NGPA, a worldwide organization for the LGBTQ+ community, is doing its share to encourage its members to begin their aviation careers by once again offering its annual scholarship program to those interested in becoming pilots, A&P mechanics, or other general aviation-related vocations. 

With the support of generous NGPA members and corporate sponsors, they continue the tradition of their annual scholarship program, providing financial support to the most qualified and highest-achieving members through a scholarship to pursue those lofty dreams.

And NGPA’s scholarship program is more than just a financial aid opportunity. It’s a powerful statement about the organization’s commitment to diversity, inclusion, and excellence within the aviation industry. By providing recipients with the necessary financial support, NGPA is not just helping them reach their professional goals but also paving the way for a more diverse and inclusive aviation community.

Applications for the annual scholarship program are now being accepted and are due June 30. To apply, simply visit the NGPA website and complete the online opportunity profile. Additional information, such as eligibility conditions, required documentation, and how the selection process works, can also be found on the NGPA website, located at: Apply – NGPA – The Worldwide LGBTQ+ Aviation Community

The post NGPA Scholarship Applications Open for 2024 appeared first on Plane & Pilot Magazine.

Still, the U.S. is one of the friendliest countries for learning to fly. Knowing which questions to ask is half the battle, and among a long list of decisions you’ll be faced with as you begin your pilot journey is whether you will train under a Part 141 vs Part 61 flight school. 

The biggest difference between Part 61 vs Part 141 flight schools is that Part 141 flight schools are more highly regulated and regimented. At the end of the day, both lead to the same FAA certifications, but given your particular situation, one may provide more benefits than the other.

Before we go further, though, a quick note: Do not let confusion stand in your way of starting! No matter which path you choose, one of the most beneficial ways to get started is to enroll in ground school. Online ground schools are an excellent way to get a head start in your training. 

Here are some reputable and respected online ground schools to look into:

• ASA
• Pilot Institute 
• Gold Seal 
• Angle of Attack
• King Schools
• Rod Machado

Now, let’s take a look at some of the benefits and potential drawbacks of Part 61 vs. Part 141 flight training. 

What Is Part 141 in Aviation?

First, let’s talk about what a “Part” is. When you see this term, we’re talking about a Part (like a section or chapter) in the Federal Aviation Regulations. The FARs are actually Title 14 of the Code of Federal Regulations (CFR), the same document that codifies regulations for highways, agriculture, elections, and pretty much every other function of the U.S. government. 

So, Part 141 and Part 61 are simply sections in the FAR that regulate the requirements for the certification of flight schools and pilots. You’ll learn more about FARs in ground school. 

Part 141 is more focused on regulating the requirements of a flight school, as opposed to those of the individual pilot. A flight school certified under Part 141 adheres to stricter requirements. They are flight schools with structured, FAA-approved curricula that follow a regimented schedule for a series of courses and accompanying stage checks. These stricter requirements provide a number of benefits, but may not be the right fit for every aspiring pilot.

Pros:

• Lower minimum hour requirement: This is probably the biggest benefit of FAA Part 141 flight training, particularly for the budget-conscious student. Thanks to the regimented schedule and curriculum, the FAA private pilot requirements for Part 141 students conduct their private pilot certification check ride with just 35 hours (vs the 40 hours for private pilots in Part 61 flight training). Fewer hours mean lower cost. 

These hour differences add up quickly, especially if you pursue advanced certificates like commercial and airline transport pilot ratings. To be clear, however, these are minimums — the actual hours required will vary by pilot and performance.  

• Predictability: The required curriculum means you’ll know what to expect, and when to expect it. Thanks to the schedule, you will also have a better idea of how quickly you will complete your training than you would in a Part 161 flight school. 
• More streamlined:  Part 141 schools cater to the aspiring professional pilot. Most have better resources, facilities, and planes due to periodic, no-notice audits by the FAA. Part 141 flight schools integrate ground school lessons into their structured curriculum, often aligning them to the practical flight lessons and providing more materials so that theory meets practice. 

Some even partner with some of the online providers already mentioned above thanks to their quality.

Cons:

• Less flexibility: While many students benefit from a set curriculum, it also reduces flexibility. Most Part 141 flight schools require you conduct all training at their school once you start, and they expect you to stick to their often fast paced schedule.
• Assigned flight instructor: Part 141 schools typically assign flight instructors with little to no input from the student. While the good ones will arrange for an instructor swap if there are personality conflicts in the cockpit, you might end up flying with someone you despise for weeks at a time.
• More selective: Many Part 141 schools are part of universities and likely require admissions applications. If your resume or transcripts are weak, perhaps a Part 61 school is a better option. 
• Costly if you fall behind: The stage checks integrated into the curriculum at Part 141 programs mean that if you fail a stage check, you are forced to repeat much of the training leading up to that check ride, resulting in costly additional hours in the plane. 

So while Part 141 can be cheaper if you breeze through all of the stage checks, costs begin adding up if you fall behind. That’s why it’s so important to stay engaged, especially in ground school, so that you do not waste time in the air. 

Examples of Reputable Part 141 Flight Schools

• Embry-Riddle Aeronautical University
• John D. Odefard School of Aerospace Sciences, University of North Dakota
• ATP Flight School

What Is Part 61 in Aviation?

While Part 141 flight schools offer a more institutional approach to training and are often tailored to those pilots who want to make a career of flying, Part 61 flight schools provide a more flexible option for those unable to commit to training full time or simply looking for a new (expensive) hobby. 

Any CFI can conduct Part 61 training. Part 61 flight schools are what you are likely to find at an aero club at the nearby regional airport and may consist of instructors who teach on the weekends or evenings between a regular 9 to 5 job. Don’t be fooled, though; you can find some world class instruction and huge benefits under a Part 61 training program. 

Pros:

• Greater flexibility: free of the Part 141 curriculum requirements, Part 61 instructors are free to teach however they please (though the good ones follow some sort of curriculum). This means that the student is not beholden to a set schedule, providing much more flexibility. 

For example, I conducted my training under Part 61 on the weekends while in college, and even took a two-month break for my wedding, spreading out my training over 15 months. While many would argue it’s better to fly 2-3 times a week so you stay fresh, that simply did not work for my schedule at the time. The flexibility was exactly what I needed. 

• Choice of flight instructor: Your flight instructor can be the difference between invigorating your love of flying or causing you to avoid embarking on another flight. Under Part 61, if you realize you don’t get along with or are struggling to learn from a certain flight instructor, you are totally free to switch to a new one. 

This is also important if you plan to move soon but want to start your training now. While your next instructor will likely want to review a few maneuvers to assess your skills and knowledge, you won’t be forced to start over. 

• Individualized training: Everyone learns differently. While the structure of a Part 141 curriculum is beneficial to many students, Part 61 training offers a more one-on-one approach. Because instructors do not have to follow a set syllabus, they can tailor the training (including lessons, flight time, and schedule) to your individual needs. 
• Local: If you visit your local airfield, you’re likely to find a Part 61 flight school or affiliated CFI. This means you can train locally and do not have to move across the country. 

Cons:

• Typically costs more: Private pilot requirements for Part 61 schools are slightly higher than Part 141 schools, mandating a minimum of 40 flight hours prior to the final check ride. Beyond the minimum, though, the lack of set schedule and curriculum under Part 61 can result in significantly more flight time overall to master the maneuvers, especially for when working towards your commercial and Instruments ratings. As you will quickly learn in your training, flight time equals money. 
• Requires more self-study: The best way to minimize any additional instruction is to stay in the books, especially when it comes to ground school. While some Part 61 schools offer in-person ground school, you might be on your own. Thankfully there are plenty of quality online ground school options that will prepare you well for the Private Pilot Written Test (check out ASA, Pilot Institute, Gold Seal, Angle of Attack, King School, Rod Machado). If you aren’t a self-starter, the structure of Part 141 may be better for you. 
• Less quality assurance: While Part 61 schools still need to meet safety standards from the FAA, the lack of Part 141 accreditation and oversight from a formal institution means the quality of instruction comes down to the individual flight instructors. Quality will vary. Still, it is possible to find instructors and aero clubs that take great pride in the high quality instruction they offer. Just do your due diligence.  
• Fewer resources: Part 61 operations are typically smaller operations with fewer planes and maintenance personnel. This can lead to airplane availability and scheduling issues that negate the typical flexibility of Part 61 operations. When looking into a Part 61 school, ask about the student to aircraft ratio and typical availability.  

Finding Reputable Part 61 Flight Schools

Unlike Part 141 schools located at universities and institutions around the country, you can find Part 61 flight schools at local regional airports near you. This can be a huge benefit for those who can’t uproot their lives for training. 

Look into the following points to assess how well these schools will fit your needs:

• Instructor and plane availability
• Schedule flexibility (after all, this is one of the greatest benefits of Part 61 training)
• Hourly fees for ground instruction, flight instruction, and aircraft rental
• The school’s curriculum
• Instructor motivation (if they’re simply trying to build time for airlines, for example, they may not be the best fit)
• Reputation among student pilots, length of time in business

Part 141 Vs. Part 61 Flight Schools: Factors To Consider

Cost

Knocking out your training quickly is the best way to minimize cost. Part 141 flight schools are your best option to help you progress quickly. However, if you stay disciplined, attaining your private pilot certification under a Part 61 training program can be affordable.

Training Timeline and Flexibility

For a shorter, more predictable training schedule, turn to Part 141 programs. However, Part 61 programs provide greater flexibility that may better suit your situation.

Curriculum Structure

Generally, if you did well in school under a structured curriculum or find that you need assigned study material to thrive, you will likely prefer a Part 141 flight school. A Part 61 flight school, on the other hand, can be more tailored to the individual and provides more one-on-one attention.

Quality Control

Part 141 programs adhere to strict FAA requirements and undergo periodic audits, so you can expect a baseline standard of quality. Still, their instructors are human and quality may vary. Part 61 instruction quality really comes down to the individual CFI. Asking around and even conducting an interview is good practice. After all, you are hiring them for a service. 

Training Environment

Most Part 141 schools may have better facilities and resources than a Part 61 operation, but it may vary greatly. If you are interested in Part 61, head to a few local airports and ask to tour their facilities and get briefed on their maintenance programs.

Admission Requirements

Almost anyone can enroll in Part 61 flight schools, as long as you meet certain medical and English proficiency requirements. The more popular Part 141 programs, however, may have competitive application processes for admission.

School/instructor Changes

Once you start at a Part 141 flight school, it is difficult and costly to switch. They will assign you an instructor, and it may be hard to swap. If you train under Part 61, however, you are free to shop around until you find an instructor that matches your personality and learning needs.

Funding Options

Since Part 141 schools are often attached to larger institutions and universities, they typically provide easier financing options or even scholarships. If you happen to be a veteran, you may even be able to use the GI Bill. Part 61 training is often paid for out of pocket, but if you do your research, you can find many organizations and clubs offering grants for qualified, motivated students. 

Career Paths

If your dream is to fly for a legacy airline, a Part 141 flight school will provide the structured, professional, streamlined training to get you through your private, commercial and airline transport pilot certificates quickly and more affordably than a Part 61 operation. If you simply want to fly on the weekends for that $100 hamburger, Part 61 is likely a better fit. Still, both Part 141 and Part 61 flight schools result in the same certification. 

Are Part 141 or Part 61 Schools Better for Your Needs?

There are pros and cons to both Part 61 vs Part 141 flight schools. The path you choose really comes down to your individual circumstances. 

Are you looking to jump full time into a structured program to get you from zero time to the airlines as quickly as possible? Then look to Part 141 schools. Do you require a flexible schedule and need to stay local? Then you’re probably looking at Part 61 training. Either way, rest assured that both options can provide access to high quality instructors and the same FAA pilot certifications. 

FAQ

What is the difference between Part 61 and 141 flight school?

Part 141 flight schools are more highly regulated and have more requirements (e.g. standard curriculum) than Part 61 flight schools. Because of those higher standards, students training under more structured Part 141 accredited flight schools have lower minimum hour requirements than those training under Part 61 flight schools, but they also have less flexibility in their training.

Can you become an airline pilot through Part 61?

Yes. Both Part 141 and Part 61 flight schools can help students earn their private pilot, commercial pilot, and airline transport pilot certifications. Part 141 flight schools, however, are designed to help streamline this process.

What is the hardest license to get as a pilot?

This will vary by pilot. On paper, the Airline Transport Pilot certificate requires the most experience and knowledge. Many in the industry compare this to a pilot’s doctorate and it is necessary to fly for flagged carriers (e.g. Southwest, Delta, Frontier, Skywest, etc.). However, since most pilots have a minimum 1,500 hours before they conduct an ATP check ride, they may not consider it difficult, but rather costly and tedious. The commercial pilot certificate, on the other hand, requires a higher level of understanding than a private pilot certificate for marginally more time. It really comes down to the pilot… experiences will vary. 

The post Pros and Cons: Part 141 vs. Part 61 Flight Schools appeared first on Plane & Pilot Magazine.

With innovations in sustainable fuels, airframe design, and safety, we may not recognize the machines that take us into the skies 20 years from now. Incredible resources are being poured into development of new technology at a rate not seen in 80 years—at least in the private sector. What’s surprising and inspiring is that much of the innovation shaping aviation across the board comes from the ground up—from general aviation—rather than trickling down from the airlines and military.

Pipistrel, one of these key ground-up innovators, experienced humble beginnings as a tiny hang glider manufacturer a few decades ago. It grew gradually and strategically from its original home in a garage serving hobbyists to winning consecutive competitions for flight design at NASA—and eventually scoring a $1.3 million grant from the agency 11 years ago.

Now, it’s part of Textron eAviation, and two years in, the company marked significant expansion in Africa, Canada, and the United States—including a deal with the U.S. Air Force—and a historic first piloted flight of liquid hydrogen powered electric aircraft. All of this innovation is impressive, and talking about it in sweeping terms rather overstates the obvious at this point.

• READ MORE: And Just Like That, Pipistrel is a Textron Property

But what does it mean for pilots—particularly those of us who inhabit the GA sphere? How will the advancements of companies like Pipistrel shape the practical realities of flying?

“It’s, to me, incredibly rewarding that now, some 15, almost 16, years after we started flying electrically, there’s genuine interest in the public domain for this field,” Tine Tomažič, Pipistrel’s director of engineering and programs, tells Plane & Pilot. “It’s interesting how people call it an ‘emerging field.’ To me, it seems like [we’ve been] doing it forever. 2007 was when we put together our first battery that flew. Looking back, it’s not something I would ever be willing to put in the hands of a customer, but it worked.”

The company has gone through generations of battery technology, applied to various airframe projects, since then.

“We’re probably still the one entity that has tried in flight tests, and put through to the product stage, more different electric aircraft than anyone else,” Tomažič says. “We’ve had gliders, trainers, record-setting aircraft, and even some hybrids involved in hydrogen flight through partnerships. So we’ve seen a lot.”

The Taurus Electro, a self-launching glider and the company’s first deployment airframe of choice in 2007, now flies with what Tomažič terms its third generation of battery performance and fourth generation of battery functionality. The liquid-cooled Velis Electro and its predecessor, the air-cooled Alpha, are also on their third generation of batteries. Timing and economics factor into when it’s feasible to introduce new technology waves, and Pipistrel was as affected by the COVID-19 pandemic as the rest of the industry.

“Pipistrel is continuously screening what’s happening on the battery technology front,” says Tomažič. “Through the years, we’ve equipped our laboratories, and we’ve essentially self-developed methodologies that allow us to screen what’s going on in the battery industry. We obtain samples of actual batteries from the makers and put them through their paces.”

Engineers then assess the electrical performance to answer questions such as whether a particular technology could improve the endurance of the Velis or affect the climb speed of the Taurus. They also consider the longevity of the battery, which is an economic driver.

• READ MORE: Pipistrel’s Velis Electro Promises Electric Revolution

“We look at the safety and the thermal aspects,” Tomažič says. “All of these are being assessed for essentially every new sample we can get our hands on. This catalog of cells is ever-growing. I think we are past 80 different cells in our catalogs. And we know all about how they would behave in terms of performance, safety, and longevity.

“That’s actually key because there’s no such thing as one single battery technology to find in a glider application or a motor plane application, let alone a hybrid powertrain… It is the battery that gives the aircraft its character.”

Function Drives Form

Airframe design, and aircraft purpose and mission, are inseparable from the technology that drives them. The necessary tradeoffs in battery technology development give new life to the old Bauhaus principle “form follows function.”

Pipistrel uses different battery chemistries for its products depending on the capabilities of each technology. Tomažič draws an analogy with sports to illustrate why one battery is not one-size-fits-all. You wouldn’t send a sprinter to run a marathon—or the other way around.

“There are nuances to that,” he says, “but you have to choose the best tool for the job. And when it comes to electric flight…what’s always hidden and perhaps not that easy to understand by an observer is how much the character of the aircraft can actually change because of what the battery can or cannot do.”

Tomažič points to a common misconception that you can produce viable electric flight products by swapping the powertrain, going from a fuel-powered airplane to an electric one for example. Some characteristics of electric drives make existing aircraft less than ideal for deploying electric platforms.

“Just like you may have seen with early electric cars where this exact thing was happening, they pulled out the big [engine] block and put in the battery and, I mean, how far did they drive? Yuck,” he says. “Now you see designs that were born to be electric, and they don’t have the feasibility of ever putting in a gasoline engine, and that makes the product really shine. I think the successful products will be those that are being prepared, or were prepared, with electrification in mind—or being developed only so that they are electric.

“We made an intentional choice with ourselves that we will just not design new aircraft if they are not at least hybrid-electric or all-electric, because we can appreciate how powerful the connection between the aircraft’s airframe and powertrain actually is. It’s a real marriage.”

This translates into tradeoffs in functionality, depending on what purpose comes to the fore.

• READ MORE: The Value of a Light, Simple Aircraft

“If you have a draggy airframe, it doesn’t matter if you have a super-efficient electric motor on the other side,” he says. “Everything somehow has to come in balance, and that’s what creates goodness. And this means that good electric aircraft will undoubtedly look and feel a little bit different from what you are used to seeing on your classic [Cessna] 172, your Piper, your Diamond, your Cirrus, etc. There is change coming because of electrification on the airframe look and feel side of things as well.”

Endurance, Cost, Efficiency

One of those tradeoffs might be a more efficient, cost-effective battery charging cycle at the expense of range and endurance. Or the converse—better range might mean increased cost per flight hour and reduced efficiency. These options might look different depending on whether an aircraft is intended as a trainer or for GA cross-country missions in the U.S.

“Let’s say I want to improve charging speed. Maybe I will sacrifice a bit of cycle life,” says Tomažič. “For this reason, we are screening so many different battery technology candidates, so we can make an informed decision about where we will be introducing, let’s say, the increase of goodness, and Velis Electro is a good example. Between generations one and two of the batteries, what improved was the longevity, more cycles essentially obtained from the same battery, meaning every flight hour becomes significantly cheaper, and there is the opportunity to charge the battery faster—but the flight times are about the same.”

The next generation of battery might mean an increase in flight time, or it could mean further improving efficiency and cost.
“It’s all about how you strategically approach these things,” he says. “Every aviation maker, no matter large or small, continues to dream along the lines of faster, farther, bigger, more. We are not different.”

The endurance capabilities reflected in the Pipistrel aircraft are not at the leading edge of battery technologies, but instead are the best mix of affordability, safety, and practicality for the design, Tomažič points out.

The Velis Electro, designed to be operated alongside training aircraft that flight schools may already have, was not meant to replace a fleet and provide a platform that would fit an entire syllabus. Instead, Pipistrel designed it primarily as a cost-effective option for traffic pattern training with a low noise footprint.

“It is fantastic to see that people started asking questions like, ‘When can we fly longer?’ because this means that they started trusting the product as is,” says Tomažič. “We don’t get questions like, ‘When can we improve the reliability on this and that?’ or ‘This doesn’t work, or that doesn’t.’ It all works. The problematic child is endurance.

“I think range anxiety is a real thing when it comes to electric mobility: cars, electric bikes, scooters. Airplanes are no different, and I can appreciate this mindset. If you look at what the absolute majority of general aviation is doing, it kind of revolves around the three-hour mark, and that’s kind of sized according to what human bladders can take.”

Tomažič hints that a three-hour electric aircraft is possible in the future, “and if any company can do it, I want it to be us because we can leverage all that we’ve learned and build on top of these solutions…in a way that people will accept—and they will accept it when it’s quiet, practical, simple, and cheap.”

Range and endurance increase as technology advances, and Tomažič wonders if potential complications that come with new technologies will be acceptable to GA pilots. He points to the “modest but incredibly rewarding” truism of Pipistrel’s Taurus Electro and Velis Electro: Their environments are familiar for pilots.

“The technology has reached levels of maturity where you don’t have to be an engineer or an astronaut or some local neighborhood weirdo with funky hair because of having been electrocuted,” he says. “Electric aircraft fly just like everything else.”

Upgrades and Future Compatibilty

Prudent or thrifty aviators may wonder if they could end up throwing away money on an aircraft that could become obsolete in a relatively short time. Our legacy aircraft have proven their reliability and staying power. What about these new birds?

Pipistrel designs its electric planes to be upgradeable over time, hoping to continue to lead the industry by ensuring new battery generations are compatible with its existing airframes, in addition to developing new platforms. And these upgrades don’t entirely correspond to engine upgrades and overhauls.

Tomažič asks the conventional aircraft owner to consider how often a craft becomes better in its lifetime.

“Pretty much never, right? Unless you throw a lot of financials on it,” he says. “Changing the avionics is kind of like the favorite cosmetic surgery of choice on a typical plane. But it doesn’t change its endurance. It doesn’t change its payload. It doesn’t change its performance. And with electric flight, all of these parameters continue to improve.

“The newest research we are applying to batteries goes in two directions, or almost two and a half directions. One of them is the more modest continuation of what we call wet energy chemistries, [or improvements in lithium-ion technologies].”

And then there are solid-state batteries, an emerging technology that replaces the liquid electrolyte insulation with a powder-like substance.

“That makes the aircraft’s battery potentially behave differently, and maybe safer as well,” he says. “But, in particular, it gives different packaging options to the battery. Now, batteries are…kind of luggage, in the sense of how they fly.”

He says Pipistrel is working on ways to better integrate batteries into airframes, exploring the possibilities of putting them into wing structures instead of the fuselage to offset the problem of bulk. Solid-state batteries are one potential solution.

“The most exotic battery research happens on what we call structural batteries,” Tomažič says. “Essentially [this means] putting batteries inside composite laminates so that the structure of the plane starts to get a dual function. Initial applications will not be for, let’s say, achieving propulsion, but the aircraft has many different electrical needs, including avionics.”

Pipistrel’s engineers are asking, what if there’s a better way to package batteries than as luggage? These new ideas take time to mature. For battery technology fielding, Tomažič asserts that there’s no such thing as year-over-year growth. A battery cell maker decides to start manufacturing a new chemistry, but with the decision-making time and production taken into account, it can be 40 years before particular batteries become cost-effective.

“There’s no such thing as me calling up to a supplier and saying, ‘Hey, can I get a 6 percent battery next year?’” he says. “The answer is probably not, but in three years’ time, we will have a new factory run on a new chemistry, and then the jump will be more noticeable.”

Tomažič suggests we can expect generational upgrades every three to five years or so.

“And this is what we’ve been achieving historically very successfully,” he says. “There will be a battery generational upgrade, anywhere between 10 and 30 percent improvement on a parameter that we choose. This might be endurance; it might be speed of charging; it might be longevity, like the reduction of the operational cost per hour. There’s no such thing as improving 30 percent across the board because all of these measurable battery parameters manifest themselves as different chemistry or different use of materials or different packaging. So there’s no free lunch.”

MOSAIC and Beyond

The potential changes on the horizon with the MOSAIC notice of proposed rulemaking may open doors for Pipistrel in terms of accessibility to more pilots in the U.S. Tomažič, who contributed to general aviation and light sport standards through ASTM as a company representative, believes MOSAIC will offer opportunities for pilots across a wide demographic—and open up those for OEMs and others in the industry.

“It is an enabler of electrification in the U.S., absolutely, so we are looking forward to our existing products like Velis Electro and Taurus Electro, which don’t meet the definition of what is a light sport aircraft today,” he says. “[But they] will be enabled in the U.S. skies sooner rather than later. We are all paying attention to when this rule actually is implemented, and we are working hand in hand with the FAA to…start implementing [these] aircraft into the field.”

• READ MORE: My Take on MOSAIC, as Our Comment Window Closed

So what technologies like those being developed by Pipistrel will offer a solution to GA pilots in the U.S.? Tomažič suggests aviators approach this with an open mind. You might find there’s more to like than you think.

While he acknowledges that there are many ways to draw comparisons between electric power, turbines, and normally aspirated gas-driven engines, Pipistrel’s certification status points to the fact that the technology, and electric flight in general, is mature today.

“It’s not only lower noise and less costly operation,” he says. “There is a significant opportunity to lower the cost of a typical flight hour by half just by introducing electric flight. But this comes at the expense of revisiting how we look at flying in particular from the lens of the aircraft size and its endurance in flight.”

Four-seat aircraft often carry only two persons aboard, and aircraft capable of longer endurance may be out for only an hour or two during training missions: arguably a waste of resources. For now at least, electric aircraft options are necessarily more specialized in their mission capabilities.

“Pilots will have to come to an understanding that there will be a bigger variety of tools,” Tomažič says. “But the good news is that these tools will continue to improve, so I think an electric aircraft will become a way better investment than ever before, because every time a new battery comes up, you’ll have an aircraft that’s better than ever before. And this is a direct opposite of what’s typically happening once you acquire an expensive asset.”

The technology interface available to the pilot provides real-time information that can improve flight planning and safety in all phases. The resulting simplicity reduces distractions. In a typical flight, “you have to create a mental picture that assembles fuel pressures, oil pressures, some temperatures, and you kind of say, oh, it looks all right,” Tomažič says. “An electric propulsion system with a display will just tell you this every split second. You don’t have to wonder. You have it right there in front of you.”

Mechanics can receive a wealth of information at a glance, or the touch of a button, as well. Operators and maintenance pros can access Pipistrel aircraft maintenance data and aircraft logs, and they don’t need specialized equipment—just a USB key and access to the website.

“They upload the data log, same as an attachment to an email, and the whole situation is portrayed to them,” Tomažič says. “Imagine a flight school that can revisit the complete behavior of the aircraft since its inception and look for exceedances or whether the students and instructors were using the aircraft in full accordance [with] how it should be used. If something happened, you have it right there…much less is hidden.

“For us, what matters a lot is that people understand the technology that they’re using and that they find it likable.”

Moving to Sustainability and Safety

You can’t ignore the pressures on the aviation industry to move toward decarbonization and sustainability. That leads Tomažič to wonder: Which aircraft will be the best pilot-makers or zero-emission passenger airliners of the future?

“It’s probably not the old-school trainers,” he says. “It’s probably something that is more in line technologically with the future transport needs. And this may be air taxis, or this may be the next zero-emission airliner. … It’s not coming overnight, but pilot education also doesn’t happen overnight. So MOSAIC to me is an enabler of better pilots that are better suited for the challenges of tomorrow once these technologies make it all the way up into the airline world.”

Accident statistics show a depressing tendency for human factors to be at the heart of crashes: a pilot misreading a situation, getting confused, or some combination of forces converging at once to produce an ultimately wrong decision.

“The level of transparency that is catered by electric flight is kind of like using your mobile phone,” Tomažič says. “You know exactly how full your battery is. You can make decisions to stop using your TikTok [app] so that you preserve the battery for the important phone call at the end of the day. But you can do that because you know exactly where you stand.”

Pipistrel’s battery management systems (BMS)—sometimes referred to as hybrid management systems by the company to differentiate its technology from a more generic system that can enable and disable battery functionality—provide similar transparency and functionality in the air. The user interface goes beyond simple battery charge indications.

“What our systems are able to do is actually forecast what is happening with the battery and give clues into how much longer you can continue to use the battery before maintenance,” Tomažič says. “[The] Velis Electro, which has the same kind of a BMS system as the Taurus Electro…has a progress bar that goes from 100 percent when new to zero when it’s time to replace the battery. And this doesn’t mean zero, end-of-life criteria—it’s kind of like the TBO for the engine.

“Imagine a way that you would be able to forecast how your engine will perform based on compression of the pistons. Sometimes you do that as part of a yearly checkup. Our systems do this every single time you power them up…because they monitor every single thing that the battery is doing when it’s flying or charging. And because of our catalog of battery behavior…our battery management systems essentially contain the model of the anticipated behavior for every battery.”

If something is off, the system can flag it for the pilot. The information is provided visually and continuously during a given flight. Menu options allow for granular information to alert an owner to issues or aid in preflight planning. While you can visually inspect levels of the fuel tanks in an avgas-driven aircraft before flight, a battery looks the same and feels the same regardless of charge. So this kind of interface is vital.

Pipistrel, from glider to electric airplane, has worked to create affordable solutions for this and other elements. “You see it in our electric flight, cargo drone project, and many other places,” says Tomažič. “And Textron eAviation is able to propel this ideology through very fast-paced innovation because they are able to add resources that Pipistrel never had access to. I think we can all be very excited about the next [few] years, including gliders… As I said, I want to be the company that delivers the all-can-do, all-electric airplane in the future, because we can see how that is possible.

“I think we are at the moment in time where it’s a matter of ‘when,’ not a matter of ‘if.’”

Editor’s note: This story originally appeared in the Jan/Feb 2024 issue of Plane & Pilot magazine. 

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• READ MORE: Tecnam Brings the P-Mentor to North America

About the P-Mentor

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After a lifetime of flying for a living, it is finally time for one last logbook entry. Faded blue eyes that match my chambray long-sleeve shirt see an old man’s face reflected in the windscreen reminding me that time is a slippery SOB stealing opportunity and capability without warning, and that I had probably waited longer than I should have to launch this journey.

The airplane is much the same, having spent a lot of years working as a duster and bushplane from Texas to Alaska. It smells of hot oil and avgas and the leather seat is cracked and worn. The varnish is fractured and faded on the birch floorboards, and the scuff plates are polished silver from souls and soles dancing on the rudder pedals. Oil stains the patched yellow fabric, and the airplane feels heavy with all the gear I thought might be needed in the backcountry. It responds sluggishly to the control stick. But, like an old draft horse, it dutifully plows along the isobars carrying both of us toward an uncertain future.

I have decided there is much to be gained traveling this way, alone with no reservations, reminding me of the old sailors who set out in whaling ships leaving Gloucester and Boston for the back side of the world, not knowing if or when they might return. The country below has witnessed other adventurers, including Spanish explorers who walked in the tracks of the ancients seeking their gods through vision quests into the arroyos and washes that would later shelter the Apache and Comanche as the colonists and soldiers fought for a foothold here. All of them felt the pull of unseen shores. That same feeling still resonates with some of us who seem to lack impulse control.

• Read More: Lost In The Wilderness

The old yellow lab sleeping in the back wakes up when we stop in Pecos for gas. White around the muzzle, he needs a little help getting out so he can let everyone know he has been here by raising his leg on several appropriate spots. An attractive lady working the counter in the FBO runs my credit card while inspecting the dog who gives her his best “I-really-need-an- ear-scratch” look. Works every time. “What’s his name?” she asks as he nuzzles her hand for another round. “That’s Banjo,” I reply.

I nod to the old guys around the table in the lobby. “How are you today?” one asks as we pass by. “Older, fatter, and slower,” I answer, which stumps him for a moment before he chuckles at the unexpected reply.

“Where you headed?”

I answer, “Mostly west,” although my requirements for tonight’s destination include a warm bed, cold beer, and cheap fuel. I have learned not to plan too far ahead.

As I finish paying my bill, a couple of brash, young corporate pilots sporting the requisite epaulets, white shirts, and Ray-Bans are making small talk with the woman behind the counter. I catch their dismissive glances at my grimy ball cap, Wranglers, and faded shirt before they return to their conversation about duty hours, layoffs, and crap wages. Briefly, the woman and I lock eyes. I can tell she shares my silent opinion of this pair, so I wink, and she gives me a little eye roll. Silently, I wish them well, but mostly I am thankful I never had to go down that path.

As I return to the aircraft, an old fellow is standing nearby, studying the machine with a knowing eye. He has registered the big tires and Alaska mods, sized me up, and determined I was fit for conversation. Gray hair and stubble, eyes alert as a mink, he reminded me of a marooned pirate. “I had one like it many years ago. It ended up wrecked on a gravel bar on the Susitna [River in Alaska]. Still there, I suppose. Mind if I look inside?” I nodded and he stuck his head into the cabin, running his hands over the controls, breathing deeply, eyes far away. After a moment, he turns back and says, “Enjoy the ride son. It will be over before you know it.”

Banjo settles in as I crank the Lycoming, which catches on the third blade and rumbles into a smooth idle. Leaning the engine for taxi in the heat-thinned air of this West Texas airport, we make our way along the cracked asphalt taxiway to the active. The wind is kicking up across the runway, so I sit up straight and focus on the takeoff. The old taildragger, like a fractious stud horse, has a way of punishing any woolgathering on my part.

Just northwest of the Caprock, I see the first buildups forming ahead. “These will bear watching,” I think, wondering if this leg to Las Cruces, New Mexico, will be possible as the afternoon thermals carry the moisture upward to form the typical air mass thunderstorms. Scrunching down in the seat, I try to get comfortable for the three hours to come.

Vast expanses of farmland flow beneath as I watch a lonely tractor pull a gang plow across a dryland farm, trailing dust plumes that swirl like wingtip vortices. The farmer is turning ground once marked by the hoofprints of Longhorn cattle on the Santa Fe Trail. Some of the water crossings still bear the scars of wagon wheels and hold the bones of settlers who perished under the Comanche moon.

In the wavering distance, the indigo outline of the Sangre de Cristo Mountains appear ghost-like on the horizon. These ancient peaks, still snowcapped, emerge slowly from the salt pans and sagebrush, climbing above the horizon like clipper ships rising from the sea.

Flying these long legs provides ample time for reflection, and my mind drifts back to other journeys, most of them solo, others shared with companions, many of whom are gone now but whose memories often fly with me. But today, at the end of the run, there is a buyer who will soon sit in this seat—for the time has come to close out this chapter. Fifty years of memories reduced to lines in an old logbook. One last entry still to come.

• Read More: Reconnecting With An Old Friend In A Super Cub

So many adventures, from Mulegé to Medford, Skagway to Terlingua. A few bumps and scrapes along the way, but through it all, the feel of freedom, life lived close to the margins where the stories are richer.

Ahead, there is a smoke plume rising, and over the radio I hear the aeronautical cowboys, down in the canyons driving their Neptunes and Martins, red scars marking the retardant runs. What I would give to sit with them at their firebase and listen for a while, but there is no time, for I am due in Tucson, Arizona, this evening.

Off to the north, cauliflower buildups trail a curtain of rain, drifting slowly with the wind. On the surface, the downburst washes the mesa like a sailor up early cleaning the decks. Brilliant white cumulus clouds drop wisps of virga adding blue-gray colors to the afternoon palate of red rocks and dusty tans of the desert below. An adobe ranch house with a weathered barn and a set of catch pens sits alongside a gravel county road. In the yard, a rusted pickup and Farmall tractor suggest a common tragedy of abandoned dreams. Beyond, the country climbs into canyons and mesas marked by jeep trails that seem to lead nowhere. A land gone lonesome.

Ahead, the interstate marks the route to my destination. Long-haul truckers, pickups pulling cattle trailers, and tourists in fancy RVs crawl along the concrete ribbons while I drift westward above. Traffic above and below is picking up, and I get back to the formal dance of vectors and clearances until finally I taxi into the modern FBO, pull the mixture, and watch as the blades coast to a stop. I sit for a moment before unbuckling the harness, unplugging my headset, and climbing down where I am met by a line attendant who welcomes me with a cold bottle of water and a smile. Just beyond, the buyer is waiting, eager it seems. “Good trip?” he asks. I pause a moment to consider: “Just right.” Grabbing my backpack, Banjo and I head for the exit. 

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The conference highlights included briefings from FAA staff on upcoming regulatory changes that may affect flight training, from TSA staff regarding the health and volume of training for international students, and specifically from FAA reps in the aero medical focal area. The FAA is working to modernize how it manages behavioral health reporting, approvals for return to flight for pilots who report and seek appropriate treatment, and safety concerns related to behavioral trends in the pilot community.

Discussions also included consideration of future technology integration into the entire aviation sector but also specifically the aviation training landscape. With exciting and unique technologies on the near horizon, some of the speakers and discussions hinted at what may be coming soon to implement technologies in aviation training.

“We are excited to continue the growth of this conference, the communication it drives between all participants, and the importance of sharing of information it facilitates to improve flight training services in the entire system,” said FSANA CEO and president Robert Rockmaker.

FSANA is already beginning to plan for the 2025 conference that will take place in Orlando, Florida, next February. If you are a participant in the flight training sector, keep an eye out for more information on the next event.

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Attendees were able to take part in sessions covering topics as wide ranging as pilot medical concerns, national weather service forecasting support, emergency operations, and air traffic control (ATC) coordination to name a few sessions. Presenters from the Aircraft Owners and Pilots Association, Detroit’s approach control facility, National Weather Service, and industry writers and professionals brought expertise and experience to share.

Some of Michigan’s best flight instructors, promoters of safety, and mechanics also were recognized at the event. As part of the General Aviation Awards program (GAA), Michigan’s winners will be entered into consideration for regional and national recognition. The long-standing awards program is a cooperative effort between many different sponsors and organizations from the aviation industry and FAA.

For more than 50 years, the GAA program has recognized aviation professionals in flight instruction, aviation maintenance, avionics, and flight safety for their important contributions to the general aviation community.

Stephen Tupper was named the East Michigan FSDO CFI of the year’ Daniel Holtzclaw was recognized as the East Michigan FSDO and overall Michigan FAASTeam representative of the year; Marty King earned the Grand Rapids FSDO and overall Michigan aviation maintenance technician of the year; and James Whittles was honored as the Grand Rapids FSDO and overall Michigan CFI of the year.

​The GAA said these awards highlight these individuals’ important leadership roles in promoting aviation safety, education, and professionalism. 

If you missed this year’s Michigan Aviation Safety Forum, keep an eye out for 2025. The MASF is held each February in Ypsilanti and hosted at Eastern Michigan University.

More information on  the MASF event can be found here and here.

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The DA42-VI—powered by jet fuel—stands out as a multiengine training platform known for its fuel efficiency, utilizing up to 50 percent less jet-A compared to conventional avgas-powered aircraft. Not only does it offer economic advantages, but it also boasts low-noise pollution, contributing to a more sustainable and quieter training environment.

Raymund Obst, head of pilot schools at European Flight Academy, emphasized the importance of a modern and resource-efficient training fleet.

“With the new training aircraft, we are preparing future pilots for their cockpit careers in a resource-efficient, state-of-the-art, and safe manner,” Obst said.

Jane Wang, sales director at Diamond Aircraft Austria, expressed pride in delivering another set of DA42-VI to Lufthansa, highlighting the model’s popularity worldwide among leading flight schools. The brand-new trainers will find their home at Lufthansa Aviation Training facilities in Grenchen, Switzerland.

The DA42-VI is recognized for its efficient 168 hp jet fuel Austro engines, Garmin G1000 NXi with a three-axis automatic flight control system, and optional electrically driven air conditioning. These components make it a versatile and reliable choice for flight training programs.

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There are many opportunities for applicants interested in experience in non-flight, aviation-related disciplines, from history research to communications and media. 

Some key details:

• Duration: 10 weeks, early June to early August
• Work format: Full-time, with on-site or hybrid options in the D.C. area
• Stipend: $7,000
• Application deadline: February 29

To qualify for an internship, applicants must be high school graduates enrolled in, or recently graduated from, a degree program at an accredited college or university. Strong academic records are expected, and international applications are welcome.

Some of the aviation-related internship projects include:

• Archival research: Military aviation
• Center for Earth and Planetary Studies: Distribution of geologic structures on Europa
• Center for Earth and Planetary Studies: Titan’s tectonic history
• Communications: Communications and social media
• Communications: Digital content and accessibility
• Education: Astronomy
• Education: S.H.E. Can STEAM Aviation Camp
• Education: Soar Together family programs
• Graphic design: Publications and marketing

For detailed project descriptions and application information, visit the museum’s website.

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Over the years, the collected data has proven invaluable, aiding decision-makers in strategic planning and revealing trends. The inaugural survey in 2021 focused on the impacts of the COVID-19 pandemic, and subsequent reports have addressed the aviation industry’s recovery and operational efficiencies.

• READ MORE: Redbird‘s New Flight School Survey Digs Up Fascinating Data, Including: How Much Does It Cost?

Responses to the survey will be accepted until February 23 and will be unveiled at the 2024 Redbird Migration Flight Training Conference on March 5 through 6 at the Lone Star Flight Museum in Houston. Firecrown Media CEO Craig Fuller will be a featured speaker at the event, along with retired NASA astronaut Charlie Precourt and Helicopter Association International president and CEO James Viola. 

Kyle, Texas-based Redbird Flight, known for delivering innovative training devices worldwide, encourages learners, pilots, instructors, and organizations to contribute to this vital snapshot of the industry.

For more information about the survey and conference, visit Redbird Flight and the Redbird Migration event page.

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