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Flying on electric

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  • #31
    Ok, short hops and STOL, figures.

    Now how about the sum of total cost and total environmental footprint, including everything.

    If the electricity is from nuclear or hydro, I could see it being cheaper and environmentally friendlier than Avgas. But who wants to hear an electric fan when its predecessor was a radial engine?
    "For once you have tasted flight you will walk the earth with your eyes turned skywards, for there you have been and there you will long to return"


    • #32
      What bothers me the most about this article is the unproven assumption that the climate will stop changing if we switch to electrical transportation.

      I just do not think we are advanced enough to alter and/or control the weather and climate on our entire world, particularly when we consider the number of less advanced nations and nations like China that continue to pump out enormous volumes of pollution. China, as only one example, still uses a huge fleet of coal-fired steam locomotives.
      Quis Custodiet Ipsos Custodes? Who is watching the watchers?


      • #33
        de Havilland Canada DHC-2 Beaver

        The de Havilland Canada DHC-2 Beaver is a single-engined high-wing propeller-driven short takeoff and landing (STOL) aircraft developed and manufactured by de Havilland Canada. It has been primarily operated as a bush plane and has been used for a wide variety of utility roles, such as cargo and passenger hauling, aerial application (crop dusting and aerial topdressing), and civil aviation duties.

        Shortly after the end of the Second World War, de Havilland Canada made the decision to orient itself towards civilian operators. Based upon feedback from pilots, the company decided that the envisioned aircraft should have excellent STOL performance, all-metal construction, and accommodate many features sought by the operators of bush planes. On 16 August 1947, the maiden flight of the aircraft, which had received the designation DHC-2 Beaver, took place. In April 1948, the first production aircraft was delivered to the Ontario Department of Lands and Forests. A Royal New Zealand Air Force (RNZAF) Beaver played a supporting role in Sir Edmund Hillary's famous 1958 Commonwealth Trans-Antarctic Expedition to the South Pole.

        In addition to its use in civilian operations, the Beaver has been widely adopted by armed forces as a utility aircraft. The United States Army purchased several hundred aircraft; nine DHC-2s are still in service with the U.S. Air Force Auxiliary (Civil Air Patrol) for search and rescue. By 1967, in excess of 1,600 Beavers had been constructed prior to the closure of the original assembly line.[2] Various aircraft have been remanufactured and upgraded. Additionally, various proposals have been mooted to return the Beaver to production.

        The Beaver's versatility and performance led to it being the preferred aircraft of bush pilots servicing remote locations in the Canadian north, and it is considered by aviation historians to be a Canadian icon.[3] In 1987, the Canadian Engineering Centennial Board named the DHC-2 one of the top ten Canadian engineering achievements of the 20th century. The Royal Canadian Mint honoured the aircraft on a special edition Canadian quarter in November 1999,[4] and on a 50-cent commemorative gold coin in 2008.[5] Large numbers continue to be operational into the 21st century, while the tooling and type certificate for the Beaver have been acquired by Viking Air who continue to produce replacement components and refurbish examples of the type.

        The Beaver is typically powered by a single 450 hp (340 kW) Pratt & Whitney R-985 Wasp Junior radial engine.[6] In order to provide the necessary weight balance for optimal loading flexibility, the engine was mounted as far rearwards as possible, resulting in elements intruding into the cockpit space, such as the oil tank being positioned within the center console between the pilot and copilot's feet and the main fuel tank within the forward belly of the aircraft, which also improves accessibility for replenishment.[6] Many Beavers have had wingtip tanks also installed; careful fuel management between the various fuel tanks is required throughout flights in order to maintain the aircraft's center of gravity.[6] The remanufactured DHC-2T Turbo Beaver is equipped with a 680 shp (510 kW) PT6A-34 turboprop engine.[8]

        The Beaver is functionally shaped in order to accommodate a useful and sizable payload, typically close to 2,000 lb (910 kg), even when equipped with floats.[6] While the front doors are narrow, the aft doors are wider, having been designed to facilitate the loading of 55-gallon barrels, either upright or on their sides. The Beaver is considered a 'working' aircraft, which was designed for vigorous use.[6] In addition to cargo, passengers can also be carried; when appropriately fitted out, the Beaver Mk.I can accommodate up to seven passengers while the more spacious Beaver Mk.III can hold a maximum of 11. Various alterations have been approved, including alternative seating arrangements, enlarged cargo doors, larger windows and smaller batteries have been approved for use


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