On Tuesday, Textron eAviation announced it will loan a Pipistrel Velis Electro to the Smithsonian’s National Air and Space Museum in Washington, D.C., where it will be showcased for the next three years. Textron acquired Pipistrel and the Velis for $235 million in 2022.

“This contribution represents a major milestone in actively promoting sustainable aviation technology to educate the next generation of aviators, while also strengthening our position as leaders in reducing the industry’s impact on the environment,” said Kriya Shortt, president and CEO of Textron eAviation.

The Velis Electro, winner of the 2021 American Institute of Aeronautics and Astronautics (AIAA) Aircraft Design Award, will be a unique addition for the museum, which largely features aircraft that no longer fly.

It received European Union Aviation Safety Agency (EASA) type certification in 2020, becoming the first electric aircraft in the world to reach the milestone. In March, it earned a light sport aircraft (LSA) exemption from the FAA, opening up flight training using electric aircraft in the U.S.

In 2021, flight school Florida Tech became the first in the country to own and fly (in the experimental category) an electric aircraft when it purchased the Velis. The following year, a student pilot flying the model became the first in the U.S. to earn a pilot private certificate in an electric airplane.

Even the U.S. military is interested in the aircraft—last year, AFWERX, the innovation arm of the Air Force, picked the Velis for its Agility Prime aircraft development and flight test program. The initiative seeks to uncover military applications for commercial designs that have yet to hit the market.

Soon, members of the public will have the opportunity to see the Velis Electro up close and personal at the National Air and Space Museum’s upcoming exhibition next year.

“As we endeavor to tell stories about innovations occurring right now in aerospace, Textron eAviation’s loan of a Pipistrel Velis Electro allows us to explore the topic of sustainability efforts in aviation,” said Roger Connor, a curator at the museum.

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The aerospace and defense manufacturer on Sunday said its AAM business unit has now won contracts worth more than $10 billion, just three years after it was launched. That figure represents Honeywell’s estimate of the contracts’ lifetime value, which the company based on an internal forecast of the number of AAM vehicles it expects to be built.

Honeywell is best known for its work with traditional aviation and aerospace players like Airbus or Dassault. But its AAM segment also collaborates with a variety of partners to address challenges such as automation, aircraft performance, industry regulations, and public acceptance for AAM passenger aircraft (such as electric air taxis), large uncrewed aircraft, and small drones. So far, the unit spans North America, western Europe, and India.

“This milestone is not just about reaching a certain number. It’s a testament to the unwavering vision we hold for the future of aviation and AAM,” said David Shilliday, vice president and general manager of AAM for Honeywell Aerospace. “We are committed to transforming travel and delivery services. Imagine a world where a 100-mile journey takes 45 minutes or less, and same-day package delivery is possible in every populated region of the world.”

To help AAM manufacturers turn that vision into reality, Honeywell produces an array of avionics and propulsion technologies, which it refers to as the “brains, muscles, and senses” of the aircraft.

The company’s Anthem avionics tech, for example, can serve as the “brain” for cockpit operations. Its fly-by-wire and actuation systems function as “muscles,” directly affecting the aircraft’s maneuvering. And fittingly, its range of sensors comprise the “senses,” giving the aircraft awareness of its environment.

Already, Honeywell AAM has partnered with several players in the electric air taxi space. U.K.-based Vertical Aerospace was its first electric vertical takeoff and landing (eVTOL) partner, selecting the company’s fly-by-wire avionics to integrate into its VA-X4 air taxi.

Honeywell actuators and climate system technology will appear on another eVTOL design, Archer Aviation’s Midnight. Pipistrel, meanwhile, selected the firm’s compact SatCom system for its heavy-duty Nuuva V300 cargo drone.

A third eVTOL manufacturer, Lilium, is working with Honeywell and a Japanese partner, Denso, to develop the electric motor for its Lilium Jet. The German firm announced previously that it had “engaged” with Honeywell for the supply of avionics and flight control systems.

“Honeywell’s nose-to-tail technology is a game-changer, setting the standard for safety and sustainability while providing an unprecedented user experience for our pilots,” said Yves Yemsi, chief operating officer of Lilium.

Other Honeywell AAM partners include Israeli air taxi firm Eviation and Supernal, the eVTOL manufacturing arm of Hyundai Motor Co.

The business also collaborates with U.S. government agencies such as the Department of Energy, with which it partnered to develop hydrogen fuel storage for long-range drones. Recently, its SatCom solution was selected for a new U.S. Space Force program. Honeywell also has a vertical outside its AAM business dedicated almost exclusively to SAF production, which is expected to fuel at least some eVTOL designs.

In its announcement Sunday, Honeywell implied that its $10 billion worth of AAM contracts may only be the tip of the iceberg. It emphasized its focus on the long-term growth of the space, such as by hosting industry summits, and put out the call for more manufacturers to collaborate on integrations.

“As we celebrate this milestone, we’re looking toward the future,” said Jim Currier, president and CEO of Honeywell Aerospace. “If you’re developing an AAM vehicle, the time to explore a partnership with Honeywell is now. We’re eager to collaborate with companies that share our vision to transform the way we travel and create a more sustainable future for aviation.”

With so many AAM players already depending on the integration of Honeywell’s technology and systems into their aircraft—and potentially more to come—the company’s contracts and partnerships are worth tracking. Another firm to keep an eye on is avionics OEM Garmin, whose G3000 integrated flight deck will be iterated for aircraft from Archer, Joby Aviation, Beta Technologies, and most recently Embraer subsidiary Eve Air Mobility.

Combined, Honeywell and Garmin are supplying systems to just about every major electric air taxi player. The success (or failure) of those integrations could have wide-ranging implications for the industry.

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Agility Prime, the service’s cutting-edge, vertical lift initiative, explores the operational and training potential of electric vertical takeoff and landing (eVTOL) aircraft for various mission-critical purposes, including training and operations.

• READ MORE: Pipistrel Delivers First Electric Aircraft to Canada

“AFWERX and MTSI’s selection of the Velis Electro is a powerful endorsement of Pipistrel and the growing acceptance by leading organizations of this area of emerging technology,” Kriya Shortt, president and CEO of Textron’s eAviation segment, said in a release. “This marks an important milestone on the journey to sustainable flight, and we are proud to support the Agility Prime program as the Velis enters its fleet.”

Pipistrel, headquartered in Slovenia, said the Velis Electro stands out as a cost-effective and environmentally friendly choice for flight training, with its mature electric engine design developed in-house by Pipistrel. Company president Gabriel Massey emphasizes the aircraft’s remarkable potential.

“The Velis Electro is a cost-effective and sustainable option for flight training,” Massey said. “With its mature electric engine design…the Velis Electro leads the industry in carrying out more sustainable pilot training and other missions.”

Two Velis Electro aircraft will be directly supported by Pipistrel’s distributor, Lincoln Park Aviation, which the company believes marks a stride toward a greener, more sustainable future in aviation.

Editor’s Note: This article first appeared on Plane & Pilot.

The post Pipistrel’s Velis Electro Promises Electric Revolution appeared first on FLYING Magazine.

Mesa’s “pay as you go” program requires pilots to purchase a minimum of 50-hour blocks at $60 an hour, which includes fuel and is based on a two-pilot flight deck occupancy. According to the airline, the program is offered to pilots who have obtained their commercial pilot certificate and instrument rating. 

“We are excited to launch Mesa’s Independent Pilot Development Program and offer aspiring pilots a safe and affordable way to achieve their aviation goals. We believe this is the fastest and most effective method to build required flight time,” said Jonathan Ornstein, chairman and CEO of Mesa Airlines. “This program is not only a time building program, but also a career development opportunity that prepares pilots for the challenges and rewards of flying for an airline.”

Pilots in Mesa’s IPD program will be flying brand new Pipistrel Alpha 2 aircraft—a cost-effective machine with advanced features such as dual flight controls, cutting-edge Garmin instrument panel, an 80 horsepower Rotax 912 engine, an autopilot system, and a ballistic parachute rescue system. 

The airline announced its partnership with Pipistrel last year with the purchase of 29 Alpha 2 Trainers and the option to buy an additional 75 aircraft over the next year for use in the program. Mesa touted the low operating costs of the Alpha 2 trainer, which according to the manufacturer, burns less than 2.5 gallons of ordinary mogas fuel per hour in the training role performing circuits. 

Mesa says pilots in the program will have a competitive advantage in the aviation job market as IPD offers airline training materials, advanced computerized based training, and pilot mentors. Additionally, the program is a fast track to reaching airline transport pilot (ATP) 1,500-hour flight time requirements, as pilots may fly up to 8 hours a day based on availability. Once they’ve obtained the mandatory hours, pilots will receive a preferred interview with Mesa or may choose to work for any airline.

As Mesa and other regional carriers have struggled to retain talent, news of the IPD program is a game-changer. During last month’s annual Regional Airline Association conference in Washington, D.C., it was apparent that nearly all regional carriers were grappling with retaining pilots—especially Captains who are being lured by higher pay and more desirable opportunities at major carriers.

To combat the shortage, the RAA has been lobbying for expanded pilot workforce development programs and increasing the pilot retirement age from 65 to 67 years—a controversial issue being debated in the industry. 

While it could take years for regional airlines to recover, Mesa is banking on its IPD program to accelerate time building and make a dent in recruiting more pilots. 

The post Mesa Airlines Launches New Time Building Program for Aspiring Pilots appeared first on FLYING Magazine.

The long-awaited Notice of Proposed Rulemaking (NPRM) for the Modernization of Special Airworthiness Certificates (MOSAIC), published Monday, boasts the potential to revolutionize the LSA market, bringing about a significant increase in their usefulness and creating new opportunities for sport pilots.

Under the FAA’s new guidelines, most of the current regulatory limitations on light sport aircraft would be removed, including the weight limit. As it stands, light sport is considered any aircraft under 1,320 pounds. The agency’s proposal would define fixed-wing aircraft as having a clean stall speed of 54 knots, a maximum flight level speed of 250 knots, and a maximum of four seats—all of which represent increases over the current regulations. As with present restrictions, a pilot exercising sport privileges may only take one passenger along.

• READ MORE: More Training Aircraft in Reach with FAA’s Proposed MOSAIC Rule

The Experimental Aviation Association (EAA), with members who make up GA’s most passionate light sport pilots, has largely led the way when it comes to the MOSAIC initiative. 

“MOSAIC had its genesis with a conversation between EAA and FAA officials nearly a decade ago, as we focused on safely creating more aviation opportunities for those who wanted to participate,” said Jack Pelton, EAA CEO and chairman of the board. “Now that the NPRM has been released, we will study it closely and supply focused comments to ensure that the goals of this EAA-inspired initiative remain in the final language developed by the FAA.”

• READ MORE: What This MOSAIC Preview Means

Other GA groups, including the Aircraft Owners and Pilots Association (AOPA), advocated strongly to broaden the definition of LSA, ease operational restrictions, and permit operations for hire that were previously restricted to certified aircraft.

“Modernizing the light-sport category for the thousands of our members that fly these aircraft is something we’ve been long pushing for, and it just makes sense,” said AOPA president Mark Baker. “We’re pleased to see the FAA take this first step to help modernize the general aviation fleet and provide more options for pilots.”

The rulemaking has also garnered the support of the Society of Aviation and Flight Educators (SAFE). 

“SAFE supports this carefully crafted FAA proposal as a creative method to expand the availability of modern, safe (and increasingly capable) aircraft to a wider audience of pilots,” executive director David St. George told FLYING. “SAFE also respects the FAA’s trust in our professional flight instructors to safely extend these new flight privileges to current and future sport pilots within this new performance-based standard.”

• READ MORE: How to Comment on a Proposed FAA Policy

Zenith Aircraft, a leading light-sport manufacturer, applauded the FAA’s proposed changes, calling the NPRM “a promising initiative that could enhance the affordability, the capability, and new design choices of light aircraft for recreational pilots.” 

The company also acknowledged its plans to capitalize on the benefits of the proposed changes by enhancing its aircraft designs and kits for recreational pilots.

“We support all rules that make it easier for our existing customers to continue to enjoy building and flying their airplanes,” said Sebastien Heintz, Zenith’s president. “The MOSAIC NPRM proposes rule changes and new rules that will allow just that, as well as recognizing new technologies, such as electric propulsion. Such new rules may make it feasible to not only continue to invest in airplane kit manufacturing but to pursue new aircraft certification and production in the U.S.”

• READ MORE: FAA’s MOSAIC Preview Has Major Implications for Helicopters, eVTOL

Textron Aviation-owned Pipistrel and other manufacturers of electric light aircraft have also voiced support for MOSAIC. In a tweet, the company noted, “Pipistrel’s team is excited by @FAANews’ MOSAIC proposal for light sport aircraft. Recommendations in this document will benefit Pipistrel’s aircraft and our customers. A great way to kick off EAA AirVenture!”

The FAA’s comment period for the MOSAIC NPRM will close on October  23.

Pipistrel's team is excited by @FAANews' MOSAIC proposal for Light Sport Aircraft. Recommendations in this document will benefit Pipistrel’s aircraft and our customers. A great way to kick off @EAA AirVenture!

More by @FlyingMagazine here: https://t.co/E3aqMtLHIu #MOSAIC #FAA

— Pipistrel Aircraft (@pipistrelEU) July 24, 2023

The post GA Industry Celebrates FAA’s Proposed MOSAIC Rule appeared first on FLYING Magazine.

The Australian entrepreneur founded FlyOnE with the express purpose of decarbonizing general aviation in the region, and he believes the answer lies in the implementation of electric aircraft.

FlyOnE is based at the Jandakot Airport (YPJT) south of Perth, in Western Australia. Jandakot serves as a busy reliever to the primary Perth International (YPPH). The start-up has collaborated with flight training organization Cloud Dancer Pilot Training at Jandakot to deliver the first recreational pilot course in electric-powered aircraft in Australia—and one of a handful now shepherding the new style of learning to fly worldwide—in a Pipistrel Alpha Electro.

Electric-Powered Training, Approved

In order to present a training syllabus in the Alpha Electro, the FTO needed approval from the Civil Aviation Authority of Australia (CASA). The signoff on the Alpha Electro to operate in Australia was secured nearly five years ago. “CASA has been amazingly supportive of electric aviation in Australia,” said a post on FlyOnE’s LinkedIn page, “and was one of the first governing bodies in the world to enable electric aviation with the first certificate of airworthiness issued for a Pipistrel Alpha Electro in 2018, with the help of Recreational Aviation Australia.”

Approval of the integration of the airplane into a training syllabus came next.

With the lower cost of operation for the electric aircraft, Cloud Dancer offers that a prospective pilot could secure their recreational certificate—the initial one in Australia—for less than $10,000 (Australian) and in 20 to 30 hours of training.

“I want the electric aviation sector of aviation to grow and be effective but it’s not going to be quite as wild as some make it out to be,” said Ellis, referring to the prospect of completing an entire certificate using just electrics at this point.

The project overall has put 200 hours on the first Alpha Electro, with a second aircraft coming online in mid-February for training at Cloud Dancer. The chief instructor for the school, Adrian Van Schouwen, has 85 hours in the airplane giving dual—certainly more than anyone else in the country.

A large part of what FlyOnE and Cloud Dancer are proving is the viability of training in electric aircraft on a day-to-day basis in the real-world weather and airport conditions at Jandakot. They can fly 11.5 months out of the year, based on the VFR days in Perth, according to Ellis, with exceptions for when it’s too hot or windy to fly.

The wind limits are similar to those of any light sport or UL aircraft weighing 600 kg or less at max gross—the Alpha Electro’s limit is 570 kg—but the heat limitation has special nuances to it that are specific to the electric motor and the way the Alpha is designed. When the thermometer shoots to 40 degrees Celsius—as it can do easily in a Western Australian summer—the Alpha Electro reaches battery temperature limits quickly, particularly in the climb.

“We’re just learning so much about what we can and cannot do and how to get through the hot days,” said Ellis, “so when we do get to market with another aircraft, all our competitors will have to go through some pain in testing to discover that.” To this end, FlyOnE is seeking partners to join its Skycademy program along with Cloud Dancer.

First Electric Flight Over Sydney

An opportunity presented itself with the advent of Avalon 2023, the Australia international Airshow and Aerospace & Defence Exposition at Avalon Airport (YMAV) in Geelong, Victoria. Not held since 2019, the largest event of its kind on the continent offers a week of industry meetings and displays, as well as a long weekend open to the general public.

Because it is based in Perth, on the opposite end of a country nearly as broad as the U.S., FlyOnE saw a way to demonstrate the innovation already transpiring in alternative aviation powerplants and fuels by transporting one of the Alpha Electros used in training to go on display at the event. Ellis also secured the ability to make a demonstration flight over Sydney—a first for electric flight in the country’s largest metropolitan area.

On February 25, Ellis soared over Sydney’s Homebush Stadium and Olympic Park, demonstrating the first passenger aircraft powered by an electric motor in the area. While the current model won’t prove the ultimate trainer for the market, it represents a critical first step in proving the business case for electric aircraft and flight training globally.

The post FlyOnE Seeks To Electrify Australian Aviation appeared first on FLYING Magazine.

• READ MORE: Triple Tree: How To Get There

Grass: CubCrafters Carbon Cub SS

CubCrafters took an iconic design—the Piper Super Cub—and turned it upon its ear, so to speak, with an ongoing evolution of models that both fit the initial airplane’s backcountry purpose and take it into the modern age. The most quintessential of these designs is perhaps the Carbon Cub. While you can get one in a kit, you can also opt for the Carbon Cub SS, which is factory built under the light-sport umbrella.

Made from roughly 50 percent fewer parts than the original, the Carbon Cub SS weighs more than 300 pounds less than the Super Cub too—and that means more features (and payload) can be packed inside and stay within LSA rules. It will climb as fast as 2,100 fpm, and take off and land in distances less than 120 feet under ideal circumstances.

Depending on the model of engine up front, Carbon Cubs will cruise between 110 and 132 mph (or 95 to 114 knots). You’ve seen Carbon Cubs rip it up in STOL contests—they will make easy work of the grass at Triple Tree, or wherever your journey to the region takes you.

Modern: Flight Design F2

Another option in the light sport category, the carbon-fiber Flight Design F2 gives you the modern age both in aerodynamics and in the panel. With forgiving stall and slow flight characteristics, the F2 offers the pilot a sporty and friendly flying companion.

• READ MORE: Triple Tree: Fly-In for ‘Fun, Fellowship, and Hospitality’

Powered by a 100 hp Rotax 912iS up front, driving a three-blade composite prop, the F2 easily makes a cruising speed of 115 kias. With an empty weight of 835 pounds, you have 485 pounds of fuel, people, and bags to put on board. At 7,500 feet msl, and dialing back to 55 percent power and 100 kias, range is a healthy 850 nm off of 34.3 gallons of fuel, according to the company.

Up front, the brains of the S-LSA F2 are in the dual Garmin G3X avionics suite, with the GTR 225 com radio, GTX 345 transponder, GMA 245 audio panel, and GFC 507 digital autopilot. A BRS airframe parachute system rounds out the list of safety features for a sweet ride that looks after its own.

Soaring: Pipistrel Sinus Flex

Want the ultimate in fun flying to put in your hangar? Pipistrel, with its long history of creating both airplanes and motorgliders, has created a new option for pilots who want to have it both ways, with the Sinus Flex LSA. The new model takes the Sinus motorglider—with its 30:1 glide ratio and up to 7.5 hours of endurance—and makes its wingtips interchangeable with the Virus cruiser. This knocks the wingspan down by 9 feet, and makes it easier to fit into the home hangar.

The Sinus uses the 80 hp Rotax 912 powerplant to get aloft, so you’re not dependent upon a towplane to reach your soaring grounds. Fuel tanks come standard at 16 gallons with a long-range option of 26 gallons—but when you find the right conditions, you can shut down the engine and pick up “free” lift from thermals or ridges.

This article was first published in the 2022 Southeast Adventure Guide of FLYING Magazine.

The post LSAs: Perfect Aircraft for a Fly-In at Triple Tree Aerodrome appeared first on FLYING Magazine.

The two-place, high-wing design is now part of the Waterloo Institute for Sustainable Aeronautics (WISA) at the University of Waterloo and its partner, Waterloo Wellington Flight Centre (WWFC). According to Pipistrel, the Velis Electro will be used for research and in “a collaborative capacity to evaluate battery powered electric flight in Canada.”

“We are privileged to have the Waterloo Institute for Sustainable Aeronautics as our first Canadian customer for the Velis Electro,” said Gabriel Massey, president and managing director at Pipistrel. “This delivery is not only an exciting milestone for Pipistrel and the global presence of the Velis Electro, but also represents a steppingstone for Canada’s strategic investments to promote a greener aerospace industry and economy.”

Pipistrel Aircraft, founded in 1989, is one of the first in the world to deliver training aircraft using electric propulsion technology. The company is also a leading manufacturer of gliders and light aircraft powered by both electric and combustion engines. Pipistrel produces electric and combustion models for the general aviation, defense, and advanced air mobility sectors.

About the Aircraft

The Pipistrel Velis Electro is a two-seat, fixed-wing aircraft that, according to the company, does not produce exhaust gasses and is relatively quiet, with noise levels of only 60 decibels. The Electro is a T-tail design and has a payload of 378 pounds, with a cruise speed of approximately 90 knots and a range of 108 nm.

According to Pipistrel, the Velis Electro is more economical and environmentally friendly than gas-powered aircraft, noting, “The Velis Electro’s operating costs are less than half those of traditional combustion trainers. When used for short-range flying, such as primary flight instruction or traffic pattern practice, this makes a substantial difference in training costs for pilots and could play a huge role in making aviation more accessible, a much-needed change in the context of a looming pilot shortage. The Velis Electro produces noise levels of only 60 decibels, meaning flight training could be brought to more locations without disturbing community residents. Emerging generations of pilots are looking to sustainable flying more and more, so we’re excited to be able to deliver a green trainer option that’s already on the market and can address these industry concerns now.”

Pipistrel’s Velis Electro became the world’s first—and currently the only—electric aircraft to receive full type certification from the European Union Aviation Safety Agency (EASA) in 2020, and it earned its UK CAA TC in 2022. The company is working with Transport Canada as well as the FAA for airworthiness certification in Canada and the U.S. respectively.

Pipistrel, a subsidiary of Textron Inc. under Textron eAviation, is currently developing both hybrid and electric propulsion models.

The post Pipistrel Delivers First Electric Aircraft to Canada appeared first on FLYING Magazine.

Scott Donnelly, Textron’s chairman and CEO, told investors on his earnings call that despite supply chain challenges still affecting Textron’s business, its manufacturing segments generated higher operating profits than last year.

Demand Still Strong

The Textron Aviation division contributed $1.2 billion of the revenue, which was $14 million less than the third quarter of 2021. The company said that due in part to lower Citation jet and pre-owned volume, but that favorable pricing and higher market value helped offset some of that loss. Textron Aviation delivered 39 jets in the quarter, down from 49 for the same period last year, and 33 commercial turboprops, down from 35 in last year’s third quarter. 

That generated a segment profit of $139 million for the quarter, which is $41 million more than last year. During the quarter, the company welcomed major orders that boosted sales. Last week, Fly Alliance agreed to purchase up to 20 Citations. FlyExclusive also said it would ramp up its fleet ahead of a SPAC-IPO through a purchase agreement for up to 14 more Cessna CJs, eight Citation XLS Gen2s, and six Citation Longitudes.

• READ MORE: FlyExclusive, SmartSky Expands Wi-Fi Partnership Ahead of IPO

The company said its Textron Aviation backlog at the end of the quarter was now worth $6.4 billion. 

New Distribution Center

Textron Aviation announced yesterday that it broke ground on its distribution center expansion project in Wichita, Kansas, which will contribute to keeping that division running smoothly. 

“This expansion will provide additional space for warehouse storage, customer support analysts, and office,” the company said in a statement.

Vertical Division and New Technologies

Meanwhile, at Bell, the vertical lift division, Donnelly shared that during the third quarter, regarding commercial orders, Bell delivered 49 helicopters, 16 more than last year’s third quarter. Bell’s segment profit and revenue, however, were notably down as a result of lower military orders. The company said it was specifically related to the H-1 program that had lower aircraft and spares volume as that program winds down. Either way, it generated an $85 million profit on $754 million of revenue, compared to the last third quarter, which was $105 million on $769 million of revenue. The company said Bell’s backlog at the end of the quarter was valued at $4.9 billion. 

As for the segment generating much new buzz, Textron eAviation, which is focused on bringing sustainable technologies to market, reported third-quarter revenue of $5 million and an $8 million segment loss. The company said those figures represented the operating results of its new Pipistrel unit, along with research and development costs for the new technologies it plans to launch. 

• READ MORE: Textron Completes $235 Million Purchase of Pipistrel

During the recent National Business Aviation Association-Business Aviation Convention & Exhibition in Orlando, the company unveiled its Nexus eVTOL model aircraft. 

“Our updated design reflects our ongoing investment in the underlying research and development supporting Textron’s long-term strategy to offer a family of sustainable aircraft for urban air mobility, general aviation, and cargo with special mission roles,” Donnelly said.

The post Supply Chain Woes Hurt Textron Q3 Deliveries appeared first on FLYING Magazine.

The investment, according to the airline, will make steps towards alleviating the pilot shortage and give pilots a direct pathway to an airline career with no out-of-pocket costs. 

“The pilot shortage could become a permanent feature of the airline industry if we don’t get more aviators into the system,” said Jonathan Ornstein, chairman and CEO of Mesa Airlines. 

As observed this summer, a pilot shortage has blocked airlines from returning to full strength even as customers’ demand for commercial travel has been high from the pent-up demand as a result of the pandemic and other factors. Major airlines have had to park aircraft and cut routes because they can’t find enough pilots to operate the trips.

Others, like Mesa, have given pilots large-scale wage increasess. In June, American Airlines regional partners raised first officer pilot pay to an industry-leading amount at the time—$90/hour— to keep pilots in place. 

In late August, Mesa hiked first officer pay by 118 percent to $100 per hour.

However, the airline now wants to do more. The 29 aircraft are just the first part of the airline’s bold bet—it will also have an option to buy 75 additional airplanes from Pipistrel to support the program.

“If there aren’t enough trained pilots, customers suffer from loss of service and high-ticket prices,” Ornstein explained as the impetus for this initiative.

How Does The Program Work?

Andy Chan, founder and COO of Right Rudder Aviation, the sole general U.S. distributor for Pipistrel that configures the Alpha Trainer 2, spoke with FLYING to provide some context around the deal. Beginning next month, aircraft that are part of the agreement and based in Inverness, Florida, will begin operating, expanding to Arizona in 2023. Qualified pilots can log up to 40 hours of flight time each week. 

Chan explained that for pilots to qualify, they must hold a commercial pilot certificate with both single- and multiengine ratings completed. No flight instructor certificate is required.

Flying Mission Profiles

Right Rudder Aviation designed a differentiated Enhanced Safety program that allows the cadets to build flight time through proprietary “mission profiles” that they’ll fly, Chan said. So, in addition to distributing the aircraft to Mesa, it will also operate them for the cadet program.

The mission profiles are time-building scenarios that Right Rudder Aviation has developed, which Chan explains are designed to expose cadets to a broader range of scenarios than they might be exposed to when working as instructors. 

“We have mission profiles where they go to different types of airspace, different types of airports, different types of runways, different weather, day and nighttime conditions, and we’re putting mission profiles together that allow them to continue their education as a pilot,” Chan said.

Cadets will have ground training assignments as well. Using flight tracking software in the flight deck, Chan said it would also be possible to hold cadets accountable for completing mission profiles correctly, since they won’t have instructors on board.

A Path to Success

Additionally, MPD pilots will begin building seniority, receive flight benefits, and gain priority for employment at Mesa Airlines. Mesa is also a United Aviate Pilot pathway partner, which means cadets will have the opportunity to end up in that mainline carrier at some point.

There is also a pathway for zero-time pilots. Chan says his company is the designated training provider for that initial training program for those who qualify.

To operate the program, Mesa said in its statement that the flight cost of $25 per hour per pilot would be fully financed by Mesa with zero interest so that cadets don’t have to come out of pocket. However, upon gaining experience and joining the airline as a first officer, cadets will have to repay that expense over a three-year contract.

“We believe there is no faster way for a new aviator to enter commercial aviation and ultimately be employed at a major airline,” Mesa’s Ornstein said.

As of June, Mesa operated a fleet of 168 aircraft with approximately 360 daily departures as either American Eagle, United Express, or DHL Express. At full strength, the fleet would have a capacity for up to 2,000 daily hours of flying time and is expected to require more than 1,000 pilots per year to operate.

Why Pipistrel?

The Pipistrel partnership for Mesa Airlines allows it to keep expenses low because of the significant cost savings the aircraft enjoys compared to its competitors because of a lower fuel burn per hour, Chan said. He said that also means a “cleaner” operation overall.

“We’re looking to enhance aviation safety through this program and the missions we’re providing the cadets with to complete,” Chan said. “We think it can alleviate air travel issues in the U.S.; It’s an environmentally friendly option; it’s a low-cost option, and it gives people a way to accelerate their career pathway.

“In every aspect, it’s a win-win,” he added.

Textron Aviation (NYSE: TXT) acquired Pipistrel Aircraft in April this year as a strategic move into the electric aircraft market as part of its aviation portfolio. Pipistrel was also the first manufacturer to certify a fully electric aircraft under the European Union Aviation Safety Agency (EASA) CS-23. With the Mesa deal—while this ultimately will give them a pathway to provide flight training and time building using electric aircraft—Chan said that cadets will now use avgas-powered aircraft with lower gph fuel burn than other trainers.

• READ MORE: Did Textron Get a Good Deal When It Bought Pipistrel?

‘The Stakes Are High’

“Our program will be the most cost-effective and one of the fastest routes to a long-term career as a professional pilot,” said John Hornibrook, the senior vice president of flight operations for Mesa. “We want to make it as easy as possible for a whole new field of candidates to join Mesa, especially people who might not have traditionally considered aviation.”

“Mesa’s Pilot Development program is an example of the private sector working to solve the challenges created by new regulations,” Ornstein said. “No other country in the world has adopted the 1,500-hour rule. This creates a situation where many foreign licensed pilots can fly over this country and into some of the world’s busiest airports, even though they would not be considered experienced enough to fly a commercial aircraft by the FAA.”

“Without action now, the U.S. air travel system may be snarled for the next decade,” Ornstein added. “The stakes are high for both passengers and the U.S. economy.”

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