Archive for the ‘Innovation’ Category

Solar Impulse Flies, and Electric Sees its Day in the Sun Coming

Monday, April 18th, 2016

Whenever you see the term proof-of-concept in front of an aircraft designation you need to think: extremely experimental, might never come to fruition, and of course, probably going to break. The two pilot-geniuses behind the Swiss Solar Impulse perpetual motion flying machine (I say that because frankly, it never has to stop flying), Bertrand Piccard and André Borschberg, have been holed up in Hawaii for months now with their proof-of-concept Solar Impulse airplane because they broke it on the five-day non-stop flight across the Pacific

Solar Impulse arrives in Hawaii after flying five days  nonstop from Nagoya, Japan.

Solar Impulse arrives in Hawaii after flying five days nonstop from Nagoya, Japan.

from Nagoya, Japan, to Hawaii. That put their proof-of-concept flight around the globe on perpetual hold. New batteries had to be manufactured for the aircraft and the battery cooling system, which was determined to be inadequate for such a long flight, had to be completely redesigned and manufactured, as well.

It turns out the mission needed $20 million to make that happen, which meant funds needed to be raised, as well. Fundraising, however, is something Piccard and Borschberg’s idealistic group is quite good at. They have worked slowly over a couple decades, to date, to bring the experimental Solar Impulse program to life. In the process they’ve constructed and flown several aircraft that, by virtue of their electric engines, batteries and solar cells, can stay aloft essentially indefinitely. April 15, 2016 they announced that the airplane is ready to relaunch its mission. Next stop? Somewhere east of the California coastline. What are they waiting for? The perfect VFR day, or close to it. Yeah, there are still limitations. But remember, it’s just a proof-of-concept machine.

Once upon a time people delving into electric-powered flight were considered the outliers of experimental aviation. That is no longer true. At Sun ‘n Fun 2016, which concluded earlier this month, the CEO of the Colorado-based Aero Electric Aircraft Corporation (AEAC) announced that its all-electric powered two-place trainer, the Sun Flyer, was expected to fly within weeks. The Sun Flyer is powered by a single tried and true Emrax 268 electric motor putting out 100 kilowatts, which is basically 135 hp.

AEAC's proof-of-concept Sun Flyer is nearly ready to fly.

AEAC’s proof-of-concept Sun Flyer is nearly ready to fly.

“Because the nose of this airplane is so sleek and narrow, however, the propeller is not blocked, giving you so much more power,” Bye explained to the Sun’n Fun crowd. “For instance, a typical Cessna 172 loses 30 percent of the power generated by the prop because it is blocked by the flat plate surface of the nose of the aircraft,” he said. “On the Sun Flyer 95 percent of the propeller energy can be used to convert torque to thrust. That’s how you get to an equivalent horsepower of more like 160 hp.”

The all carbon fiber construction of the Sun Flyer keeps it light, and South Korea’s LG’s chem batteries provide 260 watt-hours per kilogram of electricity for the engine, which adds up to three hours to empty. Except this airplane has regenerative energy capture technology in its propeller. What that means is that energy is recaptured when the airplane descends at more than 400 feet per minute. That energy recharges the batteries. This is how the Solar Impulse stays aloft each night, when its solar cells cannot capture light and turn it into energy. The pilot climbs in the late afternoon to 28,000 feet, and then descends all night long in parabolic arcs. It is proven technology, and AEAC’s Sun Flyer intends to use it to stay aloft for, well, who knows how long?

“It is certain that students who train in a Sun Flyer will have totally different fuel planning skills,” Bye chuckled. The Sun Flyer also sports solar cells on its upper wing surfaces, for recharging on the ground and in the air on sunny days. Bye stated that two days on a sunny ramp may be all a Sun Flyer needs to fuel up for its next sortie. In any case estimated operating costs, including maintenance and ground power refueling, is around $11 per hour. That compares to an average flight school Cessna 172’s estimated operating costs of $66 per hour in 2016 dollars.

AEAC intends to certify the Sun Flyer in 14 CFR Part 21. It will have a Standard Airworthiness certificate, a 1654 lbs max gross weight,  two seats, a single engine, and a 45-knot stall speed.  The payload will be 440 lbs, according to Bye. It’s sound footprint at 500 ft AGL? Nearly nil, at 55 decibels. If the upfront price tag is right (and there is all kinds of speculation there) it could revolutionize basic flight training, making it affordable for a larger swath of people, and more profitable for flight schools, all at once.

AEAC will have competition in the all-electric trainer market from Slovenian Pipenstrel, Chinese Yuneec and behemoth Airbus. Both companies are well into their two-seat electric airplane programs. Personally, I can’t wait to see what the flight training fleet looks like in 2025.

Blurred Lines

Monday, March 28th, 2016

The advent of smartphones and apps has led to a variety of creative new businesses which are reinventing how we shop, work, and communicate. They’re also changing how we travel by bringing private aviation to the masses.

Some of these concepts, like SurfAir, seem to be doing well, while for some reason east coast equivalent Beacon never really got off the ground. Others — Flytenow and AirPooler — were quashed by FAA determinations about their legality.

It was probably inevitable that this phenomenon would make it’s way into my own flying life. The company I work for has entered into a partnership with JetSmarter, a mobile marketplace for private jet charter that the Wall Street Journal described as the “Uber of the air”. We’re flying scheduled service between the coasts and other major cities as part of their “JetShuttle” program. Instead of chartering an entire airplane, you can now book a single seat of your choosing.

A typical Gulfstream interior.  This layout isn't just more comfortable -- it's also designed to facilitate discussion and interaction among the occupants.

A typical Gulfstream interior. This layout isn’t just more comfortable — it’s also designed to facilitate discussion and interaction among the occupants.

I’ve done a few of these trips so far and the passengers seem delighted with the ability to avoid most of the hassles typically associated with air travel and large hub airports. A business jet’s interior looks more like a living room than a typical airliner, so it tends to facilitate discussion and interaction between the passengers. Flight attendants have told me that by the end of the flight, strangers have become friends. And some business connections are probably being made as well.

The JetSmarter membership isn’t cheap. It costs $9,000 annually and requires a $3,000 initiation fee. On the other hand, when you compare it with the cost of chartering a large cabin business jet for even a single cross country flight, the price seems downright thrifty. It’s even competitive with first class airline travel, especially for those who travel frequently.

At first I wondered how this sort of thing would be legal. Wouldn’t scheduled service require a Part 121 certificate? Apparently not. JetSmarter’s model has been validated under 14 CFR Part 380, which requires those who wish to arrange public charters to have their prospectus approved by the Department of Transportation. JetSmarter doesn’t operate the aircraft or have “operational control” over the flights; they simply help facilitate the placement of individuals onto an approved Part 135 certificate holder’s airplane. In that regard they function more like a broker than a charter company. Incidentally, brokers are not regulated by the FAA, DOT, or anyone else that I’m aware of.

I never would have expected to be flying scheduled service while working in the charter industry, but that’s the sort of thing you get when disruptive technologies begin to work their magic. It blurs the lines between what we traditionally think of as airlines and charter companies. For most folks, the primary distinction has been the fixed schedule of the former versus the non-scheduled, or “on-demand”, nature of the latter. But times are changing, and the aviation industry with it.

I can think of several other examples of this phenomenon. I learned to fly about 20 years ago, and back in “the day”, a training airplane was almost invariably a 152/172 or Cherokee of some kind. Oh, you’d find the occasional Tomahawk or Citabria in use for that purpose, but for the most part it was a Skyhawk/Cherokee game. Today’s trainers come from an impressive fleet of Diamonds, Cirruses (yes, people do learn to fly in them), prototypical Cessnas and Pipers, and more LSAs than you can shake a stick at. If my experience is any indication, tailwheels are seeing a resurgence in training roles—something regular readers of mine will know I’m happy about. And there are probably ten thousand more homebuilts are out there than when I took my first flight.

Do I even need to mention about how the general aviation cockpit has changed over the same period? In the corporate aviation world, we’re seeing the first hints of supersonic aircraft on the horizon with the Aerion AS2, Spike S-512, and whatever Gulfstream has got up it’s sleeve after partnering with NASA, Sukhoi, and parent General Dynamics.

JetSmarter also made a deal to purchase my company’s empty charter legs for the next few years. Traditional charter flights are priced round-trip, because even if the passengers only want to fly one way, the company has to get the plane back to its home base. The ability to offload those empty flights to a third-party for resale helps the bottom line and connects passengers with flights that meet their needs.

Any way you slice it, this is an exciting time to be part of the aviation world. I can’t help but wonder what they’ll think of next.

Flying Through Life… pursue your impossibly big dreams

Sunday, March 6th, 2016
Meeting Zen Pilot

Meeting Zen Pilot, Robert DeLaurentis

On a windy day at Whiteman Airport in the LA basin I had the pleasure of spending some time with Robert DeLaurentis, the “Zen Pilot” and met the Spirit of San Diego [Piper Malibu Mirage] in person.   Often in the air more than on the ground, Robert  lives and breathes the adventure of flying while spreading the message of abundance, connection, and safety.

He is a noted speaker and author with a successful real estate business and over 1250 flight hours as a private pilot. Robert has his private, instrument and multi-engine ratings and holds a commercial pilot certificate and an advanced graduate degree in Spiritual Psychology.

His recently completed circumnavigation of the globe in his Piper Malibu was part spiritual journey, part fundraiser for programs at Lindbergh-Schweitzer Elementary School and Aircraft Owners and Pilots Association [AOPA] Spirit of San Diego scholarship fund. He attributes the ability to pursue this lifelong dream of flying around the world to his use of applied spirituality principles.

His first book, Flying Thru Life focuses on helping businesses and individuals go far beyond what they ever believed was possible financially and personally. Robert believes applying the principles outlined in Flying Thru Life allows the manifestation of time and money for people to pursue their sometimes impossibly big dreams.

Spirit of San Diego Students

Students get to meet the Spirit of San Diego

Robert puts forth that we should honor our desires from childhood and our passion. Allowing those desires to unfold helps to manifest them.  “If you ask Spirit to become a painter, you are given a canvas and paint. This is about manifesting. The first step is to ask” Robert says.  He suggests that we be open to what we receive and that it perhaps is a different path than we imagined.  We could be following a path that our parents want us to follow instead of what we are passionate about. “When I honored passion, purpose and Spirit, my life accelerated” he says.


When you are in the ground you can see maybe 100 yards or a ½ mile, but in the air you can see 50-100 miles. Are you smarter or do you just have a better perspective on life?

When you are in the ground you can see maybe 100 yards or a ½ mile, but in the air you can see 50-100 miles. Are you smarter or do you just have a better perspective on life?

The book outlines 19 strategies to avoid negative self-talk and to re-frame fear and doubt into passion and purpose in life.  He believes that when we are in alignment with our deepest dreams, desires and hopes, that we will  receive gifts of time, money, and peace of mind. The gift of time manifests into more hours to fly and train. Financial gifts might be the source of money for an airplane, equipment or new rating.

Fear is oftentimes what holds us back from living our authentic life in a peaceful way.  Robert also believes that what shows up in your plane is also reflected in your life, as the cockpit is a schoolroom. Fear manifests itself in so many ways. These fears hold us back in the life and in flying.  Technology makes flying safer and less expensive. Preparation is the key to reduce fear. Practice makes practice, competency comes with practice.

Flying Thru Life

Flying Thru Life

Flying through Life has some great examples for “Type A” personalities.  One example was when an expensive and critical piece of management software not working for his company. The initial discussion with the president of the software company was met with “You didn’t follow the instructions!”  Robert then paused and communicated with the president in a thoughtful way where he told her his fears and then asked for help. The president then became very helpful and together they co-created a solution.


Last weekend I flew into San Carlos Airport in the San Francisco Bay area. My arrival was easy enough even though there was a TFR over San Jose Airport for the democratic convention, and San Carlos lies under San Francisco’s airspace and is very near Oakland and San Jose. I told ATC that I was unfamiliar with San Carlos and they were very helpful. The tower guys were super nice when I landed. On the way home I thought I would just fly reverse my steps for arrival. As I was taxing out the tower asked me if I wanted the Bay Meadows departure or the Belmont Slough departure quickly giving me details of each. The Bay Meadows departure sounded closest to what I wanted so I said I would choose it. As I got to the run-up area, I felt a little insecure about the instructions. I didn’t have a copy of the noise abatement procedure in my stack of paperwork I had for the trip. So I did what a lot of pilots maybe don’t do, I asked for clarification and help. “San Carlos Ground, 6619U would like to get clarification on the departure as I am unfamiliar and want to get it right.” “N6619U, San Carlos Ground, we love it when pilots ask questions. Thank you. Fly runway heading to 1200 feet, we will call your left turn to the 101 freeway.” I was so proud of myself for not faking it and asking for needed help.

What’s next for Robert? In addition to being a featured speaker for AOPA at Sun n Fun and their regional fly-ins, Robert is releasing his second book, Zen Pilot in the Summer of 2016.  Robert muses on he latest book which details his trip around the world, “I think to some people it might sound strange, but I believe that flying can be the most spiritual thing that you do. Passion and purpose in alignment with Spirit. For me the spiritual component is enormous. The plane takes you from point A to point B, that is a destination, but flying through life is a journey. When people  asked what I learned about flying around the world, I talk about the dream state. When I was flying there was a point in which I didn’t know if I was flying or dreaming [over North Africa]. It is the place I feel most connected. Planes are magical places.”  A true ambassador of general aviation, Robert’s enthusiasm and goodwill is contagious.  I believe what he wants most is for us all to know that if we can dream it, we also possess the ability to make those dreams come true.


To watch the video for Flying Thru Life click here

To purchase the book  click here

earth meets heaven


The next revolution in general aviation

Wednesday, August 5th, 2015

Just about exactly 103 years ago, Nikola Tesla said: “I am now planning aerial machines devoid of sustaining planes, ailerons, propellers, and other external attachments, which will be capable of immense speeds”. Tesla ran out of money and wasn’t able to produce his craft but it now appears that maybe, just maybe, that his airplane– certainly by other means – may be on the not too distant horizon.

And the first terrestrial application will probably be a general aviation aircraft – at least, that is what the inventor of a radical new engine is saying.

Now this is a long shot – but that’s what thinking about the future involves. And everyone doesn’t agree about it. That too is integral to thinking about potential breakthroughs. But if this one works – and NASA has duplicated the basic concept – then we could be seeing the early indicators of the emergence of a new world

This one is different (like I said) because the EmDrive doesn’t use any traditional fuel. It generates thrust by the reaction of electromagnetic fields in a shaped cavity. You’ve got to generate electricity, for sure, but after that there are no moving parts. The electricity is converted directly into thrust.

Under the headline NASA’s impossible warp EmDrive proves possible: accelerates beams faster than light in a void, said: “Last summer, NASA made international headlines after finally testing British scientist Roger Shawyer’s ludicrous EmDrive, otherwise known as “the impossible engine,” and determining that the engine produced a minute level of thrust without any propellant. This is major, because it goes against the very laws of physics as defined by Newton’s third law, that is, that every action has an opposite and equal reaction; hence the nickname “the impossible engine.”  “Nearly eight months later, Paul March, an engineer at NASA Eagleworks, reported in a thread on (a website devoted to the engineering side of space exploration) that NASA has successfully tested the EmDrive in a vacuum and demonstrated that laser beams fired through the EmDrive’s resonance chamber exhibited fluctuations in velocity, with some beams appearing to surpass the speed of light.”

Now that should get you to the stars . . . or at least Mars. Shawyer thinks Mars is just a couple day flight with his engines.

NASA EmDrive test device

NASA EmDrive test device. Photo courtesy of SPR Ltd.

NASA EmDrive test device. Photo courtesy of SPR Ltd.

Shawyer says the first terrestrial applications will probably be for general aviation vehicles. The EmDrive website elaborates:

“The ultimate spin-off from space technology will occur when second generation lift engines are employed in terrestrial transport applications. Typically 3 tonnes of lift could be obtained from 1kW of microwave power. Liquid hydrogen would be used for cooling the lift engine and for powering the auxiliary engines. Thus the essential low cost, non-polluting components for large scale utilization are readily achievable. A future low energy transport infrastructure, no longer dependent on wings and wheels would now seem possible.”

Did you follow that? They say 6,000 pounds of lift could be generated by about the equivalent of 1.4 horsepower of generation power. That would change things.

Here’s an interesting interview with the inventor. Click on the picture below to watch it.

So you’ve got great new engines – now, what does the rest of the craft look like?

In the last couple of months a new breakthrough in the design of structures has been announced that has direct applications to future airframe construction. As in the case of the EmDrive, this invention is showing up in another sector – this time automobiles – but you don’t have to be a futurist to see that it could certainly be coming our way.

Here’s the picture that tells the story.


Divergent Microfactories presents the Blade in what the company says is the "world's first 3D printed super car" in this handout photo courtesy of Divergent Microfactories.

Divergent Microfactories presents the Blade in what the company says is the “world’s first 3D printed super car” in this handout photo courtesy of Divergent Microfactories.


This handsome beast comes from Divergent Microfactories and is interesting by itself (700 HP // 0-60 IN 2.2 SEC // 1,400 LBS).

But the way that they have designed and built this car points directly toward the GA market – starting particularly with experimental airframes. They’ve designed a chassis that is 1/10th the weight of that in a conventionally made car and costs about 10% of a steel one.

Here’s a shot from their website that shows the 3D printed aluminum “nodes” that, coupled with carbon fiber tubes makes a frame (in about 30 minutes), that is stronger than steel ones.

Divergent Microfactories presents a frame member for the Blade in what the company says is the "world's first 3D printed super car" in this handout photo courtesy of Divergent Microfactories.

Divergent Microfactories presents a frame member for the Blade in what the company says is the “world’s first 3D printed super car” in this handout photo courtesy of Divergent Microfactories.

Take a look at this video. The whole chassis is in that bag!

Divergent Microfactories Blade DEBUTS #SOLIDCON 6/24/15 from Divergent Microfactories on Vimeo.

So, one way or another we’re on our way to a revolution . . . and it may be sooner than we think.

If you like this kind of stuff, you might find the talk that I’ll be giving on the future of aviation at NBAA this fall of interest. Come by and say hi if you’re there.

Notes from Paris: F-WILE Beguiles and Intrigues

Monday, June 29th, 2015

There are a lot of interesting aircraft displayed during the Paris Air Show every two years, but only one LSA caught my eye in 2015: the Airbus E-Fan technology demonstrator, designated experimental F-WILE. You can see it fly at the link here. Take the time to listen to the entire 7.5 minute audio (it’s okay if you don’t speak French, the British announcer repeats the narration in English halfway through). And turn up the sound. Listen. Air

What do you hear? Almost nothing behind the narration, not because they have manipulated the soundtrack. The E-Fan is practically silent. Its two 43 hp ducted fan motors barely hum as they push its all-composite airframe through its high speed and low speed passes at Le Bourget just a couple weeks ago.

The two-seat technology demonstrator proves that electric flight can solve some of Europe’s pressing issues with flight training, and perhaps one day, with commercial flight. The aircraft noise is non-existent, as is its emissions. It is phenomenally efficient, and once equipped with swappable power-pack solutions, it will meet its mission: becoming a viable alternative to expensive-to-run, aging training aircraft.

Beyond the obvious innovations lies the beguiling inner workings of the E-Fan, specifically its cockpit instrumentation. The E-Fan Connected Cockpit brings together advances in glass cockpit instrument technology with new iconology that makes it easier for pilots to interpret the information displayed. The power management, for example, pre-calculates the effect of flight conditions such as altitude, airspeed and terrain profile. The status of available electrical energy is displayed on a removable computer tablet, along with the e-aircraft’s planned flight path, as well as for alternates in the event of in-flight re-routing.

The E-Fan instrument panel is yet one more innovation in the aircraft.

The E-Fan instrument panel is yet one more innovation in the aircraft.

That removable tablet is another key innovation. It serves as the navigation and training display, providing information that supplements the aircraft’s fixed left-hand Primary Flight Display. Pilots can pre-plan the flight away from the aircraft and simply insert the tablet into its place on the panel to upload and interface the flight plan. And after the flight? The computer tablet serves as a highly interactive training device in the classroom, enabling review of the flight in detail. Energy management, flight times and maintenance details can also be reviewed, allowing for easy digital logging of all relevant aircraft conditions. Conceivably, with wifi, the tablet can simply upload all data to the company server as soon as it regains connectivity, on the ramp or in the hangar. Nice.

GA benefits from the E-Fan in more ways than you can imagine. For one, the conglomerate Airbus, one of the three largest aircraft manufacturers in the world, is behind the research and development. The E-Fan did not appear on a napkin at a bar one night out of the slightly soggy brain of some nameless visionary engineer. It is a key component of the E-Thrust concept study, Airbus Group’s on-going hybrid and electrical propulsion system research, which has seen the hybrid concept study for a full-scale helicopter, the successful development of a Cri-Cri ultralight modified as the world’s first four-engine all-electric aerobatic aircraft, the demonstration flights of a hybrid electric motor glider, the flight testing of a short-range mini-unmanned aerial vehicle with an advanced fuel cell as well as the concept study of a hybrid-electric propulsion system for this rotorcraft. That is why the technology took only three years to go from vapor-ware announcement to flying demonstrator. And now that Airbus declared at the Paris Air Show that it will manufacture the aircraft for the training and LSA market, we can expect to see E-Fans ready for purchase before the decade is out.

Who can afford this kind of advanced LSA? Hey, when you are considering a fleet of them, more entities than you’d think. Also, I’d imagine the terms will be generous in the beginning, as Airbus uses these small two-seaters to refine its concepts for upscaling to its commercial aircraft fleet.

Converging Technologies Promise Really Different Planes

Wednesday, May 27th, 2015

If you think aircraft in the future will look like and operate like those we now find familiar, let me try to dissuade you of that.

There are technologies converging that are clearly going to change the essentials of the flying process and experience. Consider these.

Additive manufacturing

The FAA has now cleared the first 3D printed part to fly in a commercial jet engine. GE Aviation, which is making the fuel nozzle for a new generation of jet engine. They say that the 3D-printed nozzles are five times more durable than the previous model. 3D printing allowed engineers to use a simpler design that reduced the number of brazes and welds from 25 to just five.

They have also run a 3D printed micro jet turbine up to 33,000 rpm, marking the first known test of a jet engine built using additive manufacturing.
The CMC parts help with weight and heat management. They are two-thirds lighter than the metal equivalent and can operate at temperatures 20 percent higher than their metallic counterpart, at levels where most alloys grow soft.

Image courtesy of GE Reports.

Image courtesy of GE Reports.

GE claims that it will be manufacturing 100,000 additive parts by 2020 (five years from now). Already they have over three hundred 3D printing machines currently in use throughout the company.

Do you think that that capability will find its way into GA? Of course it will.

Advanced cabin displays

Would you like a biz jet without windows? Something like this?

Image courtesy of Technicon Design

Image courtesy of Technicon Design

You might if the inside looked like this:

Image courtesy of Technicon Design

Image courtesy of Technicon Design

Technicon Design’s Paris office designed the jet to display to 360-degree views that are simulated on internal screens from external cameras that capture the surrounding environment in real time, according to the Daily Mail.

Fox News said the images displayed in the interior cabin—including the walls and even the ceiling—give passengers the feeling of flying through the air in an invisible vessel.

You will be able to project anything on these screens . . . when you get tired of the view outside!

Electric twin

The Airbus Group’s electric E-Fan experimental aircraft made its first public test flight at E-Aircraft Day in Bordeaux, France recently. The electric E-Fan training aircraft is an innovative technology experimental demonstrator based on an all-composite construction.

Airbus plans to certify the next version of its electric E-Fan as a two-place trainer, to be followed by a four-seater. Airbus Group photo.

Airbus plans to certify the next version of its electric E-Fan as a two-place trainer, to be followed by a four-seater. Airbus Group photo.

Their website says Airbus Group plans to further develop the E-Fan technology demonstrator and to produce and market two versions of the aircraft by a subsidiary named VoltAir. The two-seater version E-Fan 2.0 will be a fully electric training aircraft powered only by batteries. The four-seat version E-Fan 4.0 will be a training and general aviation aircraft which will also have a combustion engine within the fuselage to provide an extended range or endurance.

Airbus sees this as the early experience in design and industrialization of an “E-Thrust” hybrid electric regional aircraft in about the 2050 timeframe.

But those are just little “experimental” engines, you say. Well, how about this:

Big, light electric motors

Powerful Ultralight Motor for Electrically Powered Aircraft. Photo credit:

Powerful Ultralight Motor for Electrically Powered Aircraft. Photo credit:

Gizmag reports that “researchers at Siemens have created a new prototype electric motor specifically designed for aircraft that weighs in at just 50 kg (110 lb) and is claimed to produce about 260 kW (348 hp) at just 2,500 RPM. With a quoted power five times greater than any comparable powerplant, the new motor promises enough grunt to get aircraft with take-off weights of up to 1,800 kg (2 ton) off the ground.”

Siemens says that new simulation techniques and sophisticated lightweight construction have enabled the drive system to achieve a unique weight-to-performance ratio of five kilowatts (kW) per kilogram (kg). Comparable electric motors that are used in industrial applications deliver less than one kW per kg. The performance of the drive systems used in electric vehicles is about two kW per kg. Since the new motor delivers its record-setting performance at rotational speeds of just 2,500 revolutions per minute, it can drive propellers directly, without the use of a transmission.

So think about that a minute. How much does your Cessna weigh? (Certainly less than 4,000 pounds I’d guess.) And how many hundreds of pounds does your engine weigh? (The engine in my airplane that generated 350hp was over 800 pounds!)

This little motor will really drive your plane through the air.

Flexible geometry control surfaces

But wait! Even conventional control surfaces are going away.

NASA is doing away with ailerons and flaps! They and the Air Force Research Laboratory and FlexSys are making wings that smoothly change their shape between a range of -2 to 30 degrees to generate the directional inputs for flight. Watch the video here.

NASA photo

NASA photo

These new variable geometry control surfaces increase efficiency and decrease noise. Right now the process is mechanical, but ultimately, material science has already developed the basic materials that change their configuration based only upon electrical signals to material.

These advances are just the beginning—the leading edge—of far more breakthroughs that will dramatically change what it means to both be a pilot and to fly.

A Tale of Two Air Shows: Aero Friedrichshafen and Sun ‘n Fun

Friday, April 24th, 2015

Springtime after the longest winters are often times the most special, and spring 2015 is no different. Both the flowers and the dormant fliers, particularly of light aircraft, bloom anew. Two April-based air show / fly-ins fire up what may prove to be a most interesting season: Aero Friedrichshafen, in Germany, and Sun ‘n Fun, in Lakeland, Florida. And the two shows could not be more different.

Aero’s highlights this year were electric—literally! The show focused on electric propulsion and capturing power from the sun to fly. Why? In Europe pilots have suffered through decades of unnaturally high fuel costs that have effectively tamped down their enthusiasm for general aviation. Green fuel initiatives, from bio-diesel to electric are offering thousands of pilots and would-be pilots hope that general aviation can thrive again by bypassing fossil fuels completely.

Meanwhile, in the U.S. we are celebrating a winter of lower fuel pricing, and a springtime that has those prices holding steady. New legislation eliminating the need for a Third Class medical for some GA pilots is in committee and could help keep older pilots flying while encouraging more recreational fliers to join the flock. On the professional side of the aviation industry labor shortages are beginning to sting. A dearth of both airline-ready pilots and mechanics are putting the stops on growth at regional airlines around the U.S.

As I write this Sun ‘n Fun’s Fly-in is in full swing and vendors at the event are excited that real buyers are on the Lakeland Linder Airport with money in their pockets ready to spend. To spur them on Piper Aircraft and Mooney Aircraft are both offering new airframes, at the top for Piper (the M600 single-engine turboprop) and at the bottom for Mooney (a diesel-powered trainer). Superior Aviation set forth a three-cylinder, 100 hp diesel engine replacement for the Rotax 912 piston-engine, and revealed plans to scale up to larger diesel powerplants.

Interestingly, several airlines, both regional and national, and a dozen aviation training centers (universities to FBOs) were recruiting onsite, too. Where to find more commercial pilots, A&P mechanics, and certified dispatch professionals was a big topic of conversation there. The good news is that the Sun ‘n Fun charitable arm and its funding partners are working hard on the problem, reaching out to youth through educational projects and scholarships in high school and colleges around Central Florida (and beyond) to teach them the wonders of aviation, and all of its potential.

The best news, though, is that even with their differences, both Aero Friedrichshafen and Sun ‘n Fun are revealing the upbeat, optimistic sentiment prevailing among general aviation pilots this spring. Hey, it’s getting warmer, the sun is shining a little longer every day, and the skies are showing their blue. There is no time like the present to start working on the future. Get up and get flying!

Think outside the traffic pattern: If you build it, they will come!

Sunday, March 8th, 2015

Find ways to make your home ‘drome unique and reap the dual benefits of increased activity & fun.

Santa Rosa-Route 66 Airport [KSXU], NM  A Ride from Police  Flying home from AirVenture last year on flight following with Albuquerque Center when the controller asked me if my destination was Santa Rosa-Route 66 airport [KSXU]. I said, “Affirmative KSXU.”  He then said, “If you are in need of a courtesy car make sure to check the bulletin board in the FBO for instructions.”I thanked him for the information, although I thought it was a little odd for ATC to offer suggestions on ground transportation. Landing about 3:30 p.m. after a long flight, I was a little dismayed not to see a car outside the FBO.

Getting a ride and a little history of Santa Rosa-Route 66

Getting a ride and a little history of Santa Rosa-Route 66

Santa Rosa airport is about 4 miles out of town and the idea of walking in to town wasn’t so appealing.  There were a few other planes on the ramp and a small concrete block FBO building. When I went inside and took a look at the bulletin board I was surprised to see a sign that said to call the Santa Rosa Police Department for a ride in to town. Even though I was a little nervous about it, I called the number on the sign and told the dispatcher that I was at the airport and needed a ride.  “We will send a cruiser out for you in a moment.”  she said.

Sure enough, in about five minutes up rolled a police cruiser and driven by a very nice young officer.  He helped load up the bags and I got in the back of the car.  A little caveat that I have never been in the back of a police car.  The funniest part was when I tried to open the car door to get out when he stopped at the hotel.

Here are some more examples of bringing some fun to the airport, which in turn brings visitors and economic gain.

Pecos, Texas [KPEQ] Homemade Burritos for All  The FBO managers of Pecos Texas offer their visitors homemade burritos, chips and salsa.  This airport gets a fair share of military and business customers.  Texas hospitality and the yummy food entices folks to stop, stay and buy fuel.

Beaumont, KS [07S]  Taxi Plane to Town  This $100 Hamburger stop  in southern Kansas allows you to land and taxi in to town. The runway of prairie grasses about a quarter mile east of “town” such as it is north-south orientation, about 2,600 feet long, sloping downhill from north to south.

Twin Beech taxi to town, Beaumont KS.

Twin Beech taxi to town, Beaumont KS.

You land, taxi off the south end of the runway and turn west onto 118th street , taxi west, uphill, to a three-way stop at the intersection adjacent to the jerkwater tower, across the intersection and south to the aircraft-only parking…walk north across the street and you’re there….they have a monthly fly-in breakfast, a monthly ride-in breakfast (for the motorcycle crowd), and other events through warmer months.

Priest Lake Idaho [67S]  Donuts and Coffee for Campers  Located near breathtaking Cavanaugh Bay is Priest Lake airport which has a grass strip and camping. There is a courtesy golf cart to help unload the plane and transport gear to camp site.  Each morning the caretaker brings fresh coffee and donuts out to campers .

Burning Man

Burning Man


Black Rock City

Black Rock City Airport [88NV] Burning Man  In 2009 Black Rock City Airport was recognized by the FAA as a private airport and designated 88NV. With all volunteer labor, once a year a portion of playa of the desert is transformed into an airport. Fly-In guests get to land on an airport that only exists one week per year.

Alton Bay on Lake Winnipesaukee, New Hampshire [B18]  Only FAA Ice Runway in lower 48 Since the 1960s airplanes have flocked to the “ice airport”. If you are actually the PIC and land at the airport, you are eligible to purchase a commemorative hat.  According to one pilot who landed there, they are strict about the one hat per pilot rule and keep a log. 

Land on ice, get a hat

Land on ice, get a hat

We can all do a little something to make our airports attractive to guests.  The fun-factor the airports I have listed above helps increase good-will and numbers of visitors. Check out the comment section on AirNav and you will see that pilots like to leave feedback and tips for other pilots.   What can you do at your home airport?  Or better yet, what has your airport done already?  Please use the comments section below to add the unique service, attraction or treat that your airport offers.   I think that pilots are inherently kids at heart.  Let’s get the movement rolling here.  Be unique, think outside the traffic pattern. If you build it, they will come.






Where Dreams Take Us

Monday, March 2nd, 2015

I have a secret: When I was a little girl, way, way back in the ancient 1960s, I wanted to be an astronaut. I followed everything and anything that had to do with Space, and that included watching Star Trek (yes, the original Star Trek, starring William Shatner, George Takei, and Leonard Nimoy). You may remember these guys for their later work, but I knew them when they were idols. But they weren’t my role models.

No, that went to a woman who wasn’t even sure she wanted to keep the part of communications officer on the show. Nichelle Nichols played Nyota Uhura and she was something else. A beautiful black woman in a role of responsibility on a space ship with a mission to discover. It simply doesn’t get any better than that. She told an interviewer that she had, at one point, wanted to move on to other roles, but in a chance encounter with Dr. Martin Luther King she learned something that had never occurred to her; he told her she had become a role model to little girls everywhere, and that she simply could not quit. King was compelling. Nichols stuck with the role.

If I’d been more of a history buff than a child wont to sit around and watch TV I might have admired Jerrie Cobb, Janey Hart or Wally Funk. All three were women who were part of a nascent and highly experimental program to see if women could become astronauts. They and several other women with aviation experience were invited by William Lovelace II to participate in Phase I astronaut physiological and psychological testing at his clinic, using the same equipment that had been used on the Mercury astronauts (all men).

Thirteen of the women (sometimes known as the Mercury 13, although they prefer the acronym FLATs, for Fellow Lady Astronaut Trainees) passed all the tests in Phase I. Three women went through Phase II testing, and after passing, waited patiently for an invitation to Pensacola, Florida, for Phase III. At this point the women were beginning to get excited; perhaps NASA really did want women to fly in Space. Except the invitation never came.

Janey Hart and Jerrie Cobb testified to their fitness for Space flight before the U.S. Congress in July 1962, but to no avail. The United States was simply not ready for women to put their lives at risk by climbing in a capsule on the tip of a massive rocket and blasting into space.

Instead the country let its then arch rival, the USSR (now Russia) pick up the gauntlet. Valentina Vladimirovna Tereshkova, an expert parachutist, was launched into space with much fanfare barely one year later, in June 1963. She went on to positions of note in the communist party, and was last seen carrying the Olympic flag at the 2014 Sochi Winter Olympics opening ceremony.

I wish I’d known about these women as a child, when my father used to take me in our Mooney up to Titusville to watch the Apollo launches. He let me fly right seat, and even take the controls. When I was old enough, he bought me flying lessons. Because of that I managed to follow my dreams into aviation.

I never became an astronaut. Then again, I never stopped yearning for space.

Instead I became a cheerleader for others, from Sally Ride to Eileen Collins to Mae Jamison, Barbara Morgan and beyond. I turned up for numerous Space Shuttle launches, as excited as ever to watch each one thunder to the heavens. The astronaut corps today is a multiracial, multinational group; a lot like us. And opportunity? It’s still there. Hollywood is still inspiring kids, and good souls such as my father are still offering curious children a chance to fly.

Want to know more about upcoming events that are designed to inspire? Fly It Forward is happening March 2 through 8 in locations all over the world. Click here for more information.


Data, Data … Who Has the Data … and What Will They Do With It?

Monday, January 26th, 2015

Whether an airplane slides off the side of the runway during takeoff or disappears behind some tall trees on final approach, the reaction is pretty universal. People want to know, “what happened?” In the heavy metal airplanes like Boeings, Airbus’ or Gulfstreams, the investigation of what went wrong begins by retrieving the flight data and cockpit voice recorders that typically survive almost every kind of mishap. The data on those recorders help investigators re-create the moments before the chaos began … what control was moved in which direction, where the power was set or what one pilot said to the other. The data becomes the basis for the Board’s final report that offers valuable insights to the industry, many that quickly make their way to the pilot training providers.

But on the GA side of flying, that kind data and analysis is almost non-existent. We need to fill that GA vacuum for the same reason large aircraft carry data recorders … to prevent the same accident from reoccurring.

Stratus 2Thanks to the glass avionics now standard on just about every production airplane in the U.S., the job of capturing operational data is becoming easier. Unknown to may pilots, both the Garmin and Avidyne avionics offer downloads of operational data by simply inserting an “SD” memory card in a front panel. ForeFlight users can also capture their flights on their iPad. Add a Stratus 2 from Sporty’s and pilots can download enough data to create a simulation in X-Plane. Imagine watching your performance as if you’d been flying alongside as your own wingman. Hook up an Iridium Go! to a Stratus 2 and you can download the data via satellite while the aircraft is still airborne. The University of North Dakota is already deep into testing data capture systems on its flight training fleet to better gauge both aircraft and pilot performance.

And not a moment too soon since the NTSB reminded us a few weeks ago that loss of control inflight (LOCI) is enough of a GA to land LOCI on the Board’s Top 10 List of Transportation worries for 2015.

Of course the real value in trend analysis evolves by analyzing thousands or even hundreds of thousands of flights. But will the GA industry take the steps needed to capture more data and, after scrubbing it clean of any identifying tags, share it with the world for analysis? The airlines and business aviation are beginning to learn the value of identifying these kinds of trends before an accident occurs.

A few stumbling blocks to using the data from today’s airplanes include worries about cost, privacy and enforcement. The cost issue is actually an easy one though, despite the huge requirement for ADS-B Out looming in 2020, because data capture isn’t required by the FAA. It’s just valuable information. The equipment is either already on board, or can be added pretty inexpensively. A Stratus 2 that sells for $899 and an Iridium Go! listing out at $799 represent the top of the line for data capture options. The Stratus also gives an aircraft ADS-B In capabilities at no extra charge. Many data capture options cost much less. The MITRE Corp. worked closely with the FAA to produce a handy app — called GAARD — you’ll find at iTunes store that is a pretty slick tool for basic data capturing just using your iPhone. Don’t be surprised when insurance companies begin offering discounts to pilots who monitor their data like auto insurers are trying right now.Iridium Go!

Certainly privacy and enforcement go hand in hand with everyone worrying about who might view their last flight and what action they might take. For the commercial and business carriers, service providers already exist that scrub the data of identifying information while they focus on the issues the data identifies pretty much the way we’ve grown accustomed to using the ASRS forms through NASA.

With the AOPA Air Safety Institute’s 2012-2013 Accident Scorecard chronicling 948 fixed-wing accidents in 2013 that cut short the lives of 165 people, I’d say we have our work cut out for us. The question is whether enough pilots will gather together to take advantage of a system that might help GA vanish from the NTSB’s list in the near future.