Sounds like a quantum leap in fighter design.

They finally cracked it!! It's here!!!!

The flying dunny!!!! 😃

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It wasn't until he moved near to an airfield in the UK over a decade ago that mechanical engineer Ashok Aliseril Thamarakshan began to seriously consider learning to fly a plane.

He got his first taste of flying a few years later, when his wife Abhilasha bought him a 30-minute flight experience for his birthday.

Aliseril, who is based in Essex, England, booked in some flying lessons at a local airfield and flew to the Isle of Wight, an island off the English south coast, during his first session.

Aliseril got his private pilot's license in 2019 . (Ashok Thamarakshan via CNN)

"That was quite an eye-opener into how (flying) gives you the freedom to just go places if you have that ability, and access to an aircraft," he tells CNN Travel. "So that really got me hooked."

Aliseril got his private pilot's license in 2019 and soon began hiring planes for short flights.

Amateur build

But as his family grew – he and Abhilasha now have two daughters – the two-seater planes typically available for private hire became even less suitable, and he began to mull over the idea of buying his own plane.

Aliseril briefly considered buying an older aircraft, and looked at some that had been built in the 1960s and 1970s.

However, he says he felt uneasy about the prospect of flying his family in an older aircraft that he wasn't familiar with, and didn't think it would be a "comfortable journey."

Aliseril began to look into the possibility of building a plane himself, reasoning that this would allow him to gain a better understanding of the aircraft so that it would be easier to maintain in the long term.

After researching self-assembly aircraft kits, he came across a four-seater plane manufactured by South African company Sling Aircraft that ticked all the right boxes.

In January 2020, Aliseril flew to the Sling Aircraft factory facility in Johannesburg for the weekend in order to take the Sling TSi aircraft on a test flight and was so impressed that he decided to purchase it.

"This was pre-Covid, where travel was still very easy at the time," he explains. "I ordered the first kit when I got back. And by the time it arrived, the UK was in full lockdown."

Aliseril says his colleagues, some of whom had experience with building aircraft, initially offered to help with the build. But the restrictions brought about by the Covid-19 pandemic, which had spread across the world by this point, meant that this wasn't possible.

He enlisted his daughters to help. (Supplied/Ashok Thamarakshan)

Undeterred, he constructed a small shed in his back garden and planned out the different stages of the project, which would be monitored by the Light Aircraft Association, a UK representative body that oversees the construction and maintenance of home-built aircraft, under an approval from the UK Civil Aviation Authority (CAA).

The rules for amateur built aircraft differ slightly from country to country. In the US, the Federal Aviation Administration (FAA) has an experimental airworthiness category where special airworthiness certificates can be issued to kit-built aircraft.

Amateur-built airplanes in the UK are investigated by the CAA, who will issue a "Permit to Fly" once satisfied that the aircraft is fit to fly.

Although the start of the build was delayed slightly due to the Covid-19 restrictions in place in the UK at the time – the Light Aircraft Association inspector assigned to the project was required to visit his working space beforehand – Aliseril was able to begin in April 2020.

While he notes that his engineering background helped in some ways, he believes that it was actually his home improvement experience that proved most useful while constructing the aircraft, which has a length of 7.175 meters and a height of 2.45 meters.

"These aircraft kits are designed for any amateur to build, provided you're a bit hands-on and you've got experience working with some specialist tools," he adds, describing the detailed "Ikea furniture type instructions" with drawings that came with the kit.

"I would say generally, anyone can get involved in these sorts of builds."

Aliseril completed the work himself, drafting in Abhilasha to assist with some of the sections that required more than one pair of hands. Their eldest daughter Tara, now nine, was on hand for tasks such as removing the plastic from each of the components.

By the end of summer 2020, Aliseril had built the tail and the wings. He began constructing the fuselage section in October, when the next part of the kit arrived.

Although he'd initially planned to hire a workshop to construct the aircraft, Aliseril feels that creating a workspace at his home was the better choice.

He constructed a small shed in his back garden and planned out the different stages of the project. (Supplied/Ashok Thamarakshan)

"I could just step into the shed and work on it," he says. "So having everything just in the back garden really helped, even though space was tight."

Each stage of the project had to be signed off by an inspector before he could move onto the next task – the Light Aircraft Association completed around 12 inspections in total.

Once the majority of the components were constructed, and it was time to put the aircraft together, Aliseril moved everything from his home to a hangar near Cambridge for the final assembly and engine fit. The aircraft passed its final inspection a few months later.

It was one of the first Sling TSi homebuilt aircraft constructed in the UK. G-Diya, named after his youngest daughter, was signed off for its first flight in January 2022.

Aliseril recalls waiting on the ground anxiously as a test pilot took the plane he'd spent 18 months building up into the air.

"He took it up for about 20 minutes, and then he came back," he says. "It was a big relief. I couldn't lift my head up to see what was happening (during the test flight)."

That first flight was hugely significant in many ways.

"With these build projects, everyone calls it a project until it's first flown," he explains. "Once it's flown, it's always called an aircraft. You never call it a project anymore. That's psychologically a big step."

When it was time to fly the aircraft for the first time himself, Aliseril was accompanied by another experienced test pilot.

While he admits to being decidedly cautious, the test pilot was "throwing the aircraft about as if it was a racing car."

G-Diya has a range of 1,389 kilometres. (Supplied/Ashok Thamarakshan)

"I was feeling very nervous, I didn't want to put any extra stress on it," Aliseril explains. "But (the test pilot) was really pushing it to the limits. And it was good to experience that. I know that (the aircraft) can handle this much.

"Once I landed, (the test pilot) clapped his hands and said 'Congratulations, you've just landed the plane you built.' That was a great feeling."

G-Diya, which has a range of 1,389 kilometres, went through a number of further test flights before it was issued with a permit to fly in May 2022.

The following weekend, Aliseril flew with his wife and daughters Diya and Tara, five, to the Isle of Wight, where they took a short taxi ride from the airfield to the beach.

"The kids were really happy," he says. "So that sort of freedom. And the fact that we could just do that on a Saturday and still be back by 4 p.m. That was a great feeling."

They continued taking trips together within the UK, flying to Skegness, a seaside town in eastern England and the village of Turweston in Buckinghamshire, before Aliseril felt comfortable enough to take them a little further afield.

Last Easter, the family, who've been documenting their trips on their Instagram account, fly_home_or_away, travelled to Bergerac, France, which Aliseril describes as their "most memorable" trip together.

According to Aliseril, G-Diya has flown over 300 hours in the past two years, travelling as far as Norway.

The family have been documenting their trips on their Instagram account. (Ashok Thamarakshan via CNN)

Family trips

For Aliseril, one of the main benefits of the plane, aside from the freedom it provides him and his family, is the friendships he's formed with other pilots.

He was always mindful that owning an aircraft could become a financial burden, but has been able to get round this by working out an arrangement to share it with three others.

"To get your private license, it costs quite a bit," he adds, before noting that many of those who've taken on similar projects are either retired, or are people "who have the time and financial status" to fund the process.

"I kind of knew that from the beginning, and thought I'd take that risk and try to do it myself," he says. "I knew that once it was done, I would easily be able to find people to share that cost. And it's worked out quite well (for me)."

"It becomes a communal thing," he says. "You always have somebody to fly with if your family is not available. Also, having other pilots who are friends – you learn from each other."

Kevan Brown was on board a small seaplane, enjoying the majestic sights of New Zealand’s north island far below, when somewhere over Lake Taupo, the pilot effectively said: “Here, you have a go”.

“I’ve always been interested in planes,” he says.

“My dad works for NASA and Boeing, so I’ve seen a lot of the behind-the-scenes stuff over there.”

But there and then, 12-years-old and joystick in hand, he was well and truly hooked. And it explains why passers-by of his Taylor home over the past few months may have spotted parts of aircraft carefully laid out across the front lawn.

Now 25, he’s gearing up to become an ultralight aircraft manufacturer.

“Pretty much as soon as I got back from New Zealand, I thought: ‘I’m going to do this. I’m going to get into flight training’,” Kevan says.

By 17, he was flying solo using a rented two-seat plane from the Goulburn Flight Training Centre. But this was expensive, and if he were to accrue the 2000 hours of experience he’d need to get his dream job as an aircraft pilot with Qantas, he’d have to buy his own.

“I was paying somewhere around $250 an hour,” he says.

The ultralight aircraft in carefully laid-out pieces on the front lawn in Taylor. Photo: Kevan Brown.

The project didn’t exactly get off to a good start.

“We came across this good deal over in Parkes, about a three-hour drive west, and decided to go ahead with it,” he says.

“We went over to pick it up, but didn’t realise it had a wing span of 5.5 metres on either side, so we had to dissemble it first. The drive home was a disaster. We had to stop a few times to re-rig it and make sure everything was okay.”

The ultralight aircraft was designed by a now defunct company, American Aerolights, but another company has since bought the rights to reproduce it as a “no-licence kit” in the US.

Loading the plane onto a trailer was the first challenge. Photo: Kevan Brown.

“So you buy the kit, and it’d come with instructions on how to build it and how to fly it,” Kevan explains.

“The perfect plane for a personal builder.”

Well, sort of. It’s still taken him and a mate four days a week over 11 months to get it working, or a combined total of 500 hours.

“For the first seven months, it was in my garage in Taylor – I moved everything out and it was literally the plane taking up the whole space.”

About two months ago, it was put on a truck again and taken to Goulburn Airport for the certification and testing processes. This includes getting it just off the ground along the runway to see how the controls respond. On Thursday (18 July), he took it up for its first circuit.

“It started quick, and I’m getting more confident with the engine,” he says. “I’m keen to take on a big flight.”

He estimates the plane costs him about $45 an hour – a big reduction from the $250 he was paying for the rented plane – but his initial ambition to become an airline pilot has waned in favour of becoming an ultralight aircraft manufacturer.

The plane took up most of Kevan’s garage. Photo: Kevan Brown.

He’s particularly interested in the potential of electric and hydrogen power.

“I did want to be an airline pilot, but I don’t think I want to pursue that now because I’ve found a lot of joy in the small ultralights,” he says.

It’s a fairly open industry, and Australian legislation allows for people like Kevan to “build my own design straight out of the garage and legally fly it as long as it’s been tested and certified”.

“And I think it should stay like that, because that allows people to be innovative and come up with new ways of doing flight.”

And it’s up and away. Photo: Kevan Brown.

Small aircraft powered by batteries or hydrogen fuel cells are certainly up and coming.

For instance, Sydney Seaplanes, the carrier set to be taking off from Lake Burley Griffin in the coming months, also has a stake in Dovetail Electric Aviation, and expects the first test flights of small battery planes early next year.

Kevan’s plans focus on the ultralight category.

“Ultralight aircraft are perfect for training purposes, but we don’t really have any new versions,” he says.

“So I’m interested in bringing this type of aircraft back with hydrogen or electric power.”

It seems Gungahlin may have just witnessed the origin story of a future Australian entrepreneur.

Nestled deep in a corner of an old packing shed in Dareton, New South Wales a special RAAF aircraft restoration project is taking shape.

After two years of painstaking work, volunteers at the Dareton Men's Shed have unveiled the result of their efforts; revealing a magnificent, freshly painted 1954 RAAF CA-27 Sabre Fighter Jet.

The next step in the restoration of the Sabre is the wings, which require extensive repair.(ABC Mildura-Swan Hill: Jennifer Douglas)

Beneath dust-filled rays of sunlight, the restored metallic fuselage has been transformed by a couple of retired panel beaters who had no previous aviation experience.

The Sabre, with its iconic nose cone, is the culmination of the expertise of a dedicated team of retired tradies who meet regularly at their local men's shed.

Retired panel beaters Neil McDonald (left) and Greg Wood combined their efforts to restore the Sabre.(ABC Mildura-Swan Hill: Jennifer Douglas)

Dareton Men's Shed volunteer and replica Spitfire pilot John Waters says the restoration project is a great example of what the many skilled men's shed members can achieve.

"The Sabre's new paint job looks better than it would have straight out of the factory," Mr Waters said.

The tail fin and horizontal stabiliser await the final touch — a tiger to represent the squadrons that flew the Sabre.(ABC Mildura-Swan Hill: Jennifer Douglas)

Fighter in a sorry state

Despite a few missing pieces, namely the wings and cockpit cover, volunteer Greg Wood is proud of how far the project has come.

"It was in a fairly basic state when it arrived here in pieces," he said.

"It had been dismantled completely. You pretty much couldn't have taken much more off it."

The restoration is a collaboration between the Dareton Men's Shed, the Mildura RAAF Memorial and Museum, and the Mildura RSL.

The huge undertaking began when local philanthropist and RAAF historian John McLaughlin made a winning blind bid for the warbird at an Australian National Aviation Museum aircraft auction.

"I was pleased to have won the bid for the CA-27 Sabre," Mr McLaughlin said.

"It was certainly a leap of faith, but my hope is that it will be part of a permanent static aircraft display at Mildura's RAAF museum."

The CA-27 Sabre's restored canopy is nearly complete after being used as a rabbit hutch for many years.(Supplied: Greg Wood)

Parts of several Sabres have been sourced for the restoration, including a replacement for the perspex canopy that was broken during a pilot ejection.

Phil Roeszler is a retired motor mechanic who was tasked with the canopy restoration.

"The original canopy had been in a wreck where the pilot had ejected, but the canopy didn't, so he actually went through the canopy and amazingly survived," he said.

Mr Roeszler was able to find another canopy that had been used as a rabbit hutch.

It has taken hours of polishing, but it is almost finished.

Phil Roeszler and the Sabre's restoration team have dedicated hours of polishing to restore the canopy.(ABC Mildura-Swan Hill: Jennifer Douglas)

A piece of the Cold War

The Sabre's link to Mildura's wartime service is through the World War II air force training base, the Mildura Operational Training Unit (2OTU).

After the end of WWII, the unit relocated to Williamtown air base at Newcastle, NSW and in 1952 reformed to begin training fighter jet pilots.

The squadron changed its name to 2OCU, or Operational Conversion Unit.

The CA-27 Sabre was Australia's first fighter jet able to travel at supersonic speeds, and provided frontline single-seat fighter aircraft defence in the 1950s and 1960s.

Several major parts of the restored Sabre served in Australia's Cold War efforts with the 77th and 79th Squadrons at Butterworth air base, Malaysia, and at the Ubon air base in Thailand.

The planes were deployed as part of Australia's South-East Asia Treaty Organisation, mobilised to defend Thailand against attack from its Communist neighbours.

Sabre's final landing

The restoration team is hard at work on the final phase of the static Sabre display, drilling thousands of wing rivets to repair extensive damage to the wings and undercarriage.

Repairs to the Sabre's damaged wings required thousands of rivets to be replaced.(ABC Mildura-Swan Hill: Jennifer Douglas)

Paul Mensch from the  Mildura RSL Sub Branch said he was impressed with the progress of the restoration so far.

"It's going to be a fantastic asset to the Mildura RAAF Memorial and Museum and a great drawcard to tell Mildura's wartime history."

We ran through an “Airplane!” scenario with the aviation department at the University of North Dakota

 

As the famous saying goes, you only get one chance to make a first impression.

By the end of 2023, ultralight eVTOLs like the Lift Hexa and Ryse Recon will be in the air, and with that, eVTOLs will be introduced in the U.S. for the first time in history. This first impression will resonate for years to come and hopefully, only in positive ways.

“Beyond military use and first responder applications, we plan to make Hexa available around the country for people to experience eVTOLs for themselves, starting this year. We also plan to set up permanent flight locations,” said Kevin Rustagi, a spokesperson and director of business development at Lift. “We’ve already presold 4,000 tickets [$249 each] for a series of short flights along with VR simulator training. Having flown Hexa, I can say that it’s incredibly fun.”

Lift’s customers will go through a three-part simulator training and then three actual flights with a dedicated instructor in constant communication. The first flight, for example, encompasses auto-takeoff, climbing vertically to about 15 feet (five meters) and then landing using auto-land.

“The more people become familiar with eVTOL aircraft, the more open they’ll be,” Rustagi said. “People saw Anderson Cooper fly a Hexa on 60 Minutes, but it will be different for people to see it in person and fly one themselves.”

“We’re all about making eVTOL flight accessible to everyone,” added Balazs Kerulo, chief engineer and lead designer at Lift. “The earlier ultralight companies like Lift start flying, the earlier we can garner public acceptance for the industry as a whole. ‘Flying cars’ have been discussed since cars first arrived, so it’s not a new concept. What’s new is that ‘flying cars’ are real.”

Anticipating perception

Most in the eVTOL industry already realize that this will be the introduction of eVTOLs to the U.S. market — watching others fly small one-person ultralight eVTOLs and/or actually flying one — and that it’s going to happen very soon.

As mentioned, from the overall public perception of the eVTOL industry, there’s a lot riding on the launch of ultralight eVTOLs. This includes perceptions of safety, of course, but also noise and more.

One question is whether the public will see these small aircraft flying around and view eVTOLs in general as financially unattainable.

“There may be a perception among some that they could only be for the rich,” said Erik Stephansen, vice president of regulatory affairs and aerodynamics at Ryse. “But we are going to launch with a price that’s about one-tenth of a helicopter, which makes it possible for many more people to own one.” 

This is still not affordable for the everyday person, of course, but that’s always been the case with ultralight aircraft.

“We will be selling to private owners and are making test flights available to potential customers,” Stephansen said. “There will be those who want solely the adventure of private flight, but we already have many customers who have preordered who own farmland and ranchland. An ultralight eVTOL allows you to go as the crow flies, and do tasks very efficiently. We have more demand than we can fill through to the end of 2024 already.”

He added that “ultralight eVTOLs are a great place to start eVTOL flight. They will allow the industry to crawl, walk and then run. Being at shows like CES in Las Vegas — we were the first to fly there — has also helped with familiarization of the public. We will continue to be at events this year.”   

Emergency use

Perceptions that eVTOLs are only for the rich and have no benefit to society may be negated by the plans of ultralight eVTOL firms like Lift to introduce emergency response uses right away. This may help the public understand the even broader range of uses that will come when larger type-certified (TC) eVTOLs are introduced in the U.S. — several months later in 2025.

“For emergency response, there are a variety of eVTOL use cases for ultralights and TC aircraft alike,” Kerulo said. “A paramedic could fly Hexa to the scene of an emergency, quickly and above traffic, to stabilize a patient. From there, they could send the patient back to the hospital in Hexa, flown remotely. Water rescue, manned/unmanned teaming, search-and-rescue — there are literally hundreds of use cases.”

Many companies introducing TC eVTOLs are preparing use case demonstrations and other public awareness activities for their larger aircraft that will coincide with — or will follow — the launch of ultralight eVTOLs.

For example, the two-seat VoloCity from Volocopter, now in the process of obtaining European Union Aviation Safety Agency (EASA) certification, will be taking center stage at the 2024 Olympics in Paris. In EASA’s study on the social acceptance of urban air mobility in Europe, the agency identified Paris as the most promising city for airport shuttle and sightseeing use of eVTOL aircraft.  

Regulatory change?

No eVTOL company, whether ultralight or TC, wants an accident.

From Lift’s perspective, Kerulo noted that “the fear is that a flight incident would set the industry back, and so it’s paramount that we all remain safety-focused.” 

Rustagi added, “We’re rooting for our competitors. The market is immense. We want the pioneers to do well, to survive and thrive, to lay the foundations for the industry.”

Stephansen had similar thoughts. “We are all in this together,” he said, adding that electric propulsion provides extra redundancies.

Operationally, there are also safety features in eVTOLs such as auto-land and auto-takeoff. And in the Recon, for example, if you let go of the controls, it just hovers.

“There are so many safety features,” Stephensen said. “Having said that, I do think true and full acceptance of the safety of eVTOLs will come later, from the operation of the larger eVTOLs as they’ll be flying over cities.”

But to perhaps add extra assurance that there are no accidents with the first wave of eVTOLs to fly — that is, the ultralights — should a set of minimum safety features be mandated in ultralight design under the U.S. ultralight regulations (Part 103)? And should restrictions in this regulation pertaining to where people can fly an ultralight and at what speed and altitude be updated with the arrival (and expected large volume) of ultralight eVTOLs?

Tom Charpentier, government relations director at the Experimental Aircraft Association (EAA), described 103 as “a very unique and limiting rule.”

“To the question that’s been asked over the years of whether it should be changed, our answer is always no,” he said. “It will lose its regulatory uniqueness and changing it would risk losing the operational freedom that Part 103 allows. The FAA [Federal Aviation Administration] will find a way to regulate ultralight eVTOL use to a level it feels protects public safety.”

Rob Hackman, EAA vice president of government affairs, noted that developing standards and regulations for eVTOL aircraft and operations is taking some time, but the FAA and industry need to get it right.

“The FAA gets criticized for moving slowly, but operating in the national airspace system, a system already utilized by many different aircraft and pilots, is a very complex issue,” he said. “Just like operating on roads and highways, when piloting an aircraft, everyone needs a thorough understanding of the operating rules and how to operate safely, no matter what type of machine they are piloting.”  

For his part, Stephansen describes Part 103 as “very solid but also left open for interpretation.”

“It has allowed for thousands of different ultralights to come to market and be flown safely since the regulation was created in the 1980s,” he explained. “Partly because of the regulatory openness, thus, allowing for new safety innovations, ultralight is a very safe aircraft category. Part 103 ensures safety, limits risks, and supports personal flying freedoms. I think it strikes a really good balance between these. When you think about it, it’s quite amazing that a framework from the 80s is still applicable today. It’s got a proven track record.” 

Hackman adds that the EAA and others also have a strong history of spending a lot of time educating ultralight aircraft operators about the laws on how and where they can operate, as well as the importance of “fly friendly” practices and respect for the non-flying public.

“Hopefully, this philosophy will continue with ultralight eVTOL use,” he said. “This will be an important part of public acceptance, along with safety.”

When many people think of modern aviation, they think next generation, highly advanced, flying machines, which can maintain flight at cloud-thinning altitudes, and land in the most brutal of weather. I mean, surely some rainy weather couldn't down a state of the art, 400K pound flying piece of metal, right? Well, sometimes, we think wrong. 

Photo Credit: Civil Aviation Authority of the Philippines/AP Photo

Yesterday, on Oct. 23, 2022, Korean Air Flight 631 began it's approach into Cebu's Cebu Mactan Airport (CEB). The stupendous aircraft, and Airbus A330, was carrying 162 passengers, along with 11 crew. The weather is Cebu is not very welcoming. While the exact weather conditions at the time of the incident are not quite clear yet, it has been known that the airport was under extremely heavy rain along with other non-ideal weather factors. The latest evidence reports that the flight crew attempted to land the aircraft twice, but were forced to abort both incidences. Finally, on the third attempt, around 23:07, the crew managed to get the A330 on ground, but alas, the aircraft slid down the runway, before overshooting, taking a barrier fence along with it, and ending up in a grassy field not too far off the runway, The aircraft's engines were practically destroyed, the cowlings detached and crushed. There was also severe damage to the airframe, and as seen in many recent photos, the entire underbelly of the fuselage towards the nose, has been torn off, exposing the bare, mangled components and inner workings of the aircraft. According to reports, all 162 passengers and 11 crew survived, with little to no injuries.

Besides these base details, no in-depth data or further information have been released publically about the incident.

-Nicholas(Nick) Samaco

Tucked away inside a small north Queensland hangar are two planes that belong to a bygone era, flown by men with a deep appreciation of the past.

With their bright retro colours and open cockpits, the World War II-era Tiger Moth biplanes almost look out of place in modern-day Mackay.

They have been kept in pristine condition by the sons of Fred Christiansen, who once used them to ready fighter pilots for combat.

Before and after the war, Mr Christensen worked in the sugar cane industry around Mackay, and he eventually settled in the "sugar city".

He also passed on his love of flying to his two sons.

One of them, Greg Christensen, 69, a founder of the Mackay Tiger Moth Museum and himself a pilot, recently reluctantly hung up his pilot's cap and goggles.

But he's urging others to get involved, saying it's important to many descendants of local war veterans to preserve these moving memories of their past.

"There's other blokes that are quite a bit older — a couple of guys are in their 70s," he said.

"That is the only volunteer-based museum [housing Tiger Moths] where there's no profit going to... the pilots and the ground crew."

As well as preserving the air crafts and their history, the Mackay Tiger Moth Museum has given passengers a unique glimpse of Mackay through an open cockpit.(Supplied: Mackay Tiger Moth Museum)

WWII training aircraft

The De Havilland Tiger Moth was first manufactured in the United Kingdom in 1931.

During World War II, Tiger Moths were used as military training aircraft in Commonwealth countries, including Australia.

According to the Royal Australian Navy, almost 1,100 of the planes were build in Australia between 1940 and 1945.

The two Tiger Moths were purchased by the museum in the 1970s, to prevent them being sold overseas.

The Tiger Moth Museum has been run by volunteer crew and pilots for decades.(Supplied: Mackay Tiger Moth Museum)

Mr Christensen flew them for about 40 years.

"My father was an instructor during the war, teaching people to fly in Tiger Moths.

"My brother... was our first chief pilot and he taught most of us to fly the Tiger Moths."

Mr Christensen completed his last flight in recent months, before moving south to be with family.

"I did in excess of 1,500 joy flights around the town, so I got to see a fair bit," he said.

He made sure his final passenger was someone special.

"My wife was onboard. [She] was looking after the kids while I was playing with those things. It was quite nostalgic," he said.

WWII descendants among museum pilots

The Tiger Moths have been a common sight in Mackay's skies for more than 40 years.(Supplied: Mackay Tiger Moth Museum)

Many volunteers and pilots at the Mackay Tiger Moth Museum are descendants of WWII veterans.

Mr Christensen now hopes younger pilots will step up to the controls.

"The aeroplanes are in great nick...[they] will outlast the people," he said.

"It'd be great to see the younger people get enthused and get as much out of it as we have.

One of the museum's Tiger Moths was built in 1943 and the other in 1942.

Both have undergone expensive repairs and refurbishments over the years.

The team of volunteers sells joyrides, with the proceeds invested in maintenance of the planes.

Mr Christensen said the historic aircraft had long surpassed people's expectations and would still be gracing Mackay's skies for a long time to come.

"They were supposed to go five years. That's what their life expectancy was," he said.

"They'll go on forever."

His aim of getting his commercial pilot’s licence is nowhere nearer, in a similar story for many previous Soar Aviation students.

Students have been stranded with Soar Aviation, one of Australia’s biggest flight schools, placed in administration.

Mr Toro said he called it quits with the flight school after growing increasingly concerned about safety and teaching standards, after witnessing a dangerous crash that almost claimed the life of a fellow student in 2019.

“The crash happened right in front of the window where we were studying,” he said.

“It was a really bad situation. A poor pilot student who was in that horrible situation, it was lucky he survived.”

The student at the flight school was left trapped after being involved in a serious crash at Moorabbin Airport on December 12 2019, that saw his plane flip and crash.

A finding into the crash is yet to be handed down by the Australian Transport Safety Bureau, but it came after another serious crash of a student at Stawell in Victoria in October 2018.

The ATSB found the 2018 crash was caused after “contrary to the aircraft’s limitations and the pilot’s qualifications, aerobatic manoeuvres were conducted during the flight, and immediately prior to the loss of control”.

“Aerobatic flight should not be undertaken by pilots who have not been adequately trained, as it requires specialist techniques and methods to maintain control of the aircraft during significant manoeuvring,” investigators noted.

“This accident clearly demonstrates the catastrophic consequences when the hazards of aerobatic flight are not managed.”

More recently, a student and a trainer from the school died in a crash at Carcoar, south of Orange in the central west of NSW, in November in an attempt at a touch-and-go landing.

Mr Toro said he was concerned about the instructors at Soar Aviation who were “very new to the industry”.

“I still remember having one instructor from New Zealand, he got lost when we went for a flight,” he said. “I was a student and I ended up guiding the situation.”

Mr Toro said the issues at Soar Aviation extended to its planes. “Some students had technical issues, one had a door open mid-flight,” he said.

“They got planes that were for sporting. The planes were not designed for training purposes.

Soar Aviation has 56 planes, but put up seven for sale in 2020 seeking to cover $500,000 in losses.

Figures in the flight teaching industry said many of the planes used by Soar Aviation were considerably cheaper to operate than the Cessna 172 Mr Toro said the students saw advertised.

Soar Aviation’s business model was built around providing part-time pilot training to students through its education partners in Sydney and Melbourne.

Students were covered by VET-fee help for up to 200 hours of flight time, but anything extra was out of pocket for students.

Its deal with the Box Hill Institute at one stage saw it teaching hundreds of students, but by the time it shut near the end of 2020 it had been whittled down to just 126 students.

This is fewer than the almost 200 students currently members of a class action headed by Gordon Legal, alleging that the flight school did not meet CASA requirements, and delivered substandard teaching.

Mr Toro said he was concerned that Soar Aviation kept trying to keep students flying despite them failing to progress to licences.

“My problems started with getting massive overrunning hours without seeing a light to get my licence,” he said.

“Management was pushing its instructors to push people to fly no matter the weather.

“The extra repetitions that was the big concern for us, if you run out of your 200 hours the extra hours were out of pocket.”

Mr Toro said he signed up to Soar Aviation because the offer to study part-time meant he was able to continue working. He was quickly concerned about the “very poor student support” and how few people were able to progress to a commercial pilot licence.

“The internal exams were so easy to pass, but the ones that really mattered were the ones by the Civil Aviation Safety Authority,” he said.

“The majority of students failed to comply with CASA regulations because of the poor quality theory training.”

Mr Toro said he and fellow students had brought up issues with Soar’s former CEO, Neel Khokhani, and its education partner, the Box Hill Institute.

“I had a very stressful meeting with the Dean of aviation. He said you can drop the course and nothing more happens,” Mr Toro said.

Mr Toro said Mr Khokhani was mostly absent during his time at Soar Aviation, speaking to his class once.

Mr Khokhani declined to comment.

One of the world's rarest planes has made its final flight, touching down in a western Victorian town that fundraised for two years to bring it home.

The Australian-made Wirraway was used to train pilots at the Nhill airbase during World War II.

At its peak, there were as many Royal Australian Air Force personnel at the airbase as the population of Nhill.

Today the population of Nhill, which is halfway between Melbourne and Adelaide, is about the same at just 2,000.

The plane is made up of parts from countless discarded Wirraways, and is among the best preserved in the world.

Aircraft engineer Borg Sorensen spent 10 years scouring the country for the parts, and another eight putting the pieces back together.

He found his first Wirraway in Horsham, an hour from Nhill, hacked apart with an axe and spread over five paddocks.

The Wirraway is welcomed by a large crowd at the Nhill Aerodrome.(ABC TV)

Community funding brings plane home

On Saturday Mr Sorensen flew the historic aircraft for the last time, from Frankston to the Nhill Aerodrome.

"It was the first production-built aeroplane in Australia," Mr Sorensen said.

"I wanted it preserved. I built it to preserve a Wirraway because there are not many left."

The Wirraway was used to train Royal Australian Air Force pilots at the Nhill airbase during World War II.(Supplied: Nhill Aviation Heritage Centre)

The community met its $300,000 fundraising target just hours before the plane touched down.

Nhill Aviation Heritage Centre president Rob Lynch said the support for the project had been unprecedented.

The project is entirely community funded.

Weeks out from the landing an anonymous donation of $15,000 was received.

It is hoped having the aircraft at the base will help commemorate the men who trained at Nhill and died at war.

On June 30, 1943, Flight Sergeant Colin Duncan and his squadron of Spitfires took off on a mission to intercept Japanese aircraft over Darwin.

But while the ensuing battle has for decades been marked in folklore, the whereabouts of Duncan's shot-down plane has, until now, remained a mystery.

The Spitfire A58-2 Duncan was flying caught fire, engulfing the cabin in flames and sending the aircraft plummeting towards the ground in a spiral dive.

Desperate to escape, the rip cord to release his aircraft canopy failed, leaving Duncan scrambling to force it off and struggle out of the aircraft to parachute to the ground.

Flight Sergeant Colin Duncan defied death to make it back to Darwin.(Supplied: Australian War Memorial)

But his battle was only just beginning.

Duncan was stranded with severe burns in tough Top End terrain, alone and with minimal supplies, and it would be another five days before he was rescued.

Bombing of Darwin: 70 years on

On February 19, 1942, Japanese forces launched air raids on Darwin. Hundreds were killed in the attack. This compilation of videos, pictures and recollections take a look a of the most significant moments in Australian history.

Seventy-six years since that fateful flight, Colin Duncan's grandson has visited the wreckage of his grandfather's plane for the first time.

As he walked through the untouched debris of the Spitfire's final resting place, Duncan Williams was left shocked.

"It's a genuine time capsule," he said.

"I didn't expect it. I don't know what I was expecting really.

Mr Williams said he was amazed his grandfather managed to escape alive.

On viewing the wreckage, he remarked on how the Spitfire hit the ground with such force it left only a mangled mess of metal.

"He was very lucky to get out alive," Mr Williams said.

"Here we've got the cannons. You can see the angle the plane hit the ground.

Before the glamorous flyers of the 1930s like Amelia Earhart, “Chubby” Miller and Nancy Bird Walton, another woman opened the way to the skies — and were it not for a tragic twist of fate, her name might now be just as familiar.

Her name was Millicent Maude Bryant, and in early 1927, she became the first woman to gain a pilot’s licence in Australia. She was also first in the Commonwealth outside Britain.

Millicent Bryant c.1919. Portrait by Monte Luke. Author provided

A boundary-pusher who met an untimely end

Millicent was born in 1878 at Oberon and grew up near Trangi in western New South Wales. Her family, the Harveys, moved to Manly for a period after a younger brother, George, contracted polio (one of the treatments was “sea-bathing”). She met and married a public servant 15 years her senior, Edward Bryant. They had three children but the couple separated not long before Edward died in 1926.

Later that year, Bryant began instruction with the Australian Aero Club at Mascot in Sydney. At the time, the site of the current international airport was just a large, grassy expanse with a few buildings and hangars.

Bryant was accepted by the Aero Club’s chief instructor, Captain Edward Leggatt (himself a noted first world war fighter pilot), soon after the club had opened its membership to women.

Even then, though, she was unusual: here was a 49-year-old mother of three taking up the challenge of flying which, in the 1920’s, was still as dangerous as it was exciting and glamorous.

Millicent Bryant (second from left) with other aviators beside her De Havilland Moth. Author provided courtesy of Mary Taguchi.

She quickly progressed, ahead of two other younger, women students, and made her first solo flight in February, 1927. By this time, newspapers all around Australia were following her story, and in late March she took the test for the “A” licence that would enable her to independently fly De Havilland Moth biplanes.

She passed, and with the issue of her licence by the Ministry of Defence, Bryant was acclaimed as the first woman to gain a pilot’s licence in Australia.

Millicent Bryant’s training certificate from the Aero Club of Australia (NSW Section). Her ‘A’ Licence was issued by the Department of Defence in April, 1927

Why, then, isn’t she better known in our day? While Bryant immediately began training for a licence to carry passengers and flew regularly in the months that followed, it was her particular misfortune to step onto the Sydney ferry Greycliffe on its regular 4.14pm run to Watson’s Bay on November 3, 1927.

Less than an hour later, she was among 40 dead after the ferry was cut in half off Bradley’s Head by the mail steamer Tahiti. It was Sydney’s worst peacetime maritime disaster. Bryant was still only 49.

Her funeral two days later was attended by hundreds of people and accorded a remarkable aerial tribute, as the Wellington Times reported:

Five aeroplanes from the Mascot aerodrome flew over the procession as it wended its way to the cemetery. As the burial service was read by the Rev. A. R. Ebbs, rector of St. Matthew’s, Manly, one of the planes descended to within about 150 feet of the grave, and there was dropped from it a wreath of red carnations and blue delphiniums … Attached to the floral tribute was a card bearing the following inscription:

5th November, 1927. With the deepest sympathy of the committee and members of the Australian Aero Club — N.S.W. section.

A pioneer in life as well as the sky

Bryant’s story quickly lapsed into obscurity. Fortunately, some 80 years later, the rediscovery in the family of a collection of letters and other writings has enabled Bryant’s life beyond her flying achievement to be rediscovered.

The letters were — and are still until they are added to the collection of Bryant’s papers in the National Library — held by her granddaughter, Millicent Jones of Kendall, NSW, who rediscovered them in storage at her home.

The main correspondence is a conversation with her second son, John, in England. It covers the period she was flying, though it only moderately expands on the flights recorded in her logbook.

However, her letters and writings reveal much more about Bryant herself, her relationships, her feelings and her leisure, business and political activities. And they make it apparent that she was as much a pioneer in life as well as in the sky.

A clipping from The Bulletin, February 24, 1927. The Bulletin., Author provided

For one, flying was not Bryant’s only unconventional interest. She was also an entrepreneur, registering an importing company in partnership with John, who went on to become a pioneer of the Australian dairy industry.

She opened a men’s clothing business, Chesterfield Men’s Mercery, in Sydney’s CBD. However, disaster struck when it was inundated with water mere weeks after opening, following a fire in the tea rooms upstairs.

Bryant then became a small-scale property developer, buying and building on land in Vaucluse and Edgecliffe. She’d been well tutored in this by her father, grazier Edmund Harvey (a grandfather of billionaire Gerry Harvey), whose own holdings eventually included a large part of the Kanimbla Valley west of the Blue Mountains.

An excellent horsewoman, Bryant was also an early motorist who had driven over 35,000 miles around NSW and who could fix her own car. She was a keen golfer and reader and even a student of Japanese at the University of Sydney.

A key writing fragment by Millicent Bryant (c.1924). Author provided

Several fragments of a family saga she planned to write, based on her own life, are among her papers. One sheet, entitled “A Life”, summarises in a series of rough notes rather more than she might have told anyone about her inner world.

Marriage – mistakes – children – despondency. Ill-health. Great desire to “live” and create things…

She notes that a trip abroad was a complete success but

it furnished a heart interest which lasted for fourteen years until hope died owing to a marriage.

This fragment provides some background to her taking, in her forties, the unusual step at that time of leaving her marriage and family home to start life afresh with her sons.

This was not long before she took her first flight, probably with Edgar Percival, a family friend and later a successful aircraft designer whose planes won air races and were noted for their graceful lines.

Vigour, values and conflicts

Growing up in the NSW inland late in the 19th century, Bryant would have begun with a fairly traditional view of what it meant to be a wife and mother.

However, her early life was also “free-spirited” (as one newspaper described her upbringing) and her determination to make decisions and shape her own life put her on a collision course with gender role expectations common at the time.

Learning to fly, especially in middle age, was a breakthrough she pursued perhaps even more keenly after being denied work with the Sydney Sun newspaper solely because she was married.

Bryant clearly came to hold strong ideas about what a woman could and couldn’t do, and her life shows a determination to make her own path, despite confronting obstacles that are still familiar in our own time.

Bryant is not just a figure in aviation history. Her life — spanning the colonial period, the newly-federated nation and the tragedies of World War I — came to reflect the vigour, values and conflicts of Australia in the early 20th century.

In 2006 a new memorial to Millicent Bryant was placed in Manly (now Balgowlah) Cemetery. It was dedicated by the late Nancy Bird Walton, pictured with Gaby Kennard (left) the first Australian woman to fly a single-engine plane around the world, and (right) a great-great-granddaughter of Millicent Bryant, Matilda Millicent Power-Jones. Author provided, Author provided

Queensland motorists could get a rare glimpse of two vintage Royal Australian Air Force (RAAF) planes as they are escorted by police convoy on a 1,600-kilometre road trip across Queensland.

The Mirage fighter jet A3-55 and Winjeel Trainer A85-403 started their journey just after midnight Friday from the Amberley RAAF base.

The restored aircraft were expected to arrive in Townsville on Sunday to go on permanent display at the RAAF's Aviation Heritage Centre, ahead of next year's Air Force Centenary.

The convoy will be stopping about every two hours with overnight stays in Banana and Moranbah.

Other towns that are expected to see the aircraft include Toowoomba, Dalby, Chinchilla, Miles, Wandoan, Taroom, Theodore, Dululu, Dingo and Charters Towers.

Planes restored 'to former glory'

The Mirage, or French Lady, was a single-seat frontline fighter that flew between 1967 and 1987, capable of a speed of more than 2,000 kilometres an hour and was armed with guns, missiles and bombs.

The Winjeel — an Aboriginal word for 'young eagle' — was a basic flight trainer that flew between 1958 and 1975.

They have been restored by members of the Amberley RAAF Base's Air Force History and Heritage Branch.

Warrant Officer Mike Downes has joined the convoy and said it was a unique spectacle of aviation history.

An historic photo of the Mirage fighter jets in flight.(Supplied: Department of Defence)

"I'm a bit of an aviation nut, I love my aircraft," WOFF Downes said.

"The interest level has been generated in places like Claremont and Moranbah and Banana.

"People say I used to work on that or my father flew them."

Part of the restoration included clearing out the cockpit and a new lick of paint.

"We've painted the aircraft in the colours of number 76 Squadron so it represents the colours that that aircraft operated in back when it was flying," WOFF Downs said.

Winjeel Trainer A85-403 left Amberley on Friday and is expected to arrive in Townsville on Sunday.(Department of Defence)

'It will take up most of the road'

WOFF Downes said it has taken about a year to organise the logistics, including police escorting the Mirage.

"We've taken the wings off the Winjeel so it's quite a narrow load," he said.

The wings of the Winjeel have been removed.(Supplied: RAAF)

"The Mirage is a different story completely, it's actually 8.2 metres wide from wingtip to wingtip so it will take up most of the road."

He said flying the aircraft to Townsville would have required a rebuild.

"It would be a mammoth task to make it air-worthy," he said.

"This aircraft has been turned into a static display aircraft so we've removed the engine and a lot of the other equipment."

The Mirage will be escorted by a police convey for the entire journey.

The two aircraft will meet up in Charters Towers before heading to their final destination.

Australian company AMSL Aero has unveiled what it claims to be the world’s first electric air ambulances, launching the first prototype aircraft in Sydney on Wednesday as part of a partnership with air-rescue organisation CareFlight.

The Vertiia prototype has been designed to take-off vertically, like a helicopter, but once airborne, flies with the aid of fixed wings, in the same way as a plane does. AMSL Aero says that this combination provides the aircraft with significant flexibility in where it can land, while also providing greater speed and energy efficiency.

The company says that the aircraft would reach a cruising speed of up to 300 km/h and a range of up to 250km as an all-electric model with batteries, and a hydrogen fuelled version achieving a range of up to 800km.

The aircraft was launched by deputy prime minister and transport minister Michael McCormack, who welcomed the prospect of an all-electric aircraft that had the ability to access difficult areas.

“I remember growing up and watching the Jetsons and marveling at that futuristic technology. It’s right here, right now and it’s happening,” McCormack said.

“What an exciting day to think that we’ve got a what will be a carbon neutral plane taking off, landing, in sites where there’s a mass casualty or indeed a hospital where somebody’s young, or somebody not so young, needs urgent medical retrieval and in sometimes even country areas, you can’t get to places easily”

AMSL Aero CEO Andrew Moore says the vertical take-off and landing (VTOL) allows the aircraft to access areas without the need of a runway, and it had entered into a partnership with CareFlight for the development of an “electric aero ambulance”, that could provide crucial medical support to regional communities.

Deputy prime minister Michael McCormack, with AMSL Aero co-founders Andrew Moore and Siobhan Lyndon.

“Vertiia will instantly enable greater access to medical services for vulnerable remote, rural, and regional communities, offering new models of care through rapid and low-cost connectivity,” Moore said.

“Unlike aeromedical planes that require a runway, Vertiia will carry patients directly from any location straight to the hospital, significantly reducing the complexity and time transporting vulnerable patients.

“It will also be quieter and safer than helicopters, and will eventually cost as little as a car to maintain and run, transforming aeromedical transport into a far more affordable, accessible, safer, and reliable option.”

CareFlight’s medical director Dr Toby Fogg said that the organisation had been attracted to the Vertiia aircraft, as its efficiency and lower operational costs, while providing the same flexibility as a helicopter, meant that it could potentially deploy more aircraft for the same cost, reaching more people needing assistance.

“Initial scoping and modelling suggest that with Vertiia we would be able to reach more Australians. For example, the price point of operating Vertiia versus helicopters and fixed wing aircraft would mean we can purchase a much larger fleet aircraft, by several multiples. The lower operational costs would allow us to hire more doctors, nurses and paramedics,” Fogg said.

AMSL Zero was founded in Australia in 2017 by co-founders Andrew Moore and Siobhan Lyndon with the initial versions of the aircraft having the ability to carry a pilot, a medic as well as transporting a patient.

The partnership between AMSL Aero and CareFlight is being supported as part of a $3 million Cooperative Research Centres Project grant, and would include the University of Sydney and autonomy and sensing specialists, Mission Systems as part of the collaboration.

CareFlight pilots will be involved in the design of the Vertiia aircraft, ensuring it meets the needs of medical services and could see electric air ambulances deployed within the next few years.

The company already has its eyes set on the creation of a commercial version of the aircraft having the capacity to transport up to four people.

Both the all-electric and hydrogen fuelled versions of the aircraft have the potential to operate with zero associated greenhouse gas emissions.

A prototype of the Vertiia aircraft was unveiled at AMSL’s aerodrome located at Bankstown Airport in Sydney, where the aircraft has been undergoing construction. The aircraft is expected to undertake test flights from a facility at Narromine Airport, just outside of Dubbo.

The Vertiia aircraft is being touted as one of the world’s most energy efficient aircraft and has the potential to be deployed in a range of applications, including commercial transport and flying taxis.

Bundaberg’s Jabiru Aircraft has created face shields with the help of 3D printing to provide extra protection for frontline workers dealing with Covid-19 cases.

Bundaberg’s Jabiru Aircraft Pty Ltd, whose business usually focuses on producing light sport aircraft and engines, has responded to the current pandemic crisis by creating face shields utilising 3D printing technology to provide extra protection to frontline health workers dealing with Covid-19 cases.

With these efforts Jabiru Aircraft joins other manufacturing entities and individuals around the world in producing emergency Personal Protective Equipment (PPE) during a time of global shortage.  

Jabiru Aircraft Business Manager Sue Woods said last Friday she and an employee, engineer Alex Swan, were looking at ways to support health care workers during the current public health situation, and with a little ingenuity and the help of a 3D printer they were able to design and commence the manufacture of the PPE.

Sue said they were very concerned for the wellbeing of paramedics, GPs and medical personnel who were most at risk of contracting the virus.

They hoped the extra layer of protection offered by the face shield would keep these essential people healthy.

Both Sue and Alex have family members who work in healthcare, and they were on the same path of thinking – wanting to ensure not only their loved ones stayed safe, but also others facing the Coronavirus firsthand.

3D printers used to create face shields

“I came to work one day after watching footage on the shortage of PPE and thought ‘what can we do'?” Sue said.

 “Alex experimented with cutting the visor section until we had the right shape and he modified the headband 3D file to accommodate glasses underneath.

“We then had both a local dentist and a local doctor try the face shields, and check with sterilising products, and we had good response.”

Jabiru Aircraft Pty Ltd has designed and manufactured emergency Personal Protective Equipment (PPE) during a time of global shortage in result of the Covid-19 situation.

Two 3D printers are used by Jabiru Aircraft to create the head band for the face shield and the transparent polycarbonate for the visor is cut to shape with a flatbed CNC router.

“Our engineer Alex Swan has been very motivated with this project and volunteered much of his own time, getting up in the middle of the night to keep the 3D printers going 24/7,” Sue said.

“We have two 3D printers and Alex took them home so he could get up at 2am to press the button to start the next headband.”

Sue said it took less than a week to develop the idea and start production of the face shields, and they hope to have 100 finished and shipped to paramedics in Western Australia by Monday.

She said the slowest part of the production was the 3D printing and she was thankful for the support from other local organisations who offered assistance.

“To increase our production rate of the 3D printed component, CQUniversity Bundaberg and Gladstone and Makerspace Bundaberg and Hervey Bay, along with CQUniversity Makerspace have jumped on board very quickly, and we now have several additional 3D printers in action,” she said.

“We are also getting offers of assistance from schools in the local community.”

Time has flown by with November 23 marking the 90th anniversary of the first flight from what was the Western Junction Aerodrome and is now the Launceston Airport.

Tales are legion of aviators who rose to a mighty challenge. But those annals are incomplete unless you include the inspirational stories of a courageous cadre of contemporary fliers known as the Able Flight pilots.

Able Flight, based in Chapel Hill, North Carolina, is a charitable organization founded in 2006 by nonprofit executive and aviation media figure Charles Stites “to offer people with disabilities a unique way to challenge themselves through flight and aviation career training, and by doing so, to gain greater self-confidence and self-reliance.”

As Able Flight’s executive director, Stites designed a scholarship program to make that challenge available to people with disabilities by offering joint flight training courses with Purdue University in West Lafayette, Indiana, and Ohio State University in Columbus, Ohio.

The Able Flight class of 2020 consisted of 10 individuals from around the United States—some of whose long-awaited opportunities to fly have been further complicated by an unforeseen adversary: the coronavirus pandemic.

As the nation celebrated the thirtieth anniversary of the signing of the Americans with Disabilities Act in July, we checked in with past graduates of Able Flight’s scholarship program in hopes of hearing a shot of news from aviation’s front lines and some words of inspiration to share with others who may be trying to map out life’s plan in light of a life-changing event.

We were not disappointed. Sean ODonnell of Pennsylvania and Justin Falls of North Carolina are Able Flight alumni who earned their pilot certificates and are forging into the future—two adaptive-aviation pioneers whose efforts to fulfill their dreams have blazed a trail for others to follow.

Sean ODonnell, Class of 2007

Any FBO or flight instructor should pay attention and probably take notes when ODonnell, who took his Able Flight training in 2007, talks about giving a passenger a ride in his two-place tandem light-sport pusher-prop-driven Sky Arrow with adaptive hand controls—because what he is describing is the perfect introductory flight. Not just the route, the length of the flight, and the sightseeing selections he uses—the intro starts on the ground and covers all the bases in an easy-to-process presentation to make the passenger feel involved and at ease. ODonnell gauges how much interest the passenger has in the nitty-gritty, and if it seems appropriate, he will demonstrate some mild maneuvers and perhaps cap the flight with a power-off landing. He’s always on the lookout for negative small-airplane myths to dispel—and when he spots one, he is “more than happy to engage that person,” he said, adding, “All fear stems from lack of knowledge.”

ODonnell was the second Able Flight scholarship award recipient and the second recipient to earn a pilot certificate. For many years he worked as the director of distance learning education at his alma mater, Villanova University, where he also created an award-winning distance learning program (making him an expert in a field many individuals and institutions are discovering on the fly these days because of the pandemic).

ODonnell, who as a high school senior had suffered a paralyzing injury when a car pulled out in front of his motorcycle, also founded Philly Sport Pilot, a training facility for sport pilots that included serving people with disabilities.

“Before COVID, [distance learning] was a debate,” he said, noting that much of the know-how now urgently being sought by institutions large and small was known in the 1990s, long before distance learning had overcome the considerable resistance that has still not entirely disappeared.

“Now everyone is making the shift,” added ODonnell, who now works in the software industry as a product manager, having “dabbled” in the field for years. He continues to consult with numerous universities on distance learning concepts.

“It’s not flying but it’s great,” he said, confiding that he harbors hope of one day having the opportunity to “travel and promote aviation in any way I can.”

It will be aviation’s gain when he does.

Justin Falls, Class of 2016

Falls says it was worth the time it took to tweak the hand-control modifications of his Zenith 750 light sport airplane now that he can make slick landings like this one in Jefferson City, Missouri, on a cross-country flight.

But there’s something Falls likes even more about the modified factory-built LSA he bought from Zenith owner Sebastien Heintz in 2018: Now other people with disabilities will be able to train to become pilots in his airplane.

The Able Flight Class of 2016 pilot became quadriplegic as a result of a neck injury when he was in college. As a pilot he appreciates that he never has to take his hands off the controls during flight thanks to a working collaboration he forged with Zenith to design and refine the control system. He also likes the easy access the aircraft provides him, and he values its capacity to transport his wheelchair to his destinations when he launches from his home base in at Lincolnton-Lincoln County Regional Airport.

Inspired by the access to aviation that the Able Flight program provides, it is especially meaningful to him that other student pilots will be able to receive dual instruction in the airplane, following two participants who have done so to become sport pilots.

“I wanted to continue that,” he said.

Flying was “nowhere on my radar” when Falls was recovering from his injury. But as he began to look into how to get involved in adaptive sports—now he is a competitor in wheelchair rugby and tennis—“I realized that there are a lot more things that you can do in an adaptive capacity,” he said.

Having grown up near a general aviation airport and attending many airshows there, the idea of flying came to mind. He found videos online of “guys flying with hand controls,” and his web searches brought him into contact with Able Flight.

The big moment came in 2016 when he became an Able Flight scholarship recipient about the same time he began to put his academic endeavors to work as a pharmacist at the Frye Regional Medical Center in Hickory, North Carolina. The medical center encouraged him to fly and gave him time off to get his pilot certificate.

“That year alone, the job, flying—I was on cloud nine, just like another level,” he said. “I felt like I could do anything.”

Flying for fun continues as time permits for the busy pharmacist, who as a health-services professional sometimes endures hardships imposed on the health care sector by the coronavirus pandemic, including coping with shortages of medications for patients.

Falls recently took a passenger on a flight to Gilliam-McConnell Airfield in Carthage to enjoy open-air barbecue at an airport restaurant.

He is discovering, as all pilots do, that each flight delivers a unique lesson. On the Carthage run it was experiencing unusual in-flight visibility conditions caused by a Saharan dust plume that had been blown across the Atlantic Ocean to envelop parts of the east coast in late June.

Falls encourages any person with disabilities who longs to fly to check out the success stories of pilots with a wide range of disabilities on the Able Flight website, and he thinks most viewers will find the results promising—and perhaps even prompt a scholarship application.

Next, he said, a prospective pilot should make inquiry at the local airport and take action to go up with an instructor on an introductory flight.

Get a clear idea of what is involved in learning to fly, he said, because although it is fun, “this is hard work.”

It may take time to locate or develop an adaptive aircraft that suits an individual’s unique needs—in his own experience, getting the hand controls ironed out took two years—but patience and diligence can pay off.

Then, if after laying the groundwork everything looks right, “Go for it, absolutely, 100 percent,” he said.

Wingsuit flying certainly captured folks' attention when it first hit the mainstream around the turn of the millennium, sparking a wave of GoPro and Red Bull videos. Human flight had never been so personal or so physical as these intrepid maniacs half-fell, half glided through rocky gaps and mountain passes like turbocharged flying squirrels.

The name of the game quickly became to see how close you could fly to things without hitting them, in search of the ultimate rush and the biggest view counts. But these devices were limited in that your only source of acceleration was gravity itself, and your flight profile could only ever take you downward.

No longer. Stuntman Peter Salzmann had been thinking for years about how to add some sustainable propulsion and climbing ability to the wingsuit experience, and he hooked up with creative consultants at BMW's Designworks studio to create a chest-mounted set of electric impellers and a wingsuit that would work with them.

At first, he wanted to mount the props in a backpack arrangement, in longer tubes capable of generating more thrust. But the most advantageous airflow would be in front of him, and he found the initial design too heavy. So a chest mounted system it was, with two 5-inch (13-cm), 25,000 rpm impellers in a relatively compact but still pretty chunky unit that has a bit of a submarine kind of look to it.

The wingsuit was designed to incorporate air inlets for the propulsion system. There's an on/off switch, a two-finger throttle and a kind of steering facility, as well as a cutoff switch for emergencies. Otherwise, she's even more of a physical thing to fly than a regular wingsuit; you need plenty of core and limb strength to fight the wind and control your motion in the air.

The props put out a relatively modest combined 15 kW (20 hp) for around five minutes, but the results are pretty epic; a regular wingsuit's most horizontal glide ratio drops around a meter for every three meters traveled horizontally, and speed tops out around 100 km/h (62 mph), but when Salzmann hits the electric boost, he can hit speeds over 300 km/h (186 mph), and actually gain altitude to fly upwards instead of constantly dropping.

After wind tunnel testing, both in BMW's more auto-focused facilities and in a specialized wingsuiting wind tunnel in Stockholm, and around 30 test jumps, it was time for a public demonstration. The initial plan was to demonstrate the suit's climbing capability by taking it to Busan, Korea, and flying over a group of three skyscrapers, in which the final one was much higher than the first two.

COVID-19 put paid to that aspiration, so Salzmann settled for something prettier and closer to home, lining up the Del Brüder peaks in the Hohe Tauern mountain range, part of the Austrian alps. Salzmann and a pair of buddies kitted out with regular wingsuits went up to 10,000 feet (3,050 m) in a chopper, counted down, and jumped.

The others are there to act as a reference point, and the three hold formation until Salzmann hits the juice and blasts forward. Where his friends have to split off and fly around the final mountain peak, the electric wingsuit allows him to accelerate up and over it.

It's not going to blow Yves Rossy's skirt up; the Swiss "Jetman" has four incredibly powerful jet turbine engines on his extraordinary full carbon jetwing design, which allow him to blast off vertically from the ground with computer-controlled stabilization, and shoot vertically upwards like a rocket as well as swooping and soaring like a 400-km/h (250-mph) eagle.

But jet turbines are insanely expensive, and so noisy that they rattle windowpanes from miles away. The average wingsuit pilot's chances of ever flying one are very limited. Salzmann's design, on the other hand, looks much more promising. The electric wingsuit has had the full BMW design touch applied to it; it looks very nicely put together, and, dare we say, much more like a product than a prototype.

Nobody's saying anything about these things being for sale yet, either now or into the future, but a small electric propulsion unit is not going to cost jet turbine money, and it's hard to imagine an adrenaline-fueled wingsuit pilot in the world that wouldn't be interested in getting that little bit closer to the Icarus dream of soaring through the sky, rising and gliding at will.

Indeed, the main issue may turn out to be whether a company like BMW wants its logo on a product that potentially makes its owners go splat. It's one thing to be making promo videos for world-first innovations like this, and another altogether to release these tools into the hands of extreme sportsfolk where the difference between successful and unsuccessful flights can be so gruesome. Things have come a long way since the first "wing suit" flight – a brief and messily fatal leap off the Eiffel tower by Franz Reichelt in 1912 – but wingsuity types don't seem to be able to get their pulses racing without cutting things really fine.

Still, I think we can all rest assured that we'll see more of Salzmann and this device as things develop, and that consumer-grade electric wingsuits will soon be a thing, and that this public debut is a significant moment in personal flight and extreme sports. Enjoy the video below.

Organiser calls chance to land at big international hub ‘a childhood dream’

The scarcity of commercial flights landing at Sydney airport has been a disaster for airlines and workers, but for hobby pilots the pandemic has provided the opportunity of a lifetime.

The quieter than usual runways mean private pilots have been given the chance to land at the international airport for the first time.

When the Sydney Flight College club captain, Tim Lindley, put out a call he received an overwhelming response. He eventually organised for 14 light aircraft to fly into Sydney airport on Sunday with 40 people involved.

“For a lot of the pilots involved, including myself, it was a childhood dream to land in a big international airport like that – like the airliners,” Lindley said.

His group took off from Bankstown airport, where many private pilots usually fly from, came in over Sutherland and landed at Sydney airport. Although the runways weren’t busy, Lindley and his crew still had to navigate some huge aircraft.

“Lots of the pilots had passenger jets waiting on the side of the runway, which must have been really funny to watch, with these small little planes coming in,” he said. “When I was taxiing, I had a Jetstar Airbus in front of me and an Air China 767 behind us, and we were all waiting for another one of the club’s aircraft to land.”

Lindley – who was flying a Cessna 182 with three passengers on board – had worked with airport staff to make sure the pilots knew what to expect and how to approach an airport of such size.

“Coming in to land at an airport like that … there are lots of optical illusions because it’s such a long runway, and because it’s so wide,” he said.

“The thing is, the airport is designed to have the pilot sitting 30 feet in the air, so we’re sitting in a little aircraft, and you’re sitting maybe one foot off the ground, none of the signs are aimed at you, so it’s actually incredibly disorientating.”

A hobby pilot prepares to land his light aircraft at the quieter than usual Sydney airport on Sunday. Photograph: Lorenzo Hariman

The main runway stretches for nearly 4km – far longer than smaller aircraft need to land.

Australia’s largest airport usually has a crammed schedule, making it almost impossible for private pilots and hobbyists to land. Some private planes have landed there in the past, but the airport’s airfield operations supervisor, Nigel Coghlan, said the pandemic had allowed the runways to be opened up like never before.

“As our airfield is much quieter than usual due to Covid, we’ve been able to review each request and grant access, which for a lot of hobby pilots is a once in a lifetime opportunity,” Coghlan said. “We’ve been able to open up conversations with light aircraft pilots because our airspace is much quieter than usual.”

The airport is experiencing 60-90 plane movements a day at present, a huge drop from the 800-900 that ordinarily use the runways. That “significant drop” has had a huge impact on the aviation industry, Coghlan said.

For Lindley, it was about making the most of a difficult period. “It was really about turning lemons into lemonade,” he said. “It’s such a horrible situation with Covid, and it’s a really challenging time in aviation, and I just wanted to turn that into something a little bit positive, to keep people flying and keep their dreams alive.”

Pilots had to submit a flight plan and book a landing spot. Coghlan and his team then had to adapt to the smaller aircraft and guide them in unfamiliar territory.

“We’re certainly not used to the smaller aircraft, so they really keep us on our toes when they arrive,” he said. “Being smaller means they’re harder to see than the jets and turboprops and they don’t make as much noise. It creates a positive challenge for all of us on the airfield.”

For some of the hobbyists, he acknowledged, “we’re literally making their dreams come true”.

When the light sport aircraft idea first broke ground 20 years ago, the idea was a new class of airplanes bridging between so-called “fat ultralights” and standard-category airplanes whose inflated prices made them unaffordable save for the wealthy few. Two decades later, has the experiment paid off?

Yes, but with some qualifications. Light sport airplanes were supposed to be simpler to build and certify— they are—and although the original design brief didn’t specifically say so, it was assumed they would be cheaper to buy. They are that, too. But only relative to new, standard-category airplanes and not compared to any of dozens of legacy two- and four-place airframes with similar or greater capability.

So, are LSAs cheaper to own than equivalent legacy airplanes? The answer depends on how you crunch the numbers, but if investment costs are tallied, the answer is no. If operating costs alone are considered, light sport airplanes look attractive against both legacy airplanes and definitely any new standard-category aircraft.

Compared To What?

Why do people buy light sport airplanes? Probably for exactly the purpose they were intended: Remaining in the flying game with modern airframes with modest performance. Although light sports haven’t been a runaway sales success, the total population of aircraft totals about 4000 airframes, according to www. bydanjohnson.com, which tracks production by models. And don’t look now, but sales of LSAs have recently accounted for between 19 and 21 percent of all piston aircraft sales, according to Johnson’s site and GAMA reports. (That includes ELSA kits, but not gyroplanes.)

In 2018 and 2019, the LSA segment registered 219 and 233 aircraft respectively, against total GA piston sales of 1137 and 1324 for the same years, according to GAMA. Those totals include 80-plus airframes from the five manufacturers who are GAMA members: Icon, Pipistrel, Tecnam, CubCrafters and Flight Design. The rest are from non-GAMA companies. Johnson warns because of fuzziness in the data, a precise market-share calculation is elusive. Still, LSAs have measurable presence.

As we’ve reported before, the LSA market is nothing if not lousy with variety. Dan Johnson’s site counts a dozen manufacturers delivering modest volume. Recent market leaders include Zenith, Kitfox, Van’s, Rans, Pipistrel, Icon and Progressive Aerodyne. Flight Design once topped the market, but it’s now clawing back after financial retrenchment.

The typical price of a well-equipped LSA—and few buyers skimp on options—is north of $150,000. For our survey group of a dozen owners, the average price was $117,000, but some of the owners bought used airframes. The high price was $175,000.

At this juncture, you can slice the loaf two ways by asking what else $150,000 buys or what would an equivalent two-place airplane cost? This produces radically different outcomes. The 150 large would get you a nice late 1980s Mooney, a late 1990s Skylane or an early 2000s Skyhawk, for example. But it appears that buyers shopping LSAs don’t engage in that kind of calculus. They aren’t looking for price-value, exactly, as much as they are simple, easy-to-fly and easy-to-maintain airframes. Many of them are stepping down from more capable aircraft, including piston twins and even turbines. If cheap is the overarching driver in a two-place airplane, the pickings, while not necessarily slim, are vintage, not to put too delicate a point on it. Consider the last model year of the Cessna 152, 1986. Find them in the low- to mid-$40s to as much as $90,000 for a fully restored airframe. Piper’s two-place trainer, the Tomahawk, goes for a song and a parsimonious one at that: $14,000 to $20,000. The Beech Skipper is another possibility that’s a better flyer for around $16,000. And don’t forget the venerable forerunner of the 150, the 120/140 series. Again, prices for these are in the $25,000 to $35,000 range and some have been nicely restored. There’s also a passel of Pipers to pick from, including the J-3, the Super Cub, the Colt and even the Tri-Pacer if you want a backseat.

The immediate downside of these is most are standard-category airplanes and thus require the pilot to have a medical. While some thought BasicMed would decimate the light sport segment because pilots would have no worries about the medical issue, this is evidently not the case or at least is far less influential than we imagined. Several owners told us medical certification—or lack thereof—was a consideration in their purchase of an LSA and that BasicMed didn’t change that.

Cost Of Money

For our email survey of a dozen LSA owners, we asked about purchase price, insurance, fuel and hangarage costs and maintenance. But first, let’s dispense with the largish pachyderm on the premises: depreciation. This is always a slippery number, even for legacy airplanes and it’s all but impossible to calculate a meaningful average. For one, there aren’t enough sales of these airplanes to establish take-it-to-the-bank trends and for another, ultimate value is determined between the buyer and seller the moment the check is signed. But let’s do some for instances.

A CubCrafters Carbon Cub bought new in 2015 for $200,000 depreciated to $165,000 four years later or about 18 percent. Call it $9,000 per year. A Flight Design CTLS retailed for $156,500 in 2015 and now, according to Aircraft Bluebook, it’s typically worth about $115,000 for a depreciation of 27 percent or about $10,000 a year. For a longer timeline, consider Tecnam’s P92 Super Echo. It sold new in 2008 for $115,000 and now retails for about $45,000 for a loss of 61 percent value over 11 years or a decline of $6000 a year.

These exact values matter less than the fact that newer airframes will depreciate more than older ones will and it’s a real part of the cost of ownership. Older airplanes, say ragwings like Cubs and Champs or vintage Cessna 150/152s, will depreciate less or not at all. Some even appreciate slightly with market swings. Although many owners seem to purchase airplanes without financing, if a loan is required, the cost of that money should be added to depreciation.

Tallying It Up

Apart from purchase, depreciation and cost of money, the next largest expenses will be either fuel or insurance, according to our survey. That’s dependent on how much you fly, but the owners we surveyed averaged about 70 hours a year and reported an average of $19 an hour for fuel.

Using those numbers, fuel totals about $1330 a year. Much of the LSA fleet is powered by Rotax 912-series engines and although they’ll burn 100LL, they’re a lot happier on unleaded mogas. Many owners use that or, often, a mix. This may have a slight advantage in conferring better aging of the fuel, but even 50 hours a year on mogas is unlikely to cause varnish or deposit issues. Rotax recommends a shorter oil change interval when avgas is used: 25 hours if 100LL is used 50 percent of the time versus 100 hours if unleaded fuels are burned. Most owners stick to 50 hours or less for oil changes, whether flying with a Rotax engine or a legacy Lycoming or Continental.

Insurance is becoming a sticky point for owners and with the market hardening, it may be getting stickier yet. The average insurance cost among our dozen-owner survey was $1534. The highest was $3200 on a recent vintage Flight Design CTLS, the lowest $909 for an RV-12. Straight-up comparisons against legacy two-seaters are difficult because insurance on a Cub, a Champ or a Cessna 152 can cost just as much, depending on hull value.

The bigger driver may be pilot age. As the market hardens, more insurers are raising premiums on older pilots, if they’re not turning them down entirely. “Insurance has been $1100 a year. For the May 2020 renewal, it will be $1700 a year for a hull insured at $89,000. Time to lower the value,” said Flight Design owner John Horn. At these prices, more owners may be considering self-insuring the hull or entirely.

Operating Costs

If anything is a constant in aviation, it’s that’s bigger, faster airplanes burn through money at a faster rate and the near-ruinous annual is always in the offing. In that respect, legacy two-seaters and LSAs are definitely less money hungry, starting with annuals. Owners in our survey reported the average cost of an annual as $529. That requires amplification, however. Two of the owners in our survey group invested in a two-week course for the Light Sport Repairman Maintenance rating, which allows them to repair their own airplanes, including annual inspections.

While IAs can’t be fashioned in two weeks, we think this rating is a terrific idea. It costs up to $5000, but the real value is in engaging an owner in understanding the airplane, inspecting it for faults and repairing it when needed. In our view, that’s not just a cost benefit, but a safety enhancer, too. We asked owners if they had experienced any unusual maintenance issues, costs or problems that hadn’t been expected. None had, and all said the maintenance expenses were about what they expected or a little less. None had any complaints about the Rotax engines that power most of these aircraft. There were no reports of maintenance disasters such as corroded spars or major, timed-out parts.

What to compare the Rotax to? We can think of only three possibilities: the Continental A-65 found in Cubs and Champs, Lycoming’s O-235 or the Continental O-200, the lightened version of which is used in a few LSAs. The A-65 is on par with the Rotax for fuel burn, but the O-200 and O-235 are a tad thirstier. All three legacy engines are stone-age throwbacks compared to the Rotax, which has electronic ignition. The 912 iS also has fuel injection.

The Rotax is cheaper to overhaul. Dean Vogel at U.S. Rotax distributor Lockwood Aviation says the base overhaul price for a 912 ULS is $13,500, assuming a good core. A factory-new engine costs $19,000. The price delta between a new O-200 and an overhaul is larger and you can’t even get a new A-65, although new cylinders are available. The A-65 remains a serviceable choice, but overhauls are in the $15,000 to $18,000 range.

Vogel told us Lockwood advises owners of high-time or high-use aircraft to make the overhaul decision 500 or so hours before TBO. He said the engine can be sold on the used market to a homebuilder and the owner can then buy a factory-new engine, applying the considerable proceeds from the used engine sale.

Tying it Up

Owners who bought new or recent used light sport airplanes seem satisfied with the purchase and operating costs and report no unpleasant surprises, nor regrets in having made the purchase. These owners were a mix of step-down buyers and bucket listers who always wanted to own an airplane and found the ability to do that in an LSA.

“From my experience, LSA has become an accepted and somewhat vigorous part of U.S. general aviation,” said RV-12 owner Ian Heritch. “Wherever I go, I get only compliments and questions from onlookers. I have experienced no hostility for operating in the airspace system. While not the super-robust category that many were unwisely expecting, LSA has safely, smoothly and successfully joined the U.S. aviation family,” he adds. “If you want to keep flying, this is the way to go,” adds CTLS owner Ben Short.

But the design brief is to determine whether an LSA is cheaper to own and operate. It can be, if it’s bought right. If you don’t factor in the steep depreciation a new aircraft suffers the day after you take delivery, then new and used are comparable. “Bought right” to us means an airframe that’s had the painful part of the depreciation already squeezed out of it. That means at least five years old, but 10 would be better.

There are bargains out there. A 2006 Flight Design CTSW is still perfectly serviceable and supported with a typical values in the mid-50s. Newer ones with glass panels aren’t much more. Even at the higher purchase price, ownership costs would be competitive with a legacy two-seater. If you can’t find or afford a hangar, a glass airplane can live outside or in a shade hangar, which a ragwing— vintage or newer—cannot.

Speaking of ragwings, the Cubstyle airplanes appear to hold value better than other LSAs. Specifically, a five-year-old Carbon Cub still commands $165,000, according to Bluebook. Arch competitor Legend shows similar price stability, making them a good choice if short-term ownership is envisioned. You can get in and out without losing much.

That’s true of all of the legacy models that qualify for LSA operation, too. They’ve reached rock-bottom value and aren’t likely to depreciate much at all, if that’s a buying consideration. Some parts for older aircraft are hard to come by, but owners tell us they remain supportable. Just make sure the pre-buy filters out expensive gotchas.

To say aviation and turbines is a happy marriage is true−albeit mainly in the airline, business aircraft and helicopter world. Light aviation, especially the ultralight segment, remains essentially a turbine-free field−apart from noble exceptions, in the form of single-engine jets and ‘experimentals’. Now French newcomer Turbotech is on a mission to challenge the dominance of piston engines and−unheard of in this field−is promising turboprop fuel consumption comparable to piston engines. The company also has an interesting turbogenerator proposal for new e-VTOL and electric aircraft.

Currently small turboprops are practically non-existent, although Czech company PBS has in its portfolio the TP100, which should soon be ready for aircraft installation (a few units have apparently been delivered to interested aircraft manufacturers). The TP100 is not in focus of this article as it is way too powerful for typical four-seaters and ultralights, producing 241shp (shaft horsepower).

Today’s focus is on Turbotech’s brand new product, the TP-R90 turboprop, which is rated at 90kW (120shp)−neatly falling in the ultralight segment, where aircraft are typically powered today by 100-115hp Rotax piston engines. Turbotech is also offering−based on a similar, but smaller turbine core−another interesting powerplant, the TG-R55 turbogenerator−a ‘range extender’ solution for hybrid-electric powered aircraft.

Seeking to establish a toehold in the market, Turbotech showcased its products last year at the most important exhibition in the field, AERO Friedrichshafen in Germany. At their booth I met company CEO and founder Damien Fauvet, who described his products to me. It must be said that many exhibitors hype their wares and you find their miracles tend to take a long time till they prove to work, even if the company doesn’t simply disappear prior to them actually coming to the market. However, Damien’s credibility and the very professional look of his company’s products intrigued me−especially the almost unbelievable claim that Turbotech fuel burn would be comparable to existing piston engines−so I decided to take a closer look.

By the end of February this year, the company and the engine’s state of development were apparently at least half-way ready to host a visit. While there was the opportunity, I wanted to see the turboprop running and be able to figure out how they managed to dream up a turbine sipping so little fuel. So I dropped in on Turbotech, which is based at Toussus-le-Noble Airport in the western outskirts of Paris.

In Turbotech’s offices, Damien showed to me a video of the first tests of the proof-of-concept engine, run in 2016. That day, the turbine was run up to 41.3kW (56hp)−which approximates the cruise power setting for most ultralights−and the fuel flow was 28.7 litres per hour, a specific fuel consumption (SFC) of 557g/kW hr, to use the yardstick preferred by engineers. At a slightly lower power setting of 38.9kW (53hp) the fuel flow dropped to 25.2 lph (507g/kW hr). Discussing the figures with Turbotech technicians, I gathered that these were only the preliminary data, and that the fuel consumption of the second-generation prototype unit now on test would be further reduced with improvements to the igniters, fuel nozzles, EEC (Electronic Engine Control) and many other components, which were far from being developed production items.

Damien proved these predictions correct when, just prior to producing this article, I received the data of the second engine, tested in March this year, where the fuel flow figures were−in line with Turbotech’s promises−slashed dramatically. Running at 66.4kW (90.2shp−just over 70% power), the development engine was now burning only 29.4 litres per hour of Jet-A1, an SFC of 354g/kW hr. At 31kW (42hp), the fuel consumption was just 15.2 lph. According to Turbotech, the definitive version will reach its 90kW target rating and will demonstrate a specific fuel burn close to the target of 340g/kWhr−wow!

It shouldn’t be possible...

Turbines are generally taken to be compact and lightweight relative to the amount of power they deliver, only fuel-efficient when operating close to their maximum power output and most suitable as high-power units (2,000shp-plus) for aircraft flying at medium to high altitudes.

As benchmark for ‘the turbine advantage’, one of the latest arrivals on the turboprop market, the 7,000shp powerplant for the A400M military transporter, is actually more fuel-efficient than the typical diesel car engine. Thanks to its high pressure ratio and turbine operating temperature, it extracts something like forty per cent or more of the energy contained in the fuel.

The advantage over piston engines in airliner and commercial aviation applications is very difficult to match in small turbines. One design path−followed widely in the industry−is to scale down big turbines, but this is unfortunately accompanied by great loss in fuel efficiency. According to Daniel Fauvet, simply scaling down established designs would lead to a very low efficiency microturbine “perhaps extracting only around ten per cent of the energy contained in the fuel”. This is the fundamental reason why we do not have on the market small turbines which are as fuel efficient as modern piston engines.

The other stumbling block is that the usual business case for a microturbine−given the large financial investment needed and uncertain market−simply doesn’t make any economic sense.

... So how did Turbotech do it?

The key to the possible success of small turbines is solving the problem of their fuel efficiency−specific fuel consumption has to be lowered, and drastically so. Turbotech has done its homework and the configuration of its unit has been refined through CFD (computational fluid dynamics), CAD (computer-aided design) and CAE (computer-aided engineering) using Dassault product Catia and Ansys software, Jean-Michel Guimbard leading the mechanical and aerodynamic design aspects. The result is that the Turbotech microturbine operates at 26 to 30 per cent efficiency.

It’s not just the turbine wheel design; when I first saw the Turbotech’s TP-R90 and TG-R55 (TP for turboprop and TG for turbo generator) I thought they looked bulky and over-long, giving the impression of being overweight. Other small turbines are way sleeker and shorter. Aha, but within this extra volume lies Turbotech’s unique selling proposition and the main reason for their engine’s parsimonious fuel consumption. In technical terms, the company says its designs are ‘regenerative’ (i.e. heat recuperating) cycle turbines that re-use energy that is otherwise wasted. Using a proprietary, patented heat exchanger, Turbotech has engineered a breakthrough in small turbine design that will surely be a game changer.

To appreciate why, you need to understand how a turboprop engine works. In simple terms, the compressor blows air into the combustion chamber where fuel is introduced and the mixture burns continuously. Energy is taken from the combustion gas by passing it through the turbine, which acts rather like a wind, or water mill. The turbine in turn drives the propeller and compressor. All well and good, but as the turbine is an imperfect device, the exhaust gas, emerging at 700°C or more, still contains a lot of energy. Rather than allow this to go to waste, Turbotech circulates the exhaust gas through a heat exchanger (think of it as radiator) that heats−puts energy into−the air flow from the compressor. And the hotter the air going into the combustion chamber, the smaller the amount of fuel you need to sustain operation. To give an idea of how effective this is, in the absence of Turbotech’s heat exchanger, air emerges from the compressor to enter the combustion chamber at 200°C. With the heat exchanger, it is warmed to 530°C, representing a considerable proportion of energy recovered from the exhaust.

As they say, there is nothing new under the sun. What Turbotech is doing is novel in the field of small aircraft turbines but not for large ones. There have been several attempts since WWII by big names in the turbine field like Rolls-Royce, Pratt & Whitney and Allison to use heat recuperation in their designs but none of them was successful, as in practice the weight penalty was excessive and they were too bulky and complex (and therefore too expensive) to justify their use.

(Sadly forgotten now, British car maker Rover’s turbine powered Le Mans racer was in 1964 fitted with a rotary regenerator that halved its fuel consumption, and the company came close to putting a similarly equipped saloon car in to production−Ed.)

Heat exchangers have been used in stationary turbine powerplants, marine applications and even in the Abrams battle tank (1,500hp, 28% thermal efficiency)−all applications where the extra weight and complexity are acceptable and justified by the fuel saving.

Aside from the heat exchanger, the TP-R90 and TG-R55 have the same basic architecture as the typical large-aircraft APU (auxiliary power unit)−a single spool turbine in which a single-stage centrifugal compressor and a radial-flow power turbine are mounted on the same shaft. The clever bit is the way Turbotech makes the compressed air follow a considerably longer path through its heat exchanger before coming to the combustion chamber. To achieve a higher temperature exchange ratio, and to contain its total length, the heat exchanger has been ‘folded’, reducing its installed length by half. In this case he compressed air first travels toward the rear, around the outside perimeter of the annular combustor, and through a first stage of the heat exchanger, and is then turned through 180° to flow forward to combustor, making a second pass through the heat exchanger.

Closely guarded IP

The heat exchanger is Turbotech’s ‘secret weapon’ in slaying the fuel consumption dragon. I have seen it but unfortunately−and understandably−the company has not allowed me to take any images of it, fearing possible theft of intellectual property. What I am at liberty to say is that it comprises thousands of microtubes made of Inconel, approximately 300mm long which are grouped in two packs of cylindrical shape: one outer ring−running cooler and one inner ring−running hotter, being closer to the exhaust gas path. (Inconel is a registered trademark of Special Metals Corporation for a family of austenitic nickel-chromium-based high temperature superalloys that have a low coefficient of expansion)

“The key to a successful microturbine is to build the heat exchanger channels using careful design and the right kind of microtubes,” says Jean-Michel Guimbard. “They need to be as light as possible and they have to have a long life-cycle.” Accordingly, the heat exchanger was designed and manufactured to resist vibration and mechanical and thermal stress. The mechanical stress was of particular relevance as the exhaust gas velocity and temperature varies between the two banks of Inconel microtubes.

Probably the most important moment in the process of development of the Turbotech powerplant and of the heat exchanger was the contact with the aerospace supplier Le Guellec, which was asked to manufacture the heat exchanger and became a partner and investor in the Turbotech project after it received insight to the project. Le Guellec is manufacturing its own microtubes on a very cost-effective basis.

One important side effect of use of the heat exchanger is that the gases exit the turbine way cooler, at 350°C and at lower velocity compared to traditional turbine engines, so the noise and thermal ‘footprint’ are radically lower. The outer metal casing of the heat exchanger doesn’t exceed 250°C, which makes the Turbotech engine suitable for use in UAVs where a minimal heat signature is essential, and for aircraft made of carbon composites which are particularly sensitive to excessive heat.

Availability and certification

Turbotech is testing and refining the TP-R90 and TG-R55 units, which should be commercially available by mid/end of 2021. A more powerful version of the TG-R55, the 90kW TG-R90 is in the pipeline. Almost identical to the turboprop version, this will weigh 64kg dry/74 kg installed, and should be commercially available by mid 2022. The electric generating efficiency is expected to be 23 per cent (from fuel tank to inverter output). EASA certification for all units will be pursued and is expected to follow in two to three years.

Capitalising on the low noise and low thermal signature of the TP turboprop, Turbotech is targeting the UAV market and is a considering number of light aircraft applications including experimentals, ultralights and small helicopters.

The promised ‘fuel-burn on apar with the best piston engines on the market’ is almost there, as the latest tests confirm. Of course, Turbotech has yet to prove the reliability of their products in everyday use−so important in aviation world−but having the turbine experts they do in their team I’m confident they will succeed.

In my opinion, the emerging market of electrically driven aircraft, and especially the countless e-VTOL door-to-door air taxi designs, will be interested in the TG turbine generator as these applications are power-hungry and we’ve spent years forlornly waiting for promised but not yet delivered high density, lightweight batteries. According to Turbotech, multiple TG-R90 units can be coupled together for electric installations demanding 500kW and more−a heaven-sent power pack for new eVTOLs?

For my part, I’m already dreaming about a fast European composite ultralight with a TG-R90 under the cowling. Get ready for an exciting Pilot flight test!

Bringing their skills with them

To understand how such a small group of people was able to bring the project to today’s status we have to look at the company’s origins. Turbotech is a French start-up founded by four members in 2009. Their secret is that they previously worked for the Safran Group which is today, together with Go-Capital, one of their principal investors. Ile-de-France (the Paris region) and DGAC (Direction Generale de l`aviation civile) have provided further aid in the form of grants. Damien Fauvet developed a proof-of-concept and then sought and found partners among his former colleagues at Safran. The small group consisting of Fauvet (founder), Jean-Michael Guimbard (Co-founder, CFO & CTO turbomachinery), Baptiste Guerin (co-founder, COO) and Marc Nguyen (co-founder, CTO mecatronic) formed the core team that embarked on fund raising. Success was ensured when Le Guellec (precision tubes and profiles) joined the project and started delivering its microtubes. Le Guellec co-founder and CEO Francois Korner is now part of Turbotech’s management team.

turboprop schematic

The product range

Turbotech has as now, two products in their portfolio, the TP-R90 turboprop and the TG-R55 turbogenerator (the R standing in either case for regenerative and the numbers indicating the turbine power output in kW). Both units feature dual fuel injectors and sparkplugs for ignition, are driven by a proprietary EEC (Electronic Engine Control) system. The EECis similar to the FADEC systems on larger turbines and piston engines, and beside turbine control is capable of the logging data from numerous turbine and gearbox/generator sensors as well as controlling a variable pitch propeller on TP units. The projected TBO is 3,000 hours.

A variety of fuels can be used, including Jet-A1, diesel fuel, UL91 avgas and biofuel. Stated fuel consumption (Jet A1, cruise power) is 18-25 lph for the TP-R90, and 15-22 lph for the TG-R55.

TP and TG units have only two ceramic bearings (1 ball, 1 roller) where ninety per cent of oil flow is used for cooling and only some ten per cent serves for lubrication.

The 90kW TP-R90 single-spool turbine drives a propeller trough the propeller gearbox at the turbine intake end, reducing the turbine’s 80,000 rpm to 2,272 prop rpm. The unit is capable of delivering additional 10kW boost power - in total 100kW - supplied by starter/generator mounted on the gearbox. Price: 65,000 Euro (net)

A heat exchanger detail

compresser intake and volute

production TP-R90 drawing

production TG-R55 drawing

It costs Martin Hone less to fly and maintain his two aircraft than it does his old farm ute.

He is one of the 10,000 Australians who have worked out how to fly for fun, and on the cheap — with a recreational pilot's certificate.

With safer aircraft, cheaper training and relaxed rules, flying schools and hobbyists are reporting that more people are taking up flying for recreation.

At least those who know about it.

Turns out you do not have to be Richard Branson or John Travolta to own your own plane or fly to Crab Claw Island for breakfast.

'Pastime just about anybody can afford'

The recreational certificate allows people to fly smaller, simpler aircraft, like this two-seater kit ultralight from Florida.(Supplied: Australian Aviation Archives)

Mr Hone grew up riding his bike to Moorabin Airport to watch the planes take off.

Worried his eyesight was not good enough or he would never be able to afford it, he put his flying dream behind him. That was until he found Recreational Aviation Australia.

Formerly the Australian Ultralight Federation, RAAus provided a window for Australians looking to fly small aircraft for fun in 1983.

"It wasn't for the average person effectively to go flying for fun," Mr Hone said.

We exploded in popularity

An Australian Lightwing GR582 sits at the Top End Flying Club in Darwin.(Supplied: Lloyd Greenfield)

Under the recreational pilot's certificate, pilots can fly with one other person in a recreation registered aircraft weighing under 600kg at take-off. They cannot fly at night or charge for their flying services (unless instructing).

RAAus CEO Michael Linke said it was not until 2007 when light-sport aircraft — heavier and more sophisticated than their ultralight predecessors — came on the market that Australians took to the air in droves.

When it comes to medical requirements, RAAus CEO Michael Linke said the same Austroads private driver's licence health standard applied for recreational pilots.

So if you are fit to drive a car, you are fit to operate a RAAus aircraft.

You can assemble your own kit plane

You can pay anywhere from $5,000 for a two-stroke motor aircraft to well over $200,000 at the upper end.(Supplied: Lloyd Greenfield)

It took Josh Mesilane 32 hours and $5,760 to get his certificate.

The 34-year-old had just bought a house, started a business and was looking to start a family when he realised his flying dreams in 2018. Before that he had no idea recreational aviation existed.

The certificate requires a minimum of 20 hours, five of which are solo hours.

With schools typically charging between $200 and $300 an hour, you are looking at a bare minimum of $4,000 for your certificate.

A Cross Country endorsement will take an extra 12 hours and allows you to fly anywhere in uncontrolled air space (about 95 per cent of Australia).

Ross Kilner flies with his dog Bongo from Robe in South Australia's Limestone Coast.(ABC South East SA: Bec Whetham)

Comparatively, a general aviation licence issued by CASA costs a minimum of $16,000 and 40 hours of flight time.

When it comes to owning an aircraft you can pay anywhere from $5,000 for your "rag and tube", two-stroke motor aircraft to well over $200,000 on your top end.

If you're really good with the tools, you can assemble your own kit plane.

The return of old-school bush flying

Recreational Aviation Australia offers a maintenance course that allows pilots to maintain their own aircraft. Another way to save money... if you are good with the tools that is!(Supplied: Lloyd Greenfield)

Former Air Force pilot Dan Compton has made a business teaching recreational pilots at his airfield in Dubbo, 388 kilometres north-west of Sydney.

Despite advancements in aviation and aircraft, he has been inundated with people wanting to experience flying "the way it was".

Part of the "survival flying" Mr Compton teaches at Wings Out West is the ability to land anywhere.

"Everything other than an airport looks big (and) scary." — Dan Compton(Supplied: Dan Compton)

He said it was all too common for people to learn to only fly and land on airports, which is problematic.

"Then everything other than an airport looks big (and) scary," Mr Compton said.

Oh, the places you'll go!

Dan Compton says most of his students are in their 20s and 30s.(Supplied: Dan Compton)

Being able to land anywhere gives pilots the confidence to fly anywhere. The Top End Flying Club does a really good job of that.

Club member Fiona Shanahan has enjoyed learning to fly in Darwin since moving from Melbourne.

"You (can) go out to the Adelaide River floodplains and see buffalo and pigs and kangaroos and birds, all sorts of things," Ms Shanahan said.

"Occasionally you can see some crocodiles sitting in rivers… you don't get to see that from the ground."

A recreational aircraft flies over the Northern Territory at sunset.(Supplied: Lloyd Greenfield)

Weekend fly-ins are a regular occurrence at the club.

"It's not uncommon for a group of us to go and fly to Crab Claw Island for breakfast," Ms Parker said.

Peter Brookman bought the Keith airfield from council a few years ago. He has two planes in the hangar there.(ABC South East SA: Bec Whetham)

Mr Linke said pilots could land just about anywhere — with a few requirements, such as a windsock and indicators.

Is it safe?

Two young aviators at the Top End Flying Club in Darwin.(Supplied: Lloyd Greenfield)

Mr Linke said recreational aircraft were just as safe as CASA aircraft.

"They're obviously not as safe and don't have the same controls as Qantas and planes like that — they're carrying 500 people."

Amateur-built aircraft must meet similar standards.

"They've got to be inspected, they've got to get a second person inspecting when you're putting an aircraft together, you've got to get checks and balances together when you're building the aircraft," Mr Linke said.

'It'd be nice to see women'

Mr Compton said most of his students are in their 20s and 30s. Then there are the teenagers looking to get a head start.

Fiona Shanahan had no idea she would become an avid pilot when she moved from Melbourne to Darwin for work.(Supplied: Fiona Shanahan)

"The most lacking thing here in my school… is female pilots and I think that's generally everywhere.

'We use it to bribe them'

Tony Wulff and his wife, Peta, added car seats to the back for their two young kids.(Supplied: Tony Wulff)

Tony Wulff, in central Victoria, flies the family's plane Percy from their farm strip at Heathcote.

He and his wife, Peta, added two car seats in the back to accommodate their two favourite passengers

"They really love it. They sit in the back in their car seats and have their little headsets on and hang out the window," Mr Wulff said.

"We use it to bribe them quite regularly.