This is a review of the semi-private startup airline, JSX, based on experiencing a flight from Burbank to Oakland. The company, founded by JetBlue alumni, flies the 50-seat Embraer 145 regional jet in a 30-seat configuration on the following network:
Passengers are asked to show up 20 minutes in advance of the flight. Anything bigger than a briefcase must be checked (is it luxury to hoist your own luggage over your head and then have the bag encroach on your headroom and sightlines?). Security consists of a quick walk through a metal detector. Loading and unloading takes only a few minutes because the plane isn’t jammed to its capacity (see Two-thirds full airline idea). The “terminal” on either end either is an FBO or is like an FBO. If you’re averse to crowds and lines, this is the way to travel!
The flight attendant on my BUR-OAK trip was warm and enthusiastic about her job. The fare was about 50 percent higher than what Southwest wanted for the same route. Everything ran on time. Bringing a full-size dog entails buying a second ticket. In-flight Internet is via Starlink (#thanksElon) and requires no gymnastics to connect to. A wide variety of drinks and snacks are included, including wine and beer (nobody asked for Bud Light):
The only area where JSX suffers compared to an oligopoly airline is that the Embraer E145 isn’t as quiet inside as, for example, an Airbus A320. Bring the noise-canceling headphones.
A few photos from Burbank:
At Oakland:
This is a great addition to the American commercial airline system. I wish they flew PBI/BED, PBI/HPN, and PBI/IAD (West Palm Beach to Boston/NY/DC). And, as they grow, I hope that they eventually transition to the whisper-quiet geared turbofan-powered Airbus A220 (an evolved Bombardier CRJ). Quiet = luxurious!
For the Uber ride at the end, “they” is the pronoun that Uber chooses for a driver named “Mohamed”:
At Oshkosh, Garmin showed off their retrofit panel for the ancient Cirrus SR2x aircraft (-G1 and -G2, made from 1999 through 2008).
The G500TXi PFD and MFD screens are smallish (10 inches) and low resolution (1280×768; makes it tough to read an approach plate without pinching and zooming, not ideal workload additions when you’re trying to fly an airplane). The Garmin 750/650 nav/coms in the pedestal are getting long in the tooth at this point (introduced in 2011).
What’s interesting about the panel, then? The GFC 500 autopilot includes Electronic Stability and Protection that fights against unusual attitudes even when the autopilot is nominally off. The -G6 G1000-equipped SR2x airplanes include a GFC 700 autopilot that also has this important safety feature, so ESP is not a big advantage for the retrofit. The retrofit panel is all-touch all-the-time, which is great in a ground demonstration and not to great in turbulence. By combining the three backup steam gauges into a single Garmin GI 275, the autopilot control head can move to where those steam gauges used to be. With remote transponder and audio panels, the pedestal can be devoted to the 750/650 instead of two hard-to-read 650s.
Here’s where the retrofit truly shines:
The $1.2 million -G6 Cirrus doesn’t have this button. If the engine quits , it is the panicked pilot’s job to pitch for best glide airspeed, figure out which airports are within glide range, edit that airport list based on terrain and weather, pick the best airport, pick the best runway at that airport, fly down to the airport, get lined up on a reasonable final approach (vertically and laterally) for a runway, and then land. If the pilot makes a mistake at any point, it is time to pull the parachute, which will seriously injure the aircraft and may seriously injure the occupants (it’s designed to save your life, not your back).
Since 2022, however, the pilot of a boned-out $200,000 Cirrus that has been injected with $100,000 of Garmin (that was the pre-Biden price; maybe it is 130,000 Bidies now?) can have the calm, cool, and collected Garmin software do all of the above for him/her/zir/them except for the final two miles of gliding and the heroic flare. (See the video below; it is unclear what happens if there is a massive amount of extra altitude available. The pilot might have to do some descending 360-degree turns. On the other hand, maybe SmartGlide will turn into SmarterGlide in a later software release.)
Because this situation can’t last forever, my prediction is that the 2024 Cirrus SR22 and SR20 will be -G7 models and will offer at least Smart Glide and touch screen.
Related… an advertising video from Garmin.
Also related… what about Brand A? Avidyne brought their announced-in-2021 Vantage retrofit to EAA AirVenture. It still isn’t certified. The Avidyne autopilot lacks ESP. The Avidyne system lacks anything like SmartGlide.
Attendance at “Oshkosh” (technically, EAA AirVenture) seemed lighter than in 2021 and 2022, possibly due to the weather being about 10 degrees F hotter and the first couple of days being marred by poor air quality courtesy of our Canadian neighbors. (EAA says that attendance was actually a record, contradicting our lived experience.) The EAA Lifetime Member “Oasis” was nothing of the sort, due to A/C that couldn’t cool the place down below 80 degrees. The typical GA plane, warbird, or vintage/antique lacks A/C and, therefore, people had trouble getting motivated to do intra-event flying.
Given that people have less tolerance for discomfort every year (central and mini-split A/C having grown in popularity) and that we’re assured by the New York Times and CNN that Planet Earth is going Full Venus, I wonder if it wouldn’t make sense to move the fly-in to early June. The public schools in Oshkosh get out on May 31, 2024, thus freeing up the no-A/C school buses that are essential to the EAA event. Why not fire up EAA AirVenture on June 10, 2024? Here are the weather averages by month:
June is 5 degrees cooler than July (though records for June 10 include some 90-degree days in various years; record temp for June 10 is 94). Given the higher heat in July, one might imagine that it is also the peak time for thunderstorms, hail, and tornadoes. Here’s a warning that we got:
OSHALERT 7/27: NWS issued Severe Thunderstorm WATCH for KOSH until 11pm. Could bring 1-2″ hail, 70mph winds, heavy rain, isolated tornado.
When basic new airplanes cost about the same as Corvettes and thousands were produced annually, perhaps a mass casualty hail event at KOSH wouldn’t have been so bad. But now that new piston four-seaters can be over $1 million and parts can take months to obtain, the risk of losing 10,000 planes has to be given more weight. From my web searches, it looks like June is actually a higher risk month for tornadoes and severe thunderstorms than July.
If the event can’t be moved, perhaps it can be made more comfortable. EAA has over $44 million/year in revenue (see Form 990; note that this was down to just $18 million in 2020, AirVenture having been canceled due to lockdowns). How about spending some of that $44 million on A/C for the four vendor hangars and also on some air-conditioned lunch venues scattered around the grounds? While EAA is at it, build some additional permanent running-water bathrooms around the show grounds and bathhouses (not Florida-style, necessarily) in campgrounds. Porta-potties and trailers don’t make for a luxurious experience. EAA is constantly harping on how they want to get more people who identify as “women” to show up. How many women want to use an outhouse for 7 days? And women with kids? Imagine the mom below trying to manage and clean up her 3 young kids in porta-potties:
Hiding from the heat at the EAA Aviation Museum this week, we noticed an exhibit about a guy who designed and built a small plane then flew it nonstop across the U.S. at a takeoff weight of less than 500 kg. The punchline? Arnold Egneter was 82 years old on the day of the flight.
A Smithsonian article about the achievement says that the airplane had “a crude autopilot”.
EAA keeps saying that their mission is to inspire young people, but if you look at the ages of the airshow performers, the round-the-world and over-the-poles pilots, and achievers such as Ebneter, maybe what EAA is actually doing is inspiring the elderly!
(Separately, if Joe Biden fails to win reelection (the horror!), perhaps he will design, build, and fly his own airplane across the U.S. at age 82!)
Speaking of old age and Oshkosh… here’s the jam that we found in the fridge in the $4400/week $420,000 (Zestimate) house that friends rented:
It’s free of toxic added sugar and expired less than 10 years ago (September 2014). Can “EAA week” pay for the homeowner’s expenses? Zillow shows that property taxes were $6,000/year in pre-Biden money (latest data available are from 2019).
Loyal readers may remember the Bloomberg Abortion Care Bus. This post explores the question of whether it would make sense to transport almost-new tents from EAA AirVenture (“Oshkosh”) to San Francisco.
When perhaps 50,000 overnight visitors converge on a town with a population of 66,000 and just a handful of hotels, many tents are pitched. The return journey is usually via light airplane or commercial airline and, therefore, tents are often discarded after a week of use. What about delivering these tents to the vulnerable sidewalk-dwellers of San Francisco and surrounding communities? A truck that gets loaded up starting on Thursday morning and that departs AirVenture on Sunday night.
Here’s a typical “let’s take a vacation in my private Boeing” situation:
Here’s a pilot who won’t have any space for souvenirs in the 1940 Funk unless he loses the tent:
The weather was forecast mostly peaceful and thunderstorm-free for the entire week. What was the actual weather above our Walmart tent this morning?
Labor Day stop for the truck: Burning Man! Speaking of that, Tumbleweed gave a great talk at OSH about her experience running the temporary airport at Burning Man. The airport now has a contract tower staffed by Oshkosh veterans.
I met Ed when I was an undergraduate at MIT (during the last Ice Age). He is quoted in the NYT as optimistic about artificial intelligence:
“It requires a combination of engineering and science, and we already have the engineering,” he Fredkin said in a 1977 interview with The New York Times. “In order to produce a machine that thinks better than man, we don’t have to understand everything about man. We still don’t understand feathers, but we can fly.”
When I talked to him, circa 1980, the VAX 11/780 with 8 MB of RAM was the realistic dream computer (about $500,000). I took the position that AI research was pointless because computers would need to be 1,000 times more powerful before they could do anything resembling human intelligence. Ed thought that a VAX might have sufficient power to serve as a full-blown AI if someone discovered the secret to AI. “Computers and AI research should be licensed,” he said, “because a kid in Brazil might discover a way to build an artificial intelligence and would be able to predict the stock market and quickly become the richest and most powerful person on the planet.”
[The VAX could process approximately 1 million instructions per second and, as noted above, held 8 MB of RAM. I asked ChatGPT to compare a modern NVIDIA GPU:
For example, a GPU from the NVIDIA GeForce RTX 30 series, like the RTX 3080 released in 2020, is capable of up to 30 teraflops of computing power in single-precision operations. That is 30 trillion floating-point operations per second.
So if you were to compare a VAX 11/780’s 1 MIPS (million instructions per second) to an RTX 3080’s 30 teraflops (trillion floating-point operations per second), the modern GPU is many orders of magnitude more powerful. It’s important to remember that the types of operations and workloads are quite different, and it’s not quite as simple as comparing these numbers directly. But it gives you an idea of the vast increase in computational power over the past few decades.
Also note that GPUs and CPUs have very different architectures and are optimized for different types of tasks. A GPU is designed for high-throughput parallel processing, which is used heavily in graphics rendering and scientific computing, among other things. A CPU (like the VAX 11/780) is optimized for a wide range of tasks and typically excels in tasks requiring complex logic and low latency.
Those final qualifiers remind me a little bit of ChatGPT’s efforts to avoid direct comparisons between soccer players identifying as “men” and soccer players identifying as “women”. If we accept that an NVIDIA card is the minimum for intelligence, it looks as though Fredkin and I were both wrong. The NVIDIA card has roughly 1000X the RAM, but perhaps 1 million times the computing performance. What about NVIDIA’s DGX H100, a purpose-built AI machine selling for about the same nominal price today as the VAX 11/780? That is spec’d at 32 petaFLOPs or about 32 billion times as many operations as the old VAX.]
I had dropped out of high school and he out of college, so Ed used to remind me that he was one degree ahead.
“White heterosexual man flying airplane” is apparently a dog-bites-man story, so the NYT fails to mention Fredkin’s aviation activities after the Air Force. He was a champion glider pilot and, at various times, he owned at least the following aircraft: Beechcraft Baron (twin piston), Piper Malibu, Cessna Citation Jet. “The faster the plane that you own, the more hours you’ll fly every year,” he pointed out. Readers may recall that the single-engine pressurized-to-FL250 Malibu plus a letter from God promising engine reliability is my dream family airplane. Fredkin purchased one of the first Lycoming-powered Malibus, a purported solution to the engine problems experienced by owners of the earlier Continental-powered models. Fredkin’s airplane caught fire on the ferry trip from the Piper factory to Boston.
One of the things that Ed did with his planes was fly back and forth to Pittsburgh where he was an executive at a company making an early personal computer, the Three Rivers PERQ (1979).
The obit fails to mention one of Fredkin’s greatest business coups: acquiring a $100 million (in pre-pre-Biden 1982 money) TV station in Boston for less than $10 million. The FCC was stripping RKO of some licenses because it failed “to disclose that its parent, the General Tire and Rubber Company, was under investigation for foreign bribery and for illegal domestic political contributions.” (NYT 1982) Via some deft maneuvering, including bringing in a Black partner who persuaded the FCC officials appointed by Jimmy Carter that the new station would offer specialized programming for inner-city Black viewers, Fredkin managed to get the license for Channel 7. RKO demanded a substantial payment for its physical infrastructure, however, including studios and transmitters. Ed cut a deal with WGBH, the local public TV station, in which WNEV-TV, a CBS affiliate, would share facilities in exchange for a fat annual rent. Ed used this deal as leverage to negotiate a ridiculously low price with RKO. To avoid embarrassment, however, RKO asked if they could leave about $15 million in the station’s checking account and then have the purchase price be announced as $22 million (71 million Bidies adjusted via CPI) for the physical assets. The deal went through and Channel 7 never had to crowd in with WGBH.
[The Carter-appointed FCC bureaucrats felt so good about the Black-oriented programming that they’d discussed with the WNEV-TV partner that they neglected to secure any contractual commitments for this programming to be developed. Channel 7 ended up delivering conventional CBS content.]
Who’s going to Oshkosh (EAA AirVenture) and would like to meet up? Email philg@mit.edu if you want to get together. Perhaps Tuesday at Chick-fil-A around 11 am? Or we can pick a talk that we all want to attend. I haven’t researched the presentations yet. Folks who have suggestions for important presentations can post them here.
Bad news for those who’ve chosen to leave the safety of Florida’s smoke-free air, ubiquitous A/C, and almost-invulnerable power grid in order to attend this one-week outdoor event: the New York Times says that it is typically unsafe to go outside. See “Is It Safe to Go Outside? How to Navigate This Cruel Summer.” Climate change has come for EAA. Just a few days ago, the hottest day was forecast to inflict a high temp of 94 degrees on aviation enthusiasts. Currently, however, the forecast is for 97 degrees on Thursday:
Maybe we will have to escape to The Sweet Lair in Menasha for air conditioning, board games, and food.
We’re going to be reading the VFR arrival procedures carefully…
… while driving our rental car up from Chicago/Milwaukee (I need to be in Los Angeles for business immediately after). We’re staying at the Sleepy Hollow campground across from the Deplorable SOS Brothers with their beer and bikini-clad bartenders. I’ve packed a full library of works by Betty Friedan, Gloria Steinem, Andrea Dworkin, and Catharine A. MacKinnon to present to the Brothers in hopes that they will change their ways.
Here’s a report on a crossing from Belfast, Northern Ireland to Canada in July 2023 in a Cirrus Vision Jet (my review).
The machine: one engine, one parachute, 31,000′ service ceiling, cruise speed of about 310 knots, range of about 900 nautical miles. It lacks almost everything that the regulatory gods want to see for an aircraft crossing the North Atlantic. There is no HF radio. We could not spell or pronounce CPDLC, much less operate with it. We were one letter behind on ADS, being equipped with ADS-B rather than the more impressive ADS-C. Nonetheless, we were entitled to fly the most sensible route for a short-range airplane at altitudes up to at least FL280 and sometimes all the way up to FL310 (the accessibility of RVSM flight levels is tough to predict, even for the experienced planners, so make sure that you have enough fuel to make it at FL280).
A common route for short-range aircraft… EGAA, BIKF, BGSF, CYYR:
The biggest challenge with this route is that Greenland, because it remains a colony of Denmark (the natives would prefer to have accepted Donald Trump’s proposal and become part of the U.S.), has only two decent airports, both built by the U.S. military. Kangerlussuaq, which started out as “Sondrestrom” during World War II, is where all of the jet airliners land and where any general aviation pilot who doesn’t imagine him/her/zir/theirself to be a hero should land. The Cold War-era Thule, now “Pituffik Space Base”, is too far north to be a useful alternate and is generally closed to civilians (see Project Iceworm for what we did up there without telling our Danish hosts). Nuuk, BGGH, might be a reasonable alternate when they finish extending the runway (delayed until 2024 due to coronapanic). See charts below.
There is always the possibility that BGSF, which lacks a parallel taxiway, will get shut down due to a disabled aircraft. I wouldn’t advise any attempt at crossing unless BGSF is forecast to be good VMC (visual meteorological conditions).
A lesser challenge is the long leg between CYYR and BGSF, which is readily doable with a tailwind, but crosses a lot of water and takes an airplane out of communication range at 30,000′. Why not skip this by substituting CYFB (Iqaluit, Nunavut; not to be confused with “Frobisher Bay“) for CYYR? Now the leg is 487 nm instead of 872 nm and much of the route is within gliding distance of land.
We had an additional challenge on our trip. The owner-pilot of the Vision Jet had been in Europe for a couple of months with his family and we were tasked with bringing a furry child back to the U.S. Iceland and Greenland are unfriendly to Canine-Americans and, therefore, it would have been extremely ugly if we had gotten stuck due to weather or mechanical issues. Maybe the pup would have been locked down in quarantine for weeks (like a California K-12 student!). Maybe the owner would have had to sleep with her in the plane. In theory, dogs are not even allowed out on the airport ramp/grass to pee.
Although apps such as fltplan.com and ForeFlight can provide good weather briefings and performance calculations, most people making the crossing elect to use a planning and dispatch service such as Air Journey or Shepherd Aero. We used Shepherd and, in addition to the high-level and low-level planning, they provided a raft and survival suits in Belfast that we later dropped off in Bangor, Maine. They also handled the paperwork requirements for approval to operate in the North Atlantic high-level airspace (“NAT HLA”; see link at the end).
Our day started around 6 am at a Hilton golf hotel where we checked weather and navlogs over breakfast. The TV described “millions of public sector workers” getting raises in the UK. Fortunately, we are assured by top economists that a wage-price inflation spiral is impossible.
We showed up before 8 am at Global Trek, the FBO at the big airport in Belfast.
We unlocked the baggage door so that the local maintenance folks could top off the oxygen bottle. If a jet depressurizes at the midpoint of one of these legs and descends to an altitude where oxygen is not required, the additional fuel burn will result in a failure to reach the destination. The only way to avoid a swim is to put on the oxygen masks and stay at least reasonably high, e.g., 20,000′. The mask is also a great tool for avoiding a deadly SARS-CoV-2 infection from one’s co-pilot. #AbundanceOfCaution:
(What if you don’t get the quick-don oxygen masks on after an explosive decompression? The Vision Jet, thanks to the Miracle of Garmin and having seen a cabin altitude above 15,000′, will automatically descend to 14,000′. In theory, the pilots will then wake up. If they don’t, the Garmin AI will try to Autoland (I’d like to see that in Greenland! Autoland requires a GPS approach with LPV or LNAV/VNAV at an airport within 200 nm).)
What about a weight and balance calculation? Given long runways, cold temperatures, and mostly-smooth air, being slightly overweight is not a significant risk (not a tough issue for us because all of the back seats were not only empty, but had been removed). Would it ever make sense, from a risk management point of view, to leave out fuel or survival gear in order to hit a book number? (In Greenland, the fueler didn’t even ask whether we wanted to be topped off. He simply topped off the plane because nobody would be dumb enough to depart over the North Atlantic in a light plane with less than full fuel.)
Prep for the unlikely event of that single turbojet engine breathing its last? As with Caribbean flying, it is essential to have a life raft and as many EPIRB/PLBs as one can reasonably attach to one’s raft and person. In addition, however, one must have a survival suit to protect against the cold and wet. Here’s me suited up for the crossing and/or the Climate Change (TM)-induced floods in the Northeast (photo taken at the end of the trip, in Bangor, Maine; note the sun-reddened face due to the Vision Jet’s less-than-complete UV protection):
How does it work to operate the latest generation of touchscreen avionics with hands like Zoidberg‘s? What’s conventional is to wear the survival suit up to one’s waist and be prepared to don the rest in a worst-case scenario. The folks who do this all the time get constant-wear dry suits that have separate gloves ($4,000 in pre-Biden money).
We departed with full fuel and full oxygen at 9:00 am local time, just as planned, climbed to FL300, and stayed within radio and radar range for the entire nearly-3-hour trip to Iceland. The only old-school task that we had to perform was tell Reykjavík Control when we expected to enter their airspace at RATSU. Radio communications on the entire trip proved to be easy and informal. The controllers are nowhere near as busy as FAA controllers, so you can always ask for a clarification.
We were able to get to FL300 and found the temperature, due to humans ignoring Greta Thunberg, to be ISA+4. True airspeed of 315 knots plus a tailwind of 10-20 knots.
Landing in Iceland is relaxing because BIKF is a huge international airport with two runways and, in the event of shutdown by fog or mostly-peaceful protest, BIRK is next door and also has two reasonably long runways. The wind was blowing 29 knots when we landed, which made taxiing in certain orientations challenging and also required some thought regarding parking orientation for the restart. The powerful wind was forecast to continue for four days, so we were glad that we hadn’t planned to stay. Our canine companion was not allowed out of the plane and immigration came out to meet us in a shack to check passports, despite us having expressed no intention to leave the airport or stay longer than required for refueling. Elites sometimes need to stop here in their Gulfstreams, e.g., if on their way from Los Angeles to attend a climate change convention deep into the Mediterranean and carrying a full load of sycophants. Consequently, there is a reasonably nice FBO with a full array of free drinks, a jail, and a children’s play area. Delicious pizza was delivered, but I had just one slice due to concerns regarding the bathroom facilities on the SF50 (none).
Here’s our beauty contestant on the ramp (n-number obscured):
(If you disagree that the Vision Jet is beautiful, remember that we crossed during the same week in which a person assigned male at birth was crowned the most beautiful woman in the Netherlands (BBC).)
The fuel truck in Iceland is more like a Mississippi River towboat with a fuel barge behind it:
It was then time to fire up and head for Greenland, another three-hour leg. The planning elves filed us for FL280. Our route took us directly over BGKK, an airport on the east coast of Greenland with a 4,000′ gravel runway. We could see a handful of buildings from the air, but nothing resembling a settlement.
Being “over land” in Greenland is not quite as comforting as it would be in the Midwest. Can you see a good place to land via parachute?
The weather had been forecast to be great for landing in Greenland, with ceilings of more than 5,000′. Nonetheless, the approach to the runway is right alongside enough terrain to get a pilot’s attention. Here’s our GPS approach on the Garmin G3000:
The closer to the airport you get, the more straightforward the view, but notice the mountains behind that would complicate a go-around or a departure:
Safety tip: fly every procedure as slow as possible. That gives you more time to think about whether you’re following the procedure precisely and, if you’re in an auto-everything aircraft like the Vision Jet, to see if the magic is set up properly.
Because only peasants who can’t afford a Falcon or Gulfstream would ever visit this airport in a private airplane, there is no FBO. Airline passengers are welcomed in a terminal, but light aircraft park in the middle of nowhere and are shuttled back to an airport management office to use the restroom or call CANPASS to report an expected arrival (only the pilot-in-command can do this and we waited on hold for 40 minutes; the regulars told us that this Canadian government service went downhill during coronapanic and never recovered).
(Don’t tell anyone, but our passenger escaped to the side of the ramp for her own restroom action.)
BGSF is an inefficient airport because everyone tries to land 09 and depart 27 (in from the fjord and out toward the fjord). We had to burn fuel on the ramp for about 20 minutes before the arrivals were all down and it was our turn to depart opposite direction (the wind was actually favoring 27). This is another good reason not to plan on a maximum range leg out of BGSF.
It is always nice when the last leg of the day is the shortest and the final leg to CYFB, which was forecast to be reasonable VMC, was uneventful until we got the weather report… clouds at 200′ above the runway and visibility roughly 4,500′ down the runway. The approach minimums are 200′ and 4000′ of visibility. It would have made sense to go somewhere else except that there isn’t a lot else around. Fortunately, as I pointed out to our planners (channeling the New York Times; see also this story about the invention of computer programming), we could thank the female engineer who invented approach lighting. Runway 34 is equipped with approach lights that a pilot will be able to see at 200′ above the ground even when visibility
Featuring an inverted-V engine block, turbocharging and supercharging, mechanical fuel injection, liquid cooling, direct drive, and 40% fewer moving parts than other engines in its category, the new DeltaHawk engine is a clean-sheet design secured by multiple patents.
In addition, the engine’s slimmer shape and smaller size allows for more aerodynamic cowling designs and requires less space – all while providing extraordinary performance, ease of operation, and unmatched reliability. The engine is environmentally friendly, as well, thanks to its ability to burn both Jet-A and sustainable aviation jet fuels.
The company says that it has tested the engine in a Cirrus SR20!
And it cost $80 million. Wikipedia says that 1,459 SR20s were built through 2019. Let’s assume that 2,000 will be built total. If we were to spread the $80 million development cost over the most successful new airframe in this horsepower category, it would come out to $40,000 per engine (maybe Cirrus is paying $50,000 for the 215 hp Lycoming 4-cylinder that is in the latest and greatest G6 model (vibrates like a banshee compared to the older 6-cylinder Continental 200 hp design)).
How is this engine different from a car diesel engine? It supposedly can still run even after a total electrical system failure, which is what could happen following a lightning strike.
The claim is 40 percent better fuel-efficiency than 100LL engines, so that would roughly restore light aircraft to the payload-range profiles that they had in the 1950s-1970s before Americans got fat.
I wonder how long it will be before we see one in a certified factory-new airplane for carrying humans. Rumor has it they’re trying to sell this for at least 100,000 Bidies per engine, which is somewhat more than the legacy Continental and Lycoming similar-horsepower models. For a measure of inflation in our inflation-free society, note that a magnificent 6-seat Bonanza that include a beefier engine than this DeltaHawk cost only $8,000 when introduced in 1968. Official government CPI says that $8,000 from 1968 is equivalent to purchasing power today of $72,000. But $72,000 is roughly the cost of the (still-available) 285 hp Continental engine that was in the factory-new 1968 Bonanza. The equivalent in purchasing power bought an airframe, six seats, avionics, engine, propeller, landing gear, etc., back then. Today it pays for only the engine.
Europeans hate Avgas so I am going to guess that this more-expensive-that-proven-old-tech DeltaHawk engine appears first on a European plane from one of the innovation-loving companies, e.g., Diamond of Austria or Pipistrel of Slovenia (bought by Textron in 2022). Four years is an eternity in the non-aviation world, so 2027 seems like a safe guess if this engine is an improvement. However, DeltaHawk itself provides an example of Aviation Time. The company was founded in 1996 (Wikipedia) and their product has finally limped out the door… 27 years later. How about 2029 then?
The first airport to be completed will be La Guardia, where Delta Air Lines has just opened a gleaming, $4 billion terminal … already won an award as the best new airport building in the world.
I was there earlier this month! Let’s check it out…
The ticketing level was mostly empty on a Sunday afternoon:
You walk around a corner, marvel at the enormous artwork (zoom in and you can see the chin diaper on the righteous New Yorker), and head upstairs…
The security line was non-existent and there is an interesting Agam-inspired illuminated artwork above it:
It’s all-Delta-all-the-time out the window:
The interior space is beautiful:
(Note cloth mask against an aerosol virus worn by the Soldier of Faucism riding the escalator.)
Does the airport terminal achieve greatness? Not for me. Nobody seems to have had any imagination for what passengers should be able to do inside. There are the usual options: shop for magazines and junk food, eat in a restaurant, drink at a bar. What if you are stuck there for 4 hours due to thunderstorms or a missed connection? (admittedly the latter is rare due to LGA not being a hub) There’s no amazing garden or aquarium or art museum or science museum inside. There are no historic aircraft hanging from the ceiling. Qatar put a lap swimming pool inside their big terminal. Maybe that’s too much to ask from the folks who gave us the New York Subway, but how about a planetarium? Why not a pinball and video arcade? A carting track? A trampoline park? (the last few ripped off from Dezerland, a vast indoor space in Orlando where almost anyone can happily spend a few hours)
I’m not sure what makes all of these airport terminals so similar in terms of what passengers can actually do while they wait. I’m going to guess that it is the desire of the airport operator to make the last possible dollar on rent, the same thing that causes American shopping malls to be so similar and dull.
