Trepel - Press Center

Our press centre offers you a comfortable CHECK UP regarding latest TAE news and information.

We brief you on current press reports in trade journals as well as on the global activities and changes in organisation or products.


June 2017Farewell of Mr. Mohamed Houidi

Dear friends and business partners

After a long journey – some phases tedious, but most exciting and enthralling – and an extremely active service in the GSE field, the time has come for me to retire, commencing June 1st, 2017 and to say goodbye to all friends, colleagues and business partners.


August 2015New Head of our After Sales

The base of our growth and success – of course besides technology and product quality – has always been our attitude towards customer service and their satisfaction. It is TREPEL’s commitment, to serve and support our worldwide customers in order to enable them to get maximum return on their investment.

We are very proud to announce the appointment of Mr. Alfonso Urzola as Head of our After Sales Service Department.


August 2015Motion - Die Zeitung des Flughafen Münchens 08/2015 | Kraftkoloss für schwere Fälle

Am Flughafen München wird beim Beladen von Flugzeugen jetzt ein echter Schwergewichts-Weltmeister eingesetzt.

Preisfrage: Wie verlädt man sechs ausgewachsene Elefanten in ein Flugzeug? Ganz einfach: Elefanten rauf auf den neuen Hublifter, Flugzeug-Ladeklappe auf, Elefanten rein, Flugzeug-Ladeklappe zu. Zumindest theoretisch hat der Champ 350 mit seinen 35 Tonnen Hubkraft das Zeug dazu. In der Praxis werden eher andere schwere Frachtgüter eine Rolle spielen. AeroGround, die Abfertigungstochter des Flughafens München, hat rund 400.000 Euro in den neuen Riesen-Hublifter investiert.


TREPEL Airport equipment, one of the leading manufacturers in today’s cargo high loader market, supplies pallet and container loaders from 3.5 tons up to 35 tons capacity, and transporters. Reliability and exceptional service are two of the basic ingredients for TREPEL’s success worldwide. TREPEL is well known for its innovative product portfolio which has recently been supplemented by two new highly interesting products.

TREPEL’s 7 ton loader, the CHAMP 70 which has already been a very fuel-effi cient loader, was converted in to an electric loader in 2009. This particular model made its debut at InterAirport 2009 in Munich. It also boasted a new patented system, the so-called PLUG-I-O system. This unique system, a quick battery change application, allows one to pull the 400 Ah battery on to a standard container dolly and replace the empty battery with a fully charged one that has been brought to the loader on another dolly. This is facilitated by a roller system in the conventional engine compartment. By using the bag tug and dolly system operating at almost every airport, the downtime for charging and electrolyte recirculation of the battery is minimised. The CHAMP 70We, as the electric loader is called, can be fitted with a permanently installed 625 Ah battery. The first units have already been successfully introduced to the market. TREPEL’s TAE 20electro is a modern, ergonomically designed electric tow tractor for ecological operations in cargo centres and on airports. It has a drawbar pull of up to 2,000 kg and a top drive speed of 25 km/h. TREPEL’s conventional aircraft tractors, the CHALLLENGER 430 and CHALLENGER 700, are equipped with a mechanical lockup clutch in order to reduce fuel consumption by up to 25 % when driving at higher speeds.

Think of Trepel Airport Equipment GmbH and think of loading equipment. But Trepel has diversified beyond the loading equipment sector and, over the last year or so, it has made a name for itself in the conventional tow tractor market where it has achieved significant traction as recovery has started to replace the doom of the down market. Jo Murray speaks to Carsten Schimkat, Sales Director, Trepel Airport Equipment.

Trepel’s foray into the tow tractor market comprises a complete portfolio of tractors under the Challenger brand. The Challenger conventional tractor fleet is capable of handling pushback, repositioning and maintenance towing of commercial aircraft as well as most military aircraft. It is designed to perform under tough working conditions as well as extreme weather conditions. In October 2009, Trepel launched its large aircraft tractor – the Challenger 700. This is a conventional aircraft tractor that is capable of moving all widebody aircraft including a fully loaded A380. The mechanical lock-up clutch of the new generation of power shift transmission reduces fuel consumption when moving at higher speed. The power-pack compartment can be lifted, which minimises tractor downtime and reduces maintenance costs. By the middle of 2010, Trepel had launched the Challenger 160, which is a conventional aircraft tractor that can push back, reposition and undertake maintenance towing of aircraft up to a fully loaded 767. The company says: “The hydro-pneumatic front axle suspension provides best possible driving comfort for the operator.” It also has been designed for maintainability with a powerpack compartment that can be lifted up. “In October 2010 we launched our medium sized tractor with a tractor weight of up to 43 tonnes,” says Schimkat. “We came up with some unique features for our conventional tractors which differentiate Trepel from our competition. For example, we have hydro pneumatic front axel suspension.” The advantage of a hydro pneumatic front axel suspension, says Schimkat, is that it delivers much better driving comfort to operators. There is also the issue of safety. “It is a lot safer to have this form of suspension on the tractors,” he says. “The other unique thing about our conventional tractors is that we have our diesel engine, power shift transmission and the coolers all located in the auxiliary frame, and this whole frame can be lifted out from the chassis with two hydraulic cylinders,” Schimkat points out. “Conventional tractors have a chassis which looks like a shoebox, and accessibility is not very good so it is very difficult for people who are in the workshop trying to assemble or fix the tractor. So our feature, which allows the lifting of the whole engine compartment, provides very good accessibility to these components, which then adds to the maintainability of the whole tractor.”...

It’s in the news, wherever you look. Every single industrial sector is being exhorted to look after the environment and care more about operating procedures, power usage and how it disposes of surplus and waste material. The aviation sector is as involved as any but how deep does the urge to make the planet a greener place actually run? As a matter of fact, Trepel’s Klaus Pfeiffer raised the question at the IGHC event back in Egypt, in May, when talking to me.

“It’s all very well to talk about green GSE – but most people have a differing understanding of the concept,” he says. “Is it solely about battery power? What about other forms, like LPG or hydrogen? Can one power type really be shown to be better than the other? And where, in all this, does that leave diesel? “Our customers are telling us that they want to change their GSE and the way they operate in order to save money. Their motives are not really green: it’s all about cost savings. Any switch away from traditional power to, say, electric, is a big, big job. “At Trepel, we began to collect data from our customers on vehicle use and running costs. These figures included diesel consumption. We are all aware that Euro engine emissions levels have been getting stricter and stricter and that airports are having to consider this as they formulate their environmental policies. But my question is this: what is the true consumption of GSE ? “Our studies, which I admit are only a small sample, have shown that our engines have a very low fuel consumption: the figure ranges from 1.8 to 3 litres an hour on average. I should underline the fact that this is based only on the consumption per actual operating hour. These values relate to container loaders and transporters. Our engines tend to be smaller and more productive, and of course efficient: we run on 50 kW/ hour whilst most others are 80 kW/ hour. “So my feelings are that maybe a more efficient diesel engine is the way ahead. However, having stated that, we have been in the process of developing a new electric loader that we feel will answer the industry’s future requirements when it comes to environmental matters.” Trepel’s latest loader, the Champ 70 We, which makes its debut at InterAirport Europe, boasts a new system, the so-called PLU G-I-O, for which a patent has been granted. But it’s not just another loader: here, the battery is sited in the middle of the vehicle and the engine is located at the side, for a start. A 30 kW electric motor is part of the specification, which is almost an industry standard these days. What singles out this particular Trepel loader, though, is the way in which the battery is incorporated...

When you design and build a range of products that is tacitly acknowledged to be amongst the most expensive in the marketplace, it’s crucial that you’re sure of what you make; moreover, it’s essential that each of your customers is happy with their purchase. German manufacturer Trepel thus sets great store by ensuring that its range of ground support equipment is not just well built but also reliable; more than that, the manufacturer supplies a comprehensive after-sales service and is always ready to adjust or modify its equipment in line with customer request.

Trepel’s roots go back to the 1940s when its founder, one Ingo Trepel, hit upon the idea of the hydraulic-powered scissor mechanism. He foresaw applications in several industry sectors, such as maritime and automotive but, interesting to note, not in that of aviation. A factory was duly established at Wiesbaden to produce this (then) novel item of engineering. Needless to say, there was a lot of precision necessary in the manufacture of the scissors element, with fi ne tolerances required in the construction of the cylinders and pistons: but all this was achieved without computers or elaborate tooling. At the time, almost amazingly, these lifts could support up to 500 tonnes, and Ingo Trepel was duly considered as something of a pioneer in this technology. The aviation breakthrough came about in the early 1960s, and the story goes that Pan Am provided the impetus. At the time the US airline operated just two of the comparatively new B707 aircraft, one of which flew clockwise around the world, the other in the opposite direction. On one occasion a 707 landed at Frankfurt and the airport subsequently faced the problem of catering the aircraft. The height of the doors precluded conventional loading techniques and in due course the airport, which was acquainted with Ingo Trepel, approached the innovator to see if he could help. For Ingo, mating a loading platform to a scissor lift presented no problem and the first hi-lift was born. It would be tempting at this point to say that the rest is history – but the truth is somewhat different, since the Trepel scissor lift, to an extent, became a victim of its own success. One of the more offbeat applications for this technology was that of stage machinery in theatres. Here, the need for lifting devices often involved costly projects: indeed, it was not unknown for theatre builders to invest millions of Deutschmarks in such schemes. “But sometimes, the cost of the project was greater than that of the investment,” notes Klaus Pfeiffer, Trepel’s MD, “and the result was that this sector caused the company to go bankrupt in 1985.” Trepel’s assets were subsequently purchased by the PGB Group, later renamed NDW. A more focussed approach was sought and it was deemed expedient to concentrate on lifting platforms, although not exclusively for the use of the airport sector. In 1992 the manufacturing side of the equation was transferred to Tauberbischofsheim, a rural location not far from Frankfurt airport but one that offered plenty of potential for further growth. The site now comprises some 70,000 square metres of developed area although there is more besides. By this time sales were very much on a global scale and the company’s core products, namely hi-loaders, catering trucks and PRM lifts, were well-known within the marketplace. Today, the company’s rationale is quite straightforward: to offer a product that whilst not cheap, will nevertheless pay for itself in terms of longevity, reliability and cost of ownership when considered on a lifetime basis. The manufacturing site at Tauberbischofsheim is impressive both in its breadth and its layout. Trepel employs some 400 personnel all told (there are also offices at Wiesbaden) and many of them are to be found here. It shares the site with a sister company, MAFI, and indeed the pair pool the elements of finance and human resources...

Cargo, as a segment within the aviation industry, continues to grow and post healthy profits. Which is probably just as well for all those involved in the equipment manufacturing sector: hi-lift and loader purchase is not something to be taken lightly.

Trepel´s Heike Steinborn says that 2006 has been the beste year for Trepel. ”We sold more pallet/container loaders than even before. We further strengthened our wolrdwide leadership in the main deck loader segment, especially for over-sized cargo loaders, such as the CHAMP 300 with its 30 tonne capacity. The demand for such heavy duty loaders is rising fast and more and more major cargo airports such as Frankfurt, Dubai, Luxemburg, Bangkok and Beijing have chosen the CHAMP 300 as their standard. American customers, who traditionally bought our 7 and 14 tonne loaders, have also started to adopt the CHAMP 300." For TREPEL the Middle East is still booming: there, airports and airlines are multiplying quickly and the vast majority of them are choosing TREPEL as a reliable and efficient supplier which is able to follow their fast growing pace, says Heike. "In Europe,our numerous longstanding customers increased their level investment. Spain was also a hit, with almost all ground handling companies investing in new equipment after the ground licences were re-awarded last year at the Spanish airports" Russia, too, was very active in 2006, and saw TREPEL deliver aht all three international Moscow airports, as well as in Siberia and St Petersbur. Meanwhile in Asia, TREPEL profited from the fast-growing economies of China and Vietnam where its loaders have become more and more popular. "In America, we saw the recovery of the major airlines and had some good sales there. Despite the weak dollar, more and more American customers come to us after having tried our products, proving our longterm policy of high quality, performance and service to be the right one." TREPEL also did good business in Africa, in both the Western and the Eastern parts of the continent. Young secondhand loaders, checked over by TREPEL and delivered with a manufacturer´s warranty, proved to be an adequate solution for the specific situation of some African airports. In Terms of new products, 2006 was a milestone for TREPEL. "In October 2005 we officially launched our new Pallet Transporter, the TRANS 70, and a new electric tractor, the TAE 20. These two products are a logical development of the scope of our company by offering the vehicles that feed the pallets and containers to the loaders...

The ability of an airline to leave the gate on time is consistently a critical mea- suring lever for an airline’s overall quality. To achieve this goal, airlines need to quickly offload and board passengers, unload and reload baggage and cargo, re- plenish galleys, clean and empty onboard toilets, and refuel within a short time period, even if a plane arrives late. Achieving these goals requires the right equipment. The German company TREPEL Airport Equipment GmbH develops and manufactures cargo loading equipment and other vehicles for carrying out these tasks swiftly, safely, and efficiently.

TREPEL has been known for innovation in utility vehicles for decades. In 1946, Ingo Trepel started the enterprise to repair and overhaul machinery. A decade later, the Wiesbaden-based company introduced its innovative scissor lifting table. These had a lifting power between 500 kg and 500 tonnes. The applications of the technology were wide, prompting TREPEL to establish a division specifically for airport equipment at the end of the 60s building its first Catering Trucks. A few years later, it followed up the success of these with a line of pallet/container loaders. After more than 30 years in the business the company TREPEL was taken over by PHB Weserhütte AG. Due to its overwhelming growth, TREPEL moved its production to its present facilities in Tauberbischofsheim where its sister company, MAFI Transport-Systeme GmbH is also located. In 1996, TREPEL Airport Equipment GmbH was established with separate legal entity in order to better serve the world market with its airport ground support equipment. “This change in the group has enabled TREPEL to focus on the ever-changing needs of our customers, the airlines, airports and handling companies,” says Klaus Pfeiffer, Managing Director. “After seeing a strong response in terms of sales starting in 1996, we experienced falling sales after September 11, which hit the entire market extremely hard. Since then, the market has rebounded nicely, selling more than 130 vehicles annually. Revenues and the workforce have mirrored this growth. Today, TREPEL employs a workforce of around 150. “We believe in teamwork for providing reliability, speed, and quality, “ says Mr. Pfeiffer. This year, he expects these qualities to enable the equipment manufacturer to realise approx. 28 million EUR. Nevertheless, the managing director is quick to point out that these figures are dependent upon the company’s ability to increase sales in Asia and the Middle East, two up-andcoming markets for its cargo loaders. The product line ranges from small compact loaders to heavy-duty main deck loaders for wide bodied aircraft. Representing the former, the CCL 35/35 loader-transporter is a compact yet powerful vehicle for transporting and lifting LD1, LD2 and LD3 containers to a height of 3.5 metres, without stabilizers. The CCL 35/35 is well suited to serve the A320 aircraft as well as all lower deck doors of widebody aircraft. The CHAMP 70 line consists TREPEL’s 7-tonnes range of cargo and pallet loaders. These boast a hydraulically operated stand extension that allows simultaneous operation of the loader and aircraft transfer system controls. For handling as much as 14 tonnes, the TREPEL CHAMP 140 is the answer. This main deck loader is flexible enough to service both wide and narrow-body aircraft. Moreover, it features the TREPEL roller transport system for carrying out longitudinal, transversal, and rotational movements faster, safer, and more accurately. The CHAMP 200 is a loader capable of lifting as much as 20 tonnes. It is also unmatched in its reputation for reliability. The largest model in the programme is the CHAMP 300 main deck loader with 30 tonnes lifting power. It is the ideal loader for big jobs, when heavy cargo needs to be moved...

Last year was the best year for Trepel since 2001: so says the company’s Klaus Pfeiffer. “We sold as many units as in 2001 and we increased our global coverage by delivering units all over the world, from Fiji to Miami and from Ekaterinburg to Dubai. The InterAirport Europe event in October showed us that the high reliability characteristics of our loaders are praised by all our customers and this makes us very confident for a further sales increase in 2006. “

Besides, the new pallet transporters, electric tractors and hybrid tractors we exhibited in Munich raised a lot of interest and, in fact, we have already started the first deliveries of these new products.” Klaus could not mention the year 2005 without some reference to the A380 trials. “We are proud that Trepel loaders handled the first flight of the A380 at Frankfurt airport. Our existing loaders are perfectly fitted for the lower and main decks of the A380. We also developed and patented an extraordinary and economic solution that can handle the upper deck of the freighter version. So Trepel is fully prepared for the A380.”