The town of Oshkosh, Wisconsin is not generally thought of as one of the innovative centers of America. Children's clothing, yes. Trucks? You betcha. But Oshkosh doesn't typically jump to mind as a powerful counter-argument to those who worry that the computerized, modern era has obliterated backyard tinkering, craftsmanship, and forward-thinking innovation.
Except for one week a year.
Each year, at the end of July, the Experimental Aircraft Association has its annual convention at the Wittman Airport in Oshkosh, Wisconsin. 12,000 airplanes and hundreds of thousands of people attend, making the airport, for that one week, the busiest airport in America. Lots of private and commercial pilots fly in to the convention in standard general aviation planes that range from the 1920s to the latest and most current models. There are graceful biplanes that are as much works of art as machines of the air. There are WWI and WWII fighters, tiny little trainers, gliders, seaplanes, and huge military transports. But the show is also a hotbed of innovation and inventive craftsmanship; reassuring to anyone who wonders, or worries, whether we've lost that hands-on, Thomas Edison-like inventor's edge.
The "Experimental" Aircraft Association, after all, was founded to support those who wanted to design and build their own planes. Many of those innovators have gone on to produce and sell hundreds, or thousands, of standardized "kits" of their designs, which are then built by individual owners in their garages. Even in 2009. And the results are often far beyond what exists in "factory-built" airplanes. Some kitplanes go 200 miles an hour or more, on only a few gallons of gas per hour.
But really, the fun part; the remarkable part (and the most inspiring part), is seeing the vast array of new ideas made real in prototypes spanning a broad range of shapes, sizes and levels of complexity. To illustrate, here are just a few:
The ICON -- portable, light, amphibious sport fun
Park in your garage, take off from a runway, and land in the local lake for a morning of fishing--and look cool while you're doing it. ICON has high-tech design and looks, aimed at pilots who want a plane that's relatively simple but as modern-looking as their stereo systems. It's still in test flight, and the plane is limited to two passengers, and 120 mph. But it's clearly not your father's Oldsmobile.
Terrafugia--a high-tech flying car
One of the longstanding problems of using planes for transportation is that you arrive at a destination airport without a good way to get around on the ground. So ever since the early post-war era, designers have tried to figure out how to make a hybrid vehicle that would both fly and drive. Nobody so far has had a lot of success with the concept of a flying car (the requirements of the two types of transport are pretty different, after all), but a team of MIT engineers has entered the market with a high-tech design called the Terrafugia, which they call a "roadable aircraft." (Wings fold to drive on roads.) Will it work? Hard to say. It has flown, but it's had some problems in flight testing that the team is now struggling to work out. But it's a bold try at applying new technology to an old problem.
The Maverick -- a low-tech flying car
Innovation isn't purely the domain of high-techengineers, as evidenced by this bare-bones flying dune buggy. Designed by a missionary pilot named Steve Saint (author of End of the Spear), it's a grass-roots solution to a very common problem in remote third-world areas: washed out, impassable roads. As a dune buggy, it navigates rough dirt roads well. But if a driver encounters an impassable section of land or road, he or she can open a parafoil atop its long center pole, start the pusher propeller behind the buggy, get a 100-foot headstart, and literally "puddle-jump" the washed-out section. It flies 40 miles an hour (so it drives faster than it flies), and is simple enough to be easily repairable in the bush ... even by indigenous people with limited mechanical or pilot training.
The All-Electric Plane
The problems with an all-electric airplane are more complex than a hybrid or electric car, but there are several companies working on the concept. "It's the future," says Jeremy Monnett, whose Sonex company is working on the electric engine/aircraft pictured above. "It's not the near-term future, but it's definitely the long-term future. You know that Chinese saying about "a journey of a thousand miles begins with a single step? Well, this is our first step." Sonex, a kitplane manufacturer, is testing the 55 kw (75 hp) brushless DC cobalt motor on an existing Sonex kitplane, but Monnett envisions the engine being used eventually to extend the flight time of a motor-glider design or power a much lighter, purpose-designed airframe. (Sonex is also working to develop a single-engine kit jet (see below). When? Ah. Well, when they find a new engine manufacturer, because the original supplier went out of business.)
The Vision Jet
But while Sonex is years away from a flyable, single-engine kitplane jet, Alan Klapmeier has one already flying. Klapmeier is the founder and mastermind behind the Cirrus Design Company (whose Cirrus aircraft James Fallows has written about numerous times). But not content to rest on his laurels, he's designed, and is working to market, a very sleek but practical single-engine, five+2-seat, factory-produced personal jet for the speed-seeking traveler.
Some of the ideas on display are astoundingly simple; others rely on sophisticated computer design and control. And they may not all work or prove viable, of course. The history of aviation, like any field, is littered with ideas that proved better in concept than in reality. But the EAA show is a reminder, once a year, that that the "old" backyard, hands-on, bold spirit of invention is still alive and kicking, even in the video-game and digital age. And that alone is worth something.
Note--offline: I'll be offline for the next week. Returning August 6th.
The Islamic State is no mere collection of psychopaths. It is a religious group with carefully considered beliefs, among them that it is a key agent of the coming apocalypse. Here’s what that means for its strategy—and for how to stop it.
What is the Islamic State?
Where did it come from, and what are its intentions? The simplicity of these questions can be deceiving, and few Western leaders seem to know the answers. In December, The New York Times published confidential comments by Major General Michael K. Nagata, the Special Operations commander for the United States in the Middle East, admitting that he had hardly begun figuring out the Islamic State’s appeal. “We have not defeated the idea,” he said. “We do not even understand the idea.” In the past year, President Obama has referred to the Islamic State, variously, as “not Islamic” and as al-Qaeda’s “jayvee team,” statements that reflected confusion about the group, and may have contributed to significant strategic errors.
The 2016 Sony World Photography Awards are now taking entries, and the organizers have been kind enough to share some of their early entries with us.
The 2016 Sony World Photography Awards are now taking entries, and the organizers have been kind enough to share some of their early entries with us, gathered below. Last year’s competition attracted over 173,000 entries from 171 countries. Entries will be accepted until May 1, 2016. All captions below come from the photographers.
Nobody’s focused on winning the peace. That’s a big problem.
In August 1941, Winston Churchill and Franklin Roosevelt met off the coast of Newfoundland to outline a shared vision for the post-World War II era. The British prime minister was so thrilled to see the American president that, in the words of one official, “You’d have thought he was being carried up into the heavens to meet God.” The two countries issued the Atlantic Charter, which sought “a better future for the world” through the principles of self-determination, collective security, and free trade. The United States hadn’t even entered the war yet, but it was already focused on winning the peace. The endgame was not just the defeat of the Axis powers, but also the creation of a stable global order, in which World War II would be the last world war.
Why are so many kids with bright prospects killing themselves in Palo Alto?
The air shrieks, and life stops. First, from far away, comes a high whine like angry insects swarming, and then a trampling, like a herd moving through. The kids on their bikes who pass by the Caltrain crossing are eager to get home from school, but they know the drill. Brake. Wait for the train to pass. Five cars, double-decker, tearing past at 50 miles an hour. Too fast to see the faces of the Silicon Valley commuters on board, only a long silver thing with black teeth. A Caltrain coming into a station slows, invites you in. But a Caltrain at a crossing registers more like an ambulance, warning you fiercely out of its way.
The kids wait until the passing train forces a gust you can feel on your skin. The alarms ring and the red lights flash for a few seconds more, just in case. Then the gate lifts up, signaling that it’s safe to cross. All at once life revives: a rush of bikes, skateboards, helmets, backpacks, basketball shorts, boisterous conversation. “Ew, how old is that gum?” “The quiz is next week, dipshit.” On the road, a minivan makes a left a little too fast—nothing ominous, just a mom late for pickup. The air is again still, like it usually is in spring in Palo Alto. A woodpecker does its work nearby. A bee goes in search of jasmine, stinging no one.
An entire industry has been built on the premise that creating gourmet meals at home is simple and effortless. But it isn’t true.
I write about food for a living. Because of this, I spend more time than the average American surrounded by cooking advice and recipes. I’m also a mother, which means more often than not, when I return from work 15 minutes before bedtime, I end up feeding my 1-year-old son squares of peanut-butter toast because there was nothing in the fridge capable of being transformed into a wholesome, homemade toddler meal in a matter of minutes. Every day, when I head to my office after a nourishing breakfast of smashed blueberries or oatmeal I found stuck to the pan, and open a glossy new cookbook, check my RSS feed, or page through a stack of magazines, I’m confronted by an impenetrable wall of unimaginable cooking projects, just sitting there pretending to be totally reasonable meals. Homemade beef barbacoa tacos. Short-rib potpie. “Weekday” French toast. Make-ahead coconut cake. They might as well be skyscraper blueprints, so improbable is the possibility that I will begin making my own nut butters, baking my own sandwich bread, or turning that fall farmer’s market bounty into jars of homemade applesauce.
CRISPR can finally tell us which human genes are essential—and which matter specifically to cancer cells.
Humans have between 20,000 and 25,000 genes, but which of these really matter? Which are essential, and which are merely optional add-ons?
It’s crazy to me that we still don't know, even though it’s been almost 15 years since the first draft of the human genome was published. Partly, the problem is a technological one. The best way of working out if a gene is essential is to disable it and see what happens, and “we just didn’t have a good way of systematically manipulating genes in humans cells,” says Jason Moffat from the University of Toronto. Sure, scientists have been able to tinker with individual genes, but working through them all, and knocking them out one by one, has been nigh-on impossible.
In the name of emotional well-being, college students are increasingly demanding protection from words and ideas they don’t like. Here’s why that’s disastrous for education—and mental health.
Something strange is happening at America’s colleges and universities. A movement is arising, undirected and driven largely by students, to scrub campuses clean of words, ideas, and subjects that might cause discomfort or give offense. Last December, Jeannie Suk wrote in an online article for The New Yorker about law students asking her fellow professors at Harvard not to teach rape law—or, in one case, even use the word violate (as in “that violates the law”) lest it cause students distress. In February, Laura Kipnis, a professor at Northwestern University, wrote an essay in The Chronicle of Higher Education describing a new campus politics of sexual paranoia—and was then subjected to a long investigation after students who were offended by the article and by a tweet she’d sent filed Title IX complaints against her. In June, a professor protecting himself with a pseudonym wrote an essay for Vox describing how gingerly he now has to teach. “I’m a Liberal Professor, and My Liberal Students Terrify Me,” the headline said. A number of popular comedians, including Chris Rock, have stopped performing on college campuses (see Caitlin Flanagan’s article in this month’s issue). Jerry Seinfeld and Bill Maher have publicly condemned the oversensitivity of college students, saying too many of them can’t take a joke.
The Republican frontrunner has surged in the polls by taking a tough stance on immigration—and if critics want to stop him, that’s what they need to attack.
A new round of attack ads are heading Donald Trump’s way, some from John Kasich’s campaign and the super PAC backing him, and more in the future from an LLC created specifically to produce anti-Trump messages.
New Day for America’s 47-second ad splices together some of the Republican front-runner’s most awkward video moments: his suggestion he might date his daughter, his claim of “a great relationship with the blacks.” The Kasich campaign’s ad turns Martin Niemöller’s famous words “nobody left to speak for me” into a warning from one of John McCain’s fellow Hanoi Hilton POWs that a Trump presidency is a threat to freedom.* John Kasich’s Twitter account has fired direct personal challenges to the famously thin-skinned mogul.
The startup Buffer not only posts its compensation figures publicly, but also shares the equation for how it arrived at those numbers.
Comparing salary numbers with a coworker seems like it could only do damage: If there’s a pay differential, which there almost always is, the conversation (and relationship) could get awkward, and the person being paid less might start to harbor ill feelings toward an otherwise good employment situation.
Feeling underpaid has powerful negative effects. One survey found that half of Americans feel they aren’t paid enough; another found that the feeling of not being compensated fairly is the main predictor of job satisfaction and intent to leave.
But what used to be the default corporate setup—keeping paycheck numbers a secret—is now being questioned. Pay transparency has long been a feature of work for many public employees, but now some private-sector workers are experiencing it as well. Last year, the social-media management company Buffer made its pay formula and employees’ salaries public, arguing that transparency boosts trust and productivity. Additionally, the company has put information about its equity, revenue, and staff diversity out in the open as well.
America loves its freeways. After the 1956 Federal Highway Bill created the pathway for a41,000 mile interstate highway system, states and cities jockeyed for the funding to build ever-more extensive networks of pavement that could carry Americans quickly between cities. Sometimes, they built these highways right in the middle of cities, displacing communities and razing old buildings and homes.
“This was a program which the twenty-first century will almost certainly judge to have had more influence on the shape and development of American cities, the distribution of population within metropolitan areas and across the nation as a whole, the location of industry and various kinds of employment opportunities,”Daniel Moynihan wrote in 1970 about the federal program that built these thousands of miles of highways.