Here are some thoughts after flying a factory-new $700,000 Robinson R44 Raven II from Los Angeles to Washington, D.C. Our machine is the gold one in the foreground on the ramp at KTOA:
(One of the teachers in the safety course, regarding a photo of the R22, R44, and R66 lined up, said “They’re not going to win any beauty contests.”)
The $25,000 air conditioning is a great luxury and worth the 33 lb. payload penalty. The lack of a sliding window for taking pictures is a continued disappointment. If you want a good aerial photo you need to land, remove a door, take off again, take the photo, land, put the door back on, etc. Bell and Airbus manage to include simple mechanisms for temporarily obtaining an unobstructed camera position. Why can’t Robinson do this?
The $57,000 autopilot should have been a game-changer and it kind of was, but usually not in a good way. I have trained some Blackhawk pilots who were transitioning down to the R44 and they struggled initially because they always flew the Blackhawk with the stability augmentation system (SAS) enabled. The Genesys autopilot’s core mode is SAS, in which it seems to return the helicopter to whatever attitude was preset. The system is hyperactive, however. If there are small attitude changes from extremely light turbulence or just the vibration of the helicopter, the autopilot will fight those small changes. A human pilot would do nothing and assume that the attitude bumps will average out. In straight and level flight, the SAS system is applying a control input literally every second. It is like having the world’s most nervous copilot on the controls with you. It probably should try to figure out if a human pilot is on the controls and, if so, do nothing until there has been at least a 2-degree disturbance in attitude. We were able to get the autopilot to fly a NAV course, go down a glide path on an LPV approach, etc. It more or less works just like an autopilot in an airplane, but because the helicopter shakes so much more it is not as confidence-inspiring. Is it worth $57,000 (the pre-Biden price of an airworthy certified IFR-capable 4-seat airplane)? Maybe! Despite the annoyance factor, I think it is worth enabling SAS for night flights and any time visibility is reduced or there is a chance of inadvertent instrument meteorological conditions (i.e., going into a cloud).
Robinson has limped into the glass cockpit era, but not gracefully. The Garmin G500 is a primary flight display, but not an integrated flight deck like the G1000 (see the Bell 505). So the pilot needs to look at the warning lights above the PFD to see if anything dramatic is wrong with the machine. Although the helicopter is certified for visual flying only and there is nothing on the PFD that is necessary for continued flight and landing, the FAA requires that Robinson install a full set of backup steam gauges. These are much larger and easier to read than what’s on the Garmin glass (the vertical speed indicator, for example, is at least 5X the size).
The G500 does not display a lot of the information that you’d expect it would. For example, it shows the outside air temperature and the aircraft’s altitude. Even without access to the manifold pressure sensor, it could look up in a table to find out what the current maximum continuous manifold pressure should be (corresponds to a horsepower limit) and display that to the pilot. It becomes the pilot’s job to use a table on the checklist or in fine print on the cyclic. Robinson continues to have separate fuel gauges for the main and aux tanks so it becomes the pilot’s job to do a bit of arithmetic and calculate flight time remaining.
Our second radio was a Garmin 225B. It was entirely unreadable/unusable at night due to being so much dimmer than the G500H and the GTN 750 (the NAV/COM1).
As we remember Pearl Harbor today, I will share some photos from a recent visit to the National WASP WWII Museum in Sweetwater, Texas. I learned that just over 1,800 women who’d already earned at least Private certificates were invited to train as Women Airforce Service Pilots (closer to 1,000 completed the program). The museum does a good job of walking visitors through the progression of training to fly military aircraft.
I knew that WASPs had ferried new aircraft from the factory to military bases, but I didn’t realize that they’d also towed targets for live fire practice (video interview). Remarkably, none of the women were killed during this activity.
Some details on the admissions and training processes:
Note that an interview with Florida-native superstar pilot Jacqueline Cochran was required.
The museum preserves some of the trainer aircraft (airworthy, apparently; note the oil drip pans) and shows off the skeleton of a “Bamboo Bomber”:
There are some poignant stories and memorials regarding each of the 38 WASPs who died during the two years that the program existed. No WASP was ever in combat, but there was plenty of potential for a mechanical problem in an airplane made without CNC machine tools. There was no moving map, no GPS, no NEXRAD for weather, etc.
WASPs were civilians, though Jimmy Carter retroactively made them military personnel (on the one hand, their job was nowhere near as dangerous as being a combat pilot and they never had to deploy overseas; on the other hand, their job entailed far more danger than that faced by millions of military men, e.g., those who worked stateside at desks). The museum highlights later female-identifying military pilots. The sign below makes it sound like an F-14 crash was the plane’s fault (after mismanaging an approach, Kara Hultgreen stomped on the rudder like a student pilot, which killed one engine, and then failed to manage the single-engine go-around).
The sign below about Colleen Cain caused me to search for more. She and two fellow crewmembers died going out at night into horrific weather to try to save seven sailors on a fishing boat. They had trouble with navigation, plainly, and ended up hitting terrain. They would all likely still be alive today given GPS and moving terrain maps. It is tough to understand how people can be brave enough to fly helicopters for the Coast Guard. A core part of their job is going out into weather bad enough to sink ships.
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The museum’s conference room featured incredibly comfortable “sled” chairs that allowed a slight recline and had sufficient cushioning. It looks like they are Office Master OM5 stacker chairs. I am tempted to order some for kitchen table use!
I arrived in Los Angeles for the Robinson Helicopter Company’s safety course on November 13. The engineer who founded the company, Frank Robinson, died the day before at age 92 (AVweb). Frank democratized helicopter flying with his reasonably priced machines that were simple to operate and maintain. I had a few conversations with him over the years and he was always generous in sharing his time and direct in sharing his point of view.
Frank’s son Kurt Robinson now runs the company and he welcomed us to the class: “We want you to know what we know.” He stressed how important the safety course was to his father, a point later backed up by Bob Muse, a legendary LA helicopter pilot and teacher. “Frank missed fewer than 5 safety courses over the years,” Bob noted. “He would reschedule vacations and business meetings so that he could welcome every class of pilots. Frank loved aviation and the company. It was never about money.”
Bell and Airbus (“Eurocopter”) pilots enjoy heaping scorn on Robinsons, but we learned from Bob and Tim Tucker about how the pilots and engineers at all of these companies cooperate and fly each other’s machines. Robinson has been a leader in some safety areas, e.g., crash-resistant fuel bladders and standardizing on the Vuichard technique for recovery from vortex ring state (most likely encountered during a downwind steep approach to an off-airport landing zone).
Some of Bob’s points:
we overemphasize autorotations in training; it is rare to see accidents that are caused by something that would require an auto
seek recurrent training every 6 months, which is what the most experienced pilots will get
take phones away from mechanics; interruption by phone call is a common reason for a procedure step to be skipped
The previous generation’s aircraft mechanics have been retiring and are being replaced by younger less intelligent less conscientious Americans. Maintenance-related crashes are nearly twice as high a percentage of the total (still less than 10%, however) compared to 10-20 years ago. The biggest causes of Robinson accidents are wire strikes and weather, each contributing roughly 30 percent.
A huge number of safety-related initiatives and FAA regulation updates that would improve safety have been delayed by two years or more due to coronapanic. Everything that was on track to be approved in 2020 is still pending. One big change would be to revoke SFAR 73 and update the Robinson POH to add similar requirements, e.g., 20 hours dual before going solo, to the limitations. The requirements would then apply to international customers as well (currently about 80 percent of Robinson’s production is exported).
The latest Robinsons all come with dome light cameras (see Time for a robot assistant up in the dome light of the cockpit? for what I think it should do, but of course it doesn’t!). These have been very helpful in investigating accidents. (As with seemingly everything else in aviation, it was already obsolete when installed. The limit on memory card size is 128 GB, which is good for 10-15 hours. There is also an internal 16-hour memory that the pilots can’t access and that is recorded to even when the camera and audio are switched “off”) The dome light camera also provides some interesting cautionary videos. In one video a Bell 407 pilot, who previously did a lot of flying in Robinsons, is getting current again in the R44. She pulls the mixture, thus shutting off the engine, instead of the carb heat. She then immediately pushes the mixture back down, but the engine quits anyway. If they’d crashed, it would have been due to an “unexplained power loss.” (As it happens, the instructor in the left seat pushed the collective down and did a nice autorotation to the side of a railroad track. We then see him frantically pulling on the rotor brake. It turns out that a train was coming!)
My favorite video featured Julie Link on a sightseeing tour in Hawaii. The R44’s engine quits (the mounting block for the magnetos failed; apparently they’re both on the same piece of metal) and she does an autorotation to a field with two tourists in the back who don’t seem to be aware that things have become perilous. After they land, we hear her say “The engine stopped. It happens. It happens to me a lot.” (She previously did a heroic autorotation in an R22 to a street in Honolulu (Daily Mail).)
Once established in an auto, if the low RPM (97%) horn goes on, I like to take out half of the collective check that is in. Bob says to push it all the way down so as to build that reflex and then pull it back up slightly after the RPM is back to 100 percent.
Robinson now offers a polycarbonate windshield that will ruin a bird’s day, but not yours. We talked to a guy who owns 13 R66 (the turbine-powered Robinson) helicopters and he said that the view is distorted (he also said that he’s had disabling engine problems with 4 out of 13 Rolls-Royce turboshaft engines!). Robinson says that they scratch just as easily as the standard acrylic windshields, but the scratches cannot be repaired.
Those are some of the things that Frank Robinson might have wanted you to know! It is sad that he is gone, but he did pack a lot of achievement into his 92 years. He is the only person in world history who built a sustainable piston helicopter business.
After the class, I joined a former student from MIT who was picking up his new R44 Raven II helicopter. We flew from Los Angeles to Washington, D.C. together and the only squawk was that the left front door became a little tougher to latch after about 15 hours (we picked it up with 4 hours on the collective Hobbs). It is tough to think of another aircraft manufacturer that delivers this kind of quality, especially down in the piston ghetto. I think it is reasonable to say that the more than 13,000 helicopters Robinson has built are Frank Robinson’s true memorial.
Friends in the D.C. area have been texting me tonight regarding a Mooney that landed in some powerlines near KGAI. From CBS:
A small plane crashed into power lines in Maryland, leaving two people dangling about 100 feet in the air, officials said. The crash knocked out power to thousands of people in the area.
A single-engine Mooney M20J crashed into wires near Montgomery County Airpark in Gaithersburg, Maryland, around 5:40 p.m. local time Sunday, according to the Federal Aviation Administration. The plane appeared to be intact as it was caught in a web of power lines about 100 feet in the air.
As of roughly 7:50 p.m., Montgomery County Fire and Rescue Service spokesperson Pete Piringer said the people aboard the plane were uninured. Earlier he said that they remained in a “very precarious situation,” as the wires were still energized. Utility company Pepco said that as of around 8:30 p.m. the lines had been deenergized.
How could this happen? Mooney pilots are usually pretty good! The plane departed from Westchester County, NY, according to ABC. So the task at Gaithersburg was an attempt to land. Where are these powerlines? Let’s check The Google:
The only tall high-voltage lines that I can see are about a mile from the runway, top left of the above image, rather near Giant Food. That’s quite a distance from the runway to be so low to the ground.
Let’s check the weather. 5:40 pm is 17:40 EST then add 5 hours and we get 2240Z. Here’s are the METARS:
Why isn’t there a METAR closer to 2240Z? It seems that the 2256Z observation would have come after the massive power failure. Here’s an observation from nearby Dulles Airport:
Could part of the problem be that the altimeter in the Mooney wasn’t set correctly and, therefore, the instruments were showing the plane to be higher than it was? This is an irrelevant factor for an approach with a glide path, which KGAI has. They would have gotten fresh altimeter settings during the entire flight from Air Traffic Control. The departure airport, KHPN, had an altimeter setting of 29.64″ about one hour before accident. So if they’d taken off from HPN and never touched the altimeter they would have been (29.64-29.45)*1000 = 190′ lower than indicated. This kind of mistake resulted in an accident at KBDL to American Airlines 1572 (The NTSB report says that they were on a VOR 15 non-precision (no glideslope) approach.)
The weather was not improving dramatically after 2156Z (4:56 pm). Is it reasonable to land with only 1.25 miles of visibility and 200′ overcast? If you’re a two-pilot crew going into Dulles Airport with its idiot-proof runways and powerful approach lighting system that will cut through the clouds and mist… yes. In fact, the minimums for the ILS 1R at KIAD are 200′ ceiling and 1800′ of visibility.
What about at KGAI? Assuming that this airplane was trying to land, they’d be using the RNAV 14. With the latest and greatest WAAS-capable avionics, the weather minimums are 269′ and 1 mile of visibility. Touchdown zone elevation is 520:
So this would have been an attempt to do the an approach that the weather report suggested could not be accomplished legally. This is actually legal for Part 91 (private) flying, but is not permitted for airlines (Part 121).
On the third hand, had the pilot flown the approach correctly, it should have resulted in a safe landing on the runway even with weather below minimums. Based on my experience, the virtual glide path created by the WAAS GPS box is valid all the way to the ground. (And this was part of our airline training at a Delta subsidiary for ILS approaches; the glide slope (projected via radio waves from the ground) could be used as a reference even after breaking out from the clouds and being within 50′ or 100′ from the runway.) In fact, an autopilot could take the plane down all the way to the runway (would be a rough landing without a flare, but nothing that would be hazardous to the people inside the plane).
So the crash remains something of a mystery at this point. I would want to know if the Mooney (potentially ancient) had a modern WAAS-capable GPS for the RNAV 14 approach. If not, the weather minimum is 400′ ceiling and 1.5 miles of visibility and the challenge for the pilot is substantially greater.
This would be perfect for a Godzilla movie. Godzilla loves powerlines and he is often well-disposed to humanity so he could simply pull the airplane out of the powerlines and set it down on the runway.
Update: I found some relevant Air Traffic Control audio at LiveATC.net. Controllers often speak on multiple frequencies and I found half of a conversation on 128.7 in the archive block starting at 2200Z on 11/27 (so the media reports of a crash at 5:40 pm are probably incorrect; it would have been around 5:28 pm). LiveATC.net captured Potomac Approach, but not the Mooney or other aircraft (so it is likely that the exchanges were happening on a different frequency associated with Potomac Approach; a merged recording of 126.75, 125.52, and 133.85 contains some fuzzy responses from the planes/pilots). The Mooney’s tail number seems to end with “1RF” (One Romeo Foxtrot). At 9 minutes in, the controller suggests (gently) that the 1RF has not followed a previous instruction correctly. At 14:45, the controller says “if you’re able to land at Gaithersburg you can report cancellation…” (i.e., it was foreseen that the weather could be below minimums). At 15:55, a Pilatus PC-12 (“Kronos”) is also going to GAI. At 16:45, the controller mentions, probably to the Pilatus, that a Cheyenne went missed from GAI and was diverting to FDK. At 17:45, the controller acknowledges a communication from 1RF. At 18:30, the controller tells 1RF about traffic and tells 1RF to join the approach. At 20:15, 1RF is cleared for the approach (allowed to descend from previously assigned altitude). At 23:15, 1RF is told to switch to the advisory frequency at the untowered KGAI airport (“CTAF”; used for pilot-to-pilot communication). Just before 27:00 the controller uses the full call sign: N201RF, which is the registration for a 1977 Mooney. Unfortunately, this is to issue a low altitude alert. If indeed the Mooney had switched to the CTAF, the message would not have been heard. Just before 30:00, the controller says “it looks like they made it” regarding the Mooney, but tells the Pilatus that he is waiting to get a cancellation from the Mooney (can’t have two airplanes doing instrument approaches at the same untowered airport at the same time).
My best guess is that the conversation was on 126.75, but the receiver that feeds LiveATC.net is not well-positioned to hear low-altitude planes near KGAI.
Second Update: presidentpicker in the comments below gives us an overlay of the Flightaware ADS-B 3D track and the approach. The tracklog ends at 5:27:20 pm and sadly infers an arrival:
Pilot readers: Before we escaped the Land of Lockdown for the Florida Free State, KGAI was my most common destination airport for trips into D.C. My personal rule was that if the weather wasn’t great I would land at Dulles instead. “Not great” meant winds of more than about 20 knots unless straight down the runway, ceiling below 400′, or visibility of less than 3 miles. I would also go into Dulles if I were arriving after the KGAI FBO closed and I wanted a rental car. The fees at Jet Aviation Dulles or Signature for a single-engine piston aircraft were actually quite reasonable. It’s great to be a skilled pilot, but it is even better to set up a situation in which skills are not required. And there’s nothing wrong with doing an approach to minimums, especially if you’ve set up a two-pilot crew in your little Cirrus, but it doesn’t make sense when one of the world’s largest airports is only 5-10 minutes farther from your ground destination.
The Dulles photo above was taken just before landing at KGAI last week:
We departed Torrance, California in the Robinson R44 Raven II shown above and landed at Gaithersburg on November 21, 2022. There were a few stops in between…
All Steven knew was what time and where. A part-time pilot from the Chicago area, he was picking up a total stranger in his single-engine plane, a passenger who needed to fly more than a thousand miles, across state lines, from the midwest to the east coast.
The passenger was seeking reproductive health services and needed to travel to a state where they could access them. Steven is just one of hundreds of pilots across the US, who have been volunteering the use of their small planes to fly people seeking abortions and other services from states that have outlawed it to states that haven’t.
The effort to connect volunteer pilots with patients is led by Elevated Access, a non-profit organization based out of Illinois. It was founded in April in response to a growing number of women being forced to embark on expensive and time-consuming journeys in attempts to obtain abortions.
What about pregnant men? They will have to Ride the Dog (Greyhound)? A photo on the organization’s web site shows what appears to be a pregnant man in the passenger seat (front right; the pilot sits front left in most fixed-wing aircraft):
How many owner- and renter-pilots are passionate about these issues?
Indeed, since the supreme court formally stripped away federal abortion protection rights in June, Elevated Access has seen a giant uptick in volunteer pilots, with 870 pilots offering to transport patients across state lines for abortions and gender-affirming care.
How many have a valuable gender ID?
Elevated Access was set up to ease those difficulties, using the 3,000 general aviation airports scattered across the country. It recently marked a milestone by completing its first all-female pilot mission, involving seven states and two solo female pilots flying a 1,400-mile relay to transport a client. Only 6% of pilots in the US are women, it noted.
The partners?
As a referral-only organization, Elevated Access connects passengers to pilots through referrals by its partner organizations such as Planned Parenthood and the National Abortion Federation.
Here’s an interesting analogy:
“I think as pilots, we’re very proud of the freedom we have and so it seems appropriate for me to use the freedom I have to help out people whose much more fundamental freedoms – [such as] rights to medical care or decisions about how they want to control their own body – are being jeopardized right now.”
What if the better analogy is the pregnant person is the pilot and the baby is the passenger? Let’s consider EgyptAir 990.
The cockpit voice recorder (CVR) recorded the captain excusing himself to go to the lavatory, followed 30 seconds later by the first officer saying in Egyptian Arabic “Tawkalt ala Allah,” which can be translated as “I put my trust in God.” A minute later, the autopilot was disengaged, immediately followed by the first officer again repeating the same Arabic phrase which can be also translated as, “I rely on God.” Three seconds later, the throttles for both engines were reduced to idle, and both elevators were moved 3° nose down. The first officer repeated “I rely on God” seven more times…
(The very first time I flew a turbojet, the Cessna CJ3 demo pilot deadpanned “You’ve disconnected the autopilot. Do you want to declare an emergency?”)
Gameel Al-Batouti was certainly controlling his own body, as the quoted pilot above says is the correct situation, and he got what he wanted. But the passengers did not get what they wanted, i.e., to emerge alive at the end of the journey.
(The article contains some misinformation, implying that pilots must file flight plans in order to travel by air. In fact, unless one wishes to fly via reference to instruments (in the clouds), no flight plan is typically required.)
Ph.D. and Ivy League grad Deplorables in a chat group reacted to this:
Does this mean that I can fly for free as a pregnant man ?
Can I get preggers every month? Oh, I might fly for abortion and change my mind and fly back and fly there again and…
aborting takeoff is not an option
They think they are Underground Railroad heroes.
Are planes that belong to Abortion Air are stored in coat hangars?
Also after each baby killed one can paint a little baby skull 💀 on the side of the plane
The organization’s mission:
Elevated Access recognizes that not all people have access to the healthcare they need due to stigma in their community. Because we believe everyone deserves access to healthcare such as abortion and gender-affirming care, our volunteer pilots provide free transportation to get people where they can get the care they need to live their best life.
What about a healthy baby subjected to abortion care at 24 weeks, as is legal “on-demand” in Maskachusetts (abortion care after 24 weeks is legal if one doctor thinks it is a good idea)? Is he/she/ze/they living his/her/zir/their best life?
One of the long-held dreams of people in general aviation is that a car company would come in and fix all of our woes (high costs, low volumes, intensive maintenance requirements, dumb-as-bricks systems). If Honda, for example, could make an airplane that is as comfortable and reliable as a Honda Odyssey minivan, mass-produced at a reasonable price, life would be awesome.
Well, Honda actually did go into the airplane business! And it took them way longer to push the plane out the door than it would have taken Cessna or Embraer. And an operator of the first-generation plane at NBAA 2022 gave the airplane low marks. (I wrote a review of the plane in 2016.) The airplane is fueled from a single point in the tail, which requires a ladder, and can take nearly 30 minutes for a line guy (this desirable job working in the cold or heat is almost always done by those who identify as “men”) to fill. During this time there will be periodic overflows that will cover the line guy in Jet A. When finished, the plane was never able to hold the advertised maximum capacity. “We were always 100 lbs. light.” The lav is externally service, but in a non-standard way that results in some bad outcomes. “Ten percent of the Gen 1 airplanes went off the runway,” noted the operator. “They’ve maybe fixed that in the newer ones by limiting nosewheel travel depending on speed.”
The plane itself did not end up having way better specs or a lower price than the very light jet/light jet competition. Honda announced a variety of Gen 3 features at NBAA. There is an extra fuel tank under the tail, which increases the ability to accept fuel, extends range slightly. A light next to the fuel filler comes on when the massive overflow spray is imminent:
The cockpit is more or less unchanged. It is a clean Garmin G3000, with no overhead panel and a general lack of clutter:
What will be new in the cockpit are autothrottles and a big button for the amazing Garmin Autoland system.
Performance:
How many Bidies for this wonderful device? About $7 million, which sadly means that all of Honda’s manufacturing and engineering expertise aren’t doing anything to bring the price of new aircraft down (it’s cheaper than the Embraer Phenom 300, but not if you adjust for size, seats, range, etc. (and the per-hour operating cost may be similar); it is more expensive than the Embraer Phenom 100 and Cessna M2 jets and provides some additional performance and cabin size).
Related:
“Jet It Pivots Away From HondaJet to Phenom 300” (Flying, 11/23/2022): Jet It’s CEO accused the OEM of poor service and said the company had absorbed more than $20 million in off-fleet expenses since 2020.
The NBAA BACE convention, a.k.a., “NBAA”, was a fun experience even though I’m not in the market for the $20-75 million airplanes that are the core of the show.
NBAA includes some safety talks. At a talk about a Challenger 605 accident at Truckee, I learned that only 1% of unstable approaches result in a go-around (it should be closer to 100%). The talk was also notable for the blame-the-pilot culture, with the panel of experts predictably calling for more training. Nobody asked why Air Traffic Control refused to give the pilots a straight-in approach, thus setting the crew up for failure in a vastly more challenging circling approach. Nobody asked why the $20 million machine couldn’t be smarter, e.g., by giving pilots guidance during the circle, noting the unorthodox configuration of full flaps before lining up on final, shouting out ”stall” instead of playing a confusing tone, and shouting out ”go around” like in an Embraer Phenom 300. The Challenger prohibits the use of spoilers below 300′ AGL and it was the continued use of spoilers in the fast/high approach that resulted in the stall, according to the NTSB. Given that the machine has a terrain database and a radar altimeter, why didn’t it say “you have left the boards out“? Everyone killed by the B737 Max’s runaway-trim-by-design would likely still be alive if the machine had simply spoken “I am trimming forward” when its MCAS system was operating.
Turboprops are about as low as NBAA goes. The Cessna Denali, a competitor to the Pilatus PC-12, has been afflicted with an additional year of delay because the General Electric turboprop, developed by Walter in the Czech Republic, isn’t going to be ready. The GE folks say that certification is delayed because the FAA is freaked out by all of the 3D-printed parts in the engine. The Cessna folks say that certification is delayed because the GE and Walter folks responded to SARS-CoV-2 by stopping work for 1-2 years. “They haven’t done anywhere near as many of the certification hours as they were supposed to,” said a Cessna employee. The engine looks good at least!
In other low-end news, I learned that after-market gear overhaul is now available for the Embraer Phenom 100 ($85k) and Phenom 300 ($125k). This is a 10-year item, even if the plane isn’t flown at all, and these prices are less than half of what Embraer charges, thus reducing the total cost of ownership. There were a lot of changes from HondaJet, which I’ll cover in a separate post.
What about at the high end? Billionaires can’t buy Bernie, but they can get a 787-based Boeing Business Jet delivered in 2025 if ordered today for $250 million. Lufthansa needs 2 years of prep time and then 18 months of installation time for a $120 million executive interior. The proud new owner will ride in the back beginning in 2027.
Is it wasteful of the Earth’s limited resources when a rich family travels via personal Boeing 787? Absolutely not! If the plane is filled with sustainable aviation fuel (SAF), the impact is less than when you take your 2007 Camry to Publix. Example:
Speaking of sustainability, I attended a talk on climate risk presented by a Massachusetts Democrat who is an executive at a big aviation lender. In a regulated industry, one of the big risks is regulatory/tax. What if righteous rage/envy results in Gulfstreams and larger being banned?
We don’t have to think about how many trees humanity could have planted for the $370 million acquisition cost of the BBJ 787. We can fix this by changing the fuel:
We still might not be able to fly conveniently because it is a proven scientific fact that hurricanes are becoming more frequent and severe (contrary to “Changes in Atlantic major hurricane frequency since the late-19th century” (Nature.com 2021); denying Science is sometimes okay). Separately, due to anthropogenic climate change it was a frosty-for-Orlando 60 degrees and cloudy on Day 2 of NBAA and everyone at the static display was seeking shelter.
I missed the first half of the climate change talk because I was at the Diversity, Equity & Inclusion talk scheduled at the same time:
My live notes from the talk:
“It’s absolutely not about quota.” And then … “Look at the complexion of your employee base to evaluate where your are.”
There are “dear friends” involved (can we agree to send everyone who uses this term to Venezuela in exchange for all of the folks that they’re sending to enrich our economy). “Lean In” is referenced tangentially. Creating emotionally safe spaces in the office is critical to safety.
Black pilots cannot be safe because they are constantly exposed to microaggressions [e.g., from customers and line guys and therefore out of the operator’s control] and that takes up a lot of energy [that they might otherwise be using to run checklists and focus on their job].
They’re sharing their diversity journeys. Executives are “very committed” and people are “walking this path together.”
Slide for Andrew Cuomo: “framing intimate interactions—permission & grace”.
For the those who celebrate gender ID diversity, any pronoun choice made during registration made it through to the printed badge. I’m sorry that I didn’t pick Xe/Xem:
If you’re a nerd, you’ll like all of the cutaway jet engines on display from manufacturers and overhaul vendors.
The biggest booths by far were from companies involved in selling fuel. They had the best parties with food and booze flowing freely starting at 4 pm. And live bands:
When I pointed out to an FBO owner that Million Air had taken over Marathon Key and raised the 100LL price to $9/gallon, he said “The consolidation is ongoing and probably irreversible. On top of that a lot of smaller airports are closing which traditionally served GA avgas users.” Did the government’s various coronapanic programs have something to do with this? “Indirectly yes, they lead to the largest money creation in history. That in turn caused all that money having to be spend and it was spent buying up assets like FBOs at highly inflated prices. Now the new consolidated FBO’s could and have to raise prices substantially to at least pretend to justify the huge investment. Not only fuel margins, also hangar margins, etc. are way up.”
In addition to the trade show at the rebuilt-from-the-flooding-in-record-time convention center, there was also a static display of aircraft at KORL, a 25-minute drive away. Gulfstream is the friendliest by far of the luxury jet vendors. I managed to bust into a G600:
Given that it is a clean sheet of paper design, I’m not sure why the cockpit needs so many controls.
Dassault and Bombardier give a big middle finger to any peasant who wants to see the interiors of the rich. Everything is “by appointment only”. Bombardier does remind the peasantry that it is actually the height of ecoawareness to ride solo in the back of a 100,000 lb. jet aircraft. They’re all about ESG. Greta Thunberg would be proud… if they would let her into the booth.
Let’s call this photo “Race to the Maintenance Shop” (Maserati in front of a 22-year-old Bombardier):
Vaerus Jet Sales brought the most beautiful plane to the static display (DC-3):
I managed to dominate a Facebook pilot group by posting “Certified airplanes cost too much so I have decided that it is time to buy an experimental aircraft.” over the following photo of a Gulfstream G800 and one showing a huge “EXPERIMENTAL” placard next to the front door.
The keynote by Neil DeGrasse Tyson covered the entire universe, but he did not explain how he survived cancelation after being accused by four different females. He did point out that most people are stupid because, unlike him, they don’t think scientifically (ergo, Dr. Fauci is the world’s smartest person because he personifies Science). He told the audience to “be ashamed to die until you’ve scored some victory for humanity” (he has already declared personal victory as a result of educating a lot of people). Dale Earnhardt Jr. was quite humble by comparison. Is it fun to win the Daytona 500? Yes, but it is also agony to lose. He said that he missed racing, but not the emotional rollercoaster of feeling great for a week after a win and then feeling terrible for a week after a loss. He didn’t talk about surviving a Cessna Latitude crash and fire at 0A9 (5000′ runway with a 902′ displaced threshold; good illustration of my general rule to avoid airports that don’t start with a K, i.e., those that meet ICAO standards, and also a good illustration of the statistic cited above: “Neither the pilot nor copilot called for a go-around before landing despite awareness that the approach was unstabilized.”).
Loyal readers know how much I would love to post pictures of the righteous in the crowded convention center wearing masks, but sadly the Followers of Science were thin on the ground. This is an industry where safety is always the #1 priority and the convention was packed with desk job and work-from-home heroes (actual pilots, who might be presumed to be less risk-averse, are a minority). If they’re so passionate about safety, why wouldn’t they adopt the cost-free strategy of wearing at least a cloth mask in accordance with CDC guidance?
I did find a software company whose operations are split between Sweden and California. Employees from both divisions were there. The Swedes thought that the Californians were crazy for locking down, not going into work, ordering everyone to wear masks, and closing their schools. The Californians said that the Swedes were the crazy ones, running around mask-free and sending kids to school. (Sweden, of course, ended up with a substantially lower COVID-tagged death rate and the age-adjusted death rates would be even more in Sweden’s favor (Sweden has a median age of 41 while California’s is about 37)).
What about the recession? “We’re a little less busy than we were in March 2022, which was our best month ever,” said one charter operator. “But part of that is that we don’t have capacity. Our owners are flying their planes like crazy. And there is a two-year wait to get pilots into some of the type-rating programs.”
Barrington Irving, founder and CEO of Flying Classroom, moved with his family from Jamaica to the U.S. and grew up in a rough neighborhood in Miami. In 2010, at age 23, he became the youngest and first African-American to fly solo around the world.
Shaesta Waiz, founder and president of Dreams Soar, came to the United States from Afghanistan with her family and quickly became fascinated with aviation. In 2017 that drove her, at age 30, to become the youngest single-engine pilot at the time to circumnavigate the globe solo.
Unless Mr. Irving had a multi-engine airplane, which a Google search reveals is false (he flew a Columbia/Cessna 400), we are forced to conclude that 30 is less than 23. Folks who remember Matt Guthmiller’s 2014 flight are forced to conclude that 30 is less than 19. (The current record-holder was just 17 years old at the time (August 2022).)
Here’s a problematic paragraph:
“To be honest, I did not resonate with Amelia Earhart,” Waiz said. “Yes, she’s a woman. But she had such a different background than me. When I read Barrington’s story and how he kind of grew up in the ghetto of Miami – a similar background to how I grew up – and I saw that he did it, that was my proof that I could do it, too.”
I hope that she was not saying “I figured that if a Black person could do it then it must be pretty easy”!
Join us for an introduction, categorization and explanation of the climate risks facing business aviation. We’ll also include predictions and estimations of the impact climate has on the industry. Participants will walk away from this session with a better understanding of why this is so relevant for our industry, and how climate risks could impact the industry’s future survival.
The first casualty of climate change is diversity, apparently, because “DE&I in Business Aviation – Practical Implementation” is scheduled to conflict with the above:
How can a variety of business aviation organizations, like aircraft operators, FBOs and other service providers, successfully introduce diversity, equity and inclusion (DE&I) principles into their daily operations? Attend this session to get guidance and practical tips to building your organization’s DE&I strategy.
Airliners and Hurricane Ian at 6 pm on Wednesday, September 28. Note Spirit (NKS517) at about 32,700′ (^32700) above the ground flying straight over the hurricane itself:
How ugly did it get on the ground? Here’s the worst-looking METAR that I found from the big airport in Fort Myers:
