Data from airline career consultancy group Future & Active Pilot Advisors (FAPA) measures hiring trends at 13 major U.S. carriers. The largest year-over-year swing was at Delta Air Lines, which hired 1,667 fewer pilots during the first half of 2024.

• READ MORE: ATP Flight School Program Offers CFI Route to Delta Pilot Careers

Delta announced plans to reduce hiring by roughly 50 percent earlier this year.

“What we anticipate for the coming year is a very strong, yet more normalized, growth pattern,” the airline told pilots in a January memo viewed by the The Wall Street Journal.

According to FAPA’s figures, Alaska, American, FedEx, JetBlue, Southwest, Spirit, United, and UPS did not hire in June. Last month, airlines hired a total of 187 pilots, down from the 909 in June 2023. It isn’t uncommon for airlines to slow hiring during the busy summer months, allowing training resources to be moved to the line.

UPS was the only carrier that hired more pilots year-over-year. With a new Postal Service contract in play, the cargo carrier hired 62 pilots between May and June with plans for a total of 300 new aviators.

Several major carriers — including American and Southwest — have announced plans to halt new hire classes through the end of 2024. Ultra-low-cost carrier (ULCC) Spirit is slated to furlough roughly 200 pilots in September.

Normalizing Trends

Many major carriers continue to face ongoing aircraft delivery delays, particularly at Boeing. Both Southwest and United have slashed their 2024 737 MAX delivery plans amid the manufacturer’s quality control woes.

Despite the year-over-year decrease, pilot hiring still remains well above pre-pandemic levels. During the first half of 2019, airlines hired 2,519 new pilots for an annual total of nearly 5,000, a far cry from last year’s 12,193.

• READ MORE: The Best Paying Pilot Jobs

“In fact, we hired and trained more pilots in 2023 than we have in the history of this airline, and we did it efficiently enough that we were actually a bit ahead of where we needed to be for the summer of 2024,” Russ Moore, American Airlines vice president of flight operations, shared during a company briefing. “This allowed us to transition from a ‘hire and train as many as you can’ approach to a more traditional approach, which in and of itself reduced our hiring targets for 2024.”

Even with major airlines slowing hiring tempos, many regional carriers aren’t out of the woods yet. Some continue to offer sign-on bonuses for new captains and first officers, including GoJet and SkyWest.

Editor’s Note: This article first appeared on AirlineGeeks.com.

The post Airlines Cut Pilot Hiring Numbers in First Half of 2024 appeared first on FLYING Magazine.

As FLYING Media Group expands its portfolio of services to pilots, it recently acquired Sky Allies Capital, a nimble player in the aviation finance market, to help our readers find the path to aircraft ownership. Now, as FLYING Finance, the team we’re bringing on board will assist pilots in transitioning to owners, whether the deal is for a light sport airplane or a super-midsize jet.

We sat down with Josh Colton, founder of Sky Allies, to break through a few barriers pilots may perceive in getting started. Colton comes from a background in marketing and finance, including time at Cessna Aircraft Co.—now Textron Aviation—in a variety of roles in marketing strategy and channel development. Colton holds a Master of Business Administration degree and an airline transport pilot certificate with type ratings in the HondaJet and Citation 525 series.

“First, it’s important to understand that the aircraft you pursue drives to a large extent the kind of financing that will be available,” says Colton. “Whether it’s a light piston single or a warbird or a jet, they all involve different types of financing. For experimental aircraft, you are typically looking at a home equity loan or line of credit, or cash, whereas with a jet, a bank loan is most often the vehicle.”

That’s why having an adviser specializing in aircraft financing can help you to navigate the most likely path to securing the funds for the transaction.

“If you go to your own credit union or bank, most banks don’t understand aviation,” says Colton. “Plus, you may need to hire an attorney to do documentation on the deal and/or ownership structure, hire an appraiser, and help with insurance and closing. If you’re working with a finance broker, they’re going to do a soft pull of your credit, tax returns, etc., and provide you with a path. It’s easier than going it alone, as they can advise the best match.”

And what’s the cost of going through a financial broker? “If we do our job right, it won’t cost any more than going direct to a bank—sometimes it does. Sometimes it costs less,” says Colton.

Financing Options

Aside from cash buyers, there are typically two paths that private owners take and another option for those pursuing assets for commercial operations. Bank loan terms are generally 10 to 20 years, depending on the age of the aircraft and total time on the engine and airframe. Or a buyer could draw cash from a home equity loan. For these loans, Colton says, you’ll need to put 15 to 20 percent down on the personal loan—usually 20 percent—with interest rates floating around 7 to 8 percent at press time.

Another path would be aircraft leasing—and it’s not for private operators, normally, according to Colton—but if you’re looking at conducting Part 135 operations or running a flight school under Part 141, you might pursue this direction. For example, Colton has had another business that leases a Cessna 172 to a school.

“It has to be for a business’ essential purpose,” he says, “so if you’re flying Cessna Caravan for cargo ops, that makes sense, but if you buy one to get to your lake house and you want to lease it, that probably won’t work.”

The advantage to a leasing arrangement is that you may be able to get 100 percent financing for the deal, putting no money down as part of the transaction. The downside? There’s often a 10, 12, or 14 percent rate on that, according to Colton.

Taking Care of the Customer

Colton credits one of his mentors at Cessna, retired senior vice president of sales and marketing Roger Whyte, as inspiration for how he approaches financial brokerage.

“Whyte’s credo was always to treat your customers well, so they would come back,” he says.

In order to ensure that, the idea is to keep the timeframe no longer through a broker than the process would be through a bank.

“It’s like hiring a real estate agent—if they are a pro, they save you time and money,” Colton says.

Brokers can also offer creative ways to access capital, including using cars, rental homes, or other assets to get to the desired line of credit. If someone has been declined by their bank, “we can go do creative deals as well,” mitigating the effects of having a B- or C-grade credit—as opposed to the A or A-1 credit most financial institutions look for in conventional loans. Pilots are typically a good risk.

“There are very few losses in aircraft finance, if the banks do their market research,” says Colton.

Finally, just like on the flight deck, having a procedure mapped out ensures preparation and that no steps are missed.

“We have a checklist to follow with those seeking financing for an aircraft,” he says. “We consider the prebuy [inspection], damage history, getting an airplane with a mid-time or less engine if it’s going to be financed, or structure the loan that way. If it’s a jet, finding an airplane that’s on an engine program of some kind…it dramatically cuts into the universe of lenders available if the jet is not on a program, so be prepared for the process to take longer and cost more.”

All of the information Sky Allies has collected over the years “flows back into the type of loans that we do,” says Colton. “An asset—the airplane—on the other side could be 60 years old or brand new, an SR22, or a warbird. We have that all in our database to match people with the right lender and loan structure. As a result, we usually work with our top 10 lenders out of a large pool, and that’s what we bring to the table along with industry specialization.”

This story first appeared in the September 2023/Issue 941 of FLYING’s print edition.

The post What Are Your Options When Financing an Airplane? appeared first on FLYING Magazine.

What sets the two-seat airplanes apart is the inclusion of the recently EASA-certified full glass cockpit with a full suite of Garmin avionics, a high-tech feature designed specifically to meet the rigorous demands of professional aviation training. This new design is intended to align with the academy’s dedication to staying at the forefront of technological advancements in flight training.

• READ MORE: General Aviation Has a Great Sustainability Story To Tell

AFAE has also ordered an additional four aircraft, scheduled for delivery in early 2024. Compared to the current fleet of older-generation airplanes, the Elixir 100HP, a fourth-generation aircraft certified under EASA CS-23, offers a remarkable reduction in fuel consumption by a factor of four, accompanied by a 50 percent decrease in noise emissions. 

AFAE is an Airbus subsidiary headquartered in Champniers, France—close neighbors to GAMA member Elixir, located in La Rochelle, France, and established in 2015. AFAE, established in 2006, has accumulated more than 525,000 flight hours and 131,000 simulator hours, and maintains a fleet of more than 100 aircraft. With more than 80 aircraft on firm order and more than 200 preordered, Elixir Aircraft looks to shape the future of light aviation.

The post Elixir Trainers Land at Airbus Academy Europe appeared first on FLYING Magazine.

Skywings also purchased a Diamond flight simulator, and its aircraft investment increases the Diamond Aircraft fleet at Antwerp International Airport (EBAW) in Belgium to seven aircraft (six DA 40s and one DA 42), plus one convertible DA40/42 FNPT II.

• READ MORE: Diamond’s DA40 NG Just Might Be What the General Aviation Market Is Clamoring For

“The investment in modern, efficient aircraft allows Skywings to provide its students with the latest technology and a more sustainable flying experience,” said Pieter Brantegem, Skywings chief commercial officer, in a Wednesday release. “The Diamond DA40 NG is not only economical but also offers advanced avionics, preparing students for the modern cockpit environments they will encounter in their future careers as airline pilots.”

Said Jane Wang, Diamond Aircraft Austria sales director: “Skywings Flight Training’s mission is to train with the best available on the flight training market while having safety as their No. 1 priority, meaning their aircraft must meet the highest standards, and Diamond Aircraft represents the leading edge of general aviation aircraft.” 

The aircraft feature a composite design, Garmin Garmin G1000 NXi glass cockpits, and jet fuel-burning piston engines. Delivery of the single-engine DA40 NG training aircraft and the Diamond Aircraft FNPT II is expected in 2024.

The post Skywings Flight Training Boosts Fleet appeared first on FLYING Magazine.

The building, constructed mostly of Oregon Douglas fir, burned rapidly. According to captain Drew Garcia, Orange County Fire Authority, it was too dangerous to send firefighters into the structure because of its free-standing design.

“Structural members were breaking, causing the building to collapse,” said Garcia, adding the only way to safely fight the fire was to allow the building to come down. “We were putting water on it throughout the day.”

Garcia added that there was no damage to the south hangar or other buildings remaining on the property.

According to social media, dozens of people turned out to watch the mammoth building burn. The loss of the iconic structure struck a chord with many, as the base is linked with memories. Some of the posts made on X (the platform formerly known as Twitter) showed the hangar coming down. The sound of the building collapsing made a noise like the roar of the ocean as flaming debris tumbled to the ground under the watchful eye of firefighters.

Now city and county officials are trying to determine if the smoke, ash, and wreckage of the building pose a health hazard to the community.

Over the years, much of the land of the former military base has been repurposed into tract homes, and Tuesday officials warned nearby residents to close their windows and not use air conditioning units that draw air into the buildings as to not breathe in the smoke.

The South Coast Air Quality Management put out a warning stating that the debris and ash coming from the fire were tested yesterday and showed the presence of asbestos. The South Coast AQMD noted the agency “also collected air samples near the hangar and in nearby communities which are being analyzed in our laboratory for gaseous air toxics, such as benzene. In addition, mobile monitoring was conducted for metals such as lead and arsenic.” As of publication, the results of the measurements had not yet been released. Updates can be found aqmd.gov.

As previously reported by FLYING, both hangars are on the National Register of Historic Places as two of the world’s largest free-standing wooden structures.

The hangars are approximately 1,072 feet long by 292 feet wide and 192 feet—or 17 stories—tall. Arranged in a V formation, they were designed to hold six blimps at a time.

At the end of World War II, the Navy phased out airship operations and the base was converted to a Marine Corps Air Station used for helicopter operations. In the 1990s, military operations were phased out and the base slated for closure, although many of the buildings still remained in use for civilian aviation purposes. The former air base with its classic 1940s architecture, including a control tower, was a popular location for filming Hollywood movies and local television commercials.

In 2013 the north hangar was damaged in a windstorm and the Navy spent $3 million making repairs. Over the years, the city has entertained discussions about what to do with the north hangar which technically belongs to the Navy, although the land it sits on is under city jurisdiction. Among the suggestions are turning the area into a concert venue or making it a park.

The cause of the fire has not yet been determined. Garcia notes that the hangar is still the property of the Navy.

“We will mitigate and stabilize the incident, and when the time is right, we will hand it over to the proper authorities,” he said.

The post Tustin Hangar Destroyed by Fire appeared first on FLYING Magazine.

Originally published on July 24, MOSAIC aims to revise regulations governing the manufacture, certification, operation, maintenance, and alteration of light sport aircraft (LSA). 

The proposal’s primary goal is to enhance safety, performance, and privileges under sport pilot and LSA rules, with a focus on suitability for flight training, limited aerial work, and personal travel.

The NPRM, as published in the Federal Register on July 24 (88 FR 47650), originally had a comment period set to conclude on October 23. With the extension, interested parties now have until January 22 to provide feedback on the proposed changes.

• READ MORE: A MOSAIC Study Guide

This move comes in response to a formal request from several aviation organizations, including the AEA, Aeronautical Repair Station Association, Aviation Suppliers Association, Aviation Technician Education Council, Helicopter Association International, International Air Response Inc., Modification and Replacement Parts Association, and the National Air Transportation Association. These organizations jointly submitted the request on August 29, expressing the need for additional time to thoroughly review and assess the extensive amendments proposed by MOSAIC.

While much of the public’s attention has been drawn to the potential expansion of sport pilot privileges and the increased weight and performance allowances for LSA, organizations like AEA are concentrating on four key areas that may affect its member companies and employees. These are continued operational safety, limitations on modernization and upgrades, personnel, and repetitive rulemaking.

• READ MORE: MOSAIC Questions Linger in Light Sport Aircraft Community

The FAA’s decision allows the public and relevant organizations to more thoroughly identify inconsistencies, duplications, or unintended consequences that may arise from the proposed changes. 

This extension also underscores the importance of engaging industry stakeholders and the public in shaping the future of LSA regulations. This opportunity to provide valuable insights and feedback on the MOSAIC proposal ultimately contributes to the ongoing process.

The post FAA Extends MOSAIC Comment Period appeared first on FLYING Magazine.

We have an update on the story we brought you last week about the search for the owner of a stuffed animal found at EAA AirVenture 2023. The toy cat named “Stuffy” was returned to her owner today, 6-year-old Brayden Eveleth of Grandview, Iowa, opened the box in the back seat of his mother’s car and was reunited with the plush toy. 

Stuffy was accidentally left behind in the KidVenture zone of AirVenture late last month.

EAA volunteer Gary Sternberg posted a photograph of the plushy cat on Facebook on July 28 and the story went viral. Sternberg told FLYING that he knows these childhood attachment objects are very special to someone, so he takes a vested interest in their return to the owners.

As it turns out, this toy is extra, extra special, as it is a calming microwaveable stuffed animal. When heated, it gives off a lavender scent that is very soothing. It was also an early birthday gift to Eveleth, whose birthday fell during the AirVenture celebration.

According to Ashley Eveleth, Brayden’s mother, the family loves aviation, and Brayden was looking forward to having his birthday at the show. He decided to bring the toy with him.

“He lost Stuffy on Monday the 24th while at KidVenture,” she said. “He was building rockets and airplanes and had the toy with him, then he put it down and got up and forgot it.”

When the family realized the toy was gone, they backtracked, checking all over KidVenture and walking the path they took to their campsite. But the beloved plush cat was nowhere to be found.

“Brayden cried all afternoon,” Ashley Eveleth said. “We went to the lost and found on the main ground and left our name and number just in case someone turned it in. Brayden was devastated all week because we couldn’t find it.”

EAA members, upon hearing about the wayward toy, spread the word online. Sternberg’s and FLYING magazine’s posts about the missing toy were copied and shared.

“Come on guys! Let’s help this kitty get home!” one post read. The story and post were shared, and shared, and shared again, until contact was established and the Eveleths learned the toy had been turned in to lost and found—and become a media sensation.

Ashley said when she showed the image to Brayden he said: “‘That’s my kitty!’ He was so ecstatic, he was crying tears of joy.”

Yellow Lot Bunny

Not all lost-and-found stories have such a quick or happy ending. Last year FLYING wrote about a toy plush bunny that was found in the Yellow Lot.

FLYING has learned the keeper of the bunny—(an EAA volunteer who asked to remain anonymous )—still has it. Here’s to hoping the bunny gets back to its owner soon.

The post Stuffy the Kitty Makes It Home appeared first on FLYING Magazine.

The FAA first proposed the rule in November 2021. 

At the time of the announcement last week, Acting FAA Administrator Billy Nolen said, “Passengers can now rest assured that commercial balloon pilots must meet the same strict medical requirements as other commercial pilots.”

• READ MORE: How To Make a Living as a Hot Air Balloon Pilot

In a statement, NTSB Chair Jennifer Homendy called it a “promising step” but suggested that the FAA should do more work to govern air tours.

“I remain concerned about passenger safety on commercial balloon flights,” Homendy said. “We’ve seen the deadly consequences of unscrupulous air tour operators time and again. We need strong FAA oversight of all revenue passenger-carrying flight operations.”

The U.S. Congress mandated the rule based on a 2018 NTSB recommendation after a hot air balloon carrying 16 people, including the pilot, crashed into power lines outside Lockhart, Texas, on July 30, 2016. Everyone aboard died.

According to the NTSB’s statement, their investigators at the time said the FAA didn’t detect the pilot’s record of drug and alcohol convictions for nearly 30 years because he wasn’t required to undergo any such screening that comes with typical pilot medical examinations.

• READ MORE: NTSB Balloon Recommendations Should Have Been a No-Brainer, Safety Experts Say

Still, the NTSB would like to see the FAA do more. It said in a statement that it “has a long history of concerns about the safety of various revenue passenger-carrying operations, including sightseeing flights conducted in hot air balloons, helicopters, and other aircraft as well as parachute jump flights.”

According to the agency’s statement, those operations are not scrutinized similarly regarding “maintenance, airworthiness and operational requirements as other commercial flight operations.”

The post NTSB Welcomes New FAA Medical Rule for Hot Air Balloon Pilots appeared first on FLYING Magazine.

I and a handful of other media types were privileged to be on site to document the event, which took place in the early morning hours of September 27 at Moses Lake, Washington, at Grant County International Airport (KMWH).

The day started early, with the invited media told to muster at the passenger terminal by 5:15 a.m. Media badges were issued, and we were loaded onto vans to be taken out to the airport’s segmented observation circle. From there we would have a good view of Runway 22 and Alice climbing into the sky.

With sunrise arriving at 6:51 a.m., more than an hour later the only illumination was from the lighted windsock and the screens of smartphones as the media and public relations team from Eviation checked in with their “Mother Ships.”

The sky above us was inky blue and despite the light pollution from the airport building and the smoke in the atmosphere from recent forest fires, you could still make out some stars. The buildings across from the viewing area and to the north had their lights on as well, and they gleamed white like pearls against the darkness. At the far end of the runway was Eviation Aviation’s hangar. Alice, the star of the day, would soon emerge.

“Why so early?” someone asked, shivering a little in the pre-dawn cold.

“Because of the winds,” someone else supplied. For the purpose of the first test flight, the winds needed to be light. This is why early in the morning is best for test flights. First flights are done to check control authority, pitch control, and basic handling. It’s best to have calm weather for that.

As if on cue, the darkness began to fade—a pink hue appeared in the east and a scattered cloud layer manifested as purple patches in the sky.

As 7 a.m. approached, a Cessna 206 that was designated as the chase aircraft took off from Runway 22. This was greeted with exclamations of excitement from the media—the chase airplane is going up, that has to mean that Alice is too.

I don’t think anyone was breathing. I mean, we were all holding our breath as Alice, piloted by test pilot Steve Crane, taxied over to the run-up area. We heard the two magnix650 electric propulsion units powered by Tesla-style batteries rev up.

There was a moment of confusion when Alice taxied back across the runway and appeared to be returning to the hangar.

“Are they not going?” someone asked. Was there a problem?

“They are doing final checks,” replied one of our hostesses.

We waited.

‘Here She Comes’

At approximately 7:10 a.m. Eviation Aircraft’s Alice, the largest fully electric aircraft of its kind thus far, climbed into the peach-colored sky. There was a collective holding of breath until the aircraft had moved past the media viewing area and ran out of usable runway as it climbed—then the cheers began.

According to Eviation, Alice flew for approximately 8 minutes. (My stopwatch read 9 minutes, 3 seconds. I started the timer as the power came up—but we won’t quibble.) The aircraft’s landing gear was kept down, which is normal procedure on first flights, as it flew at an altitude of 3,500 feet. Alice and the Cessna 206 chase airplane made two wide orbits around the airport.

One of the things I noticed the most was that the engine of the Cessna 206—a single engine aircraft—was louder than Alice’s pair of powerplants. The engines on Alice make sort of a buzzing noise. One of the selling points of electric aircraft, in addition to the low-carbon emissions, is that they are quieter than their gas-powered turbine counterparts.

Alice features a rear-mounted prop design with a T-tail. The airframe is composite. It has to be light because the battery cells are heavy—that’s been one of the challenges of battery-powered flight: reaching a balance between battery power and aircraft weight. 

Following her aerial debut, there was applause as Alice taxied to the ramp where a crowd made up of Eviation Aircraft employees, media, family members, and local aviation officials waited to greet the aircraft and its test pilot. After a few minutes, Steve Crane emerged from the aircraft grinning triumphantly. The test flight, albeit brief, was a success.

Davis was beaming as he told FLYING, “What you have just witnessed is aviation history. You witnessed the first of a new type of propulsion system, a new integrated system. This is the biggest change in aviation propulsion technology since when we went from the Super Constellation to the Boeing 707. This is like going from pistons to turbines and making that change. Two magniX motors are driving Alice and got her into the air for the first time—and that is definitely [a sight] to behold.”

It was an emotional moment for the company. There were tears, shouts, lots of hugging and high fives and smiles all around. Many of them have devoted a significant amount of their lives to the airplane.

“That airplane is my girlfriend,” joked Eviation Aircraft operations manager Lance Bakki. “She’s all I have been thinking about for the last two years and three days.”

The prototype aircraft was introduced at the Paris Airshow in 2019; however, the pandemic slowed its development a bit.

• READ MORE: Eviation’s Alice Electric Demonstrator Flies for the First Time

How It Began

The company is based at Arlington Municipal Airport (KAWO) in Arlington, Washington, north of Seattle. According to Davis, they have been using facilities at both Arlington and Moses Lake to get Alice ready to fly.

“Our headquarters is still in Arlington, Washington,” he said, noting that last winter the company performed taxi tests there before bringing Alice to Moses Lake, which has historically been used as a flight test facility. “We moved the aircraft and support crews over in May. We definitely have a footprint in both spots; right now, our design and development activity are continuing from Arlington. Today, you witnessed everything coming together. This aircraft you see here has demonstrated that it works. Everything functioning together, the fly by wire system, the structure, the electric propulsion units, the batteries and everything else that connects them.”

What Happens Next

According to Davis, the brief flight has generated “thousands of terabytes of data” coming from “thousands of parameters that were being monitored.”

“It is going to take us several weeks to go through that data,” he explained.

What they learn from the process will lead to a different, more commercially viable aircraft. “It’s about taking the design, understanding what we know and learning how the system works and then building a plane that is going to be right for our customers.”

Eviation Aircraft notes that Alice produces no carbon emissions from its direct operation, significantly reduces noise, and costs a fraction to operate per flight hour compared to light jets or high-end turboprops. The company predicts the design could transform the regional travel market, as Alice is targeted at commuter and cargo markets, and will typically operate flights ranging from 150 to 250 sm. 

Delivery is still a few years out but already orders are being placed. According to Eviation, Cape Air and Global Crossing Airlines, both U.S.-based regional airlines, have placed orders for 75 and 50 Alice aircraft respectively. DHL Express is Eviation’s first cargo customer, with an order for 12 Alice eCargo airplanes. With this engagement, DHL aims to establish the first electric express network, leading the way for a new era of zero-emissions air freight. 

• READ MORE: DHL Express Orders 12 Fully Electric Alice Aircraft from Eviation

“The first flight of Alice represents a transformational milestone for the aviation industry,” said Cape Air founder and board chairman Dan Wolf. “We currently fly more than 400 regional flights per day, connecting more than 30 cities across the United States and Caribbean. Alice can easily cover 80 percent of our flight operations, bringing sustainable, emission-free travel to the communities we serve.” 

“The first flight of Alice confirms our belief that the era of sustainable aviation is here,” added Geoff Kehr, senior vice president, global air fleet management, for DHL Express. “With our order of 12 Alice e-cargo planes, we are investing towards our overall goal of zero-emissions logistics. DHL is the industry leader by introducing new and more sustainable cargo aircraft types to the global market. Alice is the true game-changer by enabling long distance air transport for the first time with zero emissions. This historic flight marks a significant milestone on our journey to ultimately achieving net-zero emissions by 2050.” 

Alice by the Numbers

The all-electric Alice aircraft features: 

● Max operating speed: 260 knots 

● Max useful load: 2,500 lb. for passenger version and 2,600 lb. for eCargo version

The commuter version of Alice offers the widest cabin in its class with a height of 4 ft. 11 in. (1.8 meters) and width of 6 ft. 4 in. (1.93 meters).

● Aircraft length: 57 ft. 1 in.

● Aircraft wingspan: 63 ft.

● Aircraft height: 12 ft. 7 in.

Alice is available in three variants: a nine-passenger commuter, an elegant and sophisticated six-passenger executive cabin, and an eCargo version. All configurations support two crew members. The executive cabin and eCargo variations are identical to the commuter configuration, except for the interior.

Inside the Engine

Alice is powered by two magnix650 electric propulsion units from magniX, the only flight-proven electric propulsion systems at this scale. Other key suppliers include AVL (battery support), GKN (wings), Honeywell (advanced fly-by-wire system, flight controls and avionics), Multiplast (fuselage), Parker Aerospace (six technology systems), and Potez (doors). 

Alice’s advanced battery system is highly efficient and endlessly upgradeable enabling range improvements as battery technology evolves. The aircraft also incorporates a fly-by-wire cockpit, providing greater reliability and systems redundancy. 

About the Name

The name Alice was inspired by the Lewis Carroll fantasy novel, serving as a homage to Alice in Wonderland.

The post Eviation Makes Aviation History at Moses Lake appeared first on FLYING Magazine.

‘The G650 and G650ER are undeniably iconic’

The G650 platform has been a mainstay in the industry. In 2014, the National Aeronautic Association awarded the G650 program the Robert J. Collier Trophy, one of the most prestigious industry awards. It beat out other nominees, including the StratEx Team; the Embraer Legacy 500; the F-16 Automatic Ground Collision Avoidance Team; the General Aviation Joint Steering Committee; the Orion Exploration Flight Test-1; and the Aurora Flight Sciences Orion UAS.

In a statement, Gulfstream CEO Mark Burns said, “with an incredible 500 delivered, persistent demand, and a host of industry accolades, the G650 and G650ER are undeniably iconic.” 

Burns is correct. Between the G650 and the G650ER, the fast-flying business jet has set more than 120 city-pair world speed records, including polar and westbound around-the-world records. The platform is powered by a pair of Rolls-Royce BR725 engines that allow the G650 to fly 7,000 nm at Mach 0.85 or 6,000 nm at a high-speed cruise of Mach 0.90. The G650ER is capable of flying as far as 7,500 nm at Mach 0.85 and 6,400 nm at 0.90. According to Gulfstream, both aircraft can go even faster to achieve a maximum operating speed of Mach 0.925. They can cruise as high as 51,000 feet and are FAA and EASA certified for steep approaches.

In July, Gulfstream said the platform’s EASA certification for steep approaches followed the FAA’s from 2019. For those permissions, pilots had to demonstrate the aircraft’s ability to fly 5.5-degree approaches into airports like London City in the U.K. and Lugano, Switzerland. To underscore the demand for the business jet, at the time of that announcement, Gulfstream said there were 480 G650s and G650ERs in service then.

Demand Still Strong

With the pandemic accelerating the switch to business jets, General Dynamic, the parent company of Gulfstream, said at the end of 2021 that it experienced its strongest year in sales since 2008, mainly attributed to the G650 platform that customers purchased.

• READ MORE: Gulfstream Gets FAA, EASA Signoff on Software Fix for G500 and G600

Even as Gulfstream plans to roll out its new flagship G700 and ultralong-range G800 aircraft, Burns said his company would continue investing and improving the G650 and G650ER models. Last week, the company announced its progress in bringing the G700 and G800 to market after its new Rolls-Royce Pearl 700 engines achieved EASA certification. 

The post Business Jet Market Maintains Its Heat: Gulfstream Delivers 500th Aircraft in G650 Family appeared first on FLYING Magazine.