From all my years working on the software industry, I've learned that when ever you are tasked with an F-NOP' (1) project, you better choose the right tools from the beginning.
Crossing the Andes on a motor-glider is not a small feat.. So, a lot of thought went into selecting the right aircraft for the task.
For starters, we need a ship that can reach 20'000 feet to surmount the mountains, carry a crew of two plus the weight of the cameras, monitoring equipment and supplemental oxygen tanks that we will require when above 12'000 ft .
After the above requirements are met, we consider that a fair part of the territory is rough terrain with no close by option for a safe land-out, so we need a glide ratio (2) sufficient to glide back to a safe spot with out an engine if needed.
Also, the ship needs to be fast, so to be able to leave the area quickly if the weather decided to turn for the worst.
Finally, given the sorry state of the local aviation regulation agency (3), it is important that the aircraft can be designated as an ultralight so not to be weighted by the enormous, time consuming, brain twisted load of bureaucratic paperwork required to use any kind of certified aircraft in Peru..
So.. Given this requirements we looked at what was out there and came with two close fits by the same company. Pipistrel
The Pipistrel Taurus Electro.
A great match, it carries a crew of two, it is an ultralight, and has an electric power plant which would be easy (and reliable) to start and have no problems running at the type of altitudes we would require.
The battery endurance would be an issue, but we could start with an aero tow to high altitude, then have a full battery always available to get us out of trouble.
The Taurus Electro was a great option, but the winner was ...
The Pipistrel Sinus
A fantastic match!
Crew of two, Rotax 912 UL engine, altitude to 8000 meters, 200 km/h speed, glide ratio of 27:1 and still qualifies as an ultralight!
The opportunity to acquire it showed up and Tati Castillo one of the few long time glider pilots in Peru took it.
To add a cherry on top of the cake, the aircraft came equipped with a Garmin 495 GPS and a FlightDEK-D180 flight computer.. ideally suited to interface with a rs232 flight data logger !
Anyway we see it, is a perfect aircraft for the mission. The only possible risk would be that the engine might get to too cold on the high altitude no-engine flight and decide to give us a hard time re-starting.
Still a risk, so a GRS ballistic parachute rescue system and a Spot satellite tracking device are also a part of our risk contingency equipment.
(1) F-NOP is an old acronym we use at work for a project is designated "Failure-is-not-an-option "
(2) Today, we still do not know the exact glide ratio required for a safe return, but as we go up on each incremental stage, we learn more about the terrain, wind and possible safe landing options helping us to calculate the L/D required to keep things safe.
(3) Peru's aviation regulatory agency still continues with the over restrictive style that was imposed into it back in the 60's by a Military junta who took over country for ten years in those long gone days.
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