Meade Dillon via Mercedes wrote on 4/4/19 7:12 AM:
Last night I was helping my daughter with her science homework,
electricity, magnetism and electromagnets. Her science book is full of
propaganda: the opening page on electromagnets is about a chinese maglev
train, which "produces no pollution". I threw up a bit in my mouth, but
pressed on with addressing the actual questions she had and checking her
answers. Many times I've pointed out that electric cars are really just
moving the pollution generation to the power plant which is usually coal
powered and far more polluting (spewing uranium and mercury and other heavy
metals into the air). I call them coal powered cars, she gets it. I'll
make a point of that maglev train "no pollution" fallacy later today.
-------------
Max
Charleston SC
On Thu, Apr 4, 2019 at 7:56 AM Dimitri Seretakis via Mercedes <
mercedes@okiebenz.com> wrote:
The hypocrisy of electric vehicles never ceases to amaze me. If you like
EVs that’s fine especially if you have a solar panel at your home to charge
them but the vast majority of people just use power from the grid. This
power has to come from somewhere.
Sent from my iPhone
On Apr 3, 2019, at 10:03 AM, Curley McLain via Mercedes <
mercedes@okiebenz.com> wrote:
BS
Andrew Strasfogel via Mercedes wrote on 4/3/19 8:58 AM:
Commercial flights on electric engines may arrive in 2021Published:
Wednesday, April 3, 2019
There's no shortage of companies working to build electric aircraft,
but a
Canadian airline and a Seattle-area engine maker say they've found a
quicker route to electrification by converting a small bush plane with
batteries and an electric motor.
The first passenger flights for British Columbia-based Harbour Air Ltd.
would be in late 2021 under a partnership with magniX Technologies,
pending
regulatory approvals, the companies said last week.
They plan to swap kerosene fuel tanks for a magniX electric motor and
lithium-ion battery packs on a Harbour Air de Havilland DHC-2 Beaver
aircraft, which seats six passengers, to begin test flights in November.
The propulsion system will have a range of about 100 miles.
The goal is an emissions-free, quieter aircraft that is certified by
both
U.S. and Canadian aviation authorities, Greg McDougall, Harbour Air's
founder and chief executive officer, said in a telephone interview. The
suburban Vancouver-based seaplane company flies about 500,000 passengers
each year from British Columbia and downtown Seattle.
"I think electrification of all different vehicles now is going to
become
so prevalent it's just going to be something like, 'Oh, that's something
going electric as well,'" McDougall said. "It's just a natural
evolution."
Worldwide, there are some 100 different electric-aircraft programs in
development, according to an estimate by consulting firm Roland Berger
GmbH. Zunum Aero Inc., backed by Boeing Co. and JetBlue Airways Corp.,
aims
to bring a hybrid-electric commuter model to market by 2022, while Joby
Aviation Inc., another JetBlue-backed electric firm, is working on a
five-seat aircraft with a 150-mile range.
Batteries remain the limiting factor for electrical propulsion in
aviation,
said Roei Ganzarski, magniX's CEO and a former Boeing executive. The
magni500 electric motor to be used in the Harbour Air flight testing is
rated for 750 horsepower and offers a 60-minute range, more than twice
as
long as Harbour's average flight, Ganzarski said, allowing for a
30-minute
reserve on the batteries.
The converted plane will weigh the same as the conventional Beaver model
powered by a Pratt & Whitney PT6 engine, Ganzarski said. Over time,
Harbour
plans to convert its 15 Beavers and 22 DHC-3 Single Otter seaplanes to
electric motors, McDougall said. The flight testing aims to win
regulatory
certifications both for the electric propulsion system and for
commercial
conversions of the de Havilland aircraft. McDougall said one primary
goal
of the testing will be to show that the electric motor is "at least as
safe
or safer" than the current engine.
Longer term, Ganzarski predicts that electric motors will lead to a
"resurgence" in the regional airline industry for trips under 1,000
miles
with new aircraft designed for 10-25 passengers. North American carriers
have struggled to fly in some of the smallest markets as most commercial
aircraft flying today have at least 50 seats, too many for thinner
routes.
"By 2025, 1,000 miles is going to be easily done," Ganzarski said,
based on
the evolution of current battery technologies. "I'm not saying 5,000
miles,
but 1,000 miles, easily. I don't think that's far-fetched or a
pie-in-the-sky thing." *— Justin Bachman, Bloomberg*
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