Category: Flying

“Pilot Attempting Around-the-World Flight Crosses Atlantic” (Flying):

Zara Rutherford wants to be the youngest woman to fly around the world solo, as FlyZolo. She has completed the Atlantic crossing, the first major hurdle along the way.

The 19-year-old Belgian pilot is flying a Shark Ultralight single-engine airplane approved in the rough European equivalent of the light sport category, with a maximum takeoff weight of 600 kg, retractable gear and a variable-pitch propeller.

Rutherford comes from a family of pilots, and she had more than 130 solo hours logged prior to departing on the flight.

On her FlyZolo site, she says “I want to reduce the gender gap in aviation as well as in science, technology, engineering and mathematics (STEM).” Yet a career in STEM is the opposite of flying around the world. Lots of sitting at a desk! (And, at least in a lot of U.S. states, a woman who wants to have the spending power of a man working in STEM can simply have sex with one or two men working in STEM. So there is no economic motivation for a woman to stick her nose into a stack of textbooks for 10-20 years.)

As a child of the Equality Feminism movement of the 1960s and 1970s, I’m not surprised that someone who identifies as “female” can fly. But I am surprised and impressed that someone would do this trip without an instrument rating (impossible to obtain at 130 hours, I think)!

Let’s check back in a month or two and see how this effort has unfolded?

Related:

• Around the world in 1964 (Jerrie Mock did it without a GPS)

Given the $billions pouring into electric aircraft via SPACs, etc., I expected to see huge progress compared to 2019. Instead, the airshow featured a functional Volocopter quietly doing maneuvers that fellow German Hanna Reitsch did indoors in the 1930s and a California Opener Blackfly (never let an engineer name the product!) that failed after 1 out of 3 planned flights (ignominiously towed away).

The kids’ favorite vertical lift innovation? A DART bike rack for the AStar (note how the black helicopter fooled the normally brilliant iPhone camera software):

If certified electric aircraft are going to be available Real Soon Now, it is tough to understand why there aren’t a lot of practical experimental electric aircraft.

Related;

• Transitioning to electric flight (lectures at Oshkosh) from 2018, in which Uber said that they planned to launch (so to speak) in 2023

After nearly 15 years of ignoring 4000 Cirrus customers with the Avidyne Entegra glass panel (primary flight display (PFD)/multi-function display (MFD)), Avidyne announced a retrofit at Oshkosh this year. For consumers with 8K TVs from Costco (7,680 x 4,320 pixels), what does two decades of progress and $25,000 (plus installation) buy? The screens go from 10-inch 800×600 (best tech of 2003ish?) to 12-inch 1024×768 (compare to Garmin G500 TXi, a 10-inch 1280×768). This is, unfortunately, not enough resolution for clearly displaying an approach plate. The new screens have a touch panel so the number of hardware soft keys around the bezel has been reduced, as has the size of the bezel.

The menu structure of the Avidynes is not nearly as deep as what Garmin inflicts on pilots and therefore the system should be more efficient to use in flight.

Unfortunately, the $25,000 price is closer to $60,000 if you have a stock -G2 Cirrus. The Garmin 430s must be replaced with Avidyne plug-compatible IFD nav/coms. The rate-based STEC autopilot must be replaced with an Avidyne autopilot (a much better unit and, with these new retrofit screens, it will have redundant AHRS feeding it, unlike when hooked up to the legacy Avidyne Entegra). Add installation and this could easily be a $75,000 project on airframes that, pre-Biden, were worth $100-150,000. An owner who can afford to throw $75,000 at a beloved older airframe can perhaps scratch up $90,000 to implement a full Garmin solution, including the Garmin GFC 500 autopilot, which offers envelope protection even when nominally turned off (the autopilot servos will fight against a pilot who is trying to stall the airplane, overspeed it, or overbank it). Garmin is clunkier, but the investment in learning the Garmin interface can be transferred to the vast number of Garmin-equipped general aviation aircraft flying.

Here’s how the new Avidyne system looked in Hangar C:

The hoped-for certification and on-sale date is “first half 2022”.

Is there any possibility of a cheaper solution? The Dynon displays, originally developed for the experimental market, are the same resolution, work with the legacy Garmin 430W nav/coms, and cost less than $5,000 each. They’re not currently certified for composite aircraft, however. Here’s one at Oshkosh:

Note that it has been configured to display a round airspeed dial, which gives the pilot a lot more information/context than the speed tape uncritically lifted from airliners.

Finally, remember that the military has abandoned the idea that the task of piloting is fundamentally a head-down stare-at-tv-screens activity. A poster inside a Luftwaffe Airbus military cargo plane:

Note that the “Primary Flight Displays” are the heads-up displays and everything else is deprecated as a “head-down display.” (See also The latest glass cockpits are obsolete? regarding what’s in a T-6 Texan II trainer.)

My favorite airplane at Oshkosh so far… a Grumman Goose converted to PT6 power. The owner was gracious and let our 7-year-old get into the cockpit and cabin, but I didn’t dare ask him how much it had cost to re-engineer the beast.

In one small area of the event we saw four different sizes of Grumman seaplanes: Widgeon, Mallard, Goose, and Albatross!

And if you thought landing a seaplane was challenging…

Readers of this blog will have noticed that I’ve always got my panties in a twist regarding how dumb human-scale helicopters are compared to $500 DJI drones. A bit of untwisting from Garmin:

Garmin today announced that the GFC™ 600H flight control system has received Supplemental Type Certificate (STC) approval for installation on the Bell 505 helicopter, … The GFC 600H provides a number of helicopter-tailored safety features, including attitude hold with speed stability, the innovative hover assist mode, Garmin Helicopter Electronic Stability and Protection (H-ESP™), dedicated return-to-level (LVL) mode, as well as overspeed and low-speed protection, and more.

… automatic altitude leveling airspeed and low G protection.

Thanks to the innovative hover assist mode, the system can also automatically detect a hover condition and allows for flight control inputs to help maintain position over the ground. In addition, when equipped with the optional yaw axis control, the GFC 600H can hold heading in hover.

In other words, with this system installed an airplane pilot can hover a helicopter without any training!

Related:

• Kobe Bryant crash: NTSB says that it was all the pilot’s fault
• New York helicopter crash: why not robot intelligence?
• my Bell 505 review