Up to 40 percent of the 1,500 people who have plunked down deposits for Icon Aircraft’s sporty A5 amphibian intend to learn to fly in their new airplanes.
And just as the California start-up has taken a novel approach to designing and marketing its pioneering aircraft, Icon intends to reinvent the way its students learn to fly.
“We’re taking a clean-sheet design and asking, ‘What’s the most effective and efficient way to wire the human brain for flight?" said Jeremy Brunn, a former U.S. Navy F/A-18 squadron commander who spent two years developing Icon’s training curriculum. “We’re going to be teaching amphibious flying from day one, and that’s unique.”
Icon’s presolo students will start flying on wide expanses of water—not hard-surface runways.
“At the lake, they don’t have distractions like radio communications, lots of air traffic, or crosswinds,” Brunn said. “They can focus on learning the airplane, and basic stick-and-rudder flying. They’ll get in tune with the machine first, and they’ll do that on the water.”
The initial emphasis will be maneuvering by reference to the outside world at relatively low altitudes—not the instrument panel. “We want them to practice climbs, descents, level turns, and roundouts using visual cues,” Brunn said.
That can be done best at relatively low altitudes that allow students to notice changes that wouldn’t be immediately apparent at higher altitudes. For example, a steep turn at 3,500 feet above ground level that results in a 200-foot altitude loss is difficult to detect without watching the altimeter and vertical speed indicator. But a steep turn at 1,000 feet agl with the same altitude loss is obvious just by looking out the windshield. And base-model A5s aren’t even equipped with vertical speed indicators. (GPS-based vertical speed comes from the portable Garmin 796 attached to the instrument panel as an option.)
Also, flying over water in a seaplane provides a constant emergency landing site.
When Icon students do look at the instrument panel, one gauge will be paramount: the angle of attack (AOA) indicator.An AOA gauge of Icon’s own design shows the optimum angle for approach and landing. And unlike an airspeed indicator, the optimum angle is the same regardless of the aircraft weight, configuration, or density altitude (see "Technique: AOA," on page 42).
“We want Icon pilots to fly AOA from day one,” Brunn said. “They’ll always know how close they are to an aerodynamic stall. AOA provides so much more relevant information that the airspeed indicator becomes an afterthought.”
After about four water flights, presolo Icon students will move to the airport, where they’ll learn radio communications, airport signage, traffic patterns, and fitting in with other aircraft. “They’ll already have their basic flying skills at that point,” he said. “They’ll do lots of repetition in the traffic pattern, and they’ll make their initial solo flights at the airport.”
The initial solo is a highlight for student pilots, and it’s an accomplishment that tends to energize and motivate them. Students who have soloed are much more likely to complete flight training successfully, and Braun thinks Icon students are likely to solo after about 10 flights with an instructor.
After their initial solo on land, the students will return to the water, where they will practice beaching, ramping, and docking. They’ll also practice cross-country flying—and they’ll perform two more solo flights, this time with water takeoffs and landings.
Stalls can be frightening for student pilots. But the A5 is designed with a spin-resistant wing that has the potential to make this aspect of training less worrisome. With engine power at idle, full aft stick doesn’t produce a stall break, and the ailerons remain effective. The nose bobs while the airplane descends at about 1,000 feet per minute. Cross controls and heavy rudder application don’t make the airplane spin. And with the possibility of an inadvertent spin vastly diminished (or perhaps nonexistent), stalls aren’t threatening.
With the wings stalled and the 100-horsepower Rotax engine at full power, the ailerons are effective and the airplane actually climbs about 200 feet per minute with the wings level. It’s a bumpy ride from the airframe buffeting, but there’s no tendency for the airplane to drop a wing.
Icon transition training for certificated pilots is likely to require about six flights over three days for land pilots. It’s estimated to take about four flights over two days for current seaplane pilots.
The A5 is a Light Sport aircraft, so students can obtain sport pilot certificates without going to towered airports or operating in Class B or C airspace. But those who want the additional training will be able to get the required experience and instructor signoffs.
Icon is building an aircraft production facility in Vacaville, California, and it plans a high-end flight training facility at the same location. The company is putting together a detailed syllabus for its students and instructors.
Icon students will complete the training program with a sport pilot certificate and a water endorsement. All Icon instructors are CFIs with at least seaplane certificates, so the training students receive will be applicable to private pilot, single-engine sea certificates should they choose to add them later.
The entire Icon flight training program is designed to take 25 to 35 flight hours. It also includes a self-paced study course that will take new students about one month to complete.
Perhaps most important from a safety standpoint, Icon intends to instill a culture among students that values independence, community, continuous learning, and humility. The company markets itself to youthful, adventure-seeking, power sports enthusiasts who are likely to be more susceptible to impulsive, risky flying behavior than others. Even Icon’s promotional videos are heavy on low-level, highly dynamic formation flying.
Icon officials say they are well aware of the hazards and plan to address them forthrightly during flight training, and afterward through community peer pressure—both in person and especially online. They also will offer a “spouse familiarization” program to introduce nonflying partners to Icon’s brand of aviation.
Bad pilot behavior, they say, will be pointed out and criticized so that all Icon pilots will know dangerous, show-off, or inconsiderate flying won’t be glorified—or even tolerated.
“We’re going to remain engaged with updates, safety information, and advanced training,” Brunn said. “Pilots are always learning, and we’re going to make sure that’s especially true in our community.”
Related Articles
