Thanks for the reply, Paul. I did see that initial coverage, and commented on it. You did a good job of guessing how the flight was pulled off.
My question was–“The aviation world is filled with “it’s right around the corner” promises that usually are dead ends. What demonstrated improvements would it take before you would fly either a rigid wing or jet wingsuit?”
The question was less about “HOW did they do it?” and more about “What would it take to convince YOU to do it?”
Skydiving is sparsely regulated in comparison to aircraft and all grades of pilots–compare the volume of FAR Part 105 to Part 91–we can’t look to the FAA for “guidance” (at least not YET!) NOT that anybody is begging the FAA to regulate these things, but one would have to ask "Are they Ultralights? Are they gliders? Are they parachutes? CAN the FAA regulate them? SHOULD they be regulated? Should they be operated like any other parachute? WHERE can these be flown? Can they be flown over a towered airport? Can they be flown over a “congested area?” Does ATC have to be notified?
As a pilot and (former) skydiver, BEFORE I suited up to fly one, I’d like to know HOW they fly. Is it vectored thrust? Is it Angle of Attack? (and if so, how is it measured?). What’s the VNE for operation on a rigid wing, and for opening on a parachute? What reserve are they using–and what is the minimum altitude for deployment? What is the “cutaway procedure” and equipment for jettisoning the rigid wings? What unique training would be involved before flying either a powered wingsuit or rigid jet wings? What are the relative merits and demerits of “ground launched” (rigid wings) and “powered wingsuits?” These are the questions I’d like answered before I’d consider suiting up–and in the absence of any other “authority”–I’d like to hear what an experienced skydiver and pilot’s opinion might be.
I’ve looked online for a United States Parachute Assn. position on these issues–no answer. I believe there will be a proliferation of rigid wings and powered wingsuits–USPA should get out in front of the issue, rather than let the FAA define it.