Plastic Pilot

When I prepared my post about the new Cirrus Perspective, which includes G1000 and an upgraded autopilot, I read some info about an auto-pilot button labelled “LVL”, for wings-level. This sounded to me like the basic mode of most autopilors, I was even surprised that so many reports were even mentioning it.

It’s only when I read an AOPA news post calling it “emergency switch”. This auto-pilot mode is indeed a new and cool thing: it does bring the aircraft in wings-level and pitch-level from (nearly) any attitude ! As long as the bank does not exceed 75° and the pitch does not exceed 50° (both rather extreme…), pressing this button will make the autopilot restore wing and pitch level attitude.

Even if all IFR pilots are trained for unusual attitude recovery, this is not an easy thing. Turbulence in IMC can be challenging, and loss of spatial orientation is sadly not a seldom thing. So if everything else fails, this button can be a life saver.

Missing what this new feature is, and how good it is was for me a practical lesson about human performance. In the first report I read, it simply sounded like “that’s not really new…”. When I got additional information, my mindset turned towards “you guys are annoying me with that”.

I strongly sticked to my original idea, and simply removed that possibility that I could have a wrong understanding for the list of options. Which of the five dangerous attitudes do you recognize in that (more than one correct answer) ?

This was my personal “I learned about flying from doing that blog” lesson for today, and I’m not particularly proud about that. Hope it will help someone else.

UPDATE: Strangely, the editor of AviationWorld had the same kind of reaction, and also published about it here.

Today is full of news from the modern general aviation world. On the good side, Cirrus and G1000 finally meet, on the bad side, tensions between Diamond and Thielert get more serious.

Good thing first - the so-called “Cirrus Perspective” will integrate the Garmin 1000. From the videos available on the Cirrus website and on AviationWorld , it’s clearly more than simply fitting the G1000 in the plane. There are adaptations to the autopilot, an integrated keyboard to avoid too-much of knob-turning, and a go-around button on the throttle, like in jets.

Press the go-around button, and the autopilot will disconnect from approach mode, and the flight director will dictate a pitch-up attitude. Fly it, push the throttle forward, and here you go. Pressing this button will also activate the missed-approach segment in the GPS. That’s probably the most advanced integration of G1000 ever, and makes the Cirrus Perspective a very seriously equipped high performance single. I just miss the budget right now

Budget also seems to be at the core of increased tensions between Diamond and Thielert, following the bankruptcy of the German diesel engine manufacturer. According to AVweb coverage, the bankruptcy administrator did not accept any of the Diamond proposals to buy spare parts. Owners have to pay for their replacement parts (gear box and the infamous high-pressure pumps) upfront, and organize delivery by themselves.

The good news on the AustroEngine front are certainly good on medium to long term, particularly as a retrofit will be possible, but certification is not expected before next year. The present situation of DA40 and DA42 owners is complex, but Diamond does its best to support them.

My previous bet was that Diamond would buy significant assets from Thielert, but it’s less likely to happen if the Thielert’s bankruptcy administrator simply tries to make as much money as possible, instead of looking for the company future…

Diamond announced last week the first flight of the DA50 Magnum, the one equipped with the new Austro Engine AE 300 Jet-A1 piston engine. Once again, Diamond CEO Christian Dries was the pilot in command on this flight, and was assisted by Soeren Pedersen as chief test pilot.

This is one more step towards the development of the high-performance, “full plastic” airplane. Modern airframe, modern avionics, and modern engine. There is however something that surprised me in Diamond’s press release: it describes the DA50 Magnum as a four seater, whereas the DA50 SuperStar is a five seater. I don’t know if they sacrificed a seat to more payload, or for other reasons.

I flew a lot of 5 and 6 seater (Saratoga and Bonanza), and even if I admit I seldom had more than three passengers, I always enjoyed the extra room for their comfort, and as extra luggage space. I’m waiting for more details from Diamond before telling more on this topic…

Before we get more information, and may be the chance to fly a DA-50, here are some pictures from Diamond.

You can also click here for more information about the DA50 SuperStar.