Christopher de Bellaigue - Flying Green

PRAISE FOR

Flying Green

Planetary mobility has been a remarkable gift in many waysand at the moment a remarkable curse as well, as it helps overheat the planet. This is a fine catalogue of possible ways out (I favor the blimp) that will make for great reading on your next Amtrak trip.

BILL MCKIBBEN,

founder of 350.org and Schumann Distinguished Scholar, Middlebury College

Everyone who gets on a plane and knows about the catastrophic threat posed by global heating asks themselves if there is a green way to fly. Christopher de Bellaigue sets out the options. None are simple, but if green flying is to be an alternative to no flying, then change must come. What might work for real, and what could be green cons, are explained in this excellent book.

TONY JUNIPER,

environmentalist

Flying Green tells an inspiring, deeply researched, and dynamic story of the future of aviation. Its a brilliant exploration of an industry in rapid transition with a dizzying array of new possibilities, providing us all with the hope of guilt-free flying again. Take it on your next flight!

JEREMY OPPENHEIM,

founder, SYSTEMIQ

Exceptionally timely, and a remarkable combination of great writing and technical depth.

RICHARD ABOULAFIA,

managing director, AeroDynamic

Flying Green

On the Frontiers of New Aviation

Christopher de Bellaigue

COLUMBIA GLOBAL REPORTS

NEW YORK

Flying Green

On the Frontiers of New Aviation

Copyright 2023 by Christopher de Bellaigue

All rights reserved

Published by Columbia Global Reports

91 Claremont Avenue, Suite 515

New York, NY 10027

globalreports.columbia.edu

facebook.com/columbiaglobalreports

Library of Congress Cataloging-in-Publication Data

Names: De Bellaigue, Christopher, 1971- author.

Title: Flying green : on the frontiers of new aviation / Christopher de Bellaigue.

LC record available at https://lccn.loc.gov/2022046801

LC ebook record available at https://lccn.loc.gov/2022046802

Book design by Strick&Williams

Map design by Jeffrey L. Ward

Author photograph by Hugh Gilbert

Printed in the United States of America

For Louisa

CONTENTS

What Is Flying?

Two problems needed solutions before a man could fly. The first involved figuring out the wing curvaturethe camberthat would give the craft maximum lift. The ideal camber was identified by the Wright brothers by studying buzzards and testing the glider they had made above their bicycle workshop in Dayton, Ohio. The second concerned power, and was solved by the brothers mechanic, Charlie Taylor. He built a combustion engine whose main advantage was that it was light. The two elements came together in the Flyer, the biplane that, on December 17, 1903, carried Orville Wright a distance of 120 feet over the sands of Kitty Hawk.

The Wright brothers first publicist was a bee-enthusiast called Amos Root, of Medina, Ohio. Amos loved his Oldsmobile Runabout, and at $350, it was cheaper than a horse and carriage, as he would say. Hearing reports that the Wrights were experimenting with a flying machine, he drove down to attend trials, and his description of a flight, with Wilbur at the controls, appeared in the trade journal Gleanings in Bee Culture. The time would soon come, he predicted, when we shall not need to fuss with good roads nor railway tracks, bridges, etc., at such an enormous expense. With these machines we can bid adieu to all these things these two brothers have probably not even a faint glimpse of what their discovery is going to bring to the children of men.

The early aviators often returned to themes of destiny and progress, but most of all they spoke of liberation. In the 1920s a young Swiss called Hermann Geiger earned his pilots license. He didnt dwell on the mechanics of the event, the particular arrangement of wood and cloth and metal that kept him aloft, high over the Alps. The word he reached for to describe his new state of being was free free to invite people to experience what I had experienced, to take them into the valleys of clouds.

We have learned a lot since then, about freedom, about physicsa centurys worth of producing more planes, different planes, flying them farther, faster, and designing them for a wider range of applications, and for many more people. And for most of us who fly today, the question isnt how high, or how far, or how fast, but how much. Down comes the finger and up goes the credit card bill. After a thrill of anticipation that we are going to Rome or Dubai or Tampa, now that we have slammed the door and are heading for the airport, what is it that we are thinking?

The answer is: nothing. When we fly, we volunteer to become a human cargo with a slowed metabolism and depressed expectations. Flying pins us listless and dehydrated to a seat of Lilliputian proportions, unable to move, fed a diet of synthetic entertainment and alleged food while being tossed around in a cigar tube at 35,000 feet. And yet, even now, like a dim memory of drawing water from a Neolithic pool, when we look out of the window and see the sun come up over the bowl of the earth and our flying machine is suspended in pure motion, we feel free.

A plane is more than simply a tool of mobility. Its a silver bullet that slays the demon of distance. Its the closest thing we have to supernatural powers, springing open the cage of our immediate existence and propelling us into another. If youre someone who thinks flyings not for you, its like saying, I wont leave the cage.

In the early days of aviation, the skys exploration was both a threat and an opportunity to the nation-state. Sovereignty, hitherto restricted to the contours of the earth, sprang above it, miles above it. The aerospace wasnt something a serious government could afford not to exploit. If you dont, someone else will.

H. G. Wells understood this. He imagined the day when New York City was aflame following aerial bombardment. The war comes through the air, he wrote. Bombs drop in the night. Quiet people go out in the morning, and see the air fleets passing overheaddripping death, dripping death! Nationalists around the world understood it too. When the European explorers went to the Arctic and their aviators flew in the skies, we used to laugh at them and say, Look how these stupid Europeans get themselves eaten by polar bears and blown to pieces in plane crashes, one such nationalist, Cevdet Bey of Istanbul, wrote. We did not realize that by these stupid acts they realized their domination over the world. Now our men too have begun to crash. This is not something to grieve over. We must rejoice! For me it is the sign that we are regenerating and that we shall not die!

In the First World War, the belligerents realized Wellss vision of planes in combat. By the end of the conflict, some 200,000 aircraft had been produced, mostly for reconnaissance. But a French company also found that if you mounted a machine gun in a forward position, and put bullet deflectors behind the propeller blades, you could shoot from the cockpit without killing yourself. By 1925, a US federal commission declared that aviation was vital to the nations defense, and that the flying machine should be continuously improved. Subsidies doubled for airmail carriers, the government took responsibility for flyways, and Congress approved a five-year plan for Army and Navy aircraft procurement.