When you design a product these days, you create it to be a simple as possible—so that one button can operate everything, ideally, aircraft designer David Loury says. But the revolution in product design that has refreshed, reimagined, and simplified nearly every consumer product category has bypassed general aviation. “I’ve spent more time piloting planes built before my birth than I have spent in aircraft built after I was born, ” the 38-year-old CEO of aircraft startup Cobalt says. “Nobody is bringing a solution that’s radically disrupting.” Today in San Francisco, Cobalt opened up the order book on the aircraft that Loury hopes will change that. The Cobalt Co50 Valkyrie is a five-seat, single-engine, propeller-driven aircraft designed by Cobalt’s engineers, as Loury describes it, “to change all the things that bothered us as pilots.” It dispenses with boxy fuselages and instead borrows a streamlined design (and bulbous cockpit canopy) from early fighter jets. A plush interior boasts hand-stitched leather seats. The rear-mounted propeller allows for increased visibility in front and a quieter cabin. A minimalist cockpit is laid out around a space for the pilot’s iPad. “Obviously we want to do things newer, sexier, more glamorous, ” Loury tells Fortune . “The idea is to refresh general aviation.” General aviation could use a refresh. Due to the regulation and certification-heavy nature of the aviation industry, legacy aerospace companies have long had an economic interest to make only incremental improvements to well-defined and well-understood aircraft designs. As a result, Loury says, the look and feel of most small aircraft—particularly single-engine propeller aircraft—hasn’t changed much in decades. “They don’t relate at all to the fantasy of flying, ” he says. Cobalt is one of a small cadre of aerospace companies trying to change that. Perhaps unsurprisingly, the Bay Area has become a center of gravity for companies like Icon Aircraft—maker of a sleek new two-seat single-engine recreational aircraft similarly designed around ease-of-use and updated aesthetics—and Cobalt. California boasts some of the most concentrated aerospace engineering talent in the country. And Silicon Valley provides not only the programming and design talent any modern technology company requires, but the ample cash an aerospace startup needs to bring a new aircraft from design to concept to consumer product. The Valkyrie is Cobalt’s entry into the market, and at $700, 000 dollars it isn’t exactly a consumer product in the same way an iPhone is. It’s aimed at a customer who wants a higher performing single-engine piston aircraft without taking on the complexity and expense of flying a turbine-powered aircraft, Loury says. Spec-wise, it boasts a top speed of 260 knots (or roughly 300 miles per hour), a range of more than 1, 000 miles, and room for four passengers and luggage. Cobalt has also built safety into the very core of the design, Loury says. The forward canard wing makes it particularly difficult for the pilot to stall the aircraft, and a full-aircraft parachute ensures that pilots who make critical errors have an extra layer of insurance in place. These enhanced safety features baked into airframes like Icon’s A5 and Cobalt’s Valkyrie are a benefit in and of themselves, Loury says, but they’re also feed a kind of positive feedback loop. Most small aircraft accidents are the product of stalls, and most of those stalls are produced by pilot error. Those errors typically happen when a pilot—particularly an out-of-practice pilot—is distracted in the cockpit. Simpler and safer aircraft are more accessible aircraft, and the more pilots that fly, and the more frequently they fly, the safer the skies become. In taking the Valkyrie to market, Cobalt faces competition from deep-pocketed, traditional aerospace incumbents like Textron-owned Cessna and Beechcraft. It also has to avoid the fate of aerospace startups past. A decade ago aviation newcomer Eclipse Aviation–chasing a similar market with its six-seat Eclipse 500 jet–ran into certification and manufacturing problems that ultimately led the company into bankruptcy in 2008. Loury is banking on the idea that a new breed of aircraft will inspire a new breed of pilot and a new way of thinking about private air travel. With its order book open as of today, Cobalt will soon have hard insight into whether a “newer, sexier, more glamorous” airplane can hit a sweet spot in the private aircraft market, somewhere between the boxy, boring propeller aircraft of yesteryear and the low end of the private jet market.

Tweet Facebook Linkedin Share icons Porsche AG says it will produce an all-electric four-door sports car that was first introduced at the 2015 Frankfurt International Motor Show in September. The car, currently called the Mission E, is expected to have more than 600 horsepower (or 440 kilowatts in system power) and about a 310-mile battery range. It won’t hit the road until at least 2020. The new model would be Porsche’s first all-electric car on the market, marking a major milestone in the division’s history. Previously, it introduced plug-in electric hybrids such as the Panamera S E-Hybrid. Over the next several years, Porsche says it will invest more than $760 million and add 1, 000 new jobs at its Stuttgart-Zuffenhausen facility to produce the sports car, the company said on Friday. A new paint shop and assembly plant will be built, and the existing engine factory will be expanded for the production of electric motors. The existing body shop at Stuttgart-Zuffenhausen factory will also be enlarged. Porsche, which is owned by parent company Volkswagen Group, says it will also invest an undisclosed amount in its Weissach development center as part of the Mission E project. The most compelling detail about the car is the fast-charging feature. Porsche says the battery will reach an 80% charge in around 15 minutes, about twice as fast as Tesla Motors’ supercharger. The company says it’s able to charge so quickly because it has doubled the typical 400 volts of energy used by electric vehicles. Here are a couple of photos of the concept car’s interior: Like Tesla’s Model S sedan, the Mission E will have a lithium-ion battery mounted in the car’s underbody between the front and rear axles. The result is a car with a low center of gravity, which tends to provide a zippy, yet controlled feel while driving. It is supposed to accelerate from 0 to 60 in less than 3.5 seconds. The Mission E is already being called a Tesla killer, a moniker that the media seems use (even in the Fortune video below) every time another luxury automaker discloses plans to build an all-electric car. Keep in mind, that the Mission E sports car is at least five years from full production—and like most concept-to-production transitions some of the features will likely change. By 2020, Tesla Motors’ cheaper Model 3 should be in production (unless it’s delayed) as well as all-electric sedans promised by other automakers, including Volvo and Audi, another VW-owned company.

The Business of Sports Certificate is a two-month, intensive certificate program offered by the Leeds School of Business. The program is a 6-credit “boot camp” for students and recent graduates who are seriously interested in pursuing careers in the sports and recreation industry. Business of Sports 2016 will be held from June 6 to July 23, 2016. The program is Monday-Friday, 9am-12pm and 1pm-4pm. Students will spend half of the day learning about what it is like to work in various divisions of the sports business world. Industry practitioners walk students through day-to-day operations of these departments and explain what it takes to get into these positions. The following divisions will be examined and integrated with industry-specific topics and industry guest speakers: Economics of Sports Sports Law Sports Facility and Event Management Sports Marketing and Sales Sport Analytics Ticket Sales Diversity & Inclusion During the other half of the day, students will conduct extensive research on a project developed by one of our contributing partners: Current and Previous Contributing Partners Colorado Avalanche Colorado Rapids CU Athletics Denver Broncos Denver Nuggets Denver Outlaws Kroenke Sports Enterprises SportsLabs USA Rugby Vail Resorts Management

How do you get around long lines, cumbersome phone calls, and the annoying guy seated next to you by the window who snores like a truck, goes to the lavatory every 10 minutes, and laughs like a madman watching reruns of 'Friends' while you're trying to read? Upgrade to business or first class, sure! There's a chance that the psycho business traveler from hell can't afford your classy diggs, but you'll still have to deal with all the rest of the hassles. Own Your Jet The best way around it is to buy your own private jet. Jet ownership is the most luxurious level of business travel experience and, of course, the most costly. Besides the cost of the aircraft itself there are a number of recurring costs that come with the territory. Luxury tax, hangar fees, fuel, maintenance, airport landing fees, licenses, insurance, and crew (unless you can fly this baby yourself), just to name a few. Prices of of jets have recently come down due to the smaller and cheaper models like the VLJs. Some, like the Eclipse 500 and the Citation Mustang are already in the market today. Others Like the Eclipse 400, that are due to appear within the next few years, are even cheaper. Yet the 2.7 mil for a Citation Mustang or even 1.35 mil for an Eclipse 400 is still way out of reach for many of us. One can always look in the second hand market. Places like JetsTrade.com sell pre-owned aircraft. The site will even find you a partner or partners to buy a jet, if that's what it'll take for you to afford one. They also offer leasing your jets to others to help your investment pay for itself. They can also sell your aircraft for you if you decide the investment is not for you, or if you want to upgrade to something else. They also offer something similar to resort timesharing, wherein one buys into a unit with several other people and share that unit. This is

A single-engine plane carrying a banner crashed into the Carlsbad coast line and video caught the incident. NBC 7's Omari Fleming has the latest. (Published Sunday, July 5, 2015) A single-engine Piper PA18 banner-towing plane has crashed into the beach in Carlsbad, officials said. The incident happened around 3 p.m. Saturday afternoon on the 4600 block of Carlsbad Boulevard near Cannon Road when the plane experienced a loss of engine power, FAA Pacific Division Public Affairs Manager Ian Gregor and CHP officials said. The plane flipped over and was partially submerged, Gregor said. The 23-year-old pilot, the only person on board, was not injured. A 12-year-old boy was clipped by the plane or nearby debris, officials said, and was taken to Rady Children's Hospital. The plane crashed near the warm water jetty, close to a power plant. Plane Crashes, Flips Onto Carlsbad Beach Beachgoers screamed and ran as a small plane came falling from the sky. NBC 7 has team coverage of the crash with NBC 7's Omari Fleming and NBC 7's Liberty Zabala. (Published Saturday, July 4, 2015) The plane is registered to Air Ads Inc., based out of Gillespie Field in El Cajon. The owner of the plane told NBC7 the pilot had 700 hours of training and the plane had just been serviced and checked out okay. "This airplane, I inspected no more than last week, " said Jim Oakley, the plane's owner. "Changed the oil. Everything was perfect, flew yesterday, everything was fine." Eyewitness accounts from scene say a person was struck by the plane but officials cannot confirm any injuries or if anyone has been transported yet. Witness Cory Vaughn said she first saw the plane’s banner drop about 50 feet from the air before it made a 180 degree turn and crash-landed on the beach.

Fast and furious ... The HSV Clubsport LSA wagon can reach 100km/h from a standstill in just 4.8 seconds. Picture: Supplied. THE fastest and most powerful family wagon ever made in Australia goes on sale today. There is just one catch. At close to $90, 000 on the road, it is also the most expensive locally-made family chariot. Holden’s performance-car partner Holden Special Vehicles has fitted a supercharged V8 — previously found in muscle cars in the US — to its latest Clubsport wagon, the Holden Special Vehicles Clubsport LSA. HSV has unleashed its new stable of supercharged exhilaration from the NEW GENF2 range. With 400kW of power it can reach 100km/h from a standstill in just 4.8 seconds, faster than most Porsches. The car also has detailed maps of every racetrack in Australia built into its navigation system, to accurately measure lap times for anyone who does weekend track days. On track ... The built-in map of race tracks in the HSV Clubsport LSA wagon. Picture: Supplied.Source:Supplied By contrast, three decades ago Holden buyers used to get excited about a limited edition “Vacationer” version of the Commodore wagon — complete with sun blinds — to clear run-out stock. Holden is emptying out the big guns because production at the Elizabeth assembly line near Adelaide is due to come to an end less than two years from now, and General Motors executives have confirmed there will not be a V8 version of future Commodores. V8s have climbed to more than a third of all Commodore sales as enthusiasts buy one before it’s too late. But some are holding back in the belief that there may be more power around the corner. However, given the high cost of developing engines to meet new emissions standards, and the countdown to the end of production, it is unlikely there is any more power left up Holden’s sleeve. NAME: HSV Clubsport LSA PRICE: $85, 990 plus on-road costs ENGINE: Supercharged 6.2-litre V8 POWER: 400kW

RED TAPE, WHITE LIES Why are the passenger windows on aircraft so small? Would it not reduce the feeling of claustrophobia and thereby make air travel more comfortable if the windows were larger? Donal Donnelly-Wood, Newcastle upon Tyne, UK Windows on aircraft are small to maximise the areas of hull between them, to increase the strength of the air frame. The air frame would be stongest if the hull had no windows. Large windows were the cause of the loss of several De Havilland Comets (the world's first, UK built, commercial jet aircraft) as the strain put on the hull due to pressurisation caused metal fatigue in the slim areas of hull between windows, leading to at least two catastrophic ruptures at altitude. Andrew Gregg, Luton, Bedfordshire Any discontinuity in the skin of the aircraft compromises its strength and potentially complicates the airflow. Big windows make weak fuselages - they were contributory to a series of disastrous crashes in the DH Comet airliner and resulted in the USA gaining the lead in civil aircraft design. Manufacturers would very much rather give us nothing at all, so think yourself lucky that we have what we have. Mick Burmeister, Stratford-on-Avon, UK In addition to the 'fuselage strength' answers already given, there is another important reason. The designers have to allow for the possibility of a window blowing out at cruising altitude. Anybody sitting next to the blown out window will be sucked out of the plane, no matter how small the aperture. However, for the rest of the occupants, life depends on sufficient air pressure being maintained in the cabin to enable breathing; even with oxgen masks, humans cannot breath in the very low pressure at airliner cruising altitudes. The crew have to bring the aeroplane down to around 10, 000 feet before the outside air pressure allows normal breathing, and this can take several minutes. If the windows on planes were larger than they are at the moment, more cabin pressure would escape through the hole during the descent, to the extent that the cabin would become a lethal environment before the 10, 000 foot survival level was reached. Concorde's windows were particularly small because it cruised much higher (60, 000 feet) than conventional airliners (40, 000 feet), and would therefore take longer to descend to survivable outside pressure levels. Vince Chadwick, Wilmslow, Cheshire As the biggest percent of passengers have no access to them thy could be done away with making the plane easier to construct stronger and faster more' fuel efficient. james stewart, glasgow strathclyde I think the first two answers are a bit mixed up I studied the comet airliners and yes you are correct they did fail from metal fatigue but it was because the windows were riveted in rather than drilled and fastened. the small crack created from riveting caused the passenger cabin area to simply rip open. I have more information if anyone wants but I can't remember the failures being contributed to the window size but was because of riveting.

Erin Energy Corporation, a Texas-based oil and gas company formerly known as Camac Energy, has received approval to extend the initial exploration period for blocks A2 and A5 in The Gambia. The company says that the exploration period is extended by 24 months, to December 31, 2018, and that the work program includes the requirement to drill one exploration well in either block during the exploration period. According to the press release issued by the company, the Ministry of Petroleum has also approved and will issue the necessary permits to proceed with the Company’s planned multi-client 3D seismic data acquisition on the two blocks. Kase Lawal , Chairman and CEO of Erin Energy said: “The extension of the exploration period of the A2 and A5 licenses is significant and allows us sufficient time to complete the 3D seismic acquisition on the blocks, develop strategic options for creating value for all stakeholders and to drill the exploration well. We are grateful for the support from the government of The Gambia and the staff of the ministry for their cooperation during the negotiations.”

Updated . Light Sport Aircraft (LSA) are gaining popularity, and for good reason: Pilots can earn a sport pilot certificate in a light sport aircraft for less money and in less time than a traditional private pilot license. These smaller aircraft are also less expensive and easier to operate than the typical flight training aircraft of the past. Here's the rundown on the newest industry craze: Definition By definition, a light sport aircraft, or LSA, must have: A max takeoff weight of 1320 lbs or less (1430 for water operations). A maximum airspeed (Vh) of 120 knots CAS (level flight, max continuous power, standard conditions). For a glider, a maximum never-exceed speed (Vne) of 120 knots or less. A Vs1 (stall speed without flaps) not more than 40 knots CAS (at max takeoff weight and most critical CG). Seating for no more than 2 people (including pilot). A single, reciprocating engine. A fixed pitched propeller (or ground-adjustable). Powered gliders must have auto-feathering capability if equipped with an adjustable prop. For gyroplanes, a fixed-pitch, semi-rigid, teetering blade rotor system. A non-pressurized cabin. Fixed landing gear, except for aircraft operating on water and gliders, which may have fixed or retractable gear. Types and Classification Light sport aircraft can be either standard or experimental aircraft, and include gliders, gyroplanes, powered-parachute, weight-shift control aircraft, balloons and airships. Further, LSAs are divided into four categories: Standard Category/Sport Pilot-Eligible: pre-existing aircraft the happen to meet LSA requirements and can be flown by sport pilots. S-LSA: Special light sport aircraft are factory-built aircraft specifically designed for the LSA standards. S-LSAs meet ASTM consensus standards, and are ready-to-fly when sold. They can be maintained by a standard A&P mechanic or a repairman with a FAA LSA maintenance rating. E-LSA: Experimental light sport aircraft are sold as kits, and can be built at home in accordance with the manufacturer's manual and instructions. E-LSA manufacturers are also ASTM-compliant. E-AB: Experimental amateur-built aircraft are not all light sport aircraft. But a light sport aircraft can be classified as experimental amateur-built. E-AB aircraft are homebuilt aircraft, and if they meet the LSA design and performance requirements, can be flown by sport pilots. Since E-AB aircraft involve more extensive home-building than an E-LSA, the aircraft is restricted to personal use and cannot be used for flight training (with the exception of the aircraft owner himself) or rental. Examples of new light sport aircraft include the Cessna 162 Skycatcher and the Teraffugia Transition. Advantages of Light Sport Aircraft Low purchase prices and maintenance costs. Simple and easy to fly. Sport pilot training can be completed with fewer flight hours than other certifications, making it a cheaper training option. New and expanding market. Disadvantages of Light Sport Aircraft Smaller interior means less leg room. Less baggage space and smaller weight allowances. Short range and slow flight speeds. Sport pilots are restricted to day VFR flying at non-towered airfields. Risk associated with new and/or experimental aircraft.

THE DOUBLE NASA CHALLENGE WINNER Virus SW 80/100 is able to operate at all elevations from sea-level up to 15.000 feet, take-off and land from short runways and over obstacles thanks to unique airbrakes, is the quietest light aircraft and has one of the lowest operating costs in its category. Speed, efficiency and ultra-long range are signature for Pipistrel. Virus SW 80/100 cruises faster, goes much further and flies higher than the competitors, all this while burning less fuel! Imagine flying around at over 260 km/h (140 kts), easily overflying terrain higher than 4500 m (15.000 ft) and covering distances of over 1500 km (800 NM). With Virus SW 80/100 you can. All this and much more! Thanks to its superior aerodynamic efficiency, state-of-the-art composite material structure and lowest fuel consumption figures in the category, the Virus SW 80/100 is ideal for High speed cross-country flying, surveillance missions, ab-initio-, advanced and extreme manoeuvre training, aerial photography and high-mountain operations. Did you know that the Virus SW 80/100 has the glide ratio of 17:1 and can glide further in case of emergency than most aeroplanes? Upon special request, the Virus SW 80/100 can be adapted for Special Missions, including visual/IR camera gimbals, geographical surveys, trans-oceanic-range flights and more. NASA AWARDED PERFORMANCE Virus SW 80/100 is the only light aircraft that combines pure speed with unprecedented fuel economy. More than 100 units were already sold world-wide, winning the hearts and acclaims of private owners, aviation professionals, training organisations and military instructors alike, just like it won the NASA challenge. Twice! Since the victories at PAV challenge 2007 and NASA GAT centennial challenge 2008, the Virus SW 80/100 has been further refined and optimised for even better performance. The aircraft can be equipped by either the Rotax 912 UL2 (80 hp) or 912 ULS (100 hp) powerplants and a large variety of avionics options. The new 80 HP Virus SW 80/100 cruises at 246 km/h (133 kts), burning less than 13.6 liters per hour (3.6 gph). At 75% cruise-power-setting the 100 HP version speeds over the skies at 273 km/h (147 kts)! The ASTM-LSA version, equipped with the fixed pitch propeller cruises at 119 kts, burning 14.0 liters per hour (3.7 gph) This really speaks about the performance and economy of the new SW. SAFETY, ENGINEERING AND WORLDWIDE CERTIFICATIONS Virus SW 80/100 can be called the 300 km/h (160 kts) ultralight/microlight/LSA, but it is much more than that! With a turbulence penetration speed (green arc) of 250 km/h (135 kts) and the VNE of 302 km/h (163 kts), you can take advantage of high-speed cruise even in strong turbulence. The cockpit remains quiet and comfortable throughout the flight! The Virus SW 80/100 has the largest flight safety margins in its category and can be equipped with the total rescue system, deployable even at maximum speeds and close to the terrain. All engineering work and testing of the 10.71-meter Virus SW 80/100 was carried out at Pipistrel premises in Ajdovščina, Slovenia under supervision of CAA of Republic of Slovenia. This separates Pipistrel from most other producers, because all design, production and testing is directly monitored by the CAA, ensuring accuracy of data. Before its introduction to the market, more than a year of ground structural and vibration tests went by without a glitch, followed by an extensive flight test programme with more than 100 hours cumulative tests. Now, more than one hundred Virus SW 80/100 aircraft are flying Worldwide, performing flawlessly in the difficult conditions of tropical Thailand, high-elevations of Ecuador and the cold wilderness of Canada as well. The Virus SW 80/100 meets all ASTM-LSA standards and is accepted as an LSA in the United States of America with a fixed pitch propeller and the MTOW of 550 kg (1210 lbs). In Europe (EASA member states) it is possible to register the Virus SW 100 under the EASA-LSA Permit-to-Fly with a MTOW of 600 kg. At 472.5 kg the Virus SW 80/100 also meets all requirements for the microlight/ultralight class in Europe – including the stall speed of 64 km/h (34 kts) thanks to the innovative flaperon system. COMFORTABLE AND LUXURIOUS CABIN The exclusive kevlar-reinforced safety cockpit with luxurious leather interior will keep you both comfortable and safe. You can choose your own color configurations free of charge! The instrument panel is made of carbon fibre with visible-structure and can accommodate a wide selection of modern avionics, including a full glass-cockpit IFR suite with dual-axis GPS-driven autopilot and electric constant-speed propeller control. The panel can be arranged according to your wishes with assistance of our skilled avionics technicians. The Virus SW 80/100 has a range in excess of 1850 km (1000 nm) and you cantake 40 kg (90 lbs) of luggage with you. ECOLUTION The Virus SW 80/100 is a statement of our long-time philosophy that you can achieve remarkable feats without wasting energy and polluting the environment. Every aircraft is designed, manufactured and perfected in our state-of-the-art, energetically self-sufficient facility at Ajdovscina, Slovenia. Using geothermal and solar energy to power the whole production process, we are able to spare the environment 180.000 kilograms of CO2 emissions every year. By owning the new Virus SW 80/100 you will contribute to a better and cleaner World! Our Ecolution campaign represents Pipistrel's mission to show the World that eco-friendly, high-technology products are in fact possible and available today! Need more information? The new Virus SW performance has been confirmed by NASA. You can read all about it here: Please note that the 2011 version of Virus SW 80/100 is even better than the prototype which competed at the challenges.