dollars
Eléments de recherche : Toutes citations : - DAHER ou COMPAGNIE DAHER ou DAHER INTERNATIONAL : société de transport/logistique et
fabricant de conteneurs/citernes - DAHER AÉROSPACE : fabricant de pièces composites pour l'aéronautique
AVRIL 14
Mensuel
11 boulevard des R?collets Immeuble Le Belv?d?re-6?me ?tage
31131 BALMA CEDEX - 05 61 14 42 00
Page 1/1
HAUTES-PYRÉNÉES
Daher-Socata lance le THM 900
Daher-Socatai
poursuit l'histoire I
aéronautique bi-l
gourdaneenlan-l
gant le IBM 900
avec six places,!
un mono-turbo-|
propulseur de nouvelle génération,
construit à Louey près de Tarbes. Il prend la
suite du IBM 850 lancé en 2008, en visant
l'entrée de gamme sur le marché de l'aviation d'affaires essentiellement américain. Il
peut franchir 3 200 km, jusqu'à 330 nœuds,
voler à 610 km/h à 10 DOO mètres d'altitude.
Le IBM 900 a déjà une quarantaine de
commandes et les trois premiers exemplaires ont été livrés à un client en Floride.
Le IBM 900 est facture 3,71 M$. Line nouvelle hélice à 5 pales en composite fournie
par Hartzell, une entrée d'air repensée,
l'ajout de winglets illustrent les principales
modifications du IBM qui conserve son
moteur. Une quarantaine d'exemplaires seront assemblés chaque année. L'essentiel
des pièces sont produites par le groupe à
Louey, au Maroc, à St-Julien-de-Chédon
dans le Loir-et-Cher, à Luceau dans la Sarthe
plus la sous-traitance. Lactivité IBM représente près de 25% du pôle aéronautique de
Daher-Socata à Tarbes avec 300 salariés
sur un effectif de 1300 personnes. Un millier
de salariés sont affectés aux travaux de
sous-traitance réalisés pour le compte
d'Airbus, ATR, Eurocopter, Dassault, Bombardier, Embraer.
DAHER
4861589300501/GOP/ATF/3
Eléments de recherche : SOCATA ou DAHER SOCATA : équipementier aéronautique, toutes citations
LE JOURNAL DES ENTREPRISES EDITION HAUTE GARONNE
AVRIL 14
Mensuel
44032 NANTES CEDEX 1 - 08 10 50 03 01
N° de page : 8
Page 1/1
» Hautes-Pyrénées. DaherSocaîa sort son IBM 900
Plus performant, plus confortable : le nouvel avion
d'affaires à turbopropulseur de Daher-Socata, baptisé
IBM 900, a été dévoilé mi-mars après trois ans de
développement. La société a déjà enregistré 40 commandes sur cet appareil certifié fm 2013 et lancé en
production Le groupe Daher-Socata a réalisé 1 milliard d'euros de CA en 2013 et emploie 8 DOO salariés.
DAHER
5451979300502/GBV/ADC/3
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26 MARS / 01 AVR 14
ZOOM ECO
Hebdomadaire
185 COURS DU MEDOC BP 143
33042 BORDEAUX CEDEX - 05 56 11 94 94
Page 1/1
Publication : LES ECHOS 26/03/2014 Auteur : Pierre ETCHELEKU
(64) - Un avion d'affaires qui fait la part belle aux sous-traitants béarnais
Daher-SOCATA (450 salariés) fabrique à Tarbes, le TBM900 (6 places, autonomie de 3 200
kilomètres, 3,5 millions de dollars) qui a séduit un grand nombre d'hommes d'affaires sur le
marché américain et dans les pays émergents. Les sous-traitants béarnais bénéficient de ce
succès : 660 appareils déjà vendus depuis la première version en 1991. 20 millions d'euros ont été
consacrés à son développement.
DAHER
5089879300508/GTH/AHN/3
Eléments de recherche : Toutes citations : - DAHER ou COMPAGNIE DAHER ou DAHER INTERNATIONAL : société de transport/logistique et
fabricant de conteneurs/citernes - DAHER AÉROSPACE : fabricant de pièces composites pour l'aéronautique
LE JOURNAL DES ENTREPRISES EDITION PROVENCE-COTE D'AZUR
AVRIL 14
Mensuel
44032 NANTES CEDEX 1 - 08 10 50 03 01
N° de page : 14
Page 1/1
Daher-Socata.
Un nouvel avion, le IBM 900
C'est à Tarbes que le groupe Daher-Socata vient de
dévoiler son nouvel avion, ie IBM 900. Après plus de
trois ans de développement, l'avion est déjà en
production, commande et prêt pour les premières
livraisons. Ce nouvel avion d'affaires à
turbopropulseur de la famille IBM, baptisé IBM 900, a
fait l'objet d'une optimisation de son aérodynamique et
de son installation moteur. Développé dans le cadre
d'un programme qui a nécessité 160.000 heures de
travaux de recherche et développement, et plus de
200 heures d'essais en vol. La vitesse de croisière
maximale est portée à 330 nœuds (611 km/h) à
l'altitude de 28 DOO fl (8 500 m) La distance
franchissable maximale est désormais de 3.200 km
avec une consommation de carburant de UO l/heure
DAHER
4864089300507/GVB/ALZ/3
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FLYER (PRESSE D'ANGLETERRE)
01/05/2014
Page 1/11
r
., ~1 Jacques Callies reports on the Tarbes-based
manufacturer's secret project: a complete
aerodynamic makeover of the already
successful IBM 850. The new TBM 900 is set to
become the company's sole model
hree years ago, in the utmost secrecy,
Daher-Scota gave its design office a
challenge: look at how to improve on the
TBM 850. No need to start from scratch
when you already have a high-performance
aeroplane which is loved by its pilots and owners,
and which continues to enjoy healthy sales. The
result is the new TBM 900. And while the name
doesn't mean that the engine develops 900hp, its
performance in comparison with the TBM 850
might make you think otherwise, as we shall see.
Despite regular visits to the factory in Tarbes, in
the foothills of the Pyrenees, the secret was well
kept Everyone thought that Daher-Socata was
working on a completely different aircraft It was
evaluating the prototype Grab SPn composite
business iet, and had recruited Christophe Robin,
DAHER
3648479300503/NVF/ART/3
the founder of DynAero, known for his creative
talent and mastery of composite materials, which
he had demonstrated when manufacturing
lighter aircraft
We knew that the jet evaluation had served
only to confirm that it was not the path to go
down, but that was about it So on 6 March we
were quite taken aback to discover that a team of
125 people had worked on a very different
project: improving the TBM 850 to make it a
more efficient and spectacular aircraft on several
levels, namely performance, handling, noise and
carbon footprint
It's tempting to make a comparison with the
Airbus A320neo (New Engine Option), which
bums less fuel, pollutes less and flies further than
its predecessor. The same is true in spades for the
Eléments de recherche : Presse étrangère
01/05/2014
Page 2/11
IBM 900, but where Airbus used new engines,
Daher Socata kept the same 850hp PT6A-66D and
concentrated on the aerodynamics
Trie IBM design dates back more than 30 years
and could certainly be improved Today, 3D CAD
modelling and computational fluid dynamics
programs have largely taken the guesswork out of
aircraft design The computers were let loose on the
TBM to check the aerodynamic choices of the past
New parts were created from composite materials,
with complex and precise shapes, and finally the
results were checked by extensive flight testing using
five synchronised GoPro cameras to film tufts of
wool, which make the aerodynamic flows visible
To sum up over three years work in a few lines
the changes have focused on anything that could be
improved aerodynamically The result is an aeroplane
that even non-experts can see is different from the
850 There's a modem Hartzell five-blade propeller,
and everything from the propeller back to the firewall
has been redesigned to optimise the efficiency of
the air intake and cooling There's a new inertial
separator, straighter exhaust outlets, double
mam-gear doors, winglets whose profile is copied in
the filet that blends the fuselage to the tail and a
new tail cone With the exception of the exhausts all
of the new parts are made from carbon fibre
At the same time, Daher has reviewed the
ergonomics of the aeroplane, interviewing owners to
find out what they would like corrected, starting from
the principle that the simpler the aircraft, engine and
avionics are to use, the better it will be for everyone
This is partculaily true for the TBM, which is generally
flown by its instrument-rated private pilot owner
rather than d hired professional The work focused
on all aircraft systems and some improvements are
DAHER
3648479300503/NVF/ART/3
truly spectacular Pressunsation is now totally
automatic, there is auto-start for the PT6 and a
torque limiter to prevent inadvertent damage from a
moment's inattention A 300 amp generator
replaces its 200 amp predecessor and if it fails
there's a 100 amp standby alternator that keeps all
the aircraft systems running - including de-iong
The cockpit has also been improved The bottom
of the panel has been redesigned giving more knee
room for larger pilots, there are new controls on the
yokes and the centre console now has just one
engine control The Carmin C1000 software has
been reprogrammed in order to simplify engine
management, and all controls, buttons and switches
have been redesigned and modernised, from the
landing-gear selector to the LED landing-light switch
and the circuit breaker panel And as the devil is in
the detail, two USB ports have been added to
connect the indispensable iPads Note to all aircraft
designers from microlights up ifs time to include
USB charging ports1
Speed and simplicity
When I learnt of the tremendous work done, I was
very interested even before seeing the new
machine and a little ashamed at having missed so
many dues With hindsight this change was so
predictable, especially when you know that Nicolas
Chabbert, Director of Date's Aircraft Division,
worked at Mooney when the small Texan
manufacturer developed its Ovation2 from the M20
As I arn known by the factory to be a long-standing
admirer of the TBM, I was privileged to be invited to
a confidential presentation of the new aircraft a week
before its official unveiling How can I not be an
admirer when I have engraved in my mind the
01/05/2014
Page 3/11
memory of a takeoff at 7am from Le Bourge! in a
IBM 700, and an arrival in Dallas the same night!
Without any particular preparation, without ferry tanks
and with the inevitable delays for Customs clearance
in America. What other single-engine aircraft could fly
4,616nm with four stops in less than 24 hours?
Now, Nicolas Chabbert had arranged for me to
take the controls of the 900. He placed me in the
hands of Chief Test Pilot, Stephane Jacques, a
friendly and modest man who gives no due to his
nipressK/e background as a fighter pilot and
ulitary test pilot. We began by walking around the
900, and as the aeroplane was parked next to an
850, the drag-reducing modifications stood out
The aircraft has always looked superb, but now
pven more so with its new winglets. According to
itephane, the winglets, which r_.
Jrag without increasing the wingspan, have no
neasurable effect on stall speed but improve
limb and cruise performance. In addition they
,:nprove handling.
On a turboprop (or any powerful single) in a
. rosswind the propwash affects one wing more than
!'if> other when vni i are sliDpine. With flaps don". !'
gives a fairly strong rolling effect This can be
countered by increased dihedral but regular dihedral
has various other drawbacks notably Dutch roll at
altitude The winglets increase the dihedral effect,
allowing greater power to be used wrth the flaps
down and tanmg the behaviour in a slipping
approach The limitation to 700hp in the 850 was
because of this effect The winglets allow the increase
to 850 with flaps down
Another important novelty is the disappearance
of power limiter The TBM 850 could only use 700hp
for take-off In the 900 full power can be used with a
torque limiter active throughout the flight envelope
and once settled in the owner's seat I notice that the
power limiting control has gone Even better there is
now just one engine control in place of the previous
three It's pretty dever with an H-shaped gnll enabling
it to act as both the fuel condition lever and a
combined power and propeller pitch control
Accord ng to Stephane Jacques, on the first flight
you ll be sceptical on the second you know you ll
know to use it by the third, you will have adopted it
fully There is of course a manual fuel override
control in case of an unlikely failure of the PT6's fuel
control unrt
Engine starting is simplified thanks to a starter
which cuts out automatically and becomes a
generator The p lot now just has to check there is
enough electric power for the start use the single
engine lever to turn on the fuel at 13°/o Ng and
monitor ITT which should not exceed 870° With a
warm engine I recorded a peak of 734°C With
226usg of fuel on board or 856 litres out of the
1 086 litre capacity, it also meant that we were not
particularly light
DAHER
3648479300503/NVF/ART/3
Stephane Jacques then reminded me of two
speeds to keep in mind 85 KIAS for rotation and
final approach, and 120 KIAS for the climb, best glide
and holding With these speeds you can do anything,
he said*
There s also another reason not to worry The
pilot no longer needs to think about pressunsation
The system sets itself based on the field elevation
of the destination set in the FMS flight plan
Simplicity itself1
Performance and price
Our flight began with a dimb to FL310 at Vy or 124
KIAS monitoring power to maintain 100% torque at
all times Starting from Tarbes which is at 1 260ft, we
passed FL70 after three minutes then PL 100 a
minute-and a half later and reached FL200 after
9min ISsec, still with 100% torque from K220
power started to decline gradually and we finally
reached FL310 in 15min 45sec wrth a maximum
torque of 89°/o This was a remarkable result, even if
we cheated a bit with a head start at take-off Starting
from sea level at gross weight, the POH gives a time
18min 45sec to FL310 in ISA temperatures a 4%
improvement compared to the TBM 850 and
21 mm 45sec in ISA + 20° which is a significant
16°/o improvement. Fuel burn averages 60usg per
flight hour With a 6psi pressure differential our cabin
altitude was 9 800ft at FL310
Next, 1 wanted to check the maximum cruise
speed at the certified ceiling of FL310 With 91 %
torque set (you gain a little power with speed from
the ram effect) I recorded 325 KTAS with a fuel flow
of 58 3usg Thaf s 7% faster than a TBM 850 At the
recommended power setting of 85°/3 torque we
saw 316 KTAS for d consumption of just under
56usg per hour still 7% better than the 850
Finally, 1 set long range power of 50% torque
and saw a speed of 260 KTAS for 38usg per hour At
this setting, we could have flown for five hours before
running out of fuel In still air you can therefore now
fly from Reykjavik in Iceland to Goose Bay in Canada
non-stop and land with a 1 20 fuel reserve That
opens up some interesting possibilities1
Whether ffs a coincidence or not the
performance increase is matched by a 6% price
increase The TBM 900 costs S3 71 m compared to
S3 5m for the 850 And the 850 is no longer a
choice by the time you read this the TBM 900 will
be Socata s only model
We descended gently down to FL290 the best
level to get the promised speed of 330 KTAS Thanks
to the torque limiter you no longer need to monitor
the over-torque warning in descents Once level wrth
the maximum torque of 96% I got 328 KTAS
Unusually the weather conditions were preasery ISA.
Stephane Mayer President and CEO of Daher Socata,
had told me excitedly about getting 331 KTAS I will
put the insgnrfcant difference down to me being a
little heavier than Stephane1
We then earned out an emergency descent which
would be necessary in the event of a pressunsation
failure or a fire To check the chances of survival I
asked Stephane Jacques to put on his emergency
oxygen mask it took him less than 10 seconds Once
the masks are on just pull the power lever all the way
back, roll sharply to one side and let the nose drop
until the speed reaches the Vmo of 266 KIAS The
result is an impressive 8 OOOfpm descent and we are
back in breathable air within two minutes
On a previous flight with Nicolas Chabbert in
IBM 850 Bite, he showed me how this very fast
aircraft could fry comfortably at just 80 KIAS, even in
30* turns. I was happy with slow flight, but Stephane
Jacques suggested we try some state. At dimb
paver, pulling the nose up to 25* and working a little
with the rudder and ailerons to keep the wings level
and the ball centred, we stalled at just 61 KIAS helped by the slipstream effect of the engine. At idte
power, clean, the stall came at 78 KIAS. In landing
configuration, once again die stall came at 61 KIAS.
There was no drama to the stalls, and the aircraft
resumes normal flight if you release the controls.
I also wanted to check the efficiency of the
torque limiter, gradually pushing the power lever
foavard at low attitude. Power rose to 108°/o, and
no further. Power above 100%) might seem
surprising, but it is allowed because this powerful
turboprop is de-rated from 1,825hp down to just
850hp, and the special alloys used in its turbine
Pactes will withstand high temperatures.
Before returning to Tarbes we flew some lazy
rights, just for fun! On this fine winter's day there was
a strong contrast between the welcoming immensity
of the deep blue sky and the sharp white teeth of tht
Pyrenees, each alternately filling the screen as we
played. Finally, I earned out a couple of reasonable
landings wrth go-arounds. That allowed me to
confirm that the approach was simple if you set
power to 18°/o torque and leave it there, without
worrying too much about the speed, which varies
between 85 and 90 KIAS. If you touch the power in
01/05/2014
Page 4/11
an effort to be more precise, you will end up chasing
the airspeed indicator. The first landing was a little
firm as I flared slightly high, but not too bad The
go-around was easy, despite the torque effect one
might expert from the 850hp.
Waiting for us on the ramp at Tarbes were Nicolas
iiabbert and my German friend Dr Birgit Hutz, the
i 'resident of the European Mooney Pilots and
Owners Association (EMPOA). Micolas had wanted
her to be part of this very special day. It took quite a
white to come down to earth after the flight, and
there was so much to talk about As we chatted,
Stephane Jacques explained the philosophy behind
the project: "Every irritant that could be removed...
well we've removed it!"
I was already a TBM enthusiast so to be objective
.vill leave the last words to Birgit the pilot-owner of a
.iooney Ovafon2 who sent me this email once she
.wived back in Germany
Thursday was a great day for me, I am so happy i
could fly this fantastic aeroplane. It was the first
turbine I've flown, as well as bang the fastest and
highest I've ever flown. You can feel its power and
performance. I was astonished how easy and how
much fun it is to fly. It combines both a fast
aeroplane to get from A to B, and an aeroplane that
you can have fun with, and because it is 'handy' so
you can play with it in the air. It also has such an
ergonomic design. And besides its performance, ifs
fun. it handles beautifully and it looks great inside and
out I wish this TBM a lot of success!'
What can you add to that? •
TECH SPEC
DIMENSIONS
Wingspan
Length
Height
.42ft Im (1283m))
_35ft2m(1074m)
14ft3in(436m)
WEIGHTS & LOADING
mtow
Empty weight
.
7,394lb (3354kg)
4,623lb (2097kg)
* PERFORMANCE
Max cruise speed (28,000ft)
330kt (mph)
Time to climb to 11,000ft (at mauw)18min 45sec
Max range (45min reserve)
1 730nm
ENGINE
Pratt & Whitney PT6A-66D 850shp
»"*
ii
f
SEATING
PRICE
553 /1 m
m CONTACT DETAILS
vmwtbm aero
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_.-
-
I
*
I
01/05/2014
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01/05/2014
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Winglets add dihedral and allow full power to
be used on take-off, unlike the IBM 850 which
was physically limited to 700shp
DAHER
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01/05/2014
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w
DAHER
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/
**
15/04/14
PILOT (PRESSE D'ANGLETERRE)
Page 1/1
paher-Socata introduces
inew TBM 900
Dahpr Sncats has unveiled the latest version of its single-engine
Tine" the TBM 900 Three years, 160,000 research and
development hours and 200 hours of flight testing have been
invested in the aircraft, which compared to its TBM 850
predecessor offers improved efficiency, improved cockpit and
cabin environments and enhanced performance without increased
fuel consumption or more engine power
The new model features 26 modifications and improvements
over the TBM 850 They include addition of winglets a vertical fin
strake and a new tailcone, a five-blade composite propeller and
redesigned spinner, nose-to-firewall redesign featuring a banana
shaped air intake for improved engine airflow carbon fibre
cowlings and new exhaust stacks, new control yokes and a restyled
cockpit for increased visibility and easier access to secondary
system controls, single-control throttle operation with a new torque
limiter that enables the use of the full 850shp at takeoff revised
electrical system with SOOamp starter generator that allows new
avionics and electronic devices to be installed, new generation
lOOamp stand by alternator that provides electrical input in case of
power supply loss and a redesigned cabin layout and seats for
DAHER
2842189300506/NVF/ADC/3
greater passenger comfort lower noise levels and an automated
pressunsation system
The TBM 900 has an increased maximum cruising speed of
330kt at 28 000ft and reduced fuel consumption that extends its
maximum range to 1730nm with five passengers By using all the
available engine power at takeoff ground roll is reduced - even in
hot and high conditions - while improved climb rate enables it to
reach its 31 000ft service ceiling in 18mm 45sec Customer
deliveries are scheduled to begin at the end of March
25/03/2014
FLIGHT INTERNATIONAL (PRESSE D'ANGLETERRE)
Page 1/1
TURBOPROP KATE SARSF1ELD LONDON
Daher-Socata continues IBM
evolution with -900 unveiling
French airframer reveals latest version of 25-year-old high-speed turboprop single design
has turned up
at in the single-enginod
turboprop market, with the unveiling of its IBM 900.
First deliveries of the aircraft the latest evolution of the
25-year-old TBM design - were
made to three customers in the
USA and Europe on 20 March.
The TBM 900 replaces the;
TBM 850, which was introduced
in 2006 as a revamped and re-engined version of the original TBM
700 series. nahpr-Snraia airplane
business unit senior vice-president Nicolas Chabbert says it has
delivered 662 TBMs in total 324 700s and 338 850s.
He says the company had been
looking to improve the 850 prior
to its acquisition in 2009 by
French aerostructures manufacturer Daher.
Development of the TBM 900
has been kept firmly under
wraps, however. Flight testing of
the technology for the new variant began in late 2010 from its
Tarbes headquarters using a modified TBM 700 test aircraft.
The second and third test aircraft were manufactured from
scratch, however. In total the trio
have flown 215h, culminating in
US and European certification in
December 2014.
The $3.7 million TBM 900 retains considerable commonality
DAHER
0843279300507/NVF/ADC/3
The TBM 900 includes a number of aerodynamic modifications
with its predecessor, including
the Pratt & Whitney Canada
PT6A-66D powerplant. However,
it offers improved efficiency and
performance thanks to aerodynamic modifications including
winglets, a vertical tail-fin stroke
and a new tail cone.
Top cruise speed is increased
by lOkt (19km/h) to 330kt at
28,000ft (8,530m) and maximum
range is extended by more than
300nm (560km) to l,730nm
thanks to a reduction in fuel consumption to 140 litres per hour.
Single-control throttle operalion and a new torque limiter enable the use of full power BSOhp (634kW) - at take-off,
reducing ground roll even in hotand-high conditions.
The TBM 900 has a new fiveblade composite propeller and
redesigned spinner. It has also
'
!
|
j
j
undergone a nose-to-firewall redesign to improve engine airflow
circulation. The cockpit gets a
new control yoke and centre pedestal. The display panel has been
redesigned for increased visibility and interaction with secondary
system controls.
Chabbert acknowledges the
turboprop sector has been hit by
the downturn. Annual deliveries
of the TBM 850 fell from a peak
of 60 aircraft in 2008 to 36 the following year. "The market is shifting. Last year we delivered 40
aircraft and we have 40 orders already for the TBM 900," he says.
Demand for the aircraft is expected to come from existing
TBM owners, operators of other
single-engined turboprop types,
high-performance piston twins
and singles, and very light and
entry level jets. •
01/04/2014
AIR INTERNATIONAL (PRESSE D'ANGLETERRE)
Page 1/1
IBM 900 Revealed
This pair of Daher-Socafa f EM 900s are understood to be F WWRE and
F WWRJ Darvr 5
Daher Rocata recently revealed
the new IBM 900 single engine
turboprop after a three year
programme involving 1 60 000
research
and
development
hours and 200 hours of flight
testing
Compared to the IBM
850 the new model features 26
modifications and improvements
The most noticeable is the
DAHER
6256379300508/NVF/AVH/3
addition of winglets and a
vertical tailfin strake and a new
five blade composite propeller
and redesigned spinner slightly
increasing the wmgspan and
fuselage length compared with
the earlier mode Other external
changes include a new tailcone
a nose to firewall redesign to
improve engine airflow circulation
a banana shaped air intake
carbon fibre cowlings and new
exhaust stacks Inside the cockpit
has been restyled for improved
visibility and easier access to
secondary system controls while
the cabin has a new layout with
more comfortable seats lower
noise levels and an automated
pressunsation system A revised
electrical system with a 300 amp
starter generator enables new
avionics and electronic devices to
be installed
The TBM 900 has an increased
maximum cruising speed of 330kts
(611km/h) at 28000ft (8534m)
and reduced fuel consumption
extends its maximum range to
1 730nm (3 204km) with five
passengers Customer deliveries
were scheduled to begin at the
end of March by when at least
14 aircraft had been built or
were being assembled at the
company s factory at Tarbes The
majority of the 14 have US civil
registrations reserved MikeJerram
01/04/2014
AVIATION INTERNATIONAL NEWS CT (PRESSE DES U.S.A.)
Page 1/2
Daher-Socata unveils
faster and quieter TBM
by Chad Trautvetter
Daher-Socata unveiled the latest iteration of its turboprop single, the TBM 900, at company
headquarters in Tarbes, France,
on March 12 Derived from the
TBM 850, itself a variant of the
original TBM 700, the new version offers better efficiency and
performance without an increase
in fuel consumption or engine
power, according to the company.
The aircraft received both FAA
and EASA approval before it was
publicly unveiled.
Wmglets, a new tailcone and
a five-blade composite propeller with redesigned spinner distinguish the TBM 900 externally
from its predecessors. From the
nose to the firewall the aircraft
has been redesigned to improve
engine airflow circulation,
through use of a banana-shaped
air intake, carbon-fiber cowlings
and new exhaust stacks
The new aircraft retains the
Pratt & Whitney Canada PT6A66D engine found on the TBM
850, as well as its Garmm G1000
avionics suite Daher-Socata said
customers have been happy with
the 850's Garmm glass cockpit,
so it decided to retain the system
in the 900. However, the cockpit
does include several "enhanced
human-machine interface features," including an ergonomic
control yoke and a revised cockpit center pedestal that incorporates single-lever power control.
Other new features include a
revamped electrical system with
a 300-amp starter generator,
which provides a semi-automatic
start-up, and 100-amp standby
alternator In addition, the TBM
900 has lower cabin noise lev-
DAHER
4647989300507/NVF/AVH/2
els than its predecessor, an automated pressunzation system and
new-design seats
Compared with its predecessor, the TBM 900 has a top cruise
speed that is 10 knots faster, 330
knots at FL280, and maximum
range with five passengers and
a 45-mmute reserve has been
extended to 1,730 nm from 1.585
nm thanks to reduced fuel consumption of 37 gallons per hour
Since the TBM 900 can use all
of the available 850 shp of engine
power on takeoff, compared
with 700 shp on the TBM 850,
the aircraft's sea-level ground
roll is reduced to 2,380 feet,
down by 460 feet. Meanwhile,
an improved climb rate takes
the new model to its 31,000-foot
ceiling in 18 minutes 45 seconds,
about two minutes more quickly
than the TBM 850
The TBM 900 was developed on the quiet during a
three-year development program that included 200 hours
of flight-testing. In fact, it was
so secretive that customers were
told of the new aircraft only
three weeks before the official
March 12 unveiling, and those
who placed orders did so without seeing it Despite giving
only basic performance data
and the selling price ($3 7 million), the company took orders
for 40 TBM 900s before the aircraft was publicly unveiled
First delivery to launch customer Larry Glazer-who owns
Rochester, N.Y.-based commercial/industrial real-estate developer Buckingham Properties
and is president of the TBM
Owners and Pilots Associationtook place on March 20 dur-
ing the TBM 900's formal U.S.
debut at an event in Polk City,
Fia Glazer has logged more
than 5,000 hours in TBMs over
the past 20 years, starting with
TBM 700 S/N 9 in 1994 and
then upgrading to a non-glass
cockpit TBM 850 in 2008. He
had already been in contact
with Daher-Socata to upgrade
to a GlOOO-equipped TBM 850,
so Glazer didn't hesitate to say
yes when Daher-Socata president and CEO Stephane Mayer
called him to ask if he wanted to
be first in line for the new model.
Glazer's new aircraft (S/N
1003) was one of four TBM 900s
displayed at the U S unveiling
at Kermit Weeks's Fantasy of
Flight museum The other three
were demonstration aircraft that
will be available for viewing and
demo flights at the Sun V Fun
Fly-In early this month in Lakeland, Fia.
During the U.S. event, Patrick Daher, CEO of Socata
parent company Daher, told
attendees, "The TBM 900 benefits from the resources of Daher
and some $30 million of investment With the TBM 900, Daher
is now a true aircraft manufacturer with full capabilities
to manage complex programs,
from design and development to
production, delivery and aftersales support."
Daher also revealed that
Daher-Socata is "looking to
acquire additional manufacturing capabilities in the U.S "
Asked by AIN to elaborate further, he said that the company
wants to buy an existing aerostructures company within the
next year or so. Daher noted,
"All options are on the table,"
adding that the only constraint
at this point is that the acquisition "would need to be a good fit
for Daher-Socata "
G
01/04/2014
AVIATION INTERNATIONAL NEWS CT (PRESSE DES U.S.A.)
Page 2/2
The first TBM 900 was dtlivend
last month during the aircraft's U. S.
debut. Features that distinguish the
new aircraft from its predecessor
include winglets, a new tailcone and
» five-blade composite propeller.
Like the TBM 850, the TBM 900 includes the popular G1000 avionics suite from Garmm
It will, however, feature several human-machine interface improvements from the 850
DAHER
4647989300507/NVF/AVH/2

2014-04 Journal Entreprises

Transcription

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