XP Interview Rene Banglesdorf-AA34.qxp_XP Interview Rene Banglesdorf-AA34 11/02/2014 14:21 Page56
INTERVIEW
Charlie Bravo Aviation
Rene Banglesdorf Georgetown, Texas-based Charlie Bravo Aviation was founded by Rene and Curt Banglesdorf in 2008 just as the global financial crisis took hold, yet it has managed to triple its staff in that time to include specialists covering nearly every line of popular business jet. Despite being based in the heartland of a strong domestic market, Rene Banglesdorf tells Ivan Veretennikov how the Middle East and Europe have also been key to its rapid expansion.
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XP Interview Rene Banglesdorf-AA34.qxp_XP Interview Rene Banglesdorf-AA34 11/02/2014 14:21 Page57
INTERVIEW You have experience working with clients not just from the United States but from nearly all corners of the globe. What are their differences between each other as well as from US buyers and sellers? We have more experience with European and American buyers, but yes, we do have experience with Russian and Middle Eastern buyers as well. Generally in Europe and the US, buyers are considering aircraft for business purposes as their first objective. As such, their purchases tend to be more financially driven—whether that’s getting a good deal, managing depreciation, or justi-
fying ROI. The Middle Eastern and Russian buyers with whom we have worked with have been more interested in features, amenities and convenience. Every buyer is different though and as some of the richest and most successful people in the world, very much have their own way of doing things. Business aviation: luxury or tool? NBAA is promoting the image of it being a strictly business tool, yet customers with money want designer interiors and expensive materials. Where’s the fine line between justified expectations and luxury for luxury’s sake?
As long as buyers understand the physical limitations their additions can create in their aircraft, my opinion is that people can do what they want with their money. For instance, solid wood floors would add weight and echo, affect the runway performance of the aircraft and the turnaround for maintenance appointments. As far as the business vs. luxury argument, I believe that private aircraft provide one of the biggest competitive differentiators available to people doing business—the ability to be in several places in the shortest amount of time possible with the least inconve-
When calculating the value of someone's time, flying privately is often very cost effective and even though private aircraft can be very luxurious, one day I hope they will lose that stigma.
By Ivan Veretennikov
XP Interview Rene Banglesdorf-AA34.qxp_XP Interview Rene Banglesdorf-AA34 11/02/2014 14:21 Page58
INTERVIEW
nience. It’s also more secure, more private and when calculating the value of someone’s time, often more cost-effective. Private aircraft provide exactly the same things for individual use. Even though private aircraft can be very luxurious, one day I hope that they will lose the stigma they now seem to have. If you had to think of a stereotype for clients from Europe, the Middle East, Russia, China, the US, what aircraft would you be selling them? And if you had to offer additional services/programs, what would they be? This is a really difficult question to answer, as the capabilities and limitations of aircraft are so diverse. If there are short runways, high altitude destinations or long distances to cover, my answer would be completely different for each
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region. The only stereotypical thing I can think of is that Chinese and Middle Eastern clients tend to travel with large contingencies, so an aircraft with few passenger seats is not a good option. Rene began ground school and flying lessons late last year after her children entered college. Her dream is to fly a multi-engined aircraft and is currently piloting a Cessna 172
Would you advise a future customer to really get involved in the details of aircraft ownership and operations or to find an experienced team? Which would be most cost-effective considering the time it would take to learn the nuances? And if it’s best to have a team, would you be willing to assist a customer in putting together the right one? Every client is different. Some just want to have an aircraft and don’t want anything to do with its purchase. Others are fascinated and want to know as much as possible. Some want their wife to pick out the interior. Others plan to fly
XP Interview Rene Banglesdorf-AA34.qxp_XP Interview Rene Banglesdorf-AA34 11/02/2014 14:21 Page59
INTERVIEW it themselves and are crawling around the pre-buy with a dental mirror looking for corrosion. It’s an expensive and complex piece of equipment and we try to make the transaction as smooth as possible for the buyer, no matter how involved they want to be. We do highly recommend having a team, as very few people have all of the skills to operate a successful flight department on their own. We can recommend pilots, mechanics, tax or aviation attorneys or work with the ones already employed by our client. This is one of the favorite things about my job. Every deal is different and getting to know people of very diverse personalities and cultures is interesting. Managing everyone’s expectations, communication style and requirements in coming to an agreement on a transaction is never boring. Which do you find more exciting, buying or selling on behalf of a client? And which is more rewarding for you emotionally and money-wise? I generally find acquisitions more rewarding, as buyers are usually excited about purchasing an aircraft and enjoying the benefits it provides. Sometimes sellers don’t really want to be selling, and it makes it less upbeat. Financially, buying or selling can be profitable for us—but with buying, there are fewer marketing costs.
Would you rather sell one expensive aircraft or a few small ones? Would the smaller sales together make you feel more satisfied than one big one or vice versa? Now, this is an easy question. I would rather work with a really interesting client that I know I served well and will refer me to friends or business associates. To me, this business is more about the people than it is about the airplanes. Do you prefer interacting directly with the client or through a representative? What are the pros and cons of each? Any examples of deals saved or destroyed through one or the other? I like working with the person or people that are going to be the most instrumental in getting the deal done. Sometimes the principal is too busy to handle the more detailed parts of the deal. Then I like a person who can act on his or her behalf. Misunderstandings happen in multiple layers of people involved. We’ve had a number of deals fall apart when other people were misrepresenting the owner’s intentions. I prefer to speak with the principal and have him or her tell me to whom they’ve delegated which responsibilities. Any universal advice for buyers and sellers in 2014? Sellers; be realistic. There is almost no
chance your aircraft is going to increase in value if you hold out. Understand what the market will bear and accept the reasonable offer. Buyers; make your decision on what your mission for the aircraft will be. And of course, for buyers or sellers, I recommend using a professional consultant or broker with whom you feel comfortable to make sure you’re making a good decision. That is not necessarily your pilot, much as you may trust him or her with your life in the air… Your opinion: Where will the hot markets be for new and used aircraft in the coming years? Where do you want to be where you are not already represented? I think that long-range aircraft will continue to be in high demand. The intentions to do business or travel globally are not likely to decrease. I also see a resurgence in small and mid-sized businesses using small and midsized jets and turboprops. As this demographic represents a huge number of aircraft owners (85% in the US according to NBAA), I hope and pray this trend continues and grows. It would be a great hallmark of recovery in our industry. What was the best ever aviation show for you and why? There really hasn’t been one in particu-
"I really don't feel that I am discriminated against in this industry. I find that if I know what I'm talking about and treat people well, they treat me with respect and are helpful."
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As far as clients go, some feel more comfortable working with a woman. My daily role doesn't focus on sale but my first sale was for a Gulfstream G450 owner who specifically requested me to work his deal.
lar. I love seeing friends and meeting new people at all the shows I attend. I will say that I wish NBAA was smaller and had the convention center and static co-located like some of the other shows. That is convenient at LABACE, EBACE and ABACE. Regarding “Women in Aviation”, who is more discriminating, the clients or your partners in the industry itself? Is the situation improving through your activities within relevant associations and thanks to your own professionalism? I really don’t feel that I am discriminated against in this industry. I find that if I know what I’m talking about and treat people well, they treat me with respect and are helpful. In fact, many men are very encouraging, as they want more women in the industry. As far as clients go, some feel more comfortable working with a woman or a man. My dayto-day role in the company does not focus on sales, but my first sale was for a Gulfstream G450 owner who specifically requested me to work his deal. What exactly do you think is keeping women from piloting planes in the same quantities as men, for example? A belief that “it’s not a woman’s job”, obstructing factors, a lack of interest on their behalf, or others? I know it’s not always the case, but most people work in a field about which they are passionate. That is definitely true in aviation. I think early in life, little boys on a playground are more likely to look up at the sound of an engine than little girls. More boys are excited about “things that go” than girls are. That’s not to say that women don’t make highly competent aviation company leaders, mechanics, pilots or air traffic controllers. There just aren’t as many of them that dream about it as kids. I think that kind of passion translates to adulthood and results in more transportation-oriented jobs
held by men. It is slowly changing, but we still need to do more to attract women to this fascinating field. How have new media and social networks affected your business and personal life? Have they become a new sales channel for you or rather a private getaway? Maybe you don’t use them at all We do use social media some, but I haven’t really found the perfect medium yet for initiating deals worldwide. It is a goal for this year however, to better understand how it can be a competitive differentiator for us. Did you decide to close the charter branch of your business? If so, why? We were doing some charter brokering and decided to focus more on aircraft sales when the market showed signs of improving. We didn’t close it, just put it on the back burner for the time being. Did you just start flying recently yourself? What kept you from starting over these years that you’ve been in the business? I did begin both ground school and flying lessons late last year. Before then, my evenings and weekends were pretty tied up with my children’s activities and sports. Since they are both in college now, I have more time on my hands. What are you flying and what do you hope to fly? My lessons are in a Cessna 172, but eventually I hope to be able to fly a multi-engine aircraft. I don’t really aspire to anything more right now, as I really enjoy my time as a passenger also. But who knows? How far do you think technology will take us in the next 20-30 years? Will we see suborbital flights, hypersonic aircraft, commercial VTOL or some-
thing else altogether? If only I could see into the future… technology has brought us so far in the last 20 years that I cannot even begin to imagine what we will see. I only know for sure that the speed at which it changes will keep increasing. Would you like to be involved in aircraft design and manufacture? With your experience, do you feel that the market is lacking a particular aircraft that you could bring out? Not particularly. I like people and stories more than blueprints and mechanical inter-workings, so I can’t really imagine doing the actual design or manufacture. I think the quest of all manufacturers is to come out with more efficient aircraft. The more fuel burn and operations costs decrease, the more widespread the adoption of private aircraft will be. If you could choose any flying machine for yourself, what would it be and why? I’m kind of partial to Michael J. Fox’s Delorean in Back to the Future. I would definitely want the time machine. Or maybe Wonder Woman’s invisible jet. I think I’ve probably dated myself a little with this answer, but I find them all fascinating—from hot air balloons to airliners. The fact that humans can fly never ceases to impress me. Who’s your aviation role model? What about business? There are a lot of people that I admire in aviation, business and humanitarian efforts. I learn things from so many people that I can’t really pinpoint a specific role model. And the thing about putting role models on a pedestal is that they sometimes fall off. I’d rather just like people for being human, sharing wisdom and advice and making a difference in the world without living up ■ to the standards they have set.
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XP VNE Cessna Citation X-AA34.qxp_XP VNE Cessna Citation X-AA34 11/02/2014 14:24 Page62
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By Ivan Veretennikov
XP VNE Cessna Citation X-AA34.qxp_XP VNE Cessna Citation X-AA34 11/02/2014 14:24 Page63
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A Day at the Races
Cessna Citation X The new speedster from the Cessna stable brought the world’s fastest civil plane trophy back to Wichita. Its futuristic cockpit instills the desire to become a pilot, while an all-new cabin is longer and mixes technology and luxury in a very memorable way.
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All-new in-house designed seats include folding armrests while the Clarity cabin management system with touch screens is brilliantly minimalistic. It evens allows texting to other seats – if you really want to.
The X (the Roman numeral for “ten”) was a loud statement from the outset when the first aircraft took off in 1993 and put Cessna on the “fastest aircraft” chart. Right at the top of it, in fact – a spot it held until the Gulfstream G650 briefly pushed in, faster by 0.005 Mach (roughly 5 km/h). As much a plane for pilots as for passengers, it always found a way to convince the more adventurous owners into flying themselves. Among them we find legendary golfer Arnold Palmer, the late film producer Sydney Pollack, and Kirill Minovalov, a Russian banker and one of only two known bizjet pilot-owners in the whole country.
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Its sleek fuselage sits low on the ground, with long wings tipped by blended winglets swept far back as if in a dive. It's a racer among family vans and makes no secret of it
The new X, formerly known as the TEN, takes this one step further with a mind-blowing cockpit that makes ones hands itch for the yoke. The Garmin G5000 avionics suite features the first-ever touch screen controls instead of traditional trackballs or joysticks, as well as a synthetic vision system and three 14-inch multi-functional LCD displays to show all sorts of flight information. Very clean, intuitive, and ergonomic, this cockpit makes the job of piloting an airplane seem that little bit easier. What’s more, a diligent student can quickly rise through the Cessna ranks starting at the “flying school desk” 172 model and moving up – all cockpits are similar, based on various Garmin avionics suites depending on the complexity of the aircraft. The new X was the first to benefit from the new pilot workspace, setting a standard for all future Cessnas up to the Citation Longitude, the biggest jet of the company that is slotted for certification in 2017. Apart from the fuselage that was stretched by 38 cm, another major breakthrough pioneered by the new X and first seen in a mock-up at NBAA 2010 is the superbly-designed interior with all-new seats and, most importantly, the trademark Clairity cabin management system. Actually, the system itself would be nothing without its wrapping: the brilliant, beautifully minimalistic touch screens integrated into a futuristic setting – straight lines, clean shapes, contrasting colours. 21st Century stuff! Not only do you control the environment around you by touching a screen that is quick to react and understands swiping movements well (not a universal trait across the industry). You can even text people at other seats. Despite some uncertainty as to the circumstances forcing you to do so (outside “because I can”), it’s still a nice thing to play around with after you’ve gone through the numerous other features that these screens offer. Coming back to the seats, Cessna took their design in-house and came up with an ergonomic solution featuring folding armrests and easy movements. Mastering the new cabin management system or browsing the web will be comfortable, no matter how long you choose to stay inside. With 38 cm of extra cabin length there is more leg room, but the passenger should not be lured into thinking that one can really walk around in this muscle plane. With a walkway running down the middle, the cabin is 173 cm in height and quite narrow: just 168 cm. An aircraft that makes it into the super-midsize category due to superb flying qualities, the new X is actually 3 cm shorter than the midsize Sovereign with which it shares its cross-section. On the other hand, who ever buys a sports car to carry their snowboarding equipment? By the way the Citation X has a second baggage compartment for that very
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VNE purpose, while the first one is big enough for its 8—9 passengers to take their suitcases on the trip. Take a step outside, have a brief walk around and forget about all these boring pragmatic details. Although remarkably efficient, which some descriptions fail to note behind the looks and performance, this jet is capable of cruising at 51000 ft and reaching speeds up to about 980 km/h (0.935 Mach – faster than the G650). Its sleek fuselage sits low on the ground, with long wings tipped by blended winglets swept far back as if in a dive. It’s a racer among family vans, and makes no secret of it. One look at the massive nacelles hiding the upgraded Rolls-Royce AE3007C2 engines, and the purpose of this machine becomes even more apparent. A Ttail towers 5.86 m above the ground, completing the picture. A beautiful aircraft that lives up to the name “Citation” – that of the legendary thoroughbred – although arguably it is as far from the other models in that lineup as it is from all other business jets.
With a flight range of about 6000 km with 4 passengers, the new X can reach London, most of Africa, China, and Russia from Dubai, or New York and Almaty from Paris. At almost $23 million it wants more dollars per cubic foot of cabin space than let’s say the Challenger 350 but it’s really much faster, by over 100 km/h. Then again, it’s an aircraft in its own class. Judging by the 350 or so deliveries of the previous model, there are a lot of people around the world who find its formula appealing. The new X, with its proven performance, tempting cockpit, a longer cabin packing so many great features and a very fresh design, is surely a plane that deserves to be on every wish list. Especially if you like the idea of having lots of ■ power right in the palm of your hand. The Garmin G5000 avionics suite features the first touch screen controls instead of trackballs or joysticks, synthetic vision and three 14-in multi-function LCD displays
The X offers a mind-blowing cockpit that makes one's hands itch for the yoke. Very clean, intuitive and ergonomic, this cockpit makes the job of piloting an airplane seem that little bit easier.
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XP Helicopter Airbus EC175-AA34.qxp_XP Helicopter Airbus EC175-AA34 11/02/2014 14:20 Page68
HELICOPTER
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HELICOPTER
New Horizons
The Airbus Helicopters EC175 The EC175 will become a new symbol of luxury among rotorcraft. Huge cabin, advanced technology, high performance, reasonable price – competitors will have to reinvent themselves to challenge this beautiful machine.
For those of you raising an eyebrow in surprise at Airbus Helicopters, this is the new name of Eurocopter, effective 1 January 2014 after EADS was rebranded Airbus Group. According to Airbus Helicopters President Guillaume Faury “This rebranding works hand in hand with our ongoing transformation, which is now bolstered by the Airbus brand’s strong foundation in innovation, quality and industrial excellence.” The EC175 is the new flagship of Airbus Helicopters that is slotted for first delivery this year. Most launch customers such as the Russian operator UTair ordered it in an offshore transport configuration, but the VIP variant packs plenty of appeal. Over the course of history, the company created many a helicopter that formed the essence of a successful entrepreneur’s dream. One such machine was the streamlined, sharp-looking EC155 that reminds of an arrow ready to leave from the bow, but is at the same time remarkably quiet and comfortable on the inside. This experience will surely come in handy when Airbus Helicopters builds a VIP version of its most advanced model.
By Ivan Veretennikov
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HELICOPTER
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HELICOPTER
Pegasus Design Director Peder Eidsgaard, aimed to give the interior the look and feel more like a private jet or luxury villa
To show what can be done, the company (then still called Eurocopter, of course) showcased a mock-up of the EC175 at EBACE 2103. Even those who knew the plot even before the curtain fell were surprised. The first thing that struck is the cabin size: it’s big. Seriously. A maximum takeoff weight of 7.5 tonnes may lead one to believe that it’s not that much bigger than an AW139, but in fact the cabin is 1.2 metres longer (3.9 m), which is a whole lot in the world of private helicopters. With all this space, on the outside it doesn’t look bulky. Wellproportioned, with two huge windshields in front, plenty of window area on the sides, and a slight hump concealing the engines continuing smoothly into the tail boom, from the side it seems almost perfectly shaped. From certain angles the boom looks rather hefty, but this is a heavy machine after all. Airbus Helicopters has partnered with luxury brands before to create one-off and limited production runs of certain models, such as the Hermès EC135 and Mercedes-Benz EC145. This
time the interior was created by an industry professional with aviation experience, Peder Eidsgaard and his Pegasus Design studio. This subdivision was created to focus on aviation customers, although the master himself also works on yachts. It wasn’t possible to appreciate the splendour of the interior to the fullest, as the mock-up presented at EBACE was of the so-called Executive configuration for 9—12 passengers. Despite the cabin size, this layout is quite intimate and would not suit every travelling VIP. On the other hand, the ergonomic chairs, mood lighting, and colour harmony confirmed that Pegasus Design has a special approach to aviation interiors and pays attention to the little details that are particularly important in a flying machine. The EC175 VIP will be different. 6—8 passengers will find themselves in a truly luxurious setting with plenty of personal space. There are three styles of outfitting: “avant-garde” that is inspired by modern sports cars; French flair that draws from modern penthouse interiors; and the classical reminiscent of European grand villas. The styles remain unnamed – perhaps Airbus Helicopters marketing specialists justly reckon that the descriptions are pretty self-explanatory. The interior of the EC175 VIP is divided in two. At the front are four club seats and an unusual domed ceiling to add more head room and create a lounge atmosphere. This would be the place to converse, watch TV, and have a snack in flight.
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HELICOPTER
In terms if performance, the EC175 can reach speeds of 305 km/h and cover up to 1146km. It can lift up to two tonnes and the operating ceiling is above 6000m
At the back is a three seat sofa. Flight experience says that maximum comfort would be achieved by one passenger taking it all, but tastes certainly differ. If a family is travelling, children could go in the back and have a little playroom all to themselves. Electrochromic windows are among the options offered for the EC175. They are certainly an elegant and hi-tech alternative to curtains and electric shades. Also on board the owner will find an entertainment system, sat phones, and everything else for business and pleasure that could be accommodated in this volume. A modern climate control system runs even when the main rotor is not turning, which would prove particularly useful in the Middle East. Hot and high performance also got particular attention from the design team. Speaking of technology in general, the EC175 is definitely a next-generation helicopter. Its
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powerful Pratt & Whitney Canada PT6C-67E engines (1775 shp each) are controlled via dual channel FADEC that automatically selects the most appropriate settings for each flight mode. Considering that the EC175 was initially built for offshore transportation, its 4-axis dual duplex autopilot and an intuitive interface of the cutting-edge avionics suite will ensure maximum flight safety in any weather conditions, day and night. The trademark Spheriflex main rotor ensures low vibrations even at low rpms. In terms of performance, the EC175 can reach speeds of 305 km/h and cover up to 1146 km. It can lift up to 2 tonnes, and the operating ceiling is above 6000 m. Its retractable wheeled landing gear is aesthetically more pleasing than heavy-duty skis, but also serves a more important purpose: taking off and landing with a run puts less strain on engines and helps in hot conditions, saving fuel in the process. As a VIP helicopter, the EC175 combines all of the advantages of a spacious cabin with the efficiency, safety, and ease of operations if a next-generation machine. A stylish and memorable exterior, low noise and vibration levels, and modern technology form a winning combination. The interior is big enough to bring in a professional designer and tailor it to your travelling needs. There’s no denying that this is the new star among the more expensive private helicopters (around 19 million, according to a source in Airbus Helicopters), and ■one that will offer a luxurious and very smooth ride.
XP Design Tim Callies-AA34.qxp_XP Design Tim Callies-AA34 11/02/2014 14:19 Page74
DESIGN
Designing Dreams
Tim Callies An architect turned aviation designer, Tim Callies was behind some wonderfully luxurious designs such as an ACJ320 made famous in the industry by Comlux and, alternatively, modestly functional ones headlined by the A340 for the German Government. We caught up with Tim to find out about his new solo projects and new interior trends.
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DESIGN Would you call your designs luxurious or functional, or both? You know that industry associations are promoting an image of business aviation as just a tool, but airliner owners probably want their jets to be a luxury asset too. For you, where is the fine line between luxury just being normal for an expensive plane, and luxury as something over-the-top? In my opinion, a good design for an aircraft needs to be both functional and luxurious. It is much more difficult to design a combination of both than just make something outright luxurious. Only if the cabin has a perfect balance between design and function, the flight crew can offer a perfect experience in terms of quality service to passengers. Enough stowage space has to be available and the cabin materials differ if the aircraft is a 100% private jet or a combination of charter and private. I agree that the NBAA and EBAA are promoting an image of business aviation as a tool. This might match with the small jet industry, however I personally have to say that for 99% of human beings even a small jet is a luxury, even if it is a tool. For that reason it is very hard to say where the
fine line is between “normal” luxury and “over the top” luxury. Definitely it is over the top if the customer decides to have two Boeing 747 with a similar interior design to be able to fly in case one of the aircraft is in maintenance. A customer has to decide himself how much luxury he can show in front of his friends and fellow countrymen. This can differ a lot between countries and cultures. As I did the design for the German Government Airbus A340, it was very important that the interior is comfortable but not luxurious, as nobody in the government would be able to explain to the taxpayer why the Chancellor needs to fly in a luxurious airplane. Are your customers looking for the same values today as they have been before, or have the tastes changed (e.g. now they want more functionality over relaxation?)? Today the customers are much more critical about the costs of their airplanes. More and more aircraft owners are deciding to charter their aircraft to reduce the costs of owning and flying. Therefore the functionality and durability of the cabin
'In the past few years I noticed that "Art Deco" with its beautiful materials like Makassar wood veneers were kind of trendy in East Europe and in some Arabic regions'
By Ivan Veretennikov
XP Design Tim Callies-AA34.qxp_XP Design Tim Callies-AA34 11/02/2014 14:19 Page76
DESIGN
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DESIGN
Tim's background with Comlux delivering a mix of both corporate and highend luxury has resulted in award-winning designs and stunning future concepts
interior are more important today. I also noticed that most of the customers nowadays are much more experienced in defining how the cabin should look, what amenities and services should be available on board, and what kind of equipment they wish to have. This helps us, the designers, a lot. What are the current trends in materials and shapes? Are there any or is everyone so different that you can’t draw parallels? Each culture has its own individual taste, and for that reason I can`t say in general that there is at the moment a certain trend in materials and shapes in the aviation industry. Sometimes a customer from an older generation surprises me with his wish to have a contemporary, modern cabin design, while a young customer wishes to have a very classical one. Of course I can recognize different styles between the Arabic, the Eastern European, and Asian cultures. In the past few years I noticed that the “Art Deco” style with its nice furniture details and beautiful materials like Makassar wood veneers and wonderful decorated fabrics were a kind of trendy in East Europe but also in some Arabic regions.
tomer is different and I can only provide a perfect design service if I listen very carefully to what the client wishes. However, my most challenging project was an ACJ319 3 years ago. The customer already had two design teams working for him on his residence and hotels, but because they did not have any aviation experience they asked me to join them and to do the interior design together with them. Not only that the principal wished to have a very classical interior with lots of sophisticated details, rich materials, and a special dining configuration. The two different design teams had their own individual taste and for that reason – as we say in Germany “too many cooks spoil the broth” – the project delayed a lot. Due to a lack of aviation experience, they thought that they can recreate the same design as they did before for the residence (as an architect, I worked hard at Lufthansa to learn that aviation requires a very different approach). It took me a while to convince them to let me do the design first and then adapt it as much as possible. Finally I had their full confidence and together we created a “one of a kind” interior which greatly satisfied the customer.
What was your most challenging project and how did you succeed? Well, first of all each project has its own challenges. Each cus-
If you could choose any aircraft, what would it be and why? I like the Gulfstream G650 very much. It is a perfect combination of modern design, range, and speed for a small business jet ■
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XP Legends Boieng-AA34.qxp_XP Legends Boieng-AA34 11/02/2014 14:22 Page78
LEGENDS
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LEGENDS
The sight of a dirigible gliding overhead in Seattle 1909 was enough to stir the emotions of Edward Hubbard (left) and William Boeing (right) to form a partnership that would result in one of the greatest names in aviation
A doyen of commercial aviation
William Boeing He was a man of German descent, born in Detroit, educated in Vevey, leaving Yale early to pursue business interests in Washington State. A timber tycoon turned aviation enthusiast that changed the world, establishing and bringing to success a company bearing the most famous name in aviation: his own name.
A DREAM IS BORN “They couldn’t think of anything better but give away a live baby as the prize. And one that was just a month old!” “On the other hand, what did you expect them to offer, one of them incubators? Besides, Jim told me that the winner didn’t take the baby anyway. You shouldn’t be so...” The agitated couple walked past and out of earshot. In any case, their conversation failed to spark interest in William, who was standing in front of Geyser Basin. The round pond was the centrepiece of the Alaska—Yukon—Pacific Exposition, the most anticipated event of Washington State. William could not recollect when he heard the first rumours about the exposition, but certainly by 1907, when he had moved to Seattle, hardly a soul in the whole country remained uninformed of the great fair that was to take place in 1909. And here he was, on a warm summer day, waiting for the big show: “Bud” Mars and his dirigible. “Hey Bill, how do you do? Also waiting for the airship, right?” It was the young Edward Hubback who liked to fantacise about flying and wreck what he called his own inventions. But there was certainly something to him. “It’s William, please!”
Actually, he preferred “Mr. Boeing”, and rightly so: at just 27, he was a millionaire. A man with lands rich in timber and ore, a man who had recently commissioned a rather extravagant yacht for himself, a man who was always welcome in Seattle’s most respected Clubs. Besides, he was of German descent, born Wilhelm Böing in Detroit, educated in Switzerland and at Yale (which he quit early). He wasn’t one to impress his successes upon others, but his good education, the many books he had read, and a general inclination to pedantism had taught him to choose his words meticulously. That went for names, too: He would call the young Hubback “Eddie” only if he wanted to express something. Otherwise it would definitely be “Edward”… The train of thought was stopped by an astonished gasp coming from the crowd around him (where did they all come from?) and a loud cracking noise from above. He looked up and saw it: the dirigible. It looked like a gigantic stubby pencil, sharp at one end and round at the other; with an internal combustion engine and a pilot dressed in white, running back and forth to control the pitch of the machine – William knew as much from the books and magazines he had read on the subject. Seeing the thing in
By Ivan Veretennikov Images courtesy of The Boeing Company
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Another of Boeing's great loves was his yachting seen here aboard his beloved "Taconite" named in dedication to the family's iron ore interests
motion, however, was more impressive than any description. Truly, man could fly. And Boeing decided that he would become such a man.
FIRST FLIGHT TO FIRST PLANE He remembered the day monsieur Paulhan had broken his promise. It was January 1910, and William had been waiting for three days at the country’s first international Air Meet at Domin-
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guez Field near Los Angeles to fly with the celebrated French aviator. He would have gone with anybody else, had they agreed to take the young man up. Alas! neither his refined manners nor money could help. Paulhan had said he would make time, but on the fourth day he disappeared. It must have been due to the Wright brothers and their lawyers, coming to the show to claim patent infringement against the Frenchman and renowned engineer Glenn Curtiss. As
much as William admired the aviation pioneers, he wished they hadn’t reached the Air Meet then. Today, on this warm summer day of 1914, however, it hardly mattered. Here was Terah Maroney in his floatplane, and William’s friend Conrad Westervelt, a Navy officer and engineer, was making himself comfortable on the wing (if such an ordeal can have anything to do with comfort), ready to go on his first flight. After six long years of waiting, Boeing had just had his. And he was exhilarated. “What did you think of it?” William asked Conrad when they were driving back from Union Lake after a day filled with flights, excitement, and peril. “Emotionally, it was like nothing I had ever experienced, William. I must say, however, that from an engineering standpoint I do not see how that machine has lasted so long. In all honesty, I cannot fathom what holds it together.” “My thoughts exactly. I shall see if I can acquire a more robust aeroplane. After today’s unusual promenade, my need for one is apparent.” The floatplane he bought from Glenn Martin, however, left him only partly satisfied. Although glad that the aircraft came with flying lessons and assembly on-site, its single float was not streamlined and made landing very difficult. Besides, after they had wrecked this float (“and one cannot be blamed, seeing how it was constructed!” William thought) it took Boeing’s cousin Edgar Gott some time to get a replacement from the Martin people, and again it was far from perfect. “Now, Conrad, I have known Hubback... pardon, Hubbard. I cannot get used to this new name of his, and to think it is all because of a silly mistake in his license! – As I said, I’ve known him for a long time, I know that he is a gifted avia-
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The Model 226 was a breakthrough in first-class travel. Boeing could see its lounge-like cabin, folding divans, big square windows and a spacious bathroom with hot and cold water
tor. This young man, however: Herbert Munter. Are you convinced that his participation would prove valuable?” “I am absolutely certain, William. The man knows aeroplanes from the inside out. He is the perfect test-pilot.” The two were handpicking the few people who would help them put together their own aircraft: The B&W. “With that settled,” Boeing said. “Let us agree that for our first bird we shall not stray far from existing designs. First, improve on the drawbacks we have found in current aircraft and have our small group prove their worth, then see if we should continue.” “ I could not agree more,” Westervelt answered. “Our breakthrough will come in due time. Now, we need to learn.” In June 1916, William Boeing was already instructing Herbert Munter before his
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The 307 Stratoliner of 1940 was the first high altitude commercial transport plane in scheduled service in the US, used by Pan American Airways and Trans World Airlines. Howard Hughes dubbed his private craft, "the Flying Penthouse"
first flight on the B&W. “It handles splendidly in the water, and goes off easily. I didn’t go far, so you have the task of assessing it from a manoeuvring standpoint,” he said. “And sorry that I went first, but I could not resist. Besides, I think you were running late.” “My watch said I still had a few minutes, Mr. Boeing, but after all, this is your first aeroplane, and nothing could be more satisfying than feeling it take you up. Believe me, I’ve done it before.” SUCCESS… AND A ROUGH LANDING The year was 1934. It was over, he had had enough. He was three years late with his retirement anyway: he had promised it to himself at 50. Now he was 53. He had just received the Daniel Guggenheim Medal for aeronautical achievement, which seemed an appropriate way to end his career. Standing before the audience in San Francisco, he said “Now that I am retiring from active service in aircraft manufacturing and air transportation, to be so greatly honored
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as to be recipient of the Daniel Guggenheim Medal is a real climax of my life. As the past years devoted to aircraft activities have been filled with real romance, the many forward projects now in the making will continue to keep me on the sidelines as a keen and interested observer.” In the night, left to his own thoughts, he remembered another occasion in this city. A long time had passed since he wrote to his cousin Gott “It now behooves us to devote our energies toward the development of machines which will be used in peacetimes.” And this was the place where his company demonstrated the culmination of its devotion to such machines. On 1 July 1927 his wife Bertha was holding in her gentle hand a bottle of champagne, standing beside a brand new Model 40A. (“Did they let her use champagne after all, or did the Prohibition hysteria spread so far as to substitute it for something else?” he wondered). Very clearly, he heard her say. “I christen thee San Francisco, and I
wish every success to this new Air Mail route, safe flights to its planes, pilots, and passengers!” By then William’s company had grown from a tiny workshop to a formidable business that had a history of making extremely capable military aeroplanes. Thanks to Eddie Hubbard and his undying devotion to air mail, however, war machines had not been the only distinction of the company. He remembered that first international mail flight he made with Eddie in 1919 in the B-1 boat, in which the latter ended up clocking a total of around 350,000 miles. It was a breakthrough, which, over time and with Eddie’s perseverance, helped them establish this first regular mail route between San Francisco and Chicago. He remembered the days when the workshop had no money and the employees had to build boats and furniture to stay afloat (“I was lucky to have a timber business to take money from,” he thought). Then poured in the military orders, then they created Boeing Air
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LEGENDS Through the ages, Boeing witnessed flight from its beginning to the dawn of the jet age with the Dash 80 (centre) in 1954 before passing away two years later
Transport and supplied it with Model 40s and Model 80s. Then the first allmetal Monomail, sporting just one wing, took to the skies. A handsome plane, but rather useless, so they quickly switched to the Model 247. Of that batch, for some reason, he recalled the particular one they built for a Chinese customer. It had a luxurious interior and – pursuant to a very particular request – machine guns fitted to the wing. What came of it, he did not know. Another famous executive aircraft from former years, the Model 226, delivered to the Standard Oil Company of California, was a breakthrough in first-class travel. He could see its lounge-like cabin, the folding divans, big square windows, a spacious bathroom with hot and cold water. Had it not been for the smaller size and the occasional shake in rough air, he could have mistaken it for his recently built yacht Taconite (so named for the iron ore that made his family a fortune at the turn of the century). Those were the days! And now, just as his United Aircraft and Transport Corporation had seemingly reached its pinnacle, gathering under one wing such successes as the Boeing Aircraft, Sikorsky, Northrop, Stearman, Pratt & Whitney, as well as a number of airlines that would now become United Air Lines, the government turned upon him as if he were a criminal, not a man who had struggled all these years to help build the aviation industry and ensure the well-being of the country itself. “It’s time younger men did the fighting,” he thought to himself. “I was going to retire, and circumstances are such that I am compelled to keep my word. Clairmont Egtvedt will take good care of the company. I am to witness great surprises yet.” THE END OF AN ERA Déjà vu was certainly the best way to describe the circumstances. Standing in front of a gathering of thousands of employees working for the Boeing
company (and rememebering how he started with just a handful), William heard his wife say “I christen thee the airplane of tomorrow, the Boeing Jet Stratoliner and Stratotanker.” This time she had a bottle of champagne, there could be no mistake. It was 15 May 1954, and they had been invited to inaugurate the beautiful and undeniably ambitious – if not risky – Dash 80. The company had spent almost everything it made in the years of War, and it did not even have a single customer yet. It did have a great model name, however: the 707. It was a huge jetliner with four engines, capable of speeds over 500 knots and altitudes of 43000 ft. Sitting in the pilot seat of the B&W in 1916, Boeing could not have conceived something like it even in his boldest fantasies. Then, 65 knots was fast; 6500 ft was high. Now, nine years after the War (during which the company he had founded rolled out some of the most fascinating aircraft to ever take to the skies), the world was on a race. And he was following intently. Horse races, however, attracted his attention even more. He and Bertha became knowledgeable and successful breeders since he had left his company, and when William was not busy inspecting his lands and properties, he could be found on the race track watching his thoroughbreds perform. He remembered the headline from 1938: “Inaugural Lures 40,000: Air Chute Captures Opening Turf Feature at Hollywood Park,” and the silver trophy he accepted from famous actress Barbara Stanwyck. William Edward Boeing enjoyed a life full of successes, discoveries, adventures, and lasting friendships. He died on 28 September 1956 aboard his yacht, the Taconite, three days before his 75th birthday, after seeing the industry he helped pioneer reach maturity at the dawn of the jet age. His legacy is continued by the biggest and probably the most innovative and diversified aviation ■ company in the world.
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