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The Pacific war years were good to Grumman with staff tripling to keep up with demand supplying fighters to Pearl Harbour
By Alexey Korolev and Ivan Veretennikov
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Mr. Grumman’s Flying Rolls-Royce
He was born at a time when the Wright brothers were still edging slowly towards powered flight. His own aviation career started on aircraft that looked like flying bookshelves, while pilots were considered bold and adventurous, if not crazy. Much later, as he was leaving his hugely successful corporation, jets were shooting through the skies and only a few years remained until man landed on the moon. He left behind a family of business aircraft that are considered the benchmark for others.
Familiarity was unheard of among employees and officials of Grumman Aircraft Engineering Corporation. Leroy Randall Grumman was addressed in person only as “Mr. Grumman”, although behind his back some called him “Red Mike” for his bright redblonde hair. And even then it was said with respect. TIME IS MONEY Leroy Grumman looked intently at the gathering of his executives. He wasn’t one to waste time on lengthy meetings, and he had already considered everything they could say for and against his decision. As usual, he had actually made his mind up beforehand. It was a risk, but... the time for dedicated business aircraft had come. Grumman caught a glimpse of Henry Schiebel, one of the senior managers. “Roy, I think Henry is waiting for an answer,” said Jake Swirbul, old friend and Grumman’s right hand man. “I think we should do it,” the chairman was quick and precise as always. “Any objections?” Swirbul turned and looked at the rest. There were none. The meeting ended just five minutes after doors opened, but its consequences were remarkable: this decision, made practically on the spot, led to the creation of one of the
first dedicated business aircraft. It would be called the Grumman Gulfstream, now known as Gulfstream I. TWO FRIENDS Most of us have grown used to the global aviation market as it exists today, divided between a handful of huge corporations and well-known brands. It’s hard to believe that the great names of the past had a completely different history behind them. Nowadays even billions in investments are not a guarantee of success, and we have seen a handful of new projects going bankrupt quite recently... Two young engineers working for one of the many aviation companies, Loening Aeronautical Engineering, didn’t want to leave New York after the firm was sold to Keystone Aircraft in 1929. When they found out that the manufacturing facilities are moving, they decided to start their own business. One of them was “Red Mike” Grumman, a shy, reticent former US Navy pilot, instructor, and engineer, fully buttoned up and the very antithesis of a “party guy”. The second was another former military pilot Leon Swirbul, also known as “Jake” and “The Bullfrog” – always in the spotlight, loud, good-humoured and a sportsman. Swirbul borrowed about six thousand dollars from his mother, Grumman
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mortgaged his house. Other founding partners contributed smaller sums. The total was enough to rent a hangar, hire some thirty employees, and start a little maintenance workshop, repairing Loening aircraft. Contemporaries say that the two majority stakeholders of the new establishment had completely different views on its future. “Red Mike” wanted to create a small and stable family business, while “The Bullfrog” was dreaming of growth and expansion. It’s surprising they managed to find common ground when they disagreed on such fundamental issues, but they did, and kept going forward together for the next 30 years. Not only that: the company they started eventually became an undisputed aviation leader and greatly influenced the entire industry.
Leeroy Grumman "Red Mike" (below) as the engineering brain while Leon 'Jake' Swirbul known as "the BullFrog" (above) was his loud and brash corporate wingman.
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A CALL TO ARMS The first few years were tough. Even major companies went down in the Great Depression, although they had seemed impervious to hardships. From time to time Roy and Jake had to close shop and send their employees home. But they kept going and were never ones to shy away from work themselves, rolling up their sleeves and standing at the tools and machines with the rest. After a while Grumman’s engineering talent, combined with Swirbul’s keen sense of business, prevailed. By the end of the 1930s the company remained small but had gained recognition and was even profitable at times – nowhere near the industry giants, however. The tides turned with... Pearl Harbor. The war was a huge boost to aviation, and “Red Mike’s” corporation was instrumental in successes of the US in Pacific skies. The famous Grumman “cats” - the carrier-based F4F Wildcat and F6F Hellcat interceptors, the twin-engined F7F Tigercat – the TBM Avenger torpedo bomber, and others brought fame to their creators and the US naval aviation. In these years the company headcount almost tripled, while its efficiency remained unmatched – operating profits averaged 10 percent while other airframers considered 4 a good result.
THE BIRTH OF GULFSTREAM War was over, military orders dwindled, and in the 1950s Grumman Aerospace and its top management had to look for ways of entering the growing civil market. Business aviation had only recently appeared as a separate segment, mainly flying conversions of surplus military aircraft and piston airliners. This is what Grumman himself was interested in and knew well: his company was using a couple converted DC-3’s itself. So when Henry Schiebel, former company test pilot turned executive, came with the idea of creating a small aeroplane that could be used as a private business aircraft, corporate shuttle, and comfortable transport for government and military officials, Grumman didn’t hesitate: “Yes, I’d like to build this airplane before I retire,” he said. Leroy Grumman trusted people who had been working with him for decades. The new programme was launched without any preliminary market research, although the needs and expectations of potential customers were surveyed while work was underway. This was America, after all – some marketing work had to be done. The chairman himself wasn’t directly involved in designing the aircraft, but thanks to his experience and intuition he offered a number of solutions and notions that made it so successful. First of all, the cabin of the good old DC-3 was used as a benchmark. Second, the “low wing” was selected over the “high wing”. Legend has it that even the name, Gulfstream, was suggested by Grumman. He liked going to Florida, where the warm waters of the stream contribute to the lovely climate of the place. Some thought was given to the choice of engine, but no reliable jet engines with the required parameters were available at the time, so the RollsRoyce Dart turboprop was used instead. This was a good decision, giving the aircraft great flight range. Jet engines of the day burned fuel very fast, to say the least. On 14 August 1958 the first Gulfstream turboprop took to the skies. Return on investment was hit after just twenty machines were sold,
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while 200 were produced in total. It’s interesting that while no in-house research had been done, a competitor was said to have conducted a market survey and to have reached a conclusion that Grumman would sell less than 20 of these aircraft. “FLYING ROLLS-ROYCES” The new offering from Grumman Aerospace cost almost five times the price of a converted pre-owned DC-3, but its value was evident: a pressurised cabin, cutting-edge technology, much greater speed and range. Not to mention its beauty. The signature curves of the nose and cockpit section, these unforgettable large oval windows (customers said they wanted better views) make Gulfstreams stand out even today. The nickname, “Flying Rolls-Royce” was
It cost almost five times the price of a DC-3 but offered a pressurised cabin, greater speed and range. Not to mention beauty.
born back then too, in recognition of the style, comfort, and tangible luxury of “Gulfstream the First”. It didn’t take long until a jet model followed, building on the success of the turboprop. The jet-engined Gulfstream II made its first flight in 1966. In that same year Leroy Grumman left his place as chairman of the company, although his successors were known to come to him for advice until his death in the 1980s. The family of business jets that created and named by “Red Mike” lives on, considered by many the ultimate offering in business aviation. Leroy Randall Grumman himself, known for his modesty, seldom spoke much about his own great contribution to aviation. All he said was just this: “We always tried to do a ■ solid job”.
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Global company committed to the U.S.market
Brazilian in Florida Embraer’s operations in Melbourne, FL, have expanded greatly since the first U.S.assembled Phenom 100 was delivered to a customer last year. Late this past November, ground was broken for the new Embraer Engineering and Technology Center USA, achieving the next milestone in the development of the 67,000-square-foot facility. The new building is expected to open in mid-2014 and will house the 200 employees the Center expects to have by the end of 2016
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The driveway entrance at Melbourne, Florida. Embraer has invested USD 50million and currently employs over 212 ‘Space coast’, highly-specialized labor
By Ivan Veretennikov and Sylvie Péron
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The drive from Orlando towards Melbourne International Airport is about one hour long. On the last stretch, the scenery becomes quite picturesque in a distinctly Floridian fashion: flat, green, with small houses and palm trees growing along the perfectly straight road. Embraer, coming from a country of winding roads, is investing heavily here. Announced in 2008, Embraer´s Melbourne campus stretches on 13 acres and currently includes the 80,000square foot assembly and paint facilities for the Phenom 100 and Phenom 300 aircraft, the first jet production facility in Florida, which opened in February 2011, and the stunning customer center. To date, Embraer has invested $50 million in current buildings at Melbourne and employs 212. In addition, it has invested over $824 million in the United States in facilities and infrastructure since 1979
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through the end of 2011 and expects to have invested approximately $1 billion by the end of 2012.
The new facilities are part of the company’s long-term strategy to be closer to its customers and its major markets
ENGINEERING AND TECHNOLOGY CENTER USA Located on 13 acres, the Engineering and Technology Center USA represents a $26 million investment over the next five years by Embraer and is part of the company’s long-term strategy to be closer to its customers and its major markets. The Engineering Center will create 200 jobs at an average salary of $70,000 per year in such specialties as Mechanical and Electrical Systems Engineers, Interior Design Engineers, Structural Engineers and Certification Engineers. To date, 12 employees, including former Kennedy Space Center personnel, have been hired and are working in temporary facilities adjacent to the
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Jay Beever, VP of interior design in the elaborate Design center where customers may choose between more than 3,000 options for the cabin interior of their Phenom, Legacy or Lineage aircraft
airport. The company continues to evaluate potential candidates. “Our strategy is to increase the scope and depth of our engineering capacity extending it globally and enabling Embraer to take full advantage of the engineering talent and resources throughout the world,” said Walter Pinto Jr, Managing Director. The Engineering and Technology Center USA will include a state-of-the-art and fully capable engineering center complete with 3D Computer Aided Design, Computational Fluid Dynamics, Finite Element Modeling, 3D Virtual Reality Center, prototype capabilities and sophisticated laboratories and other test equipment. PHENOM PRODUCTION FACILITY Early November, right after NBAA2012, Managing Director Phil Krull guided on an informative tour the handful of journalists invited to visit the production facility. It is hard to say which is more striking, the Phenom assembly facility or the 58,000-square-foot customer center, opened in December 2011. Together, they offer customers a very close and exciting experience of Embraer, be it on the assembly line or in the recently opened design offices. We started our visit at one end of the assembly line, where a Phenom 300 stood as a fuselage yet to get its wing and empennage. The brightly lit, tidy building is virtually noise-free, because there is no heavy machinery or loud tools working full-time. The floor is clearly marked in the same style as in the other Embraer facilities, and the same attention is given to these marks: everything that should be in place remains in place. Walking along, we could witness the evolution of the Phenom 100, from one that just got its wing and tail, through a few progressively more complete, and on to a couple waiting to be delivered to their owners. Up to 8 aircraft (mixed
between the Phenom 100 and Phenom 300) can technically be rolled out each month, built from fuselage, wing, and empennage assemblies shipped from Brazil. The first U.S.-assembled Phenom 300 is scheduled for delivery in March 2013, one of more than 12 scheduled for production in Melbourne in that year. It’s worth mentioning that this is the first Embraer “paperless” operation, where everything to do with assembly, that before would require heavy loads of paperwork, is now available through tablet and stationary PC’s. This includes manuals, component information, and lists of specifications. We noticed quite
a few screens nearby the aircraft, and from time to time somebody would go up to one and intently go through some information. GLOBAL CUSTOMER CENTER Following the visit of the factory the group was directed towards the new customer center. This is the place where future owners, at least some of them, will make their first acquaintance with Embraer and its products. Beautifully designed with an interior finished with high-end materials, it will house a much bigger luxury: full-size cabin mock-ups of all Embraer business jets. There are
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conference rooms and meeting rooms, and a tranquil back yard paved with smooth pebbles under the shade of palm trees. Several Phenoms sat on the parking apron that day, flown in from all parts of the country for an owners’ meeting. On the second floor, tables were formally dressed in the dining room, under one of the most elaborate and easily the most futuristic chandelier ever seen. An entire wall section is lined with green bamboo, offering a refreshing perspective. Jay Beever, VP of interior design, greeted the group in the elaborate Design center. There are many material, carpet, and veneer sample to look at, feel, and combine – in total over 3,000 options for the Phenom, Legacy and Lineage executive aircraft. Customers will soon be treated to an iPad app allowing them to play around with a choice of different styles, and fine-tune each
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A mix of up to 8 aircraft (Phenom 100 & 300) can technically be rolled out each month of the brightly lit, tidy building which is virtually noisefree because there is no heavy machinery or loud tools working full-time
style, switching between various views inside an aircraft rendering. This is quite a step forward from having to imagine an aircraft interior based on a few samples of carpet and a selection of different veneers and leathers. Today, the customer gets a very good idea of what he is in for, which perhaps might help refrain from the more adventurous color and material combinations. The lightning pace with which Embraer erected and launched a full-scale assembly plant and customer center confirms its commitment to be a global aviation company. The Brazilian manufacturer launched its first business jet only 12 years ago. With a family of 7 business jets in all classes except for the ultra-long-range, existing production facilities in Brazil, the U.S., and China, upand-coming plant in Portugal, and a constantly growing customer base, the ■ long-term effort is paying off.
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The King Of Props and Turbines
It’s a true American, and it won’t let you down. Like an army jeep, a pair of heavy duty jeans or a Colt pistol. Two props, two tried and tested PT-6 engines that have become classic in their own right, and a lot of new technology. What else do you need to take to the skies and land where no posh bizjet would dare? 7000 King Airs built over 50 successful years – much more convincing than all that composite talk.
By Alexey Korolev and Ivan Veretennikov
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MEBA
OLD FRIENDS ARE BEST A long production history does not necessarily mean obsolete technology, although looking at the tacky appearance of the Lada, unchanged over several decades, one can see that in some cases it is definitely true. The King Air is no Russian car, however. It is a family of twin-engined turboprops that this year celebrates 50 years on the market, and the years have been used wisely – to refine the design and technology. Since the first flight in 1963 this aircraft has gone through a series of evolutionary changes and became so popular that its name has almost become a synonym of the word “turboprop”.
Last year Hawker Beechcraft celebrated another milestone – 7000 deliveries of King Air aircraft since production began.
The Beech/Beechcraft brand itself has been around even longer and it looks like it will go on, after the recent breakup with Hawker. Named after aviation pioneer Walter Beech, the company has been building aircraft since the 1930s and knows a thing or two about both technology and its own specific niche on the market. It’s small wonder that Beech aircraft are dominating in the twin turboprop segment. Last year Hawker Beechcraft celebrated another milestone – 7000 deliveries of King Air aircraft since production began. For a long time this aircraft family headed the charts for most turboprop deliveries, and only in the past two years has given
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the lead to various models of the Cessna Caravan range. These single-engined machines with an unpressurised cabin are hardly a direct match for the fast, sleek and comfortable King Airs, though.
With its pressurised cabin, modern interior options, indefatigable reliable turboprop engines and unique field performance, this aircraft is both comfortable and functional.
A “HE” PLANE It’s interesting to note the name: King Air. Ships are called “she” in English, and when we want to underline the beauty of a particular aircraft, the same applies. This one is different, though. Who knows, perhaps it’s only because the preceding piston model was called Queen Air, but the virile character is evident in this classic, strong, and elegant machine with its shining propeller spinners and exhaust pipes, a row of closely-placed round windows and a sporty stance of the fuselage. The unique robustness and versatility of this aircraft is yet another statement of its character.
It is all because this platform was developed as a good all-rounder for business aviation purposes as well as a military aircraft. Serving in the armed forces, the King Air takes on a variety of tasks: comfortable transportation for the officers, surveillance and patrolling, aerial photography, regional shuttle services, as well as delivering people and goods to places that are hard to reach. Not a lazy one, to say the least. With its pressurised cabin, modern interior options, indefatigable reliable turboprop engines, and unique field performance this aircraft is both comfortable and functional. It will land closer to the destination, especially if it is far from major airports. The King Air does not require an ideally smooth runway – a short unpaved one will do just as well. No matter how robust a business jet you find, it will never match this unpretentiousness. Even the Hollywood people know about it: the “King” readily comes to the rescue when scientists need to visit the deserted Jurassic Park. Another thing owners like is its modesty and rationality when it comes to operating costs: the King Air does not burn fuel and money at the pace of a jet – even the smallest jets will drain your pocket faster. It doesn’t fly as fast either, but can put up a good fight at distances up to 1000 kilometres, where the difference in flight time is negligible. Add to this its special mission capacities, and it becomes indispensible. FULL HOUSE Together, the current Beechcraft propeller aircraft lineup forms a winning combination. Three turboprop Kings – the King Air 350i, 250, and C90GTx – are augmented by the twin piston Baron and the ageless Bonanza. In the world of poker this would pass as a full house. Not bad for a hand in this segment of the aviation market. The top trump is the King Air 350i, and the most likely to gain popularity in va-
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Ever since it first took to the skies in 1963, it created its own market segment and has ruled it ever since as the undisputed king
rious environmentally challenging regions, such as the Middle East and Russia. Why? Well, for one it has the best range: 3174 km with 4 passengers, just about enough to reach Almaty from Dubai. When it comes to flying where there are not too many airports and airfields around, more is better. Another advantage is its large, 9-passenger cabin with a proper lavatory. It can cruise at a formidable 580 km/h (not bad even for a light jet) and can take full fuel with all seats taken – not a feat too many aircraft are capable of. The King Air 250 is smaller (no surprise here) than its big brother. The 8-seat cabin is a whole metre shorter, therefore the maximum payload is reduced. The flight range is also about 1000 kilometres less, while cruise speed remains almost the same. The smallest King Air C90GTx is different even in appearance, not only size. It has a cruciform tail as opposed to a T-tail on the two larger models (used pursuant to military requirements). It is a bit slower than the others, cruising at 554 km/h, but has almost the same range as the 250. And it costs much less than both of them. There’s no arguing: if someone is looking for an aircraft to go on holiday to Nice or visit family in London, the King Air won’t be the ideal solution. But it would take an effort to beat a King Air when you need to get closer to the production facilities, oil rigs, extration sites, no matter what the weather is outside and what kind of runway awaits at the destination. As for its special mission applications – they are many, and the aircraft is extremely successful around the world in various roles, performing search and rescue, medevac, surveillance, and aerial photography jobs. Ever since it first took to the skies in 1963, it created its own market segment and has ruled it ever since as the undisputed king. Just what ■ the name implies.
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