Schlagwort-Archiv: Airplane

Four Diamond DA40 for Skywings Flight Training

Skywings Flight Training, a Belgium-based flight academy, recently took receipt of two new Diamond Aircraft DA40 NG aircraft at Diamond Aircraft’s headquarters in Wiener Neustadt, Austria. The new single-engine DA40 NG aircraft are the first of four that Diamond will provide Skywings in 2024, adding to the four Diamond aircraft already in the flight school’s fleet. The aircraft will be used to train future airline pilots at Skywings’ bases in Antwerp, Belgium, and Alicante, Spain. Skywings also installed a new, convertible DA40/42 FNPT II simulator at their Antwerp Airport campus earlier this year. Skywings signed the order for four new aircraft and a simulator at the European Airline Training Symposium in Cascais, Portugal, in November 2023.

Pilotin kommt bei Lösch-Einsatz um.

Schreibe eine Antwort

Eine 45jährige Pilotin ist am 10. Juli 2024 beim Absturz eines Löschflugzeugs am Hauser Reservoir in der Nähe der Spokane Bay ums Leben gekommen, als sie das Horse Gulch Fire bekämpfte, das nördlich des Canyon Ferry Reservoirs brannte. Beim Absturz war sie allein an Bord.

Der Absturz ereignete sich gegen 12:10 Uhr. Beim abgestürzten Flugzeug handelte es sich um einen einmotorigen Air Tractor AT-802, ein Amphibien-Löschflugzeug. Das Flugzeug wurde im Auftrag des U.S. Forest Service bei der Brandbekämpfung eingesetzt.

Drei einmotorige Tankflugzeuge schöpften im Reservoir Wasser, um es auf über dem Waldbrand abzuwerfen. Das erste Flugzeug, das Wasser tankte, war erfolgreich, aber das zweite Flugzeug prallte gegen das Ufer und fiel im Wasser auseinander. Mehrere Personen versuchten erfolglos, die Pilotin zu retten. Die sterblichen Überreste der Pilotin konnten am späteren Nachmittag geborgen werden.

How to Avoid Airspace Infringements

Schreibe eine Antwort

Airspace in Europe is often very complex and avoiding airspace infringements is not always easy for even the most experienced of pilots. But the number of airspace infringements has increased significantly over recent years and we all must work to reverse this trend.

An EASA website provides links to entertaining yet informative videos and pilot guides and suggests useful tips that will help to reduce the risk of airspace infringement and mid-air collision. All materials and links are part of a Europe-wide campaign that has been initiated and supported by the Safety Promotion Network of National Aviation Authorities.

Besides the EASA clip, videos on this page offer examples and scenarios from different European countries. They all tell unique and interesting stories – stories that you can watch whenever you find the time. It is recommended that you start with those videos corresponding to the countries where you want to fly or cross.

What Can You Do?
Before Flight: Plan and prepare your flight, use modern flight planning and navigation software, identify controlled or restricted airspace and turn on your transponder. Also, consult the National Aviation Authority (NAA) or Air Navigation Service Provider (ANSP) websites for additional information and contact your Flight Information Service (FIS).

During Flight: Keep good situational awareness, obtain clearance before entering controlled airspace and report if you are lost or enter controlled airspace without clearance. Stay visible by keeping your transponder on and don’t be shy to communicate.

After the Flight: Debrief your flight to learn lessons and share your experiences with others. Last but not least, we encourage you to print and display the leaflet and infographic in your club briefing room to help others. Source: ‚EASA‚.

Britten-Norman Secures New Investment

Schreibe eine Antwort

Britten Norman has secured new investment from a group of investors led by 4D Capital Partners LLP (“4D”), a Private Equity firm that focuses on operational improvement and business transformation. The new investors are making funds available to Britten-Norman to fund working capital and to drive successful long-term growth. Britten-Norman is the original equipment manufacturer for the „Islander“, an iconic commercial light twin aircraft. In 2024 the company will be celebrating 70 years since it was first established at Bembridge Airport on the Isle of Wight, UK. Source: ‚Britten-Norman‚.

CityAirbus NextGen makes its debut

Schreibe eine Antwort

Airbus recently presented its full electric CityAirbus NextGen prototype to the public, ahead of its maiden flight later this year. The two-tonne class CityAirbus, with a wing span of approximately 12 metres, is being developed to fly with an 80 km range and to reach a cruise speed of 120 km/h, making it perfectly suited for operations in major cities for a variety of missions.

The unveiling coincided with the opening of the new CityAirbus test centre in Donauwörth, which will be dedicated to testing systems for electric vertical takeoff and landing vehicles (eVTOLs). The centre, which is part of Airbus’ ongoing and long-term investment in Advanced Air Mobility (AAM), began its operations with the CityAirbus NextGen’s power-on in December 2023 and it will be now used for the remaining tests required before the prototype’s maiden flight later in the year. These tests cover the electric motors with their eight rotors as well as the aircraft’s other systems such as flight controls and avionics.

At the same time, Airbus is expanding its global network and partnerships to create a unique ecosystem that will foster a successful and viable AAM market. Airbus recently signed a partnership agreement with LCI, a leading aviation company, to focus on the development of partnership scenarios and business models in three core AAM areas: strategy, commercialisation and financing. Source: ‚Airbus‚.

Britten-Norman Brings Aerospace Manufacutring Back to UK

Schreibe eine Antwort

UK aircraft manufacturer Britten-Norman reveals plans to increase production rates and to repatriate aircraft production to its historic home in Bembridge on the Isle of Wight. The move is a major change for the British SME which has been manufacturing its aircraft in Eastern Europe since the late 1960s.

Britten-Norman will invest in new jigs and tooling to create two additional production lines as well as modernising production and decarbonising the site with new sustainable energy initiatives.

The investment is in preparation for intensified interest in the Islander following the planned launch of an OEM, zero-emissions Islander aircraft in 2026 as well as wider interest that has resulted from the introduction of finance and leasing options for the resurgent sub-regional aircraft market.

In the coming months, the Company will be embarking on a recruitment campaign, further boosting job creation in the UK’s Solent Local Enterprise Partnership area. The focus will include aircraft fitters and technicians, production engineering, and supply chain roles. The expansion will also create new traineeship and apprenticeship opportunities on the Isle of Wight and in South Hampshire. In addition to the ramp-up in production, the company will be investing in its supply chain and spare parts stock holdings to support its existing operators.

Britten-Norman will retain its 34,000sq ft. stronghold at Solent Airport Daedalus, home of the final assembly line for the Islander. The site also provides OEM aircraft refurbishment, EASA Part 145 MRO services, international field servicing, and specialist avionics and mission systems integration. As a Garmin-approved dealer, the company offers services to the wider General Aviation community.

Distracted Pilot Loses Control Due To Incorrect Transponder Setting

Schreibe eine Antwort

Something as small as an incorrect transponder setting can lead to an accident if you allow yourself to become distracted. Here’s how this pilot nearly lost control on takeoff, and what you can do to avoid the same mistake.

A Chain Of Distractions
In a NASA ASRS report, a Cessna 182 Skylane pilot described the circumstances surrounding a momentary loss of control during takeoff with an incorrect transponder setting:

„After receiving my IFR clearance, I was interrupted by a passenger question while I was setting the transponder code. This caused the transponder to be set incorrectly. I failed to notice this error during the remainder of the preflight. During the takeoff roll, I looked down and saw the incorrect setting of the transponder and allowed myself to be distracted. I reached down to set the transponder. At that time the airplane veered right. Upon noticing the problem I corrected and completed the takeoff.

Two Things Went Wrong Here:
1) The pilot became distracted by a passenger question at a critical moment: while entering IFR clearance information.
2) The pilot attempted to change the transponder setting during a critical phase of flight: the takeoff roll.

What Could Have Been Done Differently
It’s easy to get distracted by passengers and their questions in any phase of flight – even on the ground. The best thing you can do is brief them about when and where it’s appropriate to ask questions. If you’re busy entering clearance information, let them know you’ll get back to their question as soon as you’re done.

Running the fine line between being perceived as rude or focused is tough. But if you explain to your passengers (before the flight) about good and bad times to talk, you’ll reduce the chance of distractions at critical phases of your flight.

When You Realize Something Is Wrong
A skill pilots develop over time is deciding what’s critical and what’s not. Changing the transponder during the takeoff roll isn’t critical to flight safety, so it’s unnecessary at that moment. Even with the passenger’s distraction, this situation could’ve been avoided had the pilot waited to reset the transponder during the climb. In most cases, ATC won’t radar identify you until you’re on with approach control or center, and that typically happens several minutes into the flight. And even if your transponder isn’t set correctly, ATC will let you know so you can correct it. It’s far more important to focus on flying the airplane when you’re at a high speed close to the ground (or on the ground). Unless something directly affects your safety or the flight characteristics of your plane, avoid becoming distracted by unnecessary „fixes“ during critical phases of flight. Source: ‚Boldmethod‚.

ICON Aircraft Receives Type Certification

Schreibe eine Antwort

ICON Aircraft announced, that the Federal Aviation Administration (FAA) has granted Type Certification for the ICON A5 in the primary category, marking a significant milestone for the company and its visionary amphibious aircraft.

With this designation, ICON Aircraft is now one of only a few Light Sport Aircraft (LSA) manufacturers in the world to meet the certification standards of the FAA, meaning that ICON can now take advantage of reciprocal agreements between the FAA and aviation governing bodies outside of the U.S. – including those in Europe, Asia, Australia, and South America – to certify the A5 to operate in these regions.

The ICON A5 is a state-of-the-art amphibious aircraft, designed to empower adventure-seekers with a new level of freedom and versatility. Its innovative design allows it to take off and land on both water and traditional runways, providing pilots with unparalleled access to diverse landscapes and destinations.

With FAA Type Certification in hand, ICON Aircraft is poised to enter a new phase of growth and market presence. The company looks forward to delivering on the growing demand for the ICON A5 and continuing to set new standards in the general aviation industry. Source: ‚ICON Aircraft‚.

Corroded Elevator Control Tube

Schreibe eine Antwort

Analysis
The pilot was departing on a local flight in the experimental glider when the glider unexpectedly separated from the towline shortly after liftoff. The glider then entered a left turn and landed in a wings-level attitude. The tail boom was substantially damaged during the landing. The tow airplane and the towline were not damaged during the event.

Postaccident examination determined that the elevator control tube installed in the vertical stabilizer was corroded along the entire length of its inner surface, reducing its wall thickness. Water likely entered the control rod, either through a witness hole near the upper end of the control tube or as moisture carried in by humid air. There was no rain hole at the bottom end of the control tube, and, as a result, there was no way for liquid water to drain out of the control tube.

The wall thickness eventually thinned sufficiently to cause the tube to burst in the longitudinal direction near its upper end. After the control tube burst, the resulting hole on the side of the tube allowed for the easy ingress of water that made its way past the boot seal. The corrosion product and standing water at the base of the tube eventually reduced the tube wall thickness to a point where it could no longer withstand the typical operational loads and subsequently fractured in overstress near the clevis fitting during the accident flight. The overstress failure of the control tube prevented the pilot’s control of the elevator during the accident flight. The last condition inspection of the glider was completed 24 days before the accident. The corresponding logbook entry noted that the flight controls were inspected and the glider was airworthy. The longitudinal fracture near the upper end of the elevator control tube would have been readily visible with the rubber boot removed, and, as such, it is likely the mechanic did not remove the rubber boot to adequately inspect the elevator control tube during the last condition inspection.

Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident: The overstress fracture of the elevator control tube due to reduced wall thickness from water intrusion and subsequent corrosion. Contributing to the accident were the lack of a drain hole at the bottom of the elevator control tube, which allowed the tube to collect water, and the mechanic’s inadequate inspection of the elevator control system during the recent condition inspection.

Preventing Similar Accidents

Mechanics Manage Risk and Follow Procedures
Mistakes performed during aircraft maintenance and inspection procedures have led to in-flight emergencies and fatal accidents. System or component failures are the most common defining events for fatal general aviation accidents. Mechanics should learn about and adhere to sound risk management practices to prevent common errors; even well-meaning, motivated, experienced technicians can make mistakes. Fatigue can be a hazard even for mechanics, and it can be linked to forgetfulness, poor decision-making, reduced vigilance, and ultimately interfere with the mechanic’s ability to do the job safely.

Mechanics should carefully follow manufacturers‘ instructions to ensure the work is completed as specified. Also, up-to-date instructions and manuals should be used; other qualified mechanics are also a great resource. Mechanics need to pay close attention to the safety and security of the items that undergo maintenance, as well as the surrounding components that may have been disconnected or loosened during the maintenance. Inspecting maintenance work is a great way to ensure it is done correctly. Routine inspections should be thorough, and items needing immediate attention should be addressed rather than deferred. Source and entire report: ‚NTSB, National Transportation Safety Board‚.

World’s First Piloted Flight of Liquid Hydrogen Powered Electric Aircraft

Schreibe eine Antwort

Project HEAVEN, a European-government-supported consortium assembled to demonstrate the feasibility of using liquid, cryogenic hydrogen in aircraft, today announced it has successfully completed the world’s first piloted flight of an electric aircraft powered by liquid hydrogen. The consortium is led by H2FLY and includes the partners Air Liquide, Pipistrel Vertical Solutions, the German Aerospace Center (DLR), EKPO Fuel Cell Technologies, and Fundación Ayesa.

The day consisted of four flights powered by liquid hydrogen as part of the project’s flight test campaign, including one flight that lasted for over three hours. The flights were completed with H2FLY’s piloted HY4 demonstrator aircraft, fitted with a hydrogen-electric fuel cell propulsion system and cryogenically stored liquid hydrogen that powered the aircraft.

Results of the test flights indicate that using liquid hydrogen in place of gaseous hydrogen will double the maximum range of the HY4 aircraft from 750 km to 1,500 km, marking a critical step towards the delivery of emissions-free, medium- and long-haul commercial flights.

Besides project HEAVEN, the work has been funded by the German Federal Ministry for Economic Affairs and Climate Action (BMWK), the German Federal Ministry for Digital and Transport (BMVD), and The University of Ulm. Compared with pressurized gaseous hydrogen storage (GH2), the use of liquified, cryogenic hydrogen (LH2) enables significantly lower tank weights and volume, therefore leading to increased aircraft range and useful payload. Source: ‚Pipistrel-Aircraft‚.

AOPA fights back on Washington state bill banning 100LL sales

Schreibe eine Antwort

AOPA testimony combined with input from Washington state aviation community stakeholders successfully removed language banning the sale of 100LL fuel at the state’s airports as well as burdensome environmental requirements for pilots and airports. The original bill, known as H.B.1554 and sponsored by state Rep. Beth Doglio (D-District 22), was introduced in January with the goal of reducing public health and environmental impacts from lead by prohibiting the sale and distribution of 100LL aviation fuel in phases beginning in 2026, with additional prohibitions in 2028, with a statewide ban effective in 2030.

The bill, if passed, also threatened to put heavy environmental-related regulatory burdens and fines on Washington state airports in addition to prohibiting the sale and distribution of leaded fuel and would have served as a dangerous precedent for other states. In a letter to the House Environment and Energy Committee dated January 29, AOPA Northwest Mountain Regional Manager Brad Schuster shared AOPA’s concern that the bill’s premature phasing out of leaded avgas before a suitable alternative is available will do nothing to speed up achieving a lead-free aviation fleet and will cause immediate and severe economic impacts on the communities that rely on the airports affected by the bill. In addition, Schuster testified at a public hearing that although the aviation community shares the goal of removing lead from avgas in a safe and smart transition, the bill has the potential to introduce safety risks on pilots whose aircraft require leaded avgas. Following AOPA’s first testimony, language prohibiting sales of 100LL was removed; however, the imposition of environmental-related regulations and fines on airports remained.

In the subsequent hearing on February 20, Schuster again testified, along with the Washington State Aviation Alliance, the Washington Airport Management Association, and other stakeholders, before the Washington House Transportation Committee seeking to remove the remaining new compliance measures and penalties. After this hearing, Rep. Tom Dent (R-District 13) led a delegation of Washington state aviation community stakeholders to seek further improvements to the bill and the removal of financial penalties for noncompliance. This combined team effort ultimately resulted in the removal of leaded fuel prohibitions, steep compliance-related fines for airports, Washington Department of Ecology oversight, and related mandates targeting airports. Still remaining in the bill are clauses requiring the Washington Department of Transportation Aviation Division oversight of a lead-related education and outreach campaign targeting airport operators and pilots of piston-engine aircraft. AOPA continues to oppose the passage of this bill because it imposes requirements on the aviation system in Washington that we feel will be unnecessary as soon as an unleaded 100-octane replacement is widely available.

AOPA continues to support the removal of lead from aviation gasoline, by no later than 2030, but the transition must be done smartly and safely. Moreover, AOPA continues to oppose states and municipalities that ban the sale of 100LL citing safety issues with engine failure attributed to improper fueling, which has occurred at Reid-Hillview of Santa Clara County Airport in California. Please contact the AOPA Pilot Information Center if you become aware of a local or state bill that seeks to impose restrictions on the sale of 100LL fuel. Source: ‚AOPA‚. Photo: ‚Chris Rose‚.

I will never fly over a lenticular cloud again

Schreibe eine Antwort

An encounter with a lenticular cloud literally shook this pilot out of complacency.

We were on our way back from Natfly, the annual fly-in for recreational aircraft held each year on the Easter long weekend at Narromine, NSW. We attended for the full 3 days in my Rutan Long EZ which got a lot of attention as it is a unique design. This aircraft was created by Burt Rutan who designed Virgin’s spaceship. We departed late, about 2 hours before the last light, for the one-hour trip to Wedderburn, a club strip about 60 km southwest of Sydney. The forecast was for a strong easterly stream with a heavy cloud over the ranges and possible lee-side rotor and mountain wave.

On the basis that the hills would be socked in, I informed the pax our alternate would be Bathurst and he needed to prepare to overnight there if we couldn’t get through. He wasn’t happy about that option. On departure, we entered a steady 20-knot headwind that increased as we made our way east. Passing Bathurst and with 30 knots on the nose, we climbed higher to get above the increasingly rough ride from the turbulent air coming off the mountains ahead. While going through 7,500 feet and 55 miles from Sydney, we requested to climb into controlled airspace to stay above the rotor. The headwind was now 40 knots and we could see lenticular clouds forming ahead over the ranges. I didn’t like the situation as the cloud below was solid and the lenticular clouds ahead looked to be at about 10,000 feet.

I informed the pax we would be diverting to Bathurst for the night. The pax was also an experienced pilot and said we could ‘just climb over the lenni’ as we knew it was clear over our destination – and he had a date for dinner and didn’t want to miss that. After some discussion, I reluctantly agreed and we proceeded to get further clearance to 11,000 feet to clear the lenticular cloud. At least the rotor had ceased and we were in smooth air with no feeling of movement apparent – all the hallmarks of a mountain wave. At 11,000 feet we levelled off, well above the clouds, but still with 40 knots on the nose. Over the top, we saw the lenticular cloud rise up like a wave and within 30 seconds, it had washed over us and we went IFR. I immediately went onto the instruments but, as a VFR pilot, I had quite a workload. We had been in the lift going up at 1,000 feet per minute and when we levelled off, the rising air and the lenticular cloud just kept on rising until had enveloped us.

Then, without warning, the engine began to splutter so I pulled on the carby heat. The pax said, ‘Look at the wings’ and when I did, I could see ice forming on the leading edge! Then he yelled, ‘Look at the speed’ – the ASI was almost at the red line so we were diving. I resisted the temptation to pull back on the stick. I saw we were in a hard left turn so I banked right until we were level (but still steep nose down) and then eased back on the stick. We came out of the dive and started a steep climb and by the time I pushed the stick forward again, we had gone over the top of the parabola and were heading down again in a nose dive. We did this a few times before I was able to figure it out and get back to level flight. It was touch and go as we transitioned from positive 3G to negative G, again and again. The feeling was like a roller coaster at Luna Park. The ATC controller asked why I was descending without a clearance and when I told him we were IMC, he said, ‘Get your wings level’.

I confirmed that was what I intended and he vectored me towards clear air to the southeast. By this time the engine had stopped and the ice was getting thicker on the wings. The plane felt really heavy. After about 5 minutes, we were out of the cloud and thankfully, also on the windward side of the mountain. In that short space of time, we had descended to 3,000 feet after losing 8,000 feet of altitude. The mountain, only 5 miles behind us, rose up to 3,585 feet. After another 2 minutes and 1,000 feet loss, we were able to restart the engine and continued onto Wedderburn for a normal arrival.

What an experience! I was shocked at how the cloud enveloped us so quickly. Later, an instructor said he had experienced climbing cloud over the mountains that was ascending in front of him at over 2,000 feet per minute. He was also trying to get across in the strong wind but he couldn’t climb faster than the cloud so he turned away.

Lessons learnt:
Evidently, my mistake was I levelled off – but the cloud didn’t. I should have done a 180 when I saw it approaching. I still believe I didn’t have enough warning to turn around, so the lesson for me is, I will never fly over a lenticular cloud again. Source: ‚flightsafetyaustralia‚. Image: ‚generalaviationnews‚.

Spatial Disorientation

Schreibe eine Antwort

On April 15, 2021, at about 1948 mountain standard time, a Cessna 140A, N2506N, was substantially damaged when it was involved in an accident near Williams, Arizona. The commercial pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

During a night cross-country flight in visual meteorological conditions, the pilot made a precautionary landing due to a failure of the airplane’s engine tachometer. The audio from an airframe-mounted camera captured the pilot’s post-flight inspection comment that the tachometer cable housing appeared to be intact and subsequent departure on the accident flight. Shortly after takeoff, the pilot deviated left of the runway heading before entering a right turn, away from an on-course heading toward the destination airport. The departure airport was located in a sparsely populated valley with rising terrain on all sides. The airport’s chart supplement indicated that a 479-foot hill existed about 1.4 nautical miles north of the departure end of the runway.

Sound spectrum analysis of the video revealed that the engine RPM decreased slightly, and the video showed an increase in the airplane’s bank angle. There was no indication on the camera of any distress or malfunction. The increased bank angle of the airplane, along with the airplane’s descent and impact with terrain, was consistent with an incipient loss of control.

Examination of the airframe and engine revealed no evidence of additional mechanical failure or malfunction that would have precluded normal operation. A review of the pilot’s logbook indicated 10.1 hours of night experience and that his most recent night flight before the accident flight was over 90 days before the accident. The lack of cultural lighting in the vicinity of the airport would have provided few visual cues to help the pilot maintain attitude orientation. In addition, the pilot’s decision to fly the airplane without a functioning tachometer may have served as an operational distraction after takeoff. Given the lack of mechanical anomalies, the departure into impoverished lighting conditions, the pilot’s lack of recent night flight experience, and the descending turn into terrain, the circumstances of the accident are consistent with a loss of control shortly after takeoff as a result of the pilot’s spatial disorientation.

Probable Cause: The pilot’s loss of control due to spatial disorientation in visual meteorological conditions shortly after takeoff at night.
Preventing Similar Accidents:
Reduced Visual References Require Vigilance
About two-thirds of general aviation accidents that occur in reduced visibility weather conditions are fatal. The accidents can involve pilot spatial disorientation or controlled flight into terrain. Even in visual weather conditions, flights at night over areas with limited ground lighting (which provides few visual ground references) can be challenging.

Preflight weather briefings are critical to safe flight. In-flight, weather information can also help pilots make decisions, as can in-cockpit weather equipment that can supplement official information. In-cockpit equipment requires an understanding of its features and limitations.

We often see pilots who decide to turn back after they have already encountered weather; that is too late. Pilots shouldn’t allow a situation to become dangerous before deciding to act. Additionally, air traffic controllers are there to help; be honest with them about your situation and ask for help.

Even when flying at night, visual weather conditions can also be challenging. Remote areas with limited ground lighting provide limited visual reference cues for pilots, which can be disorienting or render rising terrain visually imperceptible. Topographic references can help pilots become more familiar with the terrain. The use of instruments, if pilots are proficient, can also help pilots navigate these challenging areas.

See NTSB Safety Alert SA_020 for additional resources. The NTSB presents this information to prevent the recurrence of similar accidents. Note that this should not be considered guidance from the regulator, nor does this supersede existing FAA Regulations. Source: ‚Aviation Accidents / NTSB‚.

Largest plane yet tested with a hydrogen-powered engine

Schreibe eine Antwort

A plane with an experimental hydrogen-electric engine on its left wing successfully completed a test flight this week. It is the largest such craft to be powered with the help of a hydrogen engine yet. The UK and US-based company ZeroAvia conducted a 10-minute test flight using an engine that converts hydrogen fuel into electricity to power one of the plane’s two propellers. ZeroAvia aims to enable commercial flights powered only by hydrogen fuel cells by 2025. “When people see that we can do a zero-emission flight with a clean fuel that we can create in so many places, wherever there’s electricity and water, that changes people’s minds about things,” says Jacob Leachman at Washington State University.

The demonstration at Cotswold Airport in Gloucestershire, UK, also marked the first flight for the 19-seat Dornier 228 aircraft that had been converted into a test aircraft. It is a significantly larger aircraft than the six-seat Piper Malibu that ZeroAvia has been using for testing the hydrogen-electric engine since 2020. If all goes well with subsequent tests, ZeroAvia aims to submit the hydrogen-electric engine for regulatory certification in 2023. That could also pave the way for a larger engine suitable for 90-seat aircraft. “There have been tests of hydrogen fuel cell-based aircraft at a smaller scale, and anytime we get to demonstrate larger power levels in bigger aircraft, we learn,” says Kiruba Haran at the University of Illinois Urbana-Champaign.

The aviation start-up already has investment from American Airlines along with an agreement for the possibility of ordering up to 100 hydrogen-electric engines in the future. Airbus, one of the two largest aircraft manufacturers in the world, also previously announced plans to use hydrogen fuel in developing the first zero-emission commercial aircraft by 2035. But Airbus has acknowledged that most commercial airliners would still use gas turbine engines until at least 2050. Moving commercial aviation toward truly zero-emission flights would require much more than just exchanging traditional jet fuel for hydrogen fuel. The production of hydrogen fuel also requires electricity that may still come from a power grid running on fossil fuels – although researchers are looking into ways of producing hydrogen more cleanly in high-enough quantities for powering fleets of aircraft. “When you really look at trying to go to sustainable hydrogen-based aviation, you have to figure out how you’re going to get the hydrogen at scale,” says John Hansman at the Massachusetts Institute of Technology. “And we’re talking a lot of hydrogen.” Source: ‚New Scientist‚.

France: Surfing the Wave

Schreibe eine Antwort

By Garrett Fisher

On most days, when the forecast calls for 50-knot winds (57 mph, 92 km/h) in the mountains, I pass on the idea of flying. It is the logical choice, as the aircraft cruises at about 80 knots, which means one wouldn’t go very fast. There is also the matter of rotors and waves, as the winds get bent initially upward, then equally downward, with rotating tubes of air in between. A small aircraft cannot overpower these realities on engine power alone.

That is not to say that all wind is untenable. Conventional wisdom states a maximum of 20 knots, though that finds no reference in the law or in official regulations. 30 to 35 knots is a reasonable maximum if the conditions allow, though as mentioned before, anything more risks sitting still, “cruising” at 80 knots airspeed into the face of raging winds, going nowhere fast.

I will never really understand why, on some days, I look out the window, get a feeling, check the weather, and find the idea of 50 knots, not a problem. On the day in question, it was closer to 35 knots over the western Alps, with higher speeds toward Mont Blanc, owing to an interaction with the famous Mistral wind. Winds also at 10,000 feet were of much lower speed, so I could pop up into the current, surf a bit, and come back. A quick calculation of GPS speed into the wind and briefly with it behind me at 16,000 feet confirmed that it was indeed 50 knots at altitude.

The interesting factoid that materializes on this flight is that it was the first in the Super Cub to Mont Blanc. I owned the aircraft for a year before I bothered to take it to the summit, though I did take the PA-11 there multiple times in the intervening period. Sure, the fact that the Super Cub spent a fair amount of time outside of the Alps is part of the equation, though wouldn’t the presence of more heat, power, speed, and climb rate instill the necessary motivation to take the easier aircraft? I took the Super Cub to Morocco and Norway before I took it a short distance to Mont Blanc.

Anyhow, it was an interesting ride clearing the turbulence layer at 13,000 feet. Once I reached about 14,000, it was up like an elevator in the ascending wave, staying on the north side of the summit. Had I slinked over to the Italian side, well, things would not have gone well. Winds are smooth on the windward side and are what I call “Mr. Toad’s Wild Ride” on the other, where if one gets caught in it, he must take the “royal flush.” Once sucked over the ridge, expect severe turbulence, the loss of 3,000 feet or more, and a vain attempt to get back. It likely won’t work due to downdrafts….so one merely flies to Turin, Italy instead. Best not to toy with it… which I did not.

I would have gladly ridden the wave as high as it would go, though warnings about Class C airspace from my iPad and airliners overhead meant that ATC would not have allowed it there. That is for another day.

What You Need to Know About Pre-Buy Inspections

Schreibe eine Antwort

Do have a pre-buy inspection. It could save you thousands of dollars over time. People passionate about airplanes find it easy to fall in love quickly with a particular airplane. What’s more, if we don’t act quickly and say „yes“ to the buyer, then the one-and-only airplane for us will be sold to someone else. Slow down and be smart. First, have a pre-buy inspection.

Even if the airplane belongs to your best friend, and even if the airplane you want to buy is one that you have flown before, you need to know more about the total health of the airplane. A pre-buy inspection will reveal issues such as corrosion that would not readily be visible. That’s why the best advice I can give any airplane buyer is to have a licensed A&P perform an independent, non-biased inspection of the airplane.

And now for a “don’t.” Don’t choose the existing mechanic or shop of your potential new airplane. Use another shop that has no ties to the airplane. Sure, it’s convenient to have the local shop at the airport where the airplane is based perform the inspection. It’s probably cheaper, too. However, the shop working on the airplane may be too quick to praise its work and tell you the airplane is in great shape. Even if you have to pay to have the airplane flown to another local airport, it’s a good investment. You want a mechanic who has no attachment to the airplane to give a thorough inspection using a fresh set of eyes.

Here are a few “dos” for selecting the right mechanic or shop. Use the shop you intend to have maintained the aircraft once it’s yours unless that shop is the one that’s been doing the service. Choose a shop that specializes in the type of aircraft you’re purchasing and frequently works on an airplane like the one you’re thinking about buying. For help selecting a shop, check out the online owner’s forums. These forums have a wealth of information for potential owners of a particular type, including which shops are the best.

Don’t rush the process. Slow down and take your time. Make sure you give yourself enough time for the pre-buy inspection and that you are not rushed as the proposed closing date approaches. Typically a pre-buy inspection takes one or two days—but we know how that works. Build in some extra time, so you don’t feel pressure.

Do use your best judgment when analyzing the results of the pre-buy inspection. Realize that there’s no such thing as a perfect airplane; you must know what you are willing to accept and what you won’t. Unlike buying a house when the buyer can often pressure the seller into paying for repairs as a condition of the sale, that’s typically not the case with airplanes unless it’s an airworthiness issue. Be reasonable with the seller and remember that perfect doesn’t exist. Have the mechanic spell out the differences between airworthiness directive (AD) items and non-AD items. Have the mechanic explain the items with high importance and urgency to fix and those that may be “nice to fix.”

As a side note, if you purchase an airplane with minimal use by its current owner, do expect that the pre-buy inspection may uncover many items that will take time and money to fix. Give yourself enough time to remedy these items. Also, aircraft that have sat for some time may often have squawks not immediately apparent or uncovered during the pre-buy.

And, finally, be willing to walk away from an airplane. That’s the toughest piece of advice to give. There may come a tipping point in your mind when the work necessary to bring the airplane legally to standard and personally to your standards becomes too high. Remember that at any given time, there are thousands of airplanes for sale. Just like the adage, “Marry in haste, repent in leisure,” you can buy an airplane in haste and repent in leisure as mounting mechanical bills makes flying inaccessible.

Great rates. Great terms. Helpful and responsive reps. Three good reasons to turn to AOPA Aviation Finance when buying an airplane. If you need a dependable financing source with people on your side, call 800.62.PLANE (75263) or click here to request a quote. Have a specific aviation finance question you would like to see in future articles? Submit it here, which may be highlighted in an upcoming content piece. Source: ‚Adam Meredith on the Website of AOPA USA‚.