Model Airplanes

1936-2018

Ronald Lee Hack, 82, passed away in his home on Friday, November 23, 2018. Ron was born in Canon City, Colorado on May 28, 1936, to Robert Andrew Hack and Mildred Young Hack. He was the eldest of two children.

Ron’s family moved to Inglewood, California when he was a young child. Years later he met Lana Jean Stephens, who introduced him to the LDS Church. Although raised as a Baptist, Ron joined the LDS Church in 1964 and he and Lana were married on March 28th of that year. His marriage to Lana was later solemnized for time and all eternity in the Los Angeles Temple in 1965. In 1973, Ron’s family moved to Orem where he remained a stalwart member of the LDS Church and fulfilled many callings, including being a dedicated home teacher. After forty-two years of marriage Lana passed away in 2006 and in 2012 he married his second wife Della Chatwin. Before his death he enjoyed many hours working in the Provo Temple Baptistry. He truly loved the time he spent as a Temple Worker.

Over the years Ron engaged in many hobbies. He enjoyed fishing, restoring vintage motorcycles, shooting, archery, model airplanes, model trains, woodworking, gardening, growing orchids and more. His favorite hobby was riding his Harley Davidson motorcycles, especially with his friends Ken, Ammen, Gary, Jesse, Devin, Junior, Randy and Kay.

Ron was also a wonderful grandfather. He adored his four granddaughters and enjoyed spending time with them and they enjoyed a special bond with him.

Article source: https://www.heraldextra.com/lifestyles/announcements/obituaries/ronald-lee-hack/article_2c0b43c1-6f3f-5552-86e0-1e9ef6d3455d.html

Boeing insists its internal timeline for its proposed new midsized airplane (NMA) remains intact and that it will determine next year whether or not to launch the program. However, the U.S. airframer might have to accelerate its pace following indications that Airbus next year might greenlight the launch of a rival model in the 200- to 270-seat segment, the A321XLR. The longer-haul version of the 4,000-nm-range A321LR could bring the Airbus variant close to the capabilities of Boeing’s proposed NMA while beating the latter’s service entry target by a couple of years.

“It takes a long time to get it right,” Boeing Commercial Airplanes v-p of marketing Randy Tinseth told AIN, rebuffing the remark that the NMA process appears elongated. Boeing started talking about a potential replacement for its 757 in 2012 and the new model would enter service in the middle of the next decade. “Maybe this is an airplane where we are a little more boisterous in the market on what we are thinking and planning,” he reckoned.

The development of the business case for Boeing’s proposed NMA, a midsize airliner with 220 to 270 seats and a range of 5,000 nm, continues apace, Tinseth said. “We engaged with our customers, we worked to understand the market. There is not a lot to share about what has changed because what we are doing now is really inside [Boeing],” he said. The OEM is considering available technologies, production systems and capabilities, and whether or not it can build the new model at a

Article source: https://www.ainonline.com/aviation-news/air-transport/2018-11-27/boeing-homes-nma-business-case

By Venkat Viswanathan,
Shashank Sripad and William Leif Fredericks

As electric cars and trucks appear increasingly on U.S. highways, it raises the question: When will commercially viable electric vehicles take to the skies? There are a number of ambitious efforts to build electric-powered airplanes, including regional jets and planes that can cover longer distances. Electrification is starting to enable a type of air travel that many have been hoping for, but haven’t seen yet—a flying car.

A key challenge in building electric aircraft involves how much energy can be stored in a given amount of weight of the on-board energy source. Although the best batteries store about 40 times less energy per unit of weight than jet fuel, a greater share of their energy is available to drive motion. Ultimately, for a given weight, jet fuel contains about
14 times more usable energy than a state-of-the-art lithium-ion battery.

That makes batteries relatively heavy for aviation. Airline companies are already
worried about weight—imposing fees on luggage in part to limit how much planes have to carry. Road vehicles can handle heavier batteries, but there are similar concerns. Our research group has analyzed the weight-energy tradeoff in electric pickup trucks and tractor-trailer or semi-trucks.

This artist’s concept of NASA’s experimental electric plane design shows 14 motors along the

Article source: https://www.ecowatch.com/why-arent-there-electric-airplanes-yet-2621654445.html