Max Trescott Aviation Trends Aloft

Lightspeed Delta Zulu Review

I talked in #187 of the Aviation News Talk podcast about what you need to know about hearing loss, how hearing loss affects people, and the many ways that pilots and others can permanently damage their hearing. And now there is a new headset that not only helps prevent more hearing loss, but it also provides pilots with a custom sound profile…to compensate for hearing loss you already have. But probably the best feature is that the headset has a built-in carbon monoxide monitor that is always on when the headset is on. I love that because now I don’t have to remember to pull out and turn on my standalone CO monitor when I fly.

The headset is the new Lightspeed Delta Zulu. Lightspeed lent me a demo unit to evaluate, and here’s what I found when I flew with it.

First ANR or automatic noise reduction headsets were introduced about 25 years ago, so the technology is mature. Hence, there’s not a lot of improvement to be had in making headsets quieter, though Lightspeed says the noise reduction is a little better in the Delta Zulu than their prior headsets. So, since there’s not a lot of improvement to be gained in making headsets quieter, Lightspeed chose to add new functions to bring additional value to headset users. And I think they’ve made some savvy choices.

Built-in CO Monitor
First there’s the CO monitor. I talked in #90 of the Aviation News Talk podcast with Mooney pilot Dan Bass, who passed out due to an exhaust system leak that let CO into his cockpit. On his third flight of the day, Dan passed out during the climb with the autopilot on. And when his aircraft eventually ran out of gas, it descended at climb speed and crashed into a snowy field in Minnesota, where Dan woke up in the crashed airplane.

Although you can’t see, smell, or taste it, carbon monoxide can make you sick or kill you. The problem is severe enough that the FAA tasked Wichita State University to investigate the problem and solutions.

According to the report, “The FAA standard for CO in an aircraft cabin is no more than 50 ppm [parts per million]; however, there is currently no requirement to monitor for CO in the cabin.”
Wichita State found that “CO was detected on more than 90% of the flights monitored (either on the ground, in the air, or both), [but] the majority of CO events detected were less than 10 ppm…with a very small percentage [of flights] detected with levels above 50 ppm.”

Many pilots use a cardboard chemical patch detector that sticks to the instrument panel. These are inexpensive, less than $10, but have drawbacks. First, they don’t detect low levels of carbon monoxide. Tests show that they take a couple of minutes of exposure to high levels of carbon monoxide—in excess of 100 ppm—before turning color. They also need to be replaced every few months, so unless a pilot is diligent about changing them, he or she may get a false sense of security.

You should know that a single backfire, such as when you’re starting the engine, can damage an aircraft’s exhaust system sufficiently to let carbon monoxide into your cabin. So even if your plane is well maintained, and you’ve checked it for CO in the past, you’re only one backfire away from getting CO poisoning.

The new LightSpeed Delta Zulu headset has a built in CO monitor, and it gives you a voice alarm, through the headset, if it measures CO, above certain thresholds. Lightspeed has a new app for the headset, and in that app, you can set the sensitivity for two alerting levels. The default threshold for the caution alert is 50 ppm and for the Warning alert its 100 ppm. Those levels are higher than I would prefer, but in the app, I can set the caution threshold with a slider to any value between 10 and 50 ppm, and the warning threshold to anything between 51 and 100 ppm. The Caution alert message is repeated every 5 minutes, and you can also set how frequently you’d like to get the message from anywhere between 5 and 15 minutes. Typically in the past, using my handheld CO monitor, I sometimes find when an aircraft is first started, I’ll see readings of around 10 ppm, but normally in flight, it drops down to single digit levels.

Lightspeed has had a few dozen of these headsets out in the field during the past few months being tested by pilots, so there haven’t been a lot of flights with the headset. Even so, one of the testers reported a couple of weeks ago that he discovered a CO leak in the plane he was flying because he was wearing the Delta Zulu headset at the time.

The first day I flew with the headset, shortly after we started the engine, the headset said to me “5 ppm” or 5 parts per million. Later it said “6 ppm.” When we got in the air, I checked the app, and it showed we were at 0 ppm, and I didn’t get any other messages from the headset about the CO levels. BTW, the app does have a stats button, which takes you to a graph to view statistics, not just for your current flight, but for prior flights as well, showing the carbon monoxide levels. The graph also shows the cabin temperature.

Built-in Audio Equalizer
Having a headset with a built-in CO monitor would in itself be sufficient to make me want to buy the Delta Zulu. But it also has a built-in equalizer, that Lightspeed calls HearingEQity, that lets you customizes what you hear from the headset, to match any hearing loss you may have.

The way you calibrate the headset equalizer is similar to the way an audiologist would give you a hearing test, or would customize the frequency response for a hearing aid you might wear. Essentially, you go to a quiet room, put the headset on and turn it on, and then the app walks you through the test procedure. I did the setup in my bedroom, since its quiet. It probably took me 7 or 8 minutes, but I was taking a lot of time to do it carefully, and you certainly could do it in less time.

To set up the equalizer, turn on the headset, and pair your iPhone with the app. Then touch the equalizer tab at the bottom and then touch the Setup button. The app will then present a 125 Hz tone to one ear, and you’ll need to adjust the volume slider on the app until you just barely hear the tone. You then repeat that for 11 other tones, with the final one being at 12 kHz. That was the only tone I couldn’t hear, since it was such a high frequency, so I left the slider at the maximum volume. The app then runs through all 12 tones for your other ear.

When the setup was completed, the app presents a bar graph showing the amount of gain the Delta Zulu headset will add for each frequency band to attempt to give you normal hearing. My bar graph showed some hearing loss at low and the high frequencies, with mid-range tones being more normal.

When you’re done, the app plays a song you can listen to, and it lets you switch the HearingEQity equalizer on and off, so you can see the difference it makes. As I switched it on and off, I noticed that the song did sound richer, with HearingEQity turned on.

By the way, if you happen to already wear a hearing aid and you like to wear it under your headset when you fly, you can do that. When you Setup HearingEQity, just make sure that you’re wearing you hearing aid when you do the setup.

During my airplane flights, I wanted to see the difference with HearingEQity on and off, and there’s a button on the headset control box you can double push to turn HearingEQity on and off. What I found when listening to controllers was that their voices sounded richer and less tinny. So it actually made listening to the radio a little less irritating. I’m a CFI, and I often fly 4-5 hours or more per day, so anything that makes listening to the radio more pleasant is a welcome change.

Lightspeed Delta Zulu Batteries Swap Quickly
Batteries are often an issue with ANR headsets, but the Delta Zulu has a slick solution that lets you swap batteries much faster than other headsets I’ve seen. The control box, which is inline with the headset cords, has a rechargeable lithium-ion battery that snaps in and out in just a second. Lightspeed says the battery lasts about 30 hours when it’s fully charged. Plus, you can charge the battery in flight with the USB-A cable that Lightspeed provides. Just plug the cable that comes with the headset into a USB port in your aircraft or any portable battery pack. Lightspeed also provides a second battery pack that holds AA batteries. So that is a great backup if the rechargeable battery fails, and you don’t have a USB port for recharging the battery.

In the plane after turning the headset on and connecting to the Lightspeed app on my iPhone, I heard through the headset “battery charge full,” which was a comforting a message, as I hate running out of battery power when using an ANR headset.

Delta Zulu Accessory Cables
The headset also includes Bluetooth that enables cell phone connections and streaming of music from your phone or tablet in flight. You can also buy separate cables for connecting to 3.5mm and Lightning port devices if you’d like the additional reliability that a cable provides versus Bluetooth connections. I’ve used a cable like that for years on my existing Zulu 3 headset to stream Facebook Live videos when I’m at lower altitudes and can get cellular data in the plane. The benefit of the cable is that I can narrate the video in real time, and respond to people who are watching the video live.

You can also record everything you hear in the cockpit directly to the Lightspeed app. So it will record what you hear on the Comm radios and everything you say and hear over the intercom. I’ve used this many times in the past to record conversations, which I can then share with student pilots I’m flying with.

The Delta Zulu has an Auto shutoff, which saves batteries by turning your headset off after it hasn’t been used for about a minute. I know it works, as the headset turned off a few times as I was playing with it on my desk to learn its features.

Lightspeed Delta Zulu Plug Options
It can be ordered with any of the following connectors. The dual GA plugs, which are the most common headset connectors in GA aircraft, the LEMO connector which is a single round black connector found in many newer aircraft, or the U-174 helicopter connector. The headset also has a 7-year warranty.

I’ve been using Lightspeed headsets for about 25 years, and currently own three different models I’ve acquired over the years. Headsets are a very personal choice, because not everyone’s ears are the same, so what feels good to you… may not feel good to someone else. I initially started using Lightspeed headsets, because they didn’t hurt my ears… unlike a competitive model, which made my ears hurt a lot after wearing the headset for just an hour. That particular headset model has long since been replaced by a more comfortable model. Still, I’m sold on Lightspeed for several reasons. I love their tradeup program which helps me preserve the investment in my headset. I started with the Lightspeed 15, traded up to the 20 and later the 25, and then to the Zulu and then the Zulu 3. Getting hundreds of dollars back when you trade in your old headset feels really good. I’ve also had my Lightspeeds serviced a few times, and they’ve always gotten the headsets back to me quickly for no charge. And for years, I’ve been able to record everything I hear in my headset, including the radios and the intercom chatter, using the Lightspeed app on my iPhone.

The Delta Zulu headset sells for $1099, the Lightspeed Zulu 3 which I’ve been using for the last few years, sells for $899, and the Lightspeed Sierra sells for $699. These links take you directly to Lightspeed website, where you can order direct from the company. These are affiliate links, so if use them to go to the Lightspeed website and choose to buy a headset, Lightspeed will pay a small referral fee to support Aviation News Talk. The cost of the headset to you is same, regardless of whether you use these links or not.

Thanks for taking the time to read my review, and if you’re unfamiliar with the Aviation News Talk podcast, you can learn more about it at aviationnewstalk.com and you can find it by searching in any app you use to listen to podcasts.

Ten Lessons from Cirrus midair crash with Metroliner over Centennial

Last week, all pilots and passengers miraculously survived a midair crash at Centennial Airport, near Denver, CO. A Cirrus SR22, which was flying a right traffic pattern to runway 17R, hit a Metroliner that was on a long final to runway 17L. The Cirrus, which was flying a shallow, continuous turn from downwind to final, hit the Metroliner slightly from behind and above the aircraft. The Cirrus lost it's nose landing gear as it passed through the top of the Metroliner. The Metroliner landed safely and the Cirrus aircraft landed under it CAPS parachute. 

In episode #188 of my Aviation News Talk podcast, I talk with Cirrus Pilot Erik Gundersen, who put together a video that matches the aircraft ground tracks with the tower communications from the two controllers working the parallel runways at Centennial airport. After our conversation, I talk about some of the measurements and calculations I made after I talked with Erik, and how those factor into the accident. At the end, I give ten takeaways that all GA pilots can learn from this accident. You can find Aviation News Talk at: aviationnewstalk.com/blog for iPhone/iPad, or at aviationnewstalk.com/188 for Android and listening on a PC, or wherever you get podcasts.

It was clear from ADS-B data available through multiple sources, that the Cirrus was flying the traffic pattern at speeds at least 50 knots faster than the speeds specified by Cirrus. As Erik and I discussed, Cirrus states in their FOMs that the downwind should be flown at 100 knots, base at 90 knots, and final at 80 knots, and at slightly slower speeds for short field landings. Arguably, this accident would never have happened if the only change the pilot made was that he flew the correct pattern speeds. 

Faster speeds require steeper bank angles to maintain the same turn radius. As Erik and I discussed, the faster you go, the larger the turn radius, which means at faster airspeeds, your turns become wider, unless you fly a steeper bank angle. Even at the very high speeds this aircraft was flying, if he had only increased his bank to 30 degrees, he would have actually turned just inside of 17R, the runway he was assigned. But since he was at a shallow bank angle, which I calculated to be about 18 degrees, he grossly overshot the centerlines of both runways.

A few people have suggested the Cirrus pilot was mistakenly headed for 17L. That’s certainly possible, as on numerous occasions, when flying to airports with parallel runways, I’ve had to intervene when a client started heading to the wrong runway. That seems to happen most often when the intended runway is shorter and less prominent than the larger runway to which they are mistakenly heading.

In this case though, it seems unlikely the Cirrus pilot was mistakenly headed for 17L, as he was also vastly overshooting that runway as well. I measured the angle at which the Cirrus pilot intersected the centerline for 17L, and it appears the Cirrus pilot still needed to turn another 56 degrees to be aligned with final. So he was less than halfway through the turn from base to final when he hit the Metroliner. So if he was mistakenly headed for 17L, he was doing a very poor job at lining up with that runway, as he was blowing through that centerline as well.

Here's a summary of my ten takeaways:
1. Fly the correct traffic pattern speeds
2. Faster speeds require steeper bank angles
3. Autopilots don’t bank steeply enough for use in the pattern
4. Get comfortable with 30 degree banks in the pattern
5. Don’t overshoot the final, but if you do, consider going around.
6. Refer to a traffic system to identify pattern traffic
7. If in doubt, start your turn early
8. Use G1000 and Perspective Track Vectors to eliminate overshoot final*
9. Don’t Get Distracted
10. Bring a parachute

*If you fly a G1000 or Perspective glass cockpit and are unfamiliar with these features, please buy my G1000 and Perspective book.

There are so many lessons to be learned from this accident, so please listen to this episode of my podcast. If you're unfamiliar with how to listen to podcasts, the easiest way to do it is to download one of our dedicated apps for your phone. Just go to the Apple App Store or the Google Play Store, and search for "Aviation News Talk." Or, click here for the dedicated app for iOS and dedicated app for Android. And podcasts are free, so they'll never cost you anything!

Max Trescott's G3000 and G5000 Glass Cockpit Handbook

What do some fighter jets, light business jets, turboprops and even Joby Aviation’s eVTOL all have in common? They all use, or plan to use, the Garmin G3000 or G5000 glass cockpit! The Garmin G3000 and G5000 are used in twenty-three aircraft models, and manufacturers have announced plans to use them in a half dozen other models. Now there’s a new source of information for pilots flying these aircraft: Max Trescott's G3000 and G5000 Glass Cockpit Handbook!

Max Trescott, the 2008 National Flight Instructor of the Year, uses a narrative approach to explaining the G3000 and G5000 from a pilot’s perspective in ways that both beginners and experts can understand. He starts by describing the hardware, including the displays and touchscreen controllers, and then describes how to use each function, including the radios, programming flight plans and instrument approaches, and using the autopilot and electronic checklists. He also teaches the data link weather products available through SiriusXM, ADS-B FIS-B weather, and Garmin Connext Weather. Throughout the book, you’ll find practical tips, gleaned from the industry’s most experienced glass cockpit instructors, on how to use different features. Pilots may want to keep a copy of the book in the cockpit and use the book’s detailed Index, so they can quickly look up how to use a feature. The book is 312 pages and includes 367 color images.

The biggest difference between the G3000 and G5000 is the former is designed for smaller and lighter Part 23 aircraft, and the latter is designed to meet the more stringent Part 25 regulations which apply to the design of larger aircraft, including the transport aircraft used by the airlines. Fortunately for pilots, the user interface for the G3000 and G5000 is nearly identical, since the systems share much of the same software code base. The G3000 and G5000’s touchscreen interface leverages many of the user interface concepts used in the Garmin GTN 650 and GTN 750, so pilots using those systems can also benefit from reading the book.

Some of the G3000/G5000-equipped aircraft covered in the book include:
• Cessna Citation M2, CJ3+, Sovereign+, Latitude, Longitude, Denali, and 10+
• Cirrus SF50 Vision Jet
• Daher TBM 930 and TBM 940
• Embraer Phenom EV100 and 300E
• Honda HA-420 HondaJet
• Learjet 70, 75, and 75 Liberty
• Piper M600 and M600 SLS
• retrofitted Cessna Citation Excel and XLS
• retrofitted Beechjet 400A and Hawker 400XP
• retrofitted TacAir F-5 fighter jets

You can order the book online, or phone 800-247-6553 to order. The price is $44.95. A 30% discount is available for the purchase of three or more of any of Max's books at the same time.

Trescott is the author of the award-winning Max Trescott’s G1000 & Perspective Glass Cockpit Handbook, now in its fifth edition, and Max Trescott's GPS and WAAS Instrument Flying Handbook. He is host of the top-rated Aviation News Talk podcast and a cohost of the Airplane Geeks podcast. He’s based in the S.F. Bay Area and holds four ATP certificates for every airplane category and class and specializes in teaching in Cirrus aircraft. 

NTSB Report on Kobe Bryant Helicopter Crash

Last week, the NTSB held a 4-hour meeting about the crash that killed Kobe Bryant and eight other people. The Sikorsky S-76 helicopter, operated by Island Express Helicopters, collided with hilly terrain near the city of Calabasas, California. The pilot and eight passengers were fatally injured, and the helicopter was destroyed by impact forces and fire.

In episode #177 of my Aviation News Talk podcast, I play clips from the meeting most relevant for General Aviation Pilots, and at the end I give five takeaways that all GA pilots can learn from this accident. You can find Aviation News Talk at: aviationnewstalk.com/blog for iPhone/iPad, or at aviationnewstalk.com/177 for Android and listening on a PC, or wherever you get podcasts.

The helicopter was not equipped with a flight data or cockpit voice recorder, nor was it required to be. The flight was an on-demand charter operated under the provisions of Part 135 to take the passengers from John Wayne Orange County airport in Santa Ana, California to the Camarillo, California airport for a basketball tournament.

The weather that morning included a widespread area of coastal clouds associated with a Marine layer, a stable humid air mass about one to 2000 feet thick, often characterized by stratus clouds at its top, with the potential for fog formation in some areas below. There were no hazardous conditions such as icing or thunderstorms.

The pilot flying was Island Express' chief pilot, and he had been flying in the area for 10 years and had logged about 8,500 hours. The flight departed at 9:07 and proceeded northwesterly across the Los Angeles metropolitan area at 9:20. The pilot requested to transit the Burbank Class C airspace, but ATC advised him to hold due to traffic. Weather in this area was reported as cloud ceilings, 1,100 feet above ground level with visibility two and a half miles. About 11 minutes later, ATC provided special VFR clearance to proceed through the Burbank and Van Nuys airspace.

Throughout this segment of flight, the helicopter was maintaining an altitude of about 500 feet above ground level, and it proceeded to the West out of the San Fernando Valley area. ATC advised the pilot that they would be too low for flight following, and they should contact Camarillo tower as they got closer. The pilot acknowledged, and the helicopter proceeded to the West following Hwy 101 toward an area of rising terrain at a speed of about 140 knots. About four minutes later, the pilot contacted ATC again and advised them that he was intending to climb to go above the cloud layers. A surveillance camera near Hwy 101 captured the helicopter about this time.

The helicopter had been flying about 350 feet above ground level, but during the transmission to ATC began climbing at a rate of about 1500 feet per minute, generally following the 101 in a slight left turn. During radio communications with ATC, the helicopter climbed through an altitude of 2000 feet above sea level, or about 1300 feet above ground level, by which point it was highly unlikely for the pilot to be able to maintain visual ground contact. The climb reached a maximum altitude of about 2,400 feet above sea level.

As the helicopter continued a left turn diverging from the highway, the controller asked the pilot's intentions, and he said he was climbing to 4,000 feet. However, by that time, the helicopter was in a tightening left turn and descending rapidly. This maneuver is consistent with a pilot experiencing spatial disorientation in limited visibility conditions.

Here are my five key takeaways for GA pilots.

1. It doesn’t matter whether you’re a student pilot, private pilot, or instrument rated pilot. If you’re flying VFR, do NOT enter a cloud. Because if you do and lose control and have a crash, as this very high time accident pilot did, you’ll most likely die. I tell all of my student pilots and private pilots to stay out of the clouds…under penalty of death. And by the way there have been many VFR into IMC accidents that have happened to instrument pilots. Having an Instrument rating does help a little, but it doesn’t guarantee you’ll survive if you accidentally blunder into the clouds while flying VFR.
2. Know how to use your autopilot, because it could save your life if you inadvertently enter a cloud.
3. Before you take off, make a Plan B and a Plan C for what you’ll do and where you’ll go for different conditions you might encounter on your flight. Remember it’s better to land somewhere else and still be alive.
4. Beware of plan continuation bias. Don’t just keep flying to your destination when things change. Choose the safest option available to you.
5. Don’t ever let yourself feel pressure to fly, regardless of who you have on board the plane.

There are so many lessons to be learned from this accident, so please listen to this episode of my podcast. If you're unfamiliar with how to listen to podcasts, the easiest way to do it is to download one of our dedicated apps for your phone. Just go to the Apple App Store or the Google Play Store, and search for "Aviation News Talk." Or, click here for the dedicated app for iOS and dedicated app for Android. And podcasts are free, so they'll never cost you anything!

 

SR22 IFR Crash - Poorly Flown IFR Approach & Unneeded Fuel Stop

If you don't listen to the Aviation News Talk podcast, I encourage you to subscribe here for iPhones and here for Android phones or listening on a desktop computer. In the most recent episode, I talk about the tragic crash of an SR22 last month in Illinois.

I was initially struck by the large number of risk factors involved, reflecting poorly on the pilot’s judgment to take on so much risk. But at the end of the day, it was the pilot’s inability to correctly fly an instrument approach that cost him his life. And oddly, it appears he didn’t even know he wasn’t flying correctly until the very end, when he crashed a mile short of the runway. 

While the final NTSB report won’t be out for a year, and it will probably cite an improperly flown approach and possibly a loss of control, I think the root cause of the accident will be a subtle error that I occasionally see instrument pilots make. And that error is trusting their lives to the magenta line on the moving map, rather than the course pointer on their HSI, or the needle of their CDI. And in this episode, I talk about the evidence that suggests he was relying on his moving map…. instead of his HSI…and why it cost him his life.

My first impression of this accident was that there were many risk factors involved. They included a pilot who had low total flying time, and had little experience in an aircraft he'd purchased a few weeks before. In addition, he chose to fly very late at night, after a long flight from Florida. And he chose to fly an approach that was just barely below minimums.

Among the additional risk factors, what stood out to me was the folly of flying past his home airport, in the middle of the night, to buy cheap gas and save $90. Because in less than an hour, the weather conditions at the pilot’s home airport went from 29004KT 6SM BR SCT003 OVC012 23/22 to 00000KT 1/2SM FG VV002 22/22. So that hour delay to buy cheap gas….probably cost him his life. Because if he had flown the instrument approach an hour earlier, and even flown it improperly…. in the same way he ultimately did…..he would have broken out of the clouds at 1200 feet, noticed he was flying off course, six tenths of a mile west of the instrument approach, corrected, and landed safely. So arguably, his desire to save $90, cost him his life.

There are so many lessons to be learned from this accident. If you're unfamiliar with how to listen to podcasts, the easiest way to do it is to download one of our dedicated apps for your phone. Just go to the Apple App Store or the Google Play Store, and search for "Aviation News Talk." Or, click here for the dedicated app for iOS and dedicated app for Android. And podcasts are free, so they'll never cost you anything!

And if you do find value in the show and would like to support it with a small contribution of a few dollars a month, you can do that with a credit card via Patreon, where you’ll also read about the goodies we’ll give you at various contribution levels. Or you can make a one-time donation or a monthly donation via PayPal.

And please tell all of your aviation friends about the show!

Electric Aircraft 2020 and Why You'll Want One - Bye Aerospace eFlyer2

Check out my latest YouTube video interview with George Bye that includes a number of images and video clips supplied by Bye Aerospace. George has been on a 12-year quest to make electric aircraft a reality. I became convinced that electric aircraft are our future after I first talked with George in 2010 and later saw an experimental electric Lazair ultralight fly at AirVenture in 2011. While electric aircraft seemed like a pipe dream in 2010, most analysts now agree they will enter the market soon. 

Last week, I interviewed George Bye to ask him two questions: 1) Why will pilots want to fly an electric airplane, and 2) When will it happen? In addition to posting that interview as a podcast, I also created a YouTube version that shows us during the interview and includes video of the Bye Aerospace eFlyer 2 flying. That's the version I recommend you view, and you can see it here. And while you're at it, please Subscribe to my YouTube channel now, so you'll be notified when I upload new videos in the future. 

George says that their first model, the eFlyer 2, will begin shipping in two years. It's a two-seat aircraft designed to be a trainer. The company currently has a total backlog of 360 orders for the eFlyer 2 and eFlyer 4, which is a four seat version. George says the eFlyer 2 will have an endurance of 3 hours, and the eFlyer 4 will fly for five hours before the batteries need recharging.  

One huge benefit is a vastly lower operating cost. George estimates the direct cost of operating an eFlyer 2 at $3-4/hour, versus about $50/hour for the Cessna 152 it's designed to replace. Watch the YouTube video now to learn about the many other advantages of electric aircraft. 

This is an exciting time for electric and hybrid-electric aircraft, with announcements coming out every week. For example, earlier today Ampaire began teasing an announcement planned for tomorrow about their various electric aircraft models. Stay tuned for many more announcements about electric aircraft!