Who’s going to Oshkosh (EAA AirVenture) and would like to meet up? Email philg@mit.edu if you want to get together. Perhaps Tuesday at Chick-fil-A around 11 am? Or we can pick a talk that we all want to attend. I haven’t researched the presentations yet. Folks who have suggestions for important presentations can post them here.
Bad news for those who’ve chosen to leave the safety of Florida’s smoke-free air, ubiquitous A/C, and almost-invulnerable power grid in order to attend this one-week outdoor event: the New York Times says that it is typically unsafe to go outside. See “Is It Safe to Go Outside? How to Navigate This Cruel Summer.” Climate change has come for EAA. Just a few days ago, the hottest day was forecast to inflict a high temp of 94 degrees on aviation enthusiasts. Currently, however, the forecast is for 97 degrees on Thursday:
Maybe we will have to escape to The Sweet Lair in Menasha for air conditioning, board games, and food.
We’re going to be reading the VFR arrival procedures carefully…
… while driving our rental car up from Chicago/Milwaukee (I need to be in Los Angeles for business immediately after). We’re staying at the Sleepy Hollow campground across from the Deplorable SOS Brothers with their beer and bikini-clad bartenders. I’ve packed a full library of works by Betty Friedan, Gloria Steinem, Andrea Dworkin, and Catharine A. MacKinnon to present to the Brothers in hopes that they will change their ways.
Here’s a report on a crossing from Belfast, Northern Ireland to Canada in July 2023 in a Cirrus Vision Jet (my review).
The machine: one engine, one parachute, 31,000′ service ceiling, cruise speed of about 310 knots, range of about 900 nautical miles. It lacks almost everything that the regulatory gods want to see for an aircraft crossing the North Atlantic. There is no HF radio. We could not spell or pronounce CPDLC, much less operate with it. We were one letter behind on ADS, being equipped with ADS-B rather than the more impressive ADS-C. Nonetheless, we were entitled to fly the most sensible route for a short-range airplane at altitudes up to at least FL280 and sometimes all the way up to FL310 (the accessibility of RVSM flight levels is tough to predict, even for the experienced planners, so make sure that you have enough fuel to make it at FL280).
A common route for short-range aircraft… EGAA, BIKF, BGSF, CYYR:
The biggest challenge with this route is that Greenland, because it remains a colony of Denmark (the natives would prefer to have accepted Donald Trump’s proposal and become part of the U.S.), has only two decent airports, both built by the U.S. military. Kangerlussuaq, which started out as “Sondrestrom” during World War II, is where all of the jet airliners land and where any general aviation pilot who doesn’t imagine him/her/zir/theirself to be a hero should land. The Cold War-era Thule, now “Pituffik Space Base”, is too far north to be a useful alternate and is generally closed to civilians (see Project Iceworm for what we did up there without telling our Danish hosts). Nuuk, BGGH, might be a reasonable alternate when they finish extending the runway (delayed until 2024 due to coronapanic). See charts below.
There is always the possibility that BGSF, which lacks a parallel taxiway, will get shut down due to a disabled aircraft. I wouldn’t advise any attempt at crossing unless BGSF is forecast to be good VMC (visual meteorological conditions).
A lesser challenge is the long leg between CYYR and BGSF, which is readily doable with a tailwind, but crosses a lot of water and takes an airplane out of communication range at 30,000′. Why not skip this by substituting CYFB (Iqaluit, Nunavut; not to be confused with “Frobisher Bay“) for CYYR? Now the leg is 487 nm instead of 872 nm and much of the route is within gliding distance of land.
We had an additional challenge on our trip. The owner-pilot of the Vision Jet had been in Europe for a couple of months with his family and we were tasked with bringing a furry child back to the U.S. Iceland and Greenland are unfriendly to Canine-Americans and, therefore, it would have been extremely ugly if we had gotten stuck due to weather or mechanical issues. Maybe the pup would have been locked down in quarantine for weeks (like a California K-12 student!). Maybe the owner would have had to sleep with her in the plane. In theory, dogs are not even allowed out on the airport ramp/grass to pee.
Although apps such as fltplan.com and ForeFlight can provide good weather briefings and performance calculations, most people making the crossing elect to use a planning and dispatch service such as Air Journey or Shepherd Aero. We used Shepherd and, in addition to the high-level and low-level planning, they provided a raft and survival suits in Belfast that we later dropped off in Bangor, Maine. They also handled the paperwork requirements for approval to operate in the North Atlantic high-level airspace (“NAT HLA”; see link at the end).
Our day started around 6 am at a Hilton golf hotel where we checked weather and navlogs over breakfast. The TV described “millions of public sector workers” getting raises in the UK. Fortunately, we are assured by top economists that a wage-price inflation spiral is impossible.
We showed up before 8 am at Global Trek, the FBO at the big airport in Belfast.
We unlocked the baggage door so that the local maintenance folks could top off the oxygen bottle. If a jet depressurizes at the midpoint of one of these legs and descends to an altitude where oxygen is not required, the additional fuel burn will result in a failure to reach the destination. The only way to avoid a swim is to put on the oxygen masks and stay at least reasonably high, e.g., 20,000′. The mask is also a great tool for avoiding a deadly SARS-CoV-2 infection from one’s co-pilot. #AbundanceOfCaution:
(What if you don’t get the quick-don oxygen masks on after an explosive decompression? The Vision Jet, thanks to the Miracle of Garmin and having seen a cabin altitude above 15,000′, will automatically descend to 14,000′. In theory, the pilots will then wake up. If they don’t, the Garmin AI will try to Autoland (I’d like to see that in Greenland! Autoland requires a GPS approach with LPV or LNAV/VNAV at an airport within 200 nm).)
What about a weight and balance calculation? Given long runways, cold temperatures, and mostly-smooth air, being slightly overweight is not a significant risk (not a tough issue for us because all of the back seats were not only empty, but had been removed). Would it ever make sense, from a risk management point of view, to leave out fuel or survival gear in order to hit a book number? (In Greenland, the fueler didn’t even ask whether we wanted to be topped off. He simply topped off the plane because nobody would be dumb enough to depart over the North Atlantic in a light plane with less than full fuel.)
Prep for the unlikely event of that single turbojet engine breathing its last? As with Caribbean flying, it is essential to have a life raft and as many EPIRB/PLBs as one can reasonably attach to one’s raft and person. In addition, however, one must have a survival suit to protect against the cold and wet. Here’s me suited up for the crossing and/or the Climate Change (TM)-induced floods in the Northeast (photo taken at the end of the trip, in Bangor, Maine; note the sun-reddened face due to the Vision Jet’s less-than-complete UV protection):
How does it work to operate the latest generation of touchscreen avionics with hands like Zoidberg‘s? What’s conventional is to wear the survival suit up to one’s waist and be prepared to don the rest in a worst-case scenario. The folks who do this all the time get constant-wear dry suits that have separate gloves ($4,000 in pre-Biden money).
We departed with full fuel and full oxygen at 9:00 am local time, just as planned, climbed to FL300, and stayed within radio and radar range for the entire nearly-3-hour trip to Iceland. The only old-school task that we had to perform was tell Reykjavík Control when we expected to enter their airspace at RATSU. Radio communications on the entire trip proved to be easy and informal. The controllers are nowhere near as busy as FAA controllers, so you can always ask for a clarification.
We were able to get to FL300 and found the temperature, due to humans ignoring Greta Thunberg, to be ISA+4. True airspeed of 315 knots plus a tailwind of 10-20 knots.
Landing in Iceland is relaxing because BIKF is a huge international airport with two runways and, in the event of shutdown by fog or mostly-peaceful protest, BIRK is next door and also has two reasonably long runways. The wind was blowing 29 knots when we landed, which made taxiing in certain orientations challenging and also required some thought regarding parking orientation for the restart. The powerful wind was forecast to continue for four days, so we were glad that we hadn’t planned to stay. Our canine companion was not allowed out of the plane and immigration came out to meet us in a shack to check passports, despite us having expressed no intention to leave the airport or stay longer than required for refueling. Elites sometimes need to stop here in their Gulfstreams, e.g., if on their way from Los Angeles to attend a climate change convention deep into the Mediterranean and carrying a full load of sycophants. Consequently, there is a reasonably nice FBO with a full array of free drinks, a jail, and a children’s play area. Delicious pizza was delivered, but I had just one slice due to concerns regarding the bathroom facilities on the SF50 (none).
Here’s our beauty contestant on the ramp (n-number obscured):
(If you disagree that the Vision Jet is beautiful, remember that we crossed during the same week in which a person assigned male at birth was crowned the most beautiful woman in the Netherlands (BBC).)
The fuel truck in Iceland is more like a Mississippi River towboat with a fuel barge behind it:
It was then time to fire up and head for Greenland, another three-hour leg. The planning elves filed us for FL280. Our route took us directly over BGKK, an airport on the east coast of Greenland with a 4,000′ gravel runway. We could see a handful of buildings from the air, but nothing resembling a settlement.
Being “over land” in Greenland is not quite as comforting as it would be in the Midwest. Can you see a good place to land via parachute?
The weather had been forecast to be great for landing in Greenland, with ceilings of more than 5,000′. Nonetheless, the approach to the runway is right alongside enough terrain to get a pilot’s attention. Here’s our GPS approach on the Garmin G3000:
The closer to the airport you get, the more straightforward the view, but notice the mountains behind that would complicate a go-around or a departure:
Safety tip: fly every procedure as slow as possible. That gives you more time to think about whether you’re following the procedure precisely and, if you’re in an auto-everything aircraft like the Vision Jet, to see if the magic is set up properly.
Because only peasants who can’t afford a Falcon or Gulfstream would ever visit this airport in a private airplane, there is no FBO. Airline passengers are welcomed in a terminal, but light aircraft park in the middle of nowhere and are shuttled back to an airport management office to use the restroom or call CANPASS to report an expected arrival (only the pilot-in-command can do this and we waited on hold for 40 minutes; the regulars told us that this Canadian government service went downhill during coronapanic and never recovered).
(Don’t tell anyone, but our passenger escaped to the side of the ramp for her own restroom action.)
BGSF is an inefficient airport because everyone tries to land 09 and depart 27 (in from the fjord and out toward the fjord). We had to burn fuel on the ramp for about 20 minutes before the arrivals were all down and it was our turn to depart opposite direction (the wind was actually favoring 27). This is another good reason not to plan on a maximum range leg out of BGSF.
It is always nice when the last leg of the day is the shortest and the final leg to CYFB, which was forecast to be reasonable VMC, was uneventful until we got the weather report… clouds at 200′ above the runway and visibility roughly 4,500′ down the runway. The approach minimums are 200′ and 4000′ of visibility. It would have made sense to go somewhere else except that there isn’t a lot else around. Fortunately, as I pointed out to our planners (channeling the New York Times; see also this story about the invention of computer programming), we could thank the female engineer who invented approach lighting. Runway 34 is equipped with approach lights that a pilot will be able to see at 200′ above the ground even when visibility
Featuring an inverted-V engine block, turbocharging and supercharging, mechanical fuel injection, liquid cooling, direct drive, and 40% fewer moving parts than other engines in its category, the new DeltaHawk engine is a clean-sheet design secured by multiple patents.
In addition, the engine’s slimmer shape and smaller size allows for more aerodynamic cowling designs and requires less space – all while providing extraordinary performance, ease of operation, and unmatched reliability. The engine is environmentally friendly, as well, thanks to its ability to burn both Jet-A and sustainable aviation jet fuels.
The company says that it has tested the engine in a Cirrus SR20!
And it cost $80 million. Wikipedia says that 1,459 SR20s were built through 2019. Let’s assume that 2,000 will be built total. If we were to spread the $80 million development cost over the most successful new airframe in this horsepower category, it would come out to $40,000 per engine (maybe Cirrus is paying $50,000 for the 215 hp Lycoming 4-cylinder that is in the latest and greatest G6 model (vibrates like a banshee compared to the older 6-cylinder Continental 200 hp design)).
How is this engine different from a car diesel engine? It supposedly can still run even after a total electrical system failure, which is what could happen following a lightning strike.
The claim is 40 percent better fuel-efficiency than 100LL engines, so that would roughly restore light aircraft to the payload-range profiles that they had in the 1950s-1970s before Americans got fat.
I wonder how long it will be before we see one in a certified factory-new airplane for carrying humans. Rumor has it they’re trying to sell this for at least 100,000 Bidies per engine, which is somewhat more than the legacy Continental and Lycoming similar-horsepower models. For a measure of inflation in our inflation-free society, note that a magnificent 6-seat Bonanza that include a beefier engine than this DeltaHawk cost only $8,000 when introduced in 1968. Official government CPI says that $8,000 from 1968 is equivalent to purchasing power today of $72,000. But $72,000 is roughly the cost of the (still-available) 285 hp Continental engine that was in the factory-new 1968 Bonanza. The equivalent in purchasing power bought an airframe, six seats, avionics, engine, propeller, landing gear, etc., back then. Today it pays for only the engine.
Europeans hate Avgas so I am going to guess that this more-expensive-that-proven-old-tech DeltaHawk engine appears first on a European plane from one of the innovation-loving companies, e.g., Diamond of Austria or Pipistrel of Slovenia (bought by Textron in 2022). Four years is an eternity in the non-aviation world, so 2027 seems like a safe guess if this engine is an improvement. However, DeltaHawk itself provides an example of Aviation Time. The company was founded in 1996 (Wikipedia) and their product has finally limped out the door… 27 years later. How about 2029 then?
The first airport to be completed will be La Guardia, where Delta Air Lines has just opened a gleaming, $4 billion terminal … already won an award as the best new airport building in the world.
I was there earlier this month! Let’s check it out…
The ticketing level was mostly empty on a Sunday afternoon:
You walk around a corner, marvel at the enormous artwork (zoom in and you can see the chin diaper on the righteous New Yorker), and head upstairs…
The security line was non-existent and there is an interesting Agam-inspired illuminated artwork above it:
It’s all-Delta-all-the-time out the window:
The interior space is beautiful:
(Note cloth mask against an aerosol virus worn by the Soldier of Faucism riding the escalator.)
Does the airport terminal achieve greatness? Not for me. Nobody seems to have had any imagination for what passengers should be able to do inside. There are the usual options: shop for magazines and junk food, eat in a restaurant, drink at a bar. What if you are stuck there for 4 hours due to thunderstorms or a missed connection? (admittedly the latter is rare due to LGA not being a hub) There’s no amazing garden or aquarium or art museum or science museum inside. There are no historic aircraft hanging from the ceiling. Qatar put a lap swimming pool inside their big terminal. Maybe that’s too much to ask from the folks who gave us the New York Subway, but how about a planetarium? Why not a pinball and video arcade? A carting track? A trampoline park? (the last few ripped off from Dezerland, a vast indoor space in Orlando where almost anyone can happily spend a few hours)
I’m not sure what makes all of these airport terminals so similar in terms of what passengers can actually do while they wait. I’m going to guess that it is the desire of the airport operator to make the last possible dollar on rent, the same thing that causes American shopping malls to be so similar and dull.
I was chatting with a guy who manages private jets for a variety of billionaires. Is he hiring pilots who were first officers at regional airlines? “No,” he responded. “I hire 65-year-old airline captains because they won’t quit on me.” He can’t keep younger pilots because making $500,000 to $600,000 per year at a mainline airline is straightforward (see “American Airlines CEO tells pilots the carrier is prepared to increase pay to up to $590,000 a year” (NBC) for example). “Captains at United who know how to work the schedule are making over $1 million per year,” he said.
article about boat pilots, whose ranks are limited by the government, making $750,000/year in pre-Biden dollars (i.e., it is possible that airline pilots will out-earn harbor pilots!)
Day 4 of a Robinson R44’s life after release from the factory…
Due to low clouds, we didn’t rush to get out of Destin, Florida, a beach town developed with the same attention to aesthetics as Ocean City, Maryland.
I posted the above images to Facebook, which added a reminder from Science (TM):
It’s Monday morning, but there are quite a few planes parked (looking towards the beach and the area for smaller planes):
We saw beautiful fish and rays along the shoreline, as well as Truman Show location Seaside, Florida (a New Urbanism development that is less urban/practical than the MacArthur Foundation-planned development in which we live). It was a one-hour flight to Tallahassee where we were prepared to assist Ron DeSantis with advice, if requested.
The northwest coast of Florida has been mostly left in its natural condition, punctuated by occasional fishing towns or camps:
Cedar Key, Florida was once the terminus of a railroad from Florida’s northeast coast, but is now comparatively isolated from the essentials of human life (Walmart, hospitals, Home Depot, etc.). Here we are setting up for a heroic landing on the shortest public runway in Florida, 2300′ (and a displaced threshold!):
When you land at Cedar Key, you can take a golf cart that’s already at the airport into town and pay the Cedar Key Adventures folks for its use. Or you can call Judy at (352) 949-2127 and she’ll come fetch you in her minivan ($20 into town for two). Steamers is Judy’s favorite restaurant, so we ate local oysters (cooked, but still perhaps not wise to combine with flying?), shrimp, and salad there with a water view:
Whoever wins the Republican nomination for the 2024 Presidential election might not need to campaign here:
Some photos around town, including extreme golf cart decoration and what is plainly the best fishing enterprise:
Back at the airport, a sign reminds pilots to think before departing in the dark:
A last look at the town…
We stopped for fuel at Lakeland, Florida, which has a great year-old restaurant: Waco Kitchen (from Waco Aircraft). Then it was over Florida’s Massif Central
and around Lake Okeechobee
before landing at Boca Raton.
It was about 33 hours of rotor-spinning time. We suffered from two squawks, unlike the previous flight that ended squawk-free. Robinson has a fancy new “cyclic guard” designed to keep folks in the front left seat from knocking into the central cyclic inadvertently. There is a somewhat complex mechanism to allow this to come down so that the seat can be flipped up to reveal the luggage compartment. The hardware came apart. We also had seepage from the tail rotor transmission sight glass window seal.
Final thoughts: Thank God we had air conditioning!
We were sorry to leave the luxurious environment of Galaxy FBO at KCXO (north of Houston), but a massive multi-day system of thunderstorms was coming in so we flew through some rain and under low clouds to escape east. First stop was KCWF in Lake Charles, Louisiana. There must be a great restaurant nearby because Million Air CWF was hosting a broken F/A-18 and two broken T-38s.
Folks in New Orleans did a great job building their original airport terminal, now used for a café (sadly, we arrived after it was closed) and a helicopter tour counter (trusty R44!).
The gals at Flightline said “this neighborhood isn’t safe. Don’t get out of the crew car until you’re at least 15 minutes from here”. They made an exception for the former Dixie brewing restaurant, 7 minutes away, because it is surrounded by a fence. It’s now “Faubourg” and the food served is entirely free of poisonous vegetables:
We flew under/around some clouds and over some Tesla fuel in Mobile, Alabama:
Destin, Florida (KDTS) was reporting only scattered clouds, so we flew at 2,500′ in beautiful clear conditions over a broken layer (a little unnerving in a helicopter) and then descended over the beach to 500′ before landing at the airport.
After we had finished registering voters in El Paso, we headed east along Interstate 10. Here we are parked on the “pad of shame” at Fort Stockton:
(As with self-checkout, self-service aircraft fueling is where I learn that there are no jobs with required skill levels lower than my own.) Nobody was around mid-day Saturday so we proceeded to Sonora, Texas (KSOA) where there was also nobody around, but we were able to take the crew car to some superb barbecue:
At T82 (Fredericksburg, Texas), which has an on-field restaurant and an on-field hotel, we discovered that Bidenflation has pinched the economy so badly that almost everyone was forced to drive a small two-seat imported car, some that were decades-old:
I was unwise enough to contact Austin Approach and the controller vectored us halfway to Mexico despite our low altitude. We did enjoy seeing the Radha Madhav Dham, however:
Radha Madhav Dham is one of the largest Hindu Temple and Ashram in the U.S. and is widely known for welcoming hundreds of visitors every day, regardless of their backgrounds, to its religious services, family festivals, and devotional retreats. Located in the rolling hills southwest of Austin, Radha Madhav Dham is an integral member of the local interfaith community, working with other faith-based institutions to provide charitable works and strengthen the common bonds between all religions.
In addition to the spiritual development of human souls, Radha Madhav Dham actively supports the charitable activities of its parent organization JKP Worldwide which is deeply involved in improving the material welfare of the underprivileged in society.
It would have been great to land the helicopter in the grass and see if they could explain the “common bonds” between Hinduism and Islam as interpreted by Jaish-e-Mohammed and also to ask for donations to help the material welfare of underprivileged followers of Lashkar-e-Taiba. However, we wanted to be on time for dinner at Casa Medina (“city of the Prophet”) near the Conroe, Texas airport (KCXO) and The Woodlands (see Atlas Shrugged in Houston (The Woodlands)). Conroe is also near where Mexican national Francisco Oropeza shot his Honduran neighbors. We’d previously flown over what looks like it might eventually be Mr. Oropeza’s taxpayer-funded home in the U.S.:
Despite our humble piston background, we were received like royalty at Galaxy FBO:
We returned for breakfast at the FBO’s upstairs restaurant and discovered a shocking scene of inequality:
Our emergency phone call to Elizabeth Warren was not returned.
Today is the day that Donald Trump’s cruel Title 42 policy was supposed to end, enabling more than 7 billion humans to enter the U.S. and then live here for 10+ years as they await their first asylum court hearing. (CNN) (Trump’s immigration policy was intolerably racist, which is why the Biden administration has continued it for more than 2 years?) This post chronicles our May 2023 trip from Los Angeles to the border at El Paso, Texas.
A west-to-east trip along Interstate 10 began with a flight over the National Historic Landmark of Mar-a-Lago:
I could almost hear the questions of the children in Palm Beach who were pointing up:
“What’s JetBlue?”
“What’s a commercial airline?”
“You have to share your plane with other people?”
Our PBI-LAX route took us over the Florida Mountains, right next to Deming, New Mexico, where we would later stop:
(If no human is illegal, why does the Biden administration keep a balloon tethered near the border?)
Torrance, California is home to the Robinson Helicopter Company, which has zero Michelin stars, and Din Tai Fung, the proud bearer of one star (for the Hong Kong branch). We managed to catch a curbside Uber Black from LAX and thus avoid the dreaded one-hour wait for a regular Uber and arrived at Din Tai Fung just before closing. Angelenos on the airplane, in the restaurant, and working at the hotel were, by Florida standards, often masked. #COVIDisNotOver
The view from the DoubleTree reminds us that Californians are geniuses when it comes to sustainability and adapting to a dark climate future. When building apartments in an area famous for fires, make sure to use wood rather than concrete:
Los Angeles architect Tim Smith was sitting on a Hawaiian beach, reading through the latest building code, as one does, when he noticed that it classified wood treated with fire retardant as noncombustible. That made wood eligible, he realized, for a building category—originally known as “ordinary masonry construction” but long since amended to require only that outer walls be made entirely of noncombustible material—that allowed for five stories with sprinklers.
By putting five wood stories over a one-story concrete podium and covering more of the one-acre lot than a high-rise could fill, Smith figured out how to get the 100 apartments at 60 percent to 70 percent of the cost.
the buildings have proved highly flammable before the sprinklers and walls go in. Dozens of major fires have broken out at mid-rise construction sites over the past five years. Of the 13 U.S. blazes that resulted in damages of $20 million or more in 2017, according to the National Fire Protection Association, six were at wood-frame apartment buildings under construction.
Our machine is ready on Robinson’s ramp at 0800:
The inspectors had found a slightly messed up decal above a static port and that was being addressed while we did our preflight inspection. Helicopters come out of the factory with exactly 4 flight test hours and then a fresh oil change.
Mid-morning traffic on the east side of Los Angeles wasn’t too bad:
The state that was the most thoroughly locked down for coronapanic celebrates “200 years of freedom, 1776-1976”:
(Would Native Americans and Black Americans agree that “freedom” arrived in 1776?)
The sprawl of Los Angeles continues almost to the Banning Pass, which we were able to get through easily at 3,500′:
If you’re accustomed to high-end FBOs, Blythe, California is best avoided. There is no 100LL truck. The “courtesy” car comes with a stern warning to return with a gasoline receipt or pay $20 (admittedly gasoline in California is over $5 per gallon, but nobody would use the crew car for more than a 12-mile round-trip into town). Some photos of Blythe and the Colorado River, which separates it from the comparatively free state of Arizona:
I-10 then climbs into Phoenix, a true master class on sprawl:
If you want to start an airline, a midnight visit to Pinal, Arizona (KMZJ) with a start cart would save a lot of money (note the Dreamlifter, resting after lifting its last dream):
We refueled in Tucson then headed across southern New Mexico as the sun waned. We landed at Million Air in El Paso where if you’ve got a fever and the only prescription is more cowbell, $200,000 for a custom (street legal) motorcycle from B.A.D. Visions will fill that prescription. My favorite is the one devoted to Elvis Presley:
The gal behind the counter said that her favorite was the one with the “suicide stick” for shifting (note bullet casings):
For more protection from the elements:
“I drive a Honda minivan,” I explained to the young front desk worker. She responded, “I give you a lot of credit for having the courage to put that on the road.”
In the morning, we fired up to check out the border.
Our El Paso stop lasted 12 hours, so we were able to register only 732 new voters.
More about this trip in a follow-up post…
Readers: What are you doing to celebrate the end of Title 42? Who is changing the sheets in the guest bedroom so that the next 20 or 30 million migrants can be welcomed properly?
Related:
Pew Research 2015 demographic forecast: “… future immigrants and their descendants will be an even bigger source of population growth. Between 2015 and 2065, they are projected to account for 88% of the U.S. population increase, or 103 million people, as the nation grows to 441 million.”
Piston-powered airplanes subject pilot and passengers to unpleasant vibration. Battery-electric airplanes have minimal range.
There have been some successful applications of Wankel rotary engines in aircraft. The homebuilt folks have had some success with Mazda RX-7/RX-8 engines. Here’s an article from EAA’s Sport Aviation in 2002:
While incredibly reliable in automotive use, car engines haven’t done well running at high power settings all day every day in airplanes. The aviation-specific rotary engines thus far, such as Diamond’s AE50R, are low power engines designed for self-launching gliders and UAVs.
What if the smooth rotary engine were used to generate electricity buffered through a battery pack? Then it wouldn’t matter if the engine failed more often than 1930s-style Continental and Lycoming piston engines. An engine failure would mean using a 20-minute battery reserve to land. Is there a mass-market low-cost battery+Wankel combination available? Yes! From “The Hybrid Wankel Rotary-Powered Mazda MX-30 R-EV Is Finally Here. Here’s How It Works” (Autopian, January 2023):
For starters, the engine doesn’t drive the wheels. It only serves as a generator connected to a motor/generator unit to send power to the battery pack. The battery pack then provides juice to an electric motor which powers the wheels. This means that despite burning gasoline, the MX-30 R-EV should theoretically have the seamless power delivery of an EV, and it should be able to keep the Wankel engine at its “sweet spot” for efficiency for a significant portion of its on-time.
As for deeper details on that rotary engine, there’s the presence of direct injection, something never attempted before on a production rotary engine. The side housings are aluminum and coated with plasma for low weight and friction management respectively, all while being just 80 mm wide. For the sake of longevity, the apex seals are 25 percent wider than the ones on an RX-8’s RENESIS engine, clocking in at 2.5 mm. The result is 73.7 horsepower from just 830 cc of displacement. Curiously, although rotary engines love to rev, Mazda claims that peak power hits at just 4,700 RPM. That might sound weird for a high-revving Wankel, but it should translate to very low noise.
At 214 pounds, it looks like this engine is fairly heavy for its horsepower (a little heavier than an 80 hp aluminum piston engine), but given the high efficiency of electric drive maybe this would still work out well for a 2-seater.
Readers: Where’s the flaw in this path toward aircraft powered by a mass-market powertrain?
