The advantages of updated technology for general aviation electricity and magnetism connect to form

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I would like to point out that there is no sub-200 hp non-turboed Lycoming or Continental out that won’t run on 92UL with no ethanol in it. That’s 70 percent of all of the GA fleet. That means that the majority of owners are indirectly subsidizing the rest of the users. I have an old 82 octane E-225 Continental that I have to lean during taxi with 100 ‘LL and I would use 92UL from the marina in a second if I could get it at the airport.

All of us bought into the myth that we had to have a single drop-in replacement for 100LL or the sky would fall and we would all be grounded. electricity projects for grade 6 Well folks by doing what we were told to do we actually made things worse. It’s been over 15 years now and we are at the point where two of the makers have abandoned the effort out of frustration only to go to the STC route which will be even more expensive to the end users. US! It would have been far cheaper to use the development money to change every airplane engine to electronic ignition and use 92UL with no ethanol in it from a gas station. This would have opened the door to innovation to modifying old engines and a whole new generation of new designs. Now we will have neither and no fuel to go in them. Brilliant. I suspect that the leadership of the aviation groups and manufacturers along with the oil companies knew there was no chemically or economically viable solution here but didn’t want to go with technology for the engines that would work in the long run. We chose the wrong path and the damage may already too great for the piston engine market to survive in the long term. locate a gas station near me Thank God for the emerging electrical technology in the future as you will NEVER see a Connie or a Lycoming in any of the flying cars in ten years.

I’ve been flying your “dream” for almost 5 years and over 600 hours. I built a Glasair Sportsman (Two Weeks to Taxi program) with a Continental CD155 diesel. It meets all of the criteria you discuss in your article. It is certainly modern. It is ultra smooth. No worries with pre-heating, priming, carb heat, icing, mixture control, prop control, shock cooling, etc. And it runs on Jet A, which will be readily and plentifully available for decades to come, usually at a lesser cost than 100LL. It’s a more stable, safer fuel, and can be stored long term. It is a derivative of a Mercedes Benz auto engine.

As you indicate, when it’s time to fly, you just get in, start it up, and fly it. Set the single power lever to the percentage of power you want, and you’re done. Nothing could be simpler. gas tax in ct The Sportsman cruises all day at 125-130KTAS at 75% power, burning 6.1 gph. It’s pretty hard to beat. I’m sure the engine would be even more efficient if it were mated to a cleaner airframe. I’ve been flying for over 35 years, and I have never enjoyed an aircraft more than the diesel Sportsman.

Electric cars have made great advances in the past few years. The US Military has a 5 by 5 by 5 program for EV batteries (five times the capacity, five times the recharge rate, one fifth the cost) and has unlimited money (ours) to pursue these goals. There is also a tremendous amount of non-military research going on. The automakers are doing this too, VW has been thoroughly stung by dieselgate and is looking towards electric vehicles to clean up their act (pun intended).

Electric airplanes have huge advantages over internal combustion airplanes. No noise, no vibration, no local pollution (and if the power to recharge the batteries comes from hydro/wind/solar, no source pollution either), There’s along list of finicky, undependable, expensive parts which are needed for IC engines and are totally un-needed for electric motors. No mufflers, no fuel pumps, no carburetors, no baffles (air cooled) or heavy, leaky radiators and hoses (water cooled), no fuel tanks, no flammable gasoline to splash around in an accident, and no used oil to dispose of or leak out (or buy new).

Further, no weight and balance issues, a charged battery and a discharged battery weigh the same, no loss of power at altitude (other than loss of propeller efficiency), so no turbo or superchargers needed, no mixture control, no carb heat, no fuel odors or dangerous fuel leaks (want to get nervous in an airplane? “I smell gasoline.”), no warmup or cool down, no shock cooling, instant power NOW when you need it, no reduction gears needed, and best of all, exactly ONE moving part in the motor. A major overhaul consists of changing a pair of large ball bearings, and you’re good for another 10,000 hours or so.

Technology advances in unexpected ways, sometimes incrementally, sometimes in big jumps. Look at cars – incrementally, automatic spark advance, fuel injection, self-starters, big jumps, automatic transmissions. Very, very few people want to go back to hand cranking their cars, a few of us still like standard shift even though we admit that the newer automatics do a better job than we can (most of the time, anyway).

If I could buy a reasonably priced electric airplane with equivalent range, performance and payload to my gasoline powered airplane, I’d do so in an instant. I really don’t care WHAT makes it fly, the point is to be flying. We like gasoline engines because we are used to them. a gaseous mixture contains People used to like steam engines for the same reason, but nobody seriously suggests we convert all our gas engines in cars, motorcycles, boats, tractors, airplanes, weed wackers and so on to steam. In twenty years, people will look at gasoline engines and be amazed that people actually rode around in vehicles powered by those things.

We use copper in a lot of things and for a lot of things. The following infographic talks about the copper going into an electric car, but that is only one aspect of having an electric car or a country filled with them. The real big issue will turn out to not be the cars themselves but the power grid needed to support them. Think of all the energy that gasoline and diesel provide and then think about all the gas stations you see in your area. Think of two scenarios, one a car at your house, and the second a car in a city, parked on the street like in Queens NY.

At your house, you just have to run a heavy copper wire to a charging station, the heavier, the faster the charge. In a domestic setting, 8 Gauge wire can deliver 55 Amps at 240 Volts and just the copper alone for four conductors is .2 pounds per foot (four conductors, two hot, one neutral and one ground). o gastronomico This will give you a pretty good charge and say you have to run 50 feet of wire for your circuit thus you are using 10 pounds of copper for your new electric car charging circuit or about 1/8 of the weight of the car’s copper. But what about increasing other aspects of the utility grid to support your car and the hundred million more we will see someday?

Now if you think about electric cars parked on the streets of a major city, how are you going to charge them? Today and for the years I have been alive, the cars ran on gasoline and the owners would fill them at the gas station, park them on the street and drive them as they wished. When the tank was low, they would refill them, but with electric cars, the recharging is going to have to happen at curbside and since parking is random, how is that going to happen? Obviously, the city or utility is going to have to install charging stations all along all the streets and run the cables underground. The charging issue can be solved but the device recognizing the appropriate car and billing the owner, no matter where he or she parks. This is going to be a huge undertaking and the installation is going to be ungodly expensive. Thus the cost of the refilling of the car has changed from private business to government or at least government regulated businesses (utilities) and the cost is going to be high even for a private enterprise, let alone an inefficient governmental agency. Do you hear anybody talking about this when they are selling electric cars?