One theme to my recent reporting and media support in the personal aviation industry has focused on the advanced materials from which the latest aircraft are composed. Composite airframes have matured over the past 20 years—no more overbuilt Beech Starships; now we have more than 10,000 Cirrus SR series singles delivered. But beyond the “skin” lie applications for everything from carbon fiber to thermoplastics in game-changing ways.
Hartzell’s Composite Props
Case in point: Hartzell’s ever-expanding line of composite propellers. The first composite prop was essentially a wood core with a metal leading edge—but we’re way, way beyond that now.
We have had the pleasure of supporting Hartzell’s media efforts at AERO this year, and it’s been very cool to have a front seat to the deep dive they have provided on just how different their new props are. Laid over a rigid urethane foam core, dozens of layers build up the body of the blade over a stainless steel shank. A nickel cobalt leading edge protects the robust blade, belying its thin profile. These stand up so well to the rigors of flight that they have essentially an unlimited life—they can be overhauled repeatedly, adding materials back up to spec rather than filing them away.
A recent white paper released by Hartzell outlines just how this is done, and it’s worth a read, since their props can be found on everything from the CubCrafters Carbon Cub to the Cirrus SR22T to the Daher TBM 960.
JJ Frigge, president of Hartzell Propeller, talks composite props with Flyer’s Ian Seager in front of the Carbon Cub at AERO 2025. [Credit: Julie Boatman]Hartzell’s first press conference at AERO 2025 gave President JJ Frigge the opportunity to brief the media on the latest in composite prop technology. [Credit: Julie Boatman]
That Citation Longitude Wing
Another place where you’ll find advanced materials making manufacturing more streamlined—and often reducing parts count—lies within the wings and fuselages of Textron Aviation’s Citation Longitude and soon-to-debut Beechcraft Denali. I sat down with Jimmy Beeson, vice president of product innovations at TextAv, and he described how they are able to build the wing monolithically on the Longitude, and they are applying similar principles within the airframe of the Denali. The clean-sheet designs allow for this development—and form one solid reason why we can’t just innovate iteratively. We need to start from scratch to realize the biggest leaps in technology.
Textron Aviation’s Cessna Citation Latitude features advanced materials inside and throughout the airframe. [Credit: Julie Boatman]
Aura Aero’s Integral R
While a composite aerobatic aircraft doesn’t feel quite as new, the beauty of the recently EASA certified Integral R two-seater lies more than skin deep. The R made its stateside debut at the Sun ‘n Fun Aerospace Expo, and no less an aerobatic star than Mike Goulian has taken it up as his latest mount.
Aura Aero recently delivered the first Integral R in its portfolio of two-seat composite aircraft. [Credit: Julie Boatman0
If you would have asked me 100 days ago, I could not have anticipated the landscape we currently survey as we entered the week at AERO 2025 in Friedrichshafen, Germany.
Or could I? We certainly knew from past experience that tariffs might rear their head in the second round of this administration in the U.S. What I didn’t expect was the apparent tilting of the map of allies in the geopolitical sphere. For which I only have the answer: this too shall pass, along with other mercurial shifts we’re now learning to brace ourselves for.
Still, in the face of all these headwinds, the aviation industry presses forward, even as deliveries pause while the uncertainty over what tariffs will be applied, by whom, on what finished products and raw materials, and when. At this moment (3:40 am CET on Thursday, April 10), we have one answer, but that is guaranteed to change.
The Elixir two-seat trainer with a Rotax 912 is one of 12 aircraft on order for Egnatia in Greece. [Credit: Julie Boatman]
Elixir, Daher, Cirrus
Taking a moment to reflect on the success of 2024—a balm to soothe our collective nerves—the trio of OEMs holding press conferences on Wednesday morning reported gains last year in deliveries across models, and healthy backlogs on which to balance into the coming months.
Elixir Aircraft reported 33 of its two-seat training aircraft delivered overall, with up to 60 firm orders (two years’ production at current rates), while Daher delivered 82 total (56 TBMs and 26 Kodiak 100s/900s) with a 1- to 2-year backlog on those models. Cirrus pushed out 630 of its SR Series, and 101 Vision Jets, and also sits on a strong order book.
Daher Aircraft CEO Nicolas Chabbert (left) presents findings from the EcoPulse project with Head of Design Christophe Robin. [Credit: Julie Boatman]
Whether those hold is anyone’s guess. With little room on price to absorb tariffs, the landscape ahead is unclear. Nicolas Chabbert, CEO of Daher’s Aircraft division, put it plainly: “Are people ready to pay more? They are ready to pay nothing more… So who’s going to pay?” The OEMs can’t. Why? “Because we can’t. If aviation was hiding 20 or 30 percent margin, you’ve got to tell me.”
Todd Simmons, head of customer experience at Cirrus, highlighted deliveries of the SR Series and Vision Jet. [Credit: Julie Boatman]
While Cirrus keeps its primary manufacturing lines in the U.S., in Duluth, Minnesota, and other facilities, Daher has production spread between plants in France and Idaho, and a third line in development in Stuart, Florida. But even though there is a head start on transforming portions of the buildings at the former Triumph plant, Daher doesn’t expect to begin cranking out TBMs on that line until early 2027. Elixir is growing at La Rochelle, on France’s west coast, along with plans for reassembly in Sarasota, Florida, already underway, with FAA certification on track for later this year, according to Elixir co-founder and CMO Cyril Champenois.
But the idea that companies can flip a switch on a new production line fast enough to mitigate the pause in deliveries prompted by the tariffs on the table is ludicrous to anyone with intimate knowledge of aircraft manufacturing.
Business Aviation Leadership Panel
At noon, the new Business Aviation Show Hub (“the Dome”) outside of Hall A2 at AERO, buzzed with a collection of leaders convened to further explore these concerns. While workforce recruitment and implementation of technology such as AI have been at the forefront of conversation for the past couple of years, the global economic scene now overshadows positive gains in these areas.
New GAMA president and CEO Jim Viola joined Florian Guillermet, executive director at EASA; Carlos Brana, Dassault Aviation; Phil Straub, Garmin Aviation; Lannie O’Bannion, Textron Aviation, Deniz Weissenborn, Platoon Aviation; and Chabbert, hosted by Volker Thomalla, editor in chief at Aerobuzz.de, to give an assessment.
Focusing on what they can control—building on the sector’s safety record, attracting new talent, striving towards net zero emissions—those on the panel sent the clear message that they intend to continue cooperation across the pond. There’s an ocean there, between Europe and North America, but it’s not perceived as a barrier. Guillermet in particular called out this desire to continue the shared roadmap between FAA and EASA. “We need to have an approach that is building confidence; there is no reason not to have it.” While the treatment of business aviation in Europe faces intense bias against it, he expressed hope that by promoting the benefits to society generated by utilizing aircraft in a variety of roles those attitudes can be countered.
Flying is all about preparing for unforeseen events and building resiliency into our procedures and processes to withstand areas of turbulence. We must build this resiliency into our relationships as well, as it is clearly those we rely upon to ensure we stay the course. Ours is a global industry, interconnected in ways that resist the “dis-integration” pressure upon us. Like an SOP honed over time, this foundation forms our strength. Together, facing the unexpected with that in mind.
When a child decides to dress up like a scientist for Halloween, you know that STEM education has struck home.
When that child chooses the pink overalls worn by The Space Gal, Emily Calandrelli, you recognize the impact that one woman’s YouTube channel has had on the zeitgeist.
Calandrelli joined the Women in Aviation 2025 conference on March 27 with a keynote session that drove straight to the point: Representation leads to the Belonging that powers Drive and Opportunity. She contends that success doesn’t happen without all three working in concert.
I couldn’t agree more.
With 1.1 million followers on Instagram (@thespacegal) and a YouTube channel with 151K subscribers (@EmilysScienceLab), Calandrelli appears to have hit a sweet spot in the market. But upon closer examination, she revealed, she remains part of a tiny minority of TV/streaming science presenters who are female: less than 2 percent.
Yet her latest series, Emily’s Science Lab (based on her previous work, Emily’s Wonder Lab on Netflix), has resonated. And Wonder Lab continues to draw viewers, ranking in the top 13 percent of all shows and movies.
Why are female presenters considered a “financial risk” for science programming? Emily Calandrelli gives the context. [Credit: Julie Boatman]
This success flies in the face of the chorus of naysayers she encountered when pitching her concepts to traditional networks like the Discovery Channel, where female presenters on STEM topics are viewed as a “financial risk.” The context for the resistance she experienced isn’t going away, unfortunately, but growing stronger (amazingly) in the backlash that trying to shove women back into “traditional roles” (whatever that means… ).
“Their arguments are, one, men don’t want to watch women on television. We scare them. And two, that there’s simply no market for female viewship in science.”
Calandrelli counters this perception with the example set by Reese Witherspoon and the production company she founded, Hello Sunshine, specifically created to develop and execute TV and other media written by, directed by, and starring women. Witherspoon’s success stands in plain sight: Big Little Lies (with 43 percent male viewship). The Morning Show. Little Fires Everywhere. The Last Thing He Told Me. Gone Girl (with 40 percent male viewership).
She related the catalyst for Hello Sunshine: “In one speech [Witherspoon] gives, she says, ‘You know, I would get exasperated reading, script after script, where there would be a woman in an emergency scenario, and in that emergency scenario, she’d stop and look to the guy and say, ‘Well, what do you do now?’ And she said, ‘Do you know literally any woman in your life who would have no idea what to do?'” Certainly, women pilots can relate to this, completely!
After she flew into space on a Blue Origin transport in November 2024, Calandrelli vowed to translate that experience—and her celebrity as the 100th woman in space—to reach further than the series of children’s books she’s authored. Emily’s Science Lab takes 100 experiments from those books and brings them to life in Technicolor rainbows. The sets entice young viewers, but also provide them with a down-to-earth role model they can emulate.
Recruitment comes down to representation: we feel belonging and can achieve goals when we see others like us in the room. [Credit: Julie Boatman]
Calandrelli points back to her college life, as she studied mechanical and aerospace engineering at West Virginia University, where she discovered her own sense of belonging amongst her professors and the handful of female engineering students in her classes.
“When I got to college,” she said, “I found a sense of belonging with the female engineers, which there were not many, and we all became close in those classes. And my professors, they became mentors who introduced me to opportunities that I could never have had otherwise.”
I contend that most of us who have succeeded in aerospace fields can relate back to at least one critical mentor of our gender. Perhaps, as in my experience, they didn’t meet that person until later. For me, it was after I earned my flight instructor certificate, after college at the University of Colorado at Boulder. In the Colorado Chapter of the Ninety-Nines, which I joined in 1993, I met two pivotal mentors: Donna Miller and Gretchen Jahn.
At the time, Miller had taken on a special role at Jeppesen, where she served as a personal assistant to the legendary Captain Elrey Jeppesen, as he entered late-stage retirement. She helped him collect his memories and put them in order, an honor to be sure. Miller did me a solid when a position posted in Jepp’s Aviation Courseware department for a technical writer—she walked in my resume. Miller went on to fly for the airlines, retiring earlier this year as a captain for American.
Then, I met Jahn, who co-owned a Cessna 182RG with her husband Karl, and she needed a flight review. From that basis our friendship formed, and over the years I cheered her on as she secured venture capital for a software start-up, and then joined Mooney as its CEO. Jahn followed that with “rescue CEO” efforts at Remos in Germany, and Alpha Aviation in New Zealand. All along, I went to her for advice at various stages of my career, and from her I learned to acknowledge and balance what I wanted to achieve with what resonated personally. And even more so, seeing how she navigated both the hits and misses helped me understand that I could survive when I inevitably faced my own successes and mistakes.
Gretchen, Ruby Sheldon, and me at the Air Race Classic 2005, flying the Mooney M20R Ovation. [From the author’s collection]Donna and I at her retirement party from American Airlines. [Credit: Julie Boatman]
Yes, Calandrelli is right. Both Miller and Jahn showed me directly what was possible, and actively helped me achieve it.
Representation leads to Belonging, which powers Drive and Opportunity.
“A world where the sky is open to all—where aviation and aerospace dreams are possible without barriers.”
Without barriers. If you had to encapsulate the mission of Women in Aviation International, that’s it. The fact we’re even *having* a conversation about the raising of those barriers in 2025 is unbelievable.
But here we are.
WAI25 Meets the Moment
Each time winter breaks through to the first signs of spring, I weigh our ever-expanding travel schedule to determine which aerospace events to attend against three factors:
What I must attend
What I want to attend
What I can prioritize down in order to say yes to 1 & 2
The Women in Aviation International Conference—which I’ve made a part of my life since 1999—once more went from a “want” to a “must.”
Now, more than ever, this association’s critical mission meets the global moment as it faces a list of challenges, many coming from the U.S. government leadership, that would have been unimaginable a year ago.
Every day brings news of more “takedowns”: the violent scrubbing of resources and references supporting diversity, equity, and inclusion initiatives from websites to policy manuals, in the interest of tilting the playing field back to where it was in some vaguely unspecified time before we recognized the importance of representation across our workforce and communities.
WAI CEO Lynda Coffman pulled zero punches kicking off the conference on Thursday, March 27, at the Gaylord Rockies Resort & Convention Center in Denver at the opening general session.
“As we sit here now, our hard-earned achievements and accomplishments are being erased,” said Coffman. “The policies that are perpetuating barriers and negative stereotypes will only reduce the number of women who can or want to enter aviation.”
So why should we care? Coffman—speaking from experience given her previous role in senior leadership at United Airlines—drew a direct connection to the bottom line for the aerospace industry. “That will lead to smaller talent pipelines for the industry. And those smaller talent pipelines mean a smaller talent pool for the industry, which means thinner pickings for the most qualified people.” That’s not good for anyone—especially when we compare the industry’s “stellar” safety record under these broadening initiatives and their positive impact on the recruitment of the best people.
Tapping into the spirit of the room, which numbered several hundred young people interested and invested in aviation sitting next to seasoned aviation professionals, Coffman asked how many felt disoriented, abandoned, and, yes, angry, given the current state of affairs. Hands flew up. “Yes, you should be feeling angry, because the rhetoric that’s down there right now is a damn outrage.
“How dare anyone say we are less than, or less qualified because of our gender? It’s utter BS.”
Coffman urged those taking part in #WAI25 to move those feelings to collective action:
Stand together and make their voices heard.
Reach out to those women and allies feeling isolated, singled out, or anxious.
Grow the community, with the stretch goal to lift membership in WAI to 25,000 by April 15.
“Let’s also make this a day,” said Coffman, “that we’ll send the message that we will stand together, we will not be undermined, we will not allow our talents and qualifications to be questioned, and we will not stand for our full contribution to history to be erased.”
The year kicks off—at least from a general aviation perspective—with the annual GA Shipments and Billings Report produced by the General Aviation Manufacturers Association (GAMA) and its associated press conference held in concert with meetings of the association’s board and various committees.
With the National Press Club tied up, GAMA hosted the conference at the George Washington University’s Jack Morton Auditorium near Foggy Bottom in Washington, D.C., which honestly made for a more comfortable venue in light of the packed house that may have overwhelmed the Press Club’s more intimate quarters. Youth infused the production, which was executed by talented GWU students in concert with GAMA’s highly professional team.
The delivery and billing numbers didn’t surprise me—generally positive news there. Once more, much is at stake as the playing field shifts again before our eyes.
The vibe in the room sets the tone for the year. In 2020, the specter of COVID was just beginning, with lockdowns not yet in place in the U.S. but challenging already in Europe. In 2021, the Russian invasion of Ukraine had just transpired days before. Supply chain repercussions echoed through 2022 and 2023, with FAA Reauthorization looming large last year.
With as much change taking place on a daily basis as we’re seeing this first quarter of 2025, it wouldn’t surprise me to see a necessary change in course prompted by one of several factors in play:
Tariffs by the U.S. and retaliatory answers from Canada, Mexico, China
The charge to slash U.S. government regulations and only replace them at a 10:1 ratio
Egregious use tax implementation in Europe, targeting business aviation
Deeply cutting personnel reductions at key agencies, including FAA, DoT, and Department of Commerce
And, oh yes, privatization of the National Airspace System in the U.S.
To kick off, Pete Bunce, current chairman and CEO of GAMA, clearly bases the association’s strategy on tariffs based on what transpired with the first go-round of the current administration, when tariffs were floated and walked back. “We want to work with the administration on smart policies to be able to go in not to debilitate this industry,” said Bunce.
Using a typical GA powerplant—whether piston, turboprop, turbine, or electric—as an example, Bunce illustrated the impact on an industry that already suffers from a stressed supply chain. “[As for] tariffs and our supply chain…the challenges have been vast. And when you think about supply chain, it’s not easy to switch a supplier. When you go and switch a supplier, you’ve got to recertify that supplier. So that burns up resources from the regulators on either side of the Atlantic… So if we add tariffs on top of that to debilitate the industry, that can have very severe unintended consequences. Whether you’re talking about aluminum, whether you’re just talking about cross-border transactions—remember, when we produce an engine, parts and pieces cross borders all the time—if you’re starting to add tariffs to each one of those transactions, [they] become significant.”
Another echo of the previous charge to slash regulations may also have consequences that kill a lot of good work done by industry and government in partnership to streamline the certification process (MOSAIC), encourage bilateral agreements between FAA and EASA, and integrate UAS into the National Airspace System. “We in aviation can’t do anything without regs, policy, and guidance,” said Bunce, “and a lot of those are enabling regulations. How we interpret this, how it was in the first administration—2 to 1, now it’s 10 to 1—how we are going to actualize that to keep the momentum going forward on policy and guidance?”
An Oxford Economics impact study quantified the positive effect the business aviation industry has in the EU, in terms of jobs and revenue. [Credit: Julie Boatman]
A move in Europe to enact Draconian passenger use taxes on business aircraft forms a third distinct threat to the forward momentum of the industry. France stands to implement a “green” tax that would charge up to 2100 Euro per passenger on every business flight operating in the country. It’s an absolutely fallacious means by which to purportedly limit business aviation emissions—and would only serve to kneecap the very segment of the aerospace industry that is the incubator for innovation. It’s a sector that a recent Oxford Economics study commissioned by GAMA and the European Business Aviation Association reported 440,000 jobs and an economic input of 110 billion Euro into the European economy.
“But what are we seeing over there?” asked Bunce. “We are seeing policies that attack our sector of aviation but also taxes that hit every sector of civil aviation—and these taxes aren’t what we thought about three or four years ago that dealt just with sustainability. These taxes are debilitative taxes that are simply going to be tax revenue for France or for other countries out there. The French government just signed into law a tax policy that has the potential of charging every passenger on a business aviation aircraft turboprop or jet up to 2100 euro per flight.
“Think about that,” he continued. “If you have an economy in Europe that boasts that they are shifting from a strategy of the green deal to the green industrial deal, and your major pillar in that strategy is competitiveness, you just shot yourself in the foot by doing this. Because we all know it’s business aviation that gives companies advantage whether you’re doing business in Europe or you’re doing it around the globe.”
The grand irony is that France need only look across its landscape for the very businesses that are spurring the “green industrial deal,” such as Daher, which in its recent annual press conference reported on core business across all its pillars pushing emphatically towards the sustainable future. From AI optimization of energy consumption to the utilization of advanced thermoplastics within its TBM and Kodiak aircraft—and culminating in whatever the follow-on to Eco-Pulse will be—Daher is not blasé—or isolated—in its commitment to our collective future.
The already-declining EU market for business jets faces strong headwinds if tax policy such as that recently voted in by the French government comes to pass, or expands to other countries. [Credit: Julie Boatman]
But we’re not done yet… other specters raised in Bunce’s comments included the privatization of the NAS, an ongoing fight. This time around, it’s in the name of modernizing and streamlining the outdated air traffic control system.
However, within the FAA Reauthorization bill and associated appropriations, the funding and support for required upgrades to equipment and advanced training for personnel are already earmarked and ready for implementation. If acting FAA Administrator Chris Rocheleau—a former NBAA exec and well regarded by the GA industry—is allowed to move this F&E forward, these issues untangle towards resolution. “But why would we want to go into that fight again when we can go and look at making this system better,” said Bunce. “I think if we’re distracted by another privatization fight, we’ve just lost this unique opportunity that all of civil aviation is united and said, ‘Congress, you can help us by appropriating more money in F&E, but also letting us use the trust fund more wisely, working with the appropriators to do it very smartly.’”
The GA Leadership panel, composed of GAMA chairman Henry Brooks, of Collins Aerospace, Pete Bunce, outgoing CEO of GAMA, and Jim Viola, CEO of VAI and incoming GAMA CEO. [Credit: Julie Boatman]
Finally, large-scale and immediate personnel reductions across the U.S. government have made the news every single day since January 20. And the FAA has not been immune, with an initial reduction of 400 employees imminent—and this to an agency that is already running at about an 800-personnel deficit, according to various reports. It feels particularly galling to have that salvo across the bow in the wake of the mid-air collision at Washington National last month, in which it appears understaffing may have played a part.
To this, Bunce returned to the presumption that we can trust the administration to stand by its commitments when the dust has settled. “We’re trying to understand with them what the impacts are,” he said, “and the numbers don’t sound like they’re as many as they were first reported. We know that the morale within the FAA was boosted by…the declaration late last week [that] those that have direct responsibility for safety—their jobs are safeguarded. In fact, they aren’t even allowed the ‘early out,’ for lack of a better term, and that helps with morale. It says, ‘You are important to this industry.’ But we are going to lose some support people out there. That just means we have to exploit efficiency.”
In closing, Bunce noted the need to continue to build the stories that convey the wide-ranging and deeply felt impact general aviation has on the world. GAMA, in concert with AOPA and other aviation associations, commissioned a study of their own through PWC to quantify that impact.
It’s human nature to base predictions of future action on past behavior. My biggest concern lies in whether that can be applied to each of these threats—and how we can fortify ourselves as an industry to weather those ensuing storms.
Reading the room gave me the same feeling. Can we trust those now leading the U.S. government to listen to our stories and follow through on their commitments?
Piston airplane deliveries showed the strongest growth by segment. [Credit: Julie Boatman]Turboprop airplanes notched a slight decline in deliveries, with a slight increase in billings. [Credit: Julie Boatman]Business jet shipments ticked up slightly, at just under 5 percent. [Credit: Julie Boatman]The 2024 GA billings report numbers reflect a steady increase since the knock-back in 2020 spurred by COVID. [Credit: Julie Boatman]
Hagerstown, Maryland — February 13, 2025 — JulietBravoFox Media, a U.S.-based limited company, celebrated a milestone today by closing its first year as a revisioned enterprise focusing on creative content development, media relations, and strategic consulting for the aviation industry.
The company, originally founded in 2014 by aviation strategist and media leader Julie Boatman, secured a wide-ranging portfolio of clients following its relaunch in February 2024. “As my fellow entrepreneurs know, you need a lot of sweat equity to turn your passion into reality,” said Boatman. “Our deep connections in the general aviation industry combined with robust knowledge have intersected with the ability to deliver on time and exceed expectations. That’s a powerful formula for success that we’ll continue as we grow. We’re honored and humbled by the response we’ve received—and it compels us to push forward.”
Throughout the past 12 months, JulietBravoFox Media has been engaged by several major OEMs in the general aviation space for projects including marketing consultation, video production, air-to-air photography, social media strategy, and editorial development. The company has also assisted four aerospace start-ups with their media relations and business development thus far, as well as providing select services to multiple aviation associations.
Creative Director Stephen Yeates has delivered his unique approach to aerial photography and videography—as well as extensive experience in business development and aviation training consulting—to the fore with various commercial project commissions in 2024, and editorial publication in AOPA Pilot, Aviation International News, TBM Magazine, and Robb Report digital. His photography has also been featured by the Recreational Aviation Foundation in its 2024 awards.
Start-Up Support
From Todd Davis and Nick Tsang, Co-Founders, Skyfarer Academy: “JulietBravoFox Media has been a trusted partner in helping aviation startups like Skyfarer Academy refine their PR and communication strategies. Their expertise and dedication have been invaluable in amplifying our message and reaching the right audience.”
Deep Industry Knowledge
From Jim Rhoads, President, Flight1 Aviation Technologies: “In the aviation consulting and marketing world there are many uncertainties. Not with JulietBravoFox Media. Julie has not only focused on our mission, but delivered on it. Timely, personal, and reliable—the best in the biz.”
Association Understanding
From Paul Preidecker, President of the National Association of Flight Instructors: “Julie is a true friend and colleague in this industry. She is well known and well respected for the support she offers her clients. From all of us at NAFI, congratulations and thanks for all you have done to support our industry.”
JulietBravoFox Media pushes forward into 2025 tapping into its network of creative minds, with deep expertise in aerial photography, with story development, mission planning and execution, and video and print production. With collaborative partners in the U.S. and Europe, and access to a wide range of aerial platforms, the company offers capabilities globally to execute on client needs.
“What’s the passion you want to share with the world? What’s the product you’ve created to fill a need or aid a cause? Where do you begin? We’d love to help you find a solution to your needs,” says Boatman, “For more information on how our successful projects may inform your current needs, please reach out to us, and we’ll strategize those answers with you.”
Julie Boatman and Stephen Yeates of JulietBravoFox Media in the Liechtenstein Alps. [Credit: JulietBravoFox Media]Julie Boatman of JulietBravoFox Media on assignment in a Sikorsky S-76 over Long Island, New York. [Credit: Malte Lorenz]Stephen Yeates of JulietBravoFox Media on assignment at Sun ‘n Fun Aerospace Expo in Lakeland, Florida. [Credit: Julie Boatman]Stephen Yeates of JulietBravoFox Media on assignment in Michigan. [Credit: Julie Boatman]
One thing we’ve learned: You need to take time out to mark the special occasions in life. And you need to do that with the people you love.
So, we had a great time with a milestone birthday trip in Hawaii, where family flew in from far points on the globe to spend a few days relaxing and catching up. And jumping out of an airplane…
JulietBravoFox Media’s Creative Director Stephen Yeates celebrated on January 15 with a tandem jump from a Skydive Hawaii Cessna Caravan, with founder Julie Boatman, son James Yeates, and daughter Natalie Yeates also skydiving on the same load. There’s no better way to see the beauty and majesty of Oahu’s North Shore from Kawaihapai Field (PHDH), that’s for sure!
Back in 2019, we made a pilgrimage to the beaches of Normandy to join aviation enthusiasts and family in the commemoration of the 75th anniversary of the D-Day invasion. Part of my remit then was to cover the events both in France and England for Flying magazine.
But more importantly, I had the privilege of interviewing and flying with members of the D-Day Squadron, the collective of which had just flown a coterie of Douglas DC-3 and C-47 variants across the North Atlantic to be part of the memorial displays. Back then, the group formed in coordination and with the support of the Tunison Foundation, which at that time operated Placid Lassie, a restored C-47. The foundation made it logistically possible for Placid Lassie to make not only the crossing but also keep to a busy schedule of events and airshows throughout that year and beyond.
Point of view between the pilots of “That’s All Brother” near Duxford, UK, in 2019. [Credit: Julie Boatman]Looking across the English countryside from “That’s All Brother” in 2019. [Credit: Julie Boatman]
Following that incredible year, the DC-3 Society was born, with a mission to create a true stewardship for the DC-3 type, with a charge to educate, support, and maintain the flying Douglas DC-3s and their extensive model series into the future. With an estimated 150 DC-3s and variants still flying, that’s an important pursuit.
Now, on the 89th anniversary of the DC-3’s first flight in 1935 in Santa Monica, the D-Day Squadron is poised to make a solo flight of its own. With a nod of thanks to the foundation, as of January 2025, the Squadron will stand separately, ready to carry on the mission.
Eric Zipkin, board president of the Tunison Foundation, served as chief pilot for the 2019 and 2024 D-Day Squadron missions to Normandy. “We’re excited for the future of the DC-3 Society, especially continuing to operate this type of aircraft in our current climate,” Zipkin said in a release. “It’s imperative we have a structured member organization looking out for our best interests and needs.”
Point of view between the pilots of “Placid Lassie” during formation practice at Oshkosh 2022. [Credit: Julie Boatman]Looking out over Lake Butte des Morts near Oshkosh aboard “Placid Lassie” in July 2022. [Credit: Julie Boatman]
The DC-3 Society will continue to be led by executive director Lyndse Costabile, and its standalone 501(c)3 status will soon be official. The Society will focus on the Squadron’s programming and platforms, while the Squadron will focus on flying displays commemorating the DC-3. “We know the D-Day Squadron is globally recognized, that’s no secret,” said Costabile. “It’s become a symbol to many in celebrating the Grand Dame, the legendary DC-3 and all those who crewed and maintained her.”
“That is why we must highlight the DC-3 Society to ensure longevity of our programs, membership resources and continuing to celebrate all that the DC-3 has accomplished in war and in peace,” Costabile added. Those programs include a favorite of mine, the Young Historians, which encourages the next generation to study and understand the airplane and the extensive role it has played in global history, from its airline days, to World War II, to the Vietnam War, and to the present day in cargo and transport operations.
“We know with the DC-3 Society there is a place for our younger generation to help tell the stories of the Greatest Generation, our heroes too humble to even consider themselves heroes, ” said Henry Simpson, pilot and founding member of the Young Historian’s Program based in the UK. “I am looking forward to our role to help lead the society’s education and outreach programming, continuing our mission to serve, honor and pay tribute to veterans.”
We’re here to fully support the next mission, which includes a string of 90th anniversary events across the U.S. and Europe in 2025. Want to join in? Follow the DC-3 Society website and social channels.
Django Studios designed the logo for the 90th anniversary campaign in 2025 for the Douglas DC-3. [Courtesy of the DC-3 Society]
With the report from Daher, Safran, and Airbus on the Eco-Pulse hybrid-electric TBM-inflected tech demonstrator, the collective teams have the opportunity to stay future-forward—and incorporate lessons learned. In the interest of meeting the industry’s sustainable aviation objectives, we all have a vested interest in these outcomes.
A media briefing preceded the LinkedIn liverstream on December 10, from Tarbes, France. Leaders from each company—including Pascal Laguerre, CTO of Daher; Éric Dalbiès, SEVP of strategy/CTO of Safran; and Jean-Baptiste Manchette, head of propulsion of tomorrow from Airbus—joined project lead and head of aircraft design Christophe Robin from Daher. Over the past five years since the project debuted at Paris Air Show in 2019, I’ve stayed in touch with Robin on its progress, which will inform the way forward for all three companies.
The panel of leaders from Daher, Safran, and AirbusChristophe Robin shows the flight deck of the Eco-Pulse along with its side stick unified flight control.
What Is Eco-Pulse?
The Eco-Pulse project is critical for these leaders among aerospace OEMs because hybrid-electric propulsion forms a bridge between current jet-A (sustainable aviation fuel) burning turbine engines and full-scale electric propulsion. The aircraft at its heart is a technology demonstrator, in which a standard Pratt & Whitney PT6 turboprop engine remains in place on a tried-and-tested Daher TBM 900-series airframe. It’s joined by six Safran ePropellers on the wings integrated with a Safran-built turbogenerator and Airbus’ high-voltage battery pack (at 800 volts DC and up to 350 kW of power). A power distribution and rectification unit (PDRU) protects the high voltage network and distributes power via high-voltage supply harnesses.
The Eco-Pulse flew for the last time, perhaps, in July 2024. [Credit: Daher/Jean-Marie Urlacher]Distributed lift exploration formed a key takeaway from Eco-Pulse.
The pilot can use the six motors propelling distributed lift over the wing via a unified joystick-style flight control, via the integrated flight deck. It’s a unique marriage of tech dreams and true life—the Eco-Pulse project allowed for demonstration of these technologies within the envelope of safety required by the simple fact it was taking flight in the real world, not a simulation.
Flying it remains key to showing the operational safety necessary to move forward.
The flight testing took place mostly with the PT6 in “transparent” mode.Christophe Robin with the Daher flight test team on Eco-Pulse.
Flight Testing the Eco-Pulse
In the livestream, the flight test team described the progressive activation of the ePropellers and the eventually complete electrical actuation of the airframe and powertrain. During flight test, most of the hours of electric flight were conducted with the PT6 in “transparent” mode—not producing power, but not completely shut down.
Each step provided data to the respective companies, building on successive knowledge. For example, much was learned by flying the aircraft under its fly-by-wire (FBW) system, and under speed constraints. Stalls as well as the top speed of the demonstrator (190 kts) were explored. Slower airspeeds—as opposed to high-speed flight—provided some of the richest data, as the effect of the distributed lift caused by the ePropellers showed up most with lower in-flight airflow.
Wind Tunnel Test 2021Installation of ePropellers 2023
“You can imagine when when you have this propeller on the wing,” said Robin in the briefing. “The behavior is really different—you ‘blow’ the wing so the efficiency of the wing is completely different, thanks to the blowing effect of these six propellers. You increase the performance at takeoff, [and] during some maneuvers, and you can play with the flight controls, playing with the different[ial] power of these six engines. By doing that, you can play with the trajectory of the aircraft.”
Since the first hybrid-electric test flight on November 29, 2023, the Eco-Pulse has logged more than 100 hours in 50 flights, during which the team also noted other performance improvements, as well as the ability to reduce cabin noise with synchronization of the six propellers.
Two key learnings included a big challenge—managing the 800 VDC battery and the harness that distributes the power—as well as understanding how it will be maintained and serviced in real-world conditions. Things are just different in the air: A battery fire, for one, is more complicated than in ground-based vehicles, and because of the presence of the traditional turboprop engine, that fire may occur in close proximity to the fuel system.
The team learned from these issues: “Each unexpected issue on the aircraft has been ‘good news’,” said Robin. “There’s been…bad things, but also good news, because when on a subject…we didn’t think about, and Safran didn’t think about, that means that there was something real [to test and discover], That’s the point of making a demonstrator, to be in real life and not making only Powerpoints.
“We had some integration issues about the harness,” he continued. “It seems easy to install [an electrical distribution] harness with 800 volts in real life. [But] when you get more knowledge, [it’s] not that easy, especially when you have fuel, which is not too far away. You have to take care of all the dysfunctional cases. And we learned that some of them were probably not taken at the right level. We learned a lot on the integration of the harness.”
“We learned a lot also about the operation of high voltage aircraft,” he added, “because we are thinking design as an engineer [during] certification, but at the end of the day, well, you have an aircraft, and if you have 800-volt batteries, how you do you operate? How do the maintenance people take care of it?”
Ground Testing of High-Voltage Systems 2023Aircraft Modeling Optimization 2024
Daher + Safran + Airbus
Collaboration between the three giants was also a key takeaway: They essentially learned how to transform the relationship between airframe and powerplant OEMs as well as how to leverage the agility of start-ups that were brought into the development of the Eco-Pulse. The marketable aircraft program will depend on this coordination.
“So for the time being, we can enjoy something like 10-year periods, starting 2020 till the end of the decade, where we can focus our engineering teams on the preparation of the most disruptive technologies for the future,” said Pascal Laguerre in the media briefing. “That’s really an opportunity to make this happen. So we see this opportunity between our companies to align our goals at the same moment in time with the same mindset, the same intent, and saying, ‘Well, none of us individually can do it, can make it happen.’”
Sourcing of raw materials, including the rare earth metals needed for the batteries, from places on the globe that are not secure, is another takeaway from the program. Recycling those materials in a circular economy is vital to meeting several objectives, including those overall to support sustainable aviation. Finding other ways of approaching component construction and reuse is also critical.
Thrust Performance & Flight Controls 2024The three OEMs gained much more than expected from the collaboration.
What Comes Next for Daher?
The follow-on aircraft program from Daher and CORAC will be explored with a project beginning in 2025 with the goal of meeting the OEM’s objective of a go-to-market aircraft plan by 2027. With the real flight testing of Eco-Pulse, the goals are transformed beyond “the paper” according to Robin: “We have now a better idea of what the maturity is of the technological bricks [that] we can put inside an aircraft. We will launch next year a new CORAC project with Safran, in order to work on these hybridization and electrical technologies.
“The idea is to have this assessment of the [technologies’] maturity and to be able to meet the objectives given by my CEO [Didier Kayat],” he concluded. “That’s to propose a design and manufacture aircraft by the end of this strategic plan—so by the end of 2027, we [will be] working on this more electrical aircraft.” Also, Daher’s team will determine what the benefits were of the distributed propulsion system.
We’re certainly excited to see the next project leave the hangar…
For my friends catching up, Electra Aero is a very cool aviation start-up that proposes a niche vehicle in the short- to medium-haul regional transport scheme. It ain’t eVTOL… it’s eSTOL, and it uses current airplane and pilot certification bases to achieve a new meaning for short-field takeoffs and landings.
On Wednesday, November 13, Electra Aero in Manassas revealed the EL9 Ultra Short model at its development hangar at KHEF. I was last here for the unveiling of the two-seat technology demonstrator a year and a half ago, and I would not have missed being here for the unveiling we heard announced at NBAA-BACE 24 in Las Vegas last month.
One of the early test models for the Electra series of eSTOL aircraft took a place of honor at the EL9 unveiling. [Credit: Julie Boatman]Formerly from Boeing, Electra CEO Marc Allen shows distinct energy for the hybrid-electric future. [Credit: Julie Boatman]Several customers for the Electra EL9 were on hand, including India’s JetSetGo CEO Kanika Tekriwal. [Credit: Julie Boatman]
The EL-2 technology demonstrator shown alongside the coming 9-seat prototype has been making aviation over Virginia skies (and elsewhere) proving the concept—and resulting in takeoffs and landings of less than 150 feet. That’s critical for launch customers like AFWERX and other military and civilian regional transportation applications.
With a nod to aviation visionary and Electra founder John Langford, CEO B. Marc Allen and SVP JP Stewart talked the audience through the technologies within the future EL9 that leverage the advantages of hybrid-electric motors over purely jet-A driven ones. The EL-2 Goldfinch has been demonstrating these elements for the past year since its first flight in November 2023.
John Langford, founder of Electra, kicks off the reveal of the cabin mockup with Marc Allen. [Credit: Julie Boatman]
Buddy Sessoms, chief engineer from Electra, walked through the flight test program thus far, and the three enabling technologies at its core:
Blown lift
Distributed hybrid-electric power (DEP)
Fly-by-wire (FBW)
The trio come together in a way not possible before—and are anticipated to enter service on the EL9 in 2029, making possible direct travel beyond helicopters, jets, and turboprops. For example, the blown lift enables flight at such low airspeeds to reduce the takeoff and landing distance to that of a typical runway centerline stripe.
Distributed hybrid-electric power, or DEP, has been made possible by the lightweight Safran turbogenerators, designed such that 8 can be placed across the leading edge of the wing. By using a combination of currently available sustainable aviation fuel (SAF) and battery power, the EL9 is projected to leverage the torque of the electric power with the long range and speed made possible by low-to-no-emission SAF.
The Safran TG 600 turbogenerator is under development for the Electra EL9 Ultra Short hybrid-electric airplane. [Credit: Julie Boatman]The “Woodstock” (my nickname) Electra EL-2 technology demonstrator has flown for a year now, proving many elements of the EL9 design. [Credit: Julie Boatman]From a video presentation at the unveiling, the outlines of the Electra EL9 were revealed. [Credit: Julie Boatman]
And FBW? It orchestrates the blown lift and distributed power into action. “One motor fails, and automatically we shut down the opposing motor,” said Sessoms. “This leaves six remaining motors for safe flight. This is an unprecedented level of automation that is safety focused.” On a typical takeoff, the automated systems currently detect faults with minimal pilot workload. Plus, the pilot actuates this through a single throttle lever to control eight motors in concert, at all times.
“It couldn’t be safer nor simpler,” Sessoms concluded.
The unveiling revealed a full size mockup of the cabin and cargo area… it can be configured either way. Planning for a 34-inch seat pitch and the cabin 60 inches across and 58 inches high.
The full size cabin mockup of the Electra EL9 sat behind the curtain until it was revealed at the end—then opened for the audience to explore. [Credit: Julie Boatman]
We have to wait to see the actual airplane, which will go into production shortly.
So, what are the hurdles? Similar to those of other similar-sized (9-seat single-engine turboprops and light jets come to mind), even the relatively modest amount of electric power needed to make a hybrid system work at this equivalent horsepower still requires management that is quite different from the shielding and distribution currently in use in traditionally powered airplanes.
In any event, the team appears energized to the challenge—and the target niche now occupied by the Cessna Caravan or Daher Kodiak gives plenty of use cases for a real product. We’re looking forward to seeing the EL9 fly into the future with much of technology—and infrastructure—available today.
