The Navy’s Blue Angels Begin Another Season

This past weekend brought the 2019 version of the Navy’s renowned flight demonstration team, the Blue Angels, to Salinas, California. Salinas marked the second of many stops on the Blues’ performance calendar for this year.

For the uninitiated, I offer the following:

-The mission of the Blue Angels is to demonstrate the performance capabilities of the modern Navy’s latest aircraft and the Naval/Marine aviators who fly them. The carefully chosen team of six aviators is comprised of the best of the best in Naval and Marine aviation. They execute the team mission by flying difficult maneuvers at high speed while maintaining very close proximity to one another in formation. This is not stunt flying. The difficult and precise routines are performed to demonstrate the ultimate capabilities of both men and machines.

-If you have never seen the Blue Angels, by all means, go do it! I can confidently speak not only for myself, but for millions of others who have attended their airshows when I say that the excitement of seeing a Blue Angels performance will rank near the top of anything the average person will experience in a lifetime. I still recall the memories of my earliest exposure, nearby at the-then Moffett Field Naval Air Station; that was in the mid-nineteen-fifties. Since then, I have seen the Blues perform several times: the thrill is ever present with each performance!

The Blue Angels were formed in 1946, just after the war. During that first year, they flew the venerable Navy warbird, the Grumman F6F Hellcat. The following year, the team embraced the faster Grumman F8F Bearcat. The team entered the jet age in 1950 with the Grumman F9F Panther. The Blues’ current ride is the McDonnell Douglas F/C-18 Hornet, an iconic airplane which has earned the longest tenure with the Blues of any airplane (the F/A-18 in1986).

This airplane is currently transitioning into an advanced configuration called the “Super Hornet.” The Navy has chosen to forego the latest high-performance airplane available in the arsenal, the advanced F-35. Procurement, maintenance and operating costs for the F-35 relative to the Hornet dictate that decision.

While anyone witnessing a Blue’s performance cannot help but admire the capabilities of the men who fly these yellow-trimmed, azure blue Hornets, my mind also focuses heavily on the aerodynamic beauty and raw power of the F-18 itself. The brute power of the airplane manifests itself with a deafening roar as the Blues roll down the runway using full afterburners during take-off. For much of the performance, the sleek Hornets slice through the air almost silently at first, only to be followed a split second later by the throaty roar from their powerful jet engines – even with afterburners off.

During their performance demonstration, the Blues’ two solo airplanes, tail-numbers five and six, employ full afterburners as they skim low across the field and rapidly swing nose up into a vertical position prior to heading several thousand feet straight up into the deep blue sky – all with no loss of momentum. To witness such performance from a flying machine is to marvel at the vision, determination, and engineering brilliance of its creators. Equally incredible is the realization that what is on display right before one’s eyes is occurring a mere one hundred and sixteen years after the Wright Brothers first left the ground for twelve seconds in 1903. That fragile machine was powered by a tiny 12 horsepower, four-cylinder piston engine machined by the Brothers’ bicycle shop mechanic, Charlie Taylor.

I like to call such positive experiences like the Blue Angels “perspective builders,” experiences which go a long way toward neutralizing the demonstrated array of follies and foolishness that history attributes to the human-race – individually and collectively. There is a sad irony, however, in the realization that some of the greatest and most rapid advances in aviation have been motivated typically by the prospect of fighting wars!

At the Airshow, It’s Time to Fly: The Excitement Builds!

In the opening moments of the program, the pilots stride six abreast with military precision along the flight line as they approach their airplanes which are precisely parked in numerical order along the line. The eyes of the crowd are affixed on the pilots, naturally, but I tend also to notice the crew chief assigned to each pilot/airplane standing by his/her aircraft, hands behind the back, waiting to swing into action. Like their crew chief counterparts in World War II combat aviation, they, too, are unsung heroes tasked with the responsibility of keeping their airplane in flying condition. In the same vein, I also appreciate the skilled mechanics who travel with and are part of the Blue Angels organization, responsible for the perfect condition of all six airplanes. There is no room, here, for less than “perfect.”

The group commander flying Blue Angel number one moves first to his airplane from his position in the procession down the flight line, followed sequentially by the pilot of number two, and so on. Each pilot “mounts” his aircraft and deftly clambers into the cockpit of an airplane which is meticulously groomed ahead of time by the support staff under the watchful eyes of each crew chief. The crew chief helps each pilot “strap” into his airplane. Then, matching yellow helmets are donned by each pilot and electrical connections made to the vital on-board communications equipment which connects all six airplanes with each other… and the ground. Now the crew chiefs step nimbly down off their airplanes and, starting with Angel number one, the Hornets’ canopies close in sequence down the line.

The excited tension in the crowd is now palpable as a perceptible “whine” and loud “whoosh” emanates from the engines of Blue Angel number one, usually accompanied by a thin puff of white smoke expelled from the tailpipe. The same scenario repeats with Blue Angel number two and so-on down the line until a very robust whining/shhhhh sound emanates from the entire flight line. Now number one pulls out from the flight line turns and starts for the taxiway, followed, as always, in sequence by the rest of the team. In a few minutes, the crowd will hear all engines release the throaty roar which signifies the take-off roll with afterburners and the start of yet another in the long line of incomparable Blue Angels flight demonstration performances.

The airshow crowd is peppered with young children whose parents brought them to see the modern-day version of the barnstorming phenomenon of the nineteen-thirties: a pilot and his Jenny bi-plane landing in a farmer’s field to demonstrate to the amazement of local folks what he and his airplane can do.

My wife and I took our two young grandsons to the airfield last Saturday to see the Blues. I wanted them to experience the same inspiration and unforgettable panorama that I was fortunate enough to witness as a teen-ager – the impressive display of men and machines at their very best. The boys loved it! They all do.












Thomas Edison’s Biggest Mistake and Nikola Tesla’s Greatest Triumph: AC vs. DC Power for America’s Power Grid

Thomas Edison, America’s homegrown inventive genius, and Nicola Tesla, an immigrant from Serbia who arrived with four cents in his pocket at Castle Garden, New York, in 1884, were as different as day and night. Both men are remembered, today, as inventors with “genius” insights, and they each set out to tackle one of history’s great engineering challenges and commercial opportunities at the close of the nineteenth century. Their technological approaches to the challenge were diametrically opposed: one of these men was destined to win and the other to lose and lose big.

Thomas Edison, whose triumphantly successful electric lightbulb began to light the nation’s darkness in 1879, was to fail miserably in his efforts to provide the nation with sufficient electrical power to light the millions of his bulbs which rapidly materialized in homes and businesses across America.
Edison’s encore to his triumph with the light bulb was nothing short of designing and installing a series of prototype electric power stations which, if successful, would serve as a prototype for America’s first true power “grid.” Whoever first established a foothold in electric power would reap immense financial rewards.

On our recent vacation trip to Michigan, we spent a full day at Henry Ford’s Greenfield Village (see my previous blog post) and toured the recreation of an early Edison electric power station. Inside the brick building, a remarkable collection of Edison artifacts included one of the original steam-powered dynamos (electrical generators) used by Edison in one of America’s earliest power stations. That “Pearl Street station,” located in the heart of New York, was used from 1882 to 1890 to illuminate and power several square blocks of buildings which had installed Mr. Edison’s recently perfected lightbulbs. A fire destroyed the station in 1890 along with five of the six identical generators installed therein. The sixth and surviving unit was the very one on display at Greenfield Village.

This machine delivered low-voltage, direct current (referred to as “DC”) to its electrical load within the Pearl Street neighborhood – presumably a large array of electric light bulbs as well as small electric motors and electric appliances. A dynamo, when appropriately configured, can also generate alternating voltage, thus delivering alternating current (referred to as “AC”) to an electrical load. The reality is that a DC dynamo is slightly more complex electro-mechanically than is an AC dynamo. A DC machine is an AC machine with an electrical polarity-switching device called a commutator installed on the rotor.

Why Did Edison Choose a DC Based System? GOOD QUESTION!

First, a little elementary background: no formal math/science required!

The simplest version of rotating dynamo inherently generates alternating voltages in its individual rotating coils. The term “alternating” implies that the voltage generated is not constant in value and polarity over time: instead, the amplitude of the voltage varies while the voltage polarity reverses between “positive” and “negative” and back again some sixty times each second (in the North American, 60 cycle, AC system). This polarity reversal can be visualized as alternately a push then a pull on electrons whose resulting mobility/response constitutes electrical current in the connecting wire.

A garden hose analogy will help to visualize AC/DC current behavior!

Think of a DC electrical circuit as a garden hose (the wire) through which water (electrical current) flows at a constant rate in one direction into a basin/receptacle (the electrical load) in response to a steady water pressure (voltage) at the supply side of the hose.

Now imagine the same garden hose feeding the same basin of water (the hose output submerged in it), only now, the water pressure at the supply side alternates between positive and negative (akin to alternately blowing into and sucking out of the hose). In this case, water would alternately travel down the hose and into the basin and back up from the basin into the hose and into the negative (sucking) water pressure source during each repeating cycle.

As already noted, a rotating dynamo inherently develops an alternating, or AC, voltage across its rotating coils, not a DC, constant voltage. The DC voltage which appears at the output of a direct current machine is artificially produced by an electro-mechanical switching mechanism within the generator called a commutator which automatically reverses the polarity of the rotating coils on the armature as they rotate in such a way as to produce a voltage at the output terminals which is essentially “direct” (unipolar and roughly constant in value over time).

Can AC and DC each be used for electrical power?

Yes, AC as well as DC electrical current can deliver useful electrical energy to a compatible electrical load… like a light bulb or a toaster!

What would not constitute a “compatible” electrical load?

Here, is the crux of our story: In 1879, the year that Edison’s practical lightbulb materialized, the only electric motors in existence required DC power. While AC could be used to power Edison’s light bulbs, no electric motors existed which could run on AC power!

The absence of motor designs at the time that could run on AC power steered Edison and others in the direction of DC for power generation and transmission in their proposed central power stations; this decision proved to be extremely unfortunate for Mr. Edison!

Enter Nikola Tesla, Electrical Engineering Genius;
Tesla’s AC Electric Motor Is Developed in 1887

Oft-times, one is tempted to revert to the expression, “Fact is stranger than fiction: you just cannot make this stuff up!” Nikola Tesla illustrates the truthfulness of the contention. Often called, “the master of lightning,” Tesla displayed levels of imagination, creativity, personal eccentricities, and electrical genius never-before seen in the long history of technological progress.

Tesla sits amid extremely high voltage electric discharges in his laboratory!

Whereas Thomas Edison famously claimed that, “Inventive genius is one percent inspiration and ninety-nine percent perspiration,” Nikola Tesla’s greatest inventions came to him in meditative, “dream-like” states of consciousness while his mind was set free to roam. Striking, indeed, were the differences between the men, their methods, and their personalities. Tesla revealed that not only new ideas came to him in these mental states, but detailed implementations of these ideas materialized in his mind’s eye as well. There is one other striking contrast between the two men to be highlighted: although Edison ultimately lost big in the “AC/DC current wars” with Tesla and his industrial partner, George Westinghouse, Edison died a rich and very famous man. Tesla lived his last years in virtual poverty, penniless and forgotten by the general public, yet it was he who revolutionized electrical power engineering at the peak of his fame, and it was he who determined the future implementation of America’s power grid in partnership with industrialist and Edison competitor, George Westinghouse.

Tesla Arrives at Castle Garden, New York, in 1884 with a Letter of Introduction to Thomas Edison and Four Cents in His Pocket.

In spite of being an immigrant, “fresh off the boat,” Nikola Tesla was very familiar with the international reputation of his then-hero, Thomas Edison. Soon after arriving in New York, Tesla appeared before the great man in Edison’s offices at the Edison Electric Light Company, 65 5th Avenue. In hand, was a letter from one of Edison’s important associates in Paris, one Charles Batchelor. In the letter of introduction Batchelor had penned to Edison on Tesla’s behalf, he wrote: “I know two great men and you (Edison) are one of them; the other is this young man.” Most likely Edison viewed the young man standing before him with considerable skepticism: he undoubtedly thought Batchelor’s favorable comparison of this youngster to his accomplished self to be a rather large stretch, but Edison did need an engineer to help with myriad electrical problems he was dealing with at the time. Tesla was quickly employed by Mr. Edison, his hero, and was floating on cloud-nine.

It took barely one year before Tesla walked away from his position after some questionable re-negging on incentive bonus promises Edison had made to the young engineer who had performed superbly enough to earn them. Nor was it helpful to the relationship between the two men that Tesla was speaking forcefully about his visions for AC current electrical systems as opposed to DC systems in which Edison was already heavily invested. Also invested and looking over Edison’s shoulder was J.P. Morgan, the banker/financier who had an uncanny nose for financial opportunity. As one of Tesla’s biographers expressed the situation, when Morgan invested in a fledgling venture, the venture quickly became “Morganized,” meaning subject to very close scrutiny and a 51% controlling share for Morgan – considerable pressure for any entrepreneur!

The year 1887/88 found Tesla employed digging ditches – for Edison’s New York underground electrical transmission lines. The labor was hard…and demeaning for the proud young man who arrived from Serbia with such a solid technical education and such supreme confidence in his own abilities. During this trying period, he wondered if all his years of schooling were wasted when contemplating the practical, real-world financial successes of Edison, his former boss and hero, who had barely the semblance of a grade school education.

During this period, Tesla pursued his electrical visions and was issued seven patents; such accomplishments paired with his ever-active intellect began to attract attention and backing for the new Tesla Electric Company, located at 33-35 South 5th Avenue – literally just down the street from Edison’s offices. Quickly, Tesla began filing patent applications on no less than three complete AC power systems and their requisite electrical components: AC dynamos, AC motors, power transformers, and various automatic controls. Working feverishly day and night, it took Tesla but a matter of months to transfer his long-held mental images for these components into solid patent applications. The sudden blizzard of tremendously important patent filings was quite unlike anything the patent office had ever seen.

Wall Street and academics quickly became aware of these patent activities, and, soon, an invitation came for Tesla to address the prestigious American Institute of Electrical Engineers. On May 16, 1888, he delivered his presentation, “A New System of Alternate Current Motors and Transformers.” The lecture was received with widespread acclaim and was soon referred to as a “classic,” both in style and substance.

The Nikola Tesla/George Westinghouse Alliance Is Formed

At this time, there were several companies tinkering with the possibility of AC power. Most of these were small start-ups (or upstarts, shall we say). One of the serious players was The Westinghouse Electric Company founded by its namesake, George Westinghouse. Westinghouse immediately recognized the newly assembled technical mother lode of Tesla’s mind recently put to patent-paper. The industrialist made an offer to license the inventor’s patents. For his forty patents, Tesla received $60,000 – $5000 in cash and the remainder in Westinghouse stock. In addition, Westinghouse reportedly agreed to a mind-boggling offer of a $2.50 royalty to Tesla for every horsepower of electricity sold by the company. A few years later, when Westinghouse Electric found itself in financial straits due to market conditions and its heavy, up-front investment in AC electricity, Tesla supposedly agreed to help save the company by canceling the royalty agreement.

In less than a decade from that point, Tesla would have personally made millions of dollars in royalties which Westinghouse was at least morally obligated to pay per the original “agreement.” The reputed royalty situation may have literally been a “gentleman’s agreement,” originally. A modern Westinghouse historian states that there exists no written record of a legal, binding agreement and goes on to say that such royalties would, today, have been worth trillions of dollars to Mr. Tesla’s estate! The episode, whether true or not, does reflect Tesla’s disregard for money for money’s sake. The personal, intellectual satisfaction garnered from the success of his ideas was a far more valuable currency to Tesla than greenbacks!

George Westinghouse, the industrialist, was necessarily far more pragmatic about money matters than was his brilliant associate (discounting the aforementioned royalty “agreement”). Nonetheless, he was an honest broker with his Westinghouse employees and truly cared about them. Any patent granted within his company had the originator’s name on it. Patents granted to Edison’s companies based on the work of an individual employee invariably carried the name, “Thomas A. Edison.” George Westinghouse was not only the antithesis of the great industrial “robber barons” of the age, he was a dedicated husband and family man, as well – a decided distinction in such circles.

The Vicious AC/DC Current Wars:
Westinghouse Versus a Ruthless and Desperate Edison

The marketing battle waged between Westinghouse and Edison to win the favor of industries and public opinion was quite unlike anything ever seen before – and possibly since. The Tesla/Westinghouse alliance touted the logic and superior efficiency of the AC system as reasons why it should be the roadmap for America’s future power system. As events unfolded to his disadvantage, Edison proceeded to employ scare tactics through advertising in order to convince the public that the high AC voltages carried in the Westinghouse transmission lines posed a danger to the unwary public. Electricity seemed a mysterious entity to most of the public at the end of the nineteenth century, and fear of the unknown always sets a high bar. The fear of being electrocuted in one’s home while changing a lightbulb or making breakfast toast was palpable to much of the uninformed public, and Edison worked to capitalize on those fears.
Animals were electrocuted outside of Edison’s West Orange, New Jersey, laboratory in staged, public executions using high-voltage AC current to emphasize the supposed danger inherent in the Westinghouse system. The concept of capital punishment using a high AC voltage “electric chair” was the by-product of another campaign waged by the low-voltage Edison capitalists.

Edison was fighting a losing battle all along, as he likely soon realized after Tesla began his one-year tenure with Edison after arriving in New York.

Here is a brief outline of the Tesla/Westinghouse system of AC power generation and transmission which won the day and doomed Edison’s DC system after the latter had blown much capital and waged his vicious, but losing campaign against the Tesla/Westinghouse system:

-A (typically) steam-powered AC dynamo generates a moderate to low AC voltage (let us say 115 volts) at 60 cycles per second.
-The dynamo feeds a step-up transformer which boosts the voltage by an arbitrary factor, say 50X, resulting in 115 volts times 50 = 5,750 volts!
-The resulting higher voltage/lower current equivalent power is fed to the transmission line which can now be constructed of lower current-capacity (smaller diameter) copper conductors, thus minimizing voltage-drop (and power loss) in the line.
-At the “load” end of the line, step-down transformers reduce the line voltage by the original factor of 50 which makes 115 volts AC safely available to homes and businesses. Note: the step-up/step-down process occurs with minimal power loss.

After his tremendous accomplishment of quite single-handedly visualizing, designing, and birthing hardware for the master template of America’s future power grids, Nikola Tesla moved on to what, for him, were still more interesting and challenging endeavors.

One of Tesla’s long-lived and stubborn visions involved the wireless transmission of significant levels of electric power over long distances using the earth’s ionosphere as a conductor/conduit. In middle age, he relocated to Colorado and carried on his investigations into ultra-high voltage and wireless transmission utilizing the tower-dome of a specially designed and constructed laboratory. Among the many inventions for which Tesla justifiably claimed at least partial success and credit was a “death-ray” which could immobilize and destroy most anything in its path. The so-called “star-wars initiative” which President Ronald Reagan touted during the cold war with the Soviet Union was based on a satellite system of laser/death-rays in space, reminiscent of Tesla’s vision.

Upon Tesla’s passing in 1943, the U.S. military classified some of his work, and portions of it quite possibly remain classified, to this day.

The Personal/Mystical Side of Nikola Tesla:
Writing This Post on the Man

Nikola Tesla was the quintessential loner – a man who never married and a man who traveled through life with few close friends. He was entirely immersed in and consumed by the gyrations of his imagination and the work necessary to implement his far-reaching visions. The more one learns about Tesla, the greater is the intrigue that settles-in. I began this post with the intent of profiling him and his importance to technology in several written pages; I soon found myself right here, already on page eleven of this document, yet with much left to say in my efforts to convey the uniqueness of the man and his impact on society.
Those who knew him well, and they were few, recalled an earnestness, an old-world gentility, and a sweetness in his persona that does not usually pair with the notion of an edgy, narcissistic loner. At the height of his considerable fame and powers after the resounding successes of the Westinghouse system at Chicago and Niagara Falls, he became quite the celebrity and did allow himself to enjoy the spotlight for a time. He was courted by the rich and famous, became friends with the Astors and the Vanderbilts and was pursued by society women. Although never married, he appears to have had a definite attraction to the feminine mystique; he certainly enjoyed female companionship at that time in his life, yet he related that any serious relationship would have been incompatible with his driving ambition and the need to devote full time to exploring and implementing his personal visions.

As a young man, Tesla viewed the proper role of women as life-partners to men, to be respected and cherished for their role in a collaboration which implements God’s plan for humans. In his youth, Tesla expressed doubt that he could be worthy enough for a young woman, but in later years he wrote against the trend in women’s liberation. In 1924 he wrote, “In place of the soft-voiced, gentle woman of my reverent worship, has come the woman who thinks that her chief success in life lies in making herself as much as possible like man – in dress, voice and actions. In sports and achievements of every kind…The tendency of woman to push aside man, supplanting the old spirit of cooperation with him in all affairs of life, is very disappointing to me.”
Despite his intense focus on technology and creative innovation, Tesla was very much a renaissance man, a philosopher with wide-ranging ideas on many fronts. Although he lived an ultimately isolated life, the image he projected was that of an extremely bright and informed man, impeccably groomed and dressed – fluent with a genteel personality and a noble, old-world bearing.

At the height of his fame, Tesla could be seen dining nightly at Delmonico’s, a fashionable and exclusive New York restaurant. He was there, at the same table every night, precisely at 8:00 pm, dining alone. He was indulged by the management with his own personal waiter and his required stack of freshly laundered napkins. Personal tidiness and cleanliness seemed rather an obsession with the man, to the extent of seemingly obsessive/compulsive behaviors.

Tesla’s Late Years – A Bittersweet Ending

Tesla’s passion to achieve the wireless transmission of electrical power levels (as opposed to weak radio signals, for example) led him astray beginning in mid-life. By his later years, potential investors lost faith in the halting progress and promise of his still-considerable efforts. The local establishments including hotels like the elegant Waldorf Astoria and, later, the New Yorker, catered to him initially as a steady, good customer. Later, when his money was gone, Tesla would be carried along with credit by some out of a charitable recognition of his earlier achievements and personal uniqueness. He became, in other words, a local fixture, a notable, easily recognizable, once-famous “character.” It appears that the Westinghouse Electric Company stepped in at one point and committed to help with Tesla’s support in recognition of his past importance to the company and his role in its history.

At the end, as Tesla’s mind dulled and his money was gone, his life and his passion became the simple, daily ritual of sitting in local parks and feeding his loyal friends, the pigeons.

Nikola Tesla died alone in his room at the New Yorker hotel on January 7, 1943, in New York City at eighty-six years of age.

There is a concluding section to this post which follows. If you have read this far and found the material interesting, I urge you to continue on, forsaking any natural fears of a few simple algebraic equations. Your reward: a layperson’s easy-to-digest understanding of the great Edison vs. Tesla/Westinghouse “current wars” and insight into the basic technology behind today’s vast electrical grid, a technological marvel not to be taken for granted. Let the primer begin:

Ohm’s Law: a fundamental precept of electrical science and engineering was central to the failure of Edison’s DC power distribution scheme; let us begin here to follow the logic of the Tesla/Edison “AC/DC current wars.” First stated by Georg Simon Ohm in 1827, Ohm’s law is taught on day-one in all beginning electrical engineering courses.

Ohms Law: V = I R

Easy digestible translation: Ohm’s Law declares that a voltage-drop, V, along a wire (or electrical transmission line) carrying an electric current, I, is equal to the current, I, times the electrical resistance, R, of the line. For any current conductor, the overall resistance of the line can be quantified and shown to become proportionally higher, the longer the conductor/wire (twice the length, twice the resistance). For long wires like electrical transmission lines which carry large current, the voltage-drop along the line can be significant, resulting in less voltage, hence less electrical power transmitted to the load at the far end of the line. Ohm’s law also tells us that for a given fixed source voltage (at the dynamo output, for instance), the voltage drop in any given line will be proportional to the current being supplied by the line to the load (twice the current, twice the voltage-drop).

Ramifications of Ohm’s Law on Edison’s proposed system of power stations:

-In order to minimize voltage-drop in the transmission lines between Edison’s proposed low-voltage DC generator stations and intended customers, Ohm’s law dictates that either the current to be transmitted and/or the line resistance must be kept low.
-A low current transmitted means lower available total power at the customer end. Therefore, fewer customers can be served by each power station/transmission line, and more power stations are required. This is not an economical system.
-A low resistance requirement for the transmission line (wires) would mean shorter runs between power station and customer (again, more stations required) and/or thicker, heavier wire which offers less resistance per unit length and proves to be more expensive and more difficult to install over long runs due to the greater weight. Note: twice the diameter of a given wire yields one-fourth the total resistance in the same length of line. Copper is among the best-known conductors of electricity, thus very desirable, but copper has become very expensive, today! Another comment: long runs of thicker, thus heavier, copper wire between power station and customer pose structural challenges and greater expense for the construction of transmission towers.

The simple equation for deliverable power (from station to consumer):

P = V I

which declares that the power delivered, P, equals the voltage supplied by the dynamo to the transmission line, V, times the current delivered to the load, I, (assuming zero power dissipated/lost in the transmission line resistance).

Note from the above simple equation that the same numerical power can be delivered at one-hundredth of a given current if the applied voltage is boosted by a factor of one-hundred times! Small-gauge transmission lines could then be used to save cost and to simplify their construction. There is a problem, however: dynamos (generators) that directly supply high voltages are difficult to implement and operate. A second problem: at the customer’s end, a high voltage at the wall outlets in one’s home would be very problematic from a safety standpoint!

What Is Needed? A “Magic Black Box”

If the inherently lower voltages generated by dynamos could be boosted by some arbitrary factor, say, 50X by passing them through a “magic black box” before being applied to the transmission line, half the problem would be solved. If another, “inverse magic black box” which reduces the voltage at the transmission line output by that same factor of 50 before being distributed to homes and businesses, such a system would be safe for the consumer, economical in operation, and a commercial winner with huge financial rewards.

Two key items had yet to appear in 1882 when the AC/DC current wars began and Edison had already fatally committed to DC power: practical designs for both AC powered motors and for high-power transformers.

An electrical transformer in its rudimentary form is simply a magnetically soft-iron core shaped like a doughnut with two electrically separate coils of wire wound around the core. One of these coils is the “primary winding,” and the other is the “secondary winding.” Although the two coils are electrically separate from one another, they are magnetically coupled together via changing magnetic fields in the doughnut core which are generated by voltage changes across the primary winding. If the voltage from an AC (alternating current) dynamo is connected across the primary winding, an AC output will appear across the secondary winding according to the following relationship:

secondary voltage = primary voltage multiplied by the ratio Ns/Np where

Ns is the number of coil-turns of the secondary winding and Np is the number of coil-turns of the primary winding.

The transformer and its magnetic induction principle were first demonstrated in 1831 at the Royal Institution of Great Britain by Michael Faraday, one of history’s greatest physicists and electrical experimenters. Faraday truly was the “father of the electrical age,” having built and demonstrated the first electric motor (DC, of course!), the first dynamo, and the first transformer. Faraday was first to envision electric and magnetic “lines of force,” paving the way for the foundational electromagnetic theories of James Clerk Maxwell. With less than a grade school education, Faraday ascended to the pinnacle of science. Only names like Einstein, Newton, and Galileo, rank higher. An interesting comparison comes to mind: what the barely-schooled Edison ultimately was to invention and technology, Faraday, with his minimal schooling was to research and science – only in spades!







       Faraday’s induction ring       Faraday’s diary entry: Aug. 29, 1831

Faraday’s diary entry of August 29, 1831 reveals the details of his discovery of the principle of electromagnetic induction. Faraday showed that a voltage could be induced in the secondary coil of wire by a changing voltage applied to the primary coil even though they are electrically insulated from one another. His critical observation was that an induced voltage in the secondary resulted only when the voltage across the primary coil was changing. An unchanging DC voltage applied to the primary coil produced no voltage across the secondary coil. It was not until decades later that transformer designs emerged which were capable of high-power operation at relatively low AC frequencies like 60 Hertz (cycles per second).

In Nikola Tesla’s eyes, the potential of a transformer design capable of high power operation was the green light for AC power stations and transmission systems. Such a device, in concert with his own AC motor patents, foretold the demise of Edison’s DC power schemes. Tesla not only had the foresight to see the complete big picture clearly, his detailed designs for the first practical AC motors and suitable power transformers led the AC power revolution. Tesla personally calculated the optimal AC line frequency of 60 Hz (cycles per second) which is used exclusively today in North America. The levels of insight, engineering, and formal mathematics required to visualize the ultimate system and to invent/perfect its necessary components all speak to Tesla’s genius and ability. Thomas Edison’s cleverness and his grade school education were no match for Tesla’s engineering credentials and genius in the AC/DC current wars. Mr. Edison was, sadly, way over his head in this arena.

George Westinghouse and the Westinghouse Electric Company had, by 1888, licensed Tesla’s AC motor, power transformer designs, and other auxiliary system components.

Here, once again to recap, is the short-form essence of the Tesla/Westinghouse system of AC power generation and transmission which won the day and doomed Edison’s DC system:

-A (typically) steam-powered AC dynamo generates a moderate to low AC voltage (let us say 115 volts) at 60 cycles per second.
-The dynamo feeds a step-up transformer which boosts the voltage by an arbitrary factor, say 50X, resulting in 115 volts times 50 = 5,750 volts!
-The resulting higher voltage/lower current equivalent power is fed to the transmission line which can now be constructed of lower current-capacity (smaller diameter) copper conductors, thus minimizing voltage-drop (and power loss) in the line.
-At the “load” end of the line, step-down transformers reduce the line voltage by the original factor of 50 which makes 115 volts AC safely available to homes and businesses. Note: the step-up/step-down process occurs with minimal power loss.

In the end, Edison had blown much of his own capital as well as investment money from the storied financier/banker, J.P. Morgan. What remained for Edison was the memory of both a failed system technology and a vicious, slanderous campaign against the Tesla/Westinghouse system.

Big “Wins” for the Tesla/Westinghouse AC Power System

Westinghouse outbid the Edison Electric Company for the rights to power the massive and important 1893 Chicago Columbian Exposition. A system of steam-powered AC dynamos was installed to power the Exposition and the thousands of lightbulbs supplied by the Westinghouse Electric Company. Westinghouse’s bid was far lower than Edison’s and, although perhaps not very profitable to Westinghouse, signaled a major triumph for the more efficient AC system over Edison’s DC proposal. Chicago proved to be a complete success for the AC system of Westinghouse Electric.

Westinghouse AC system exhibit at Chicago’s 1893 Columbian Exposition

George Westinghouse buys all of Nikola Tesla’s patents for $261,000
in 1897. The Westinghouse AC System harnesses Niagra Falls Hydro-power!

The success of the Westinghouse AC system in distributing power to the northeast sector of the United States from the newly harnessed hydro energy of Niagara Falls provided further and final credence to the early claims of Tesla and Westinghouse regarding the promise of AC power for the country.

The Final Strange Twist to This Story

As is often the case, technological innovation moves relentlessly forward and often changes the status-quo in strange ways. Recent decades and huge technological progress have produced electrical components and systems that now make the generation and transmission of extremely high-voltage DC currents feasible. Many selective portions of today’s power grid now transmit DC power over long runs using voltage levels of hundreds of thousands of volts. As pointed out in the preceding technical primer, high voltage and low current is the preferred balance for long distance power transmission. In the early decades, there was no way to accomplish this other than using AC, alternating current. Even so, the use of AC does impose secondary power losses in the system which can be minimized using today’s ultra-high-voltage DC transmission. So, in retrospect, Edison was accidentally prescient with his early DC proposals, yet he deserves no credit for his advocacy of DC in the “current wars” of his time. History has justly and amply rewarded Nikola Tesla and George Westinghouse for their engineering expertise, efforts, and conviction.

In Conclusion (For Anyone Still Standing):

I now find myself on page 21 of this post (the longest and most challenging of my many efforts on this blog), yet my efforts to portray the full story of the brilliant, eccentric visionary that was Nikola Tesla necessarily fall far short. Tesla’s many other innovations, his name, and his story have been largely forgotten more than once by the public at-large. Today, the Tesla automobile and the engineering unit for magnetic flux density, the “Tesla,” have kept his name alive. That is as it should be!

Tesla demonstrating wireless electro-luminescence in a hand-held bulb

Toulouse Nuts: Flying the Collings Foundation P-51D Mustang (Post-Script)

This post-script to my Reason and Reflection blog post of June 1, 2018 is intended to add some additional details regarding my flight on the Collings Foundation P-51 Mustang, Toulouse Nuts, on May 28, 2018 – Memorial Day.
Flying a P-51 had long topped my personal “bucket-list.” I begin by briefly reconstructing parts of two older blog posts to provide some background.

On July 6, 2016, I posted this on my blog:

The Iconic P-51 Mustang: The Fighter That Destroyed
Hitler’s Luftwaffe and Won the War


Last month, I had yet another opportunity to ride in and fly one of the most iconic military aircraft of all time, the North American P-51 Mustang. Sadly, it did not happen. Maybe next year!

I ended that post with the following:

Perhaps next year, when the Collings Foundation tour returns, I will have an extra $2200 to go up in Betty Jane as well as the requisite moxie to do so. I cannot think of a greater, more meaningful thrill.

Sadly, “next year” came and hurtled by without even a visit to nearby Moffett Airfield to see the annual visit of the Collings Foundation Wings of Freedom tour.

Back in March of this year, with “P-51” still in my mind’s eye and at the top of my bucket-list, I visited the Collings Foundation website and discovered that the venerable Betty Jane, their P-51C Mustang, was undergoing a ground-up restoration/upgrade. That was the bad news. The good news: the foundation’s new P-51D, Toulouse Nuts was coming with the tour to Moffett in late May.

Toulouse Nuts_3The “D” version of the P-51 became the iconic manifestation of the storied fighter. Like the Betty Jane, Toulouse Nuts is one of the world’s handful of flying, dual-control Mustangs that enable the passenger to control the airplane from the rear seat. For me, a tremendous advantage of the “D” over the earlier “A” thru “C” versions is the bubble canopy which offers unobstructed, panoramic views fore, aft, sideways and up from the cockpit.

There is a saying among pilots that “an airplane that looks good, generally flies good!” The P-51 Mustang lends full credence to that contention. Its war record and the loyalty earned from the thousands who flew her in air-to-air combat with the Germans and came back alive provide ample testimony. And she is just plain good-looking… on the ground and in the air!

On March 23, 2018, I posted this:

My Father’s Enduring Legacy: A Love of Aviation…
And a Prized Painting on Glass

My father was a most remarkable man. Today, at seventy-seven years of age, I have surpassed his longevity by one year. Even at this advanced age, my appreciation of him and his legacy continues to grow with passing time. There is much I could say about my father’s innate personal honesty, integrity, ambition, and commitment to excellence in all things, but I choose to dedicate this post to one particular aspect of his life and passion: His love of aviation and airplanes.


Here is the most important, early manifestation of that legacy for me, personally: a painting of his which is prominent in my earliest recollections of childhood.

I can still visualize this painting hanging on my bedroom wall in Chicago, Illinois when I was a youngster of six or seven. Today, this brilliantly created image hangs proudly in my den, high on the wall. Often, when in a pensive mood, I look upward and turn toward this painting for reflection, inspiration, and a renewed sense of longevity and permanence, qualities so absent in today’s peripatetic world. Few memories of mine go further back in time than this depiction of a furious World War I dogfight painted by my teen-age father around 1934/35. Correspondingly, few “things” in my life have been with me for as long as this little gem, painted on the back of glass using ordinary house-paints! My father’s family had no money for artist’s materials, so he did the best he could with what he had. His life-long ability to produce exceptional results in any endeavor is already evident in the clean, precise lines and brilliant images he produced while painting on the back of glass – a very difficult medium, indeed.

I concluded that post as follows:

Prey for Mercy Print Display

The Legacy Continues!

My enthusiasm for aviation is hardly satisfied at this late date; there are still so many books on my shelves and stories waiting in the wings. Most significantly, both my curiosity about and my fascination with this life-long legacy of aviation gifted to me by my Father, Alfred Chester Kubitz, are still running strong. Time is running short, now, but the skies still beckon!

That last sentence, “Time is running short, now, but the skies still beckon!” soon proved to be a catalyst for me. My perusal of that statement after the post was published served to rejuvenate my quest for “the P-51 experience” which would become a reality in the cloudless, cobalt-blue sky over Livermore Municipal Airport on May 28, 2018 – Memorial Day.

Now, there were only two obstacles: the $2200 ticket-to-ride and the requisite moxie “to just go for it!”

The paraphrased quote from Mark Twain mentioned in my original post proved the antidote to cogitating any further about item number one on my bucket-list of things to do before I leave this world:

“You will regret most the things in life you did not do, not the things you did.”

Amen. Damn the torpedos: go for it!

I dialed-up the Collings Foundation in late March to assure myself that I had plenty of time to reserve my half-hour, adventure-of-a-lifetime on Toulouse Nuts. I was quite certain that reserving a week ahead of time would suffice. We had planned a trip to Irvine, California to visit our daughter for a few days about a week and a half before the Wings of Freedom tour was arriving at Moffett Field; there would be plenty of time to reserve a flight.

Who Invited Back Spasms to the Party?

Not in my plans, however, were the back spasms that suddenly hit me one morning while on the road – the result of abandoning my daily exercise regimen while traveling. This bout was worse than most I had in the past, and I spent the remainder of the trip barely able to move about. Back at home, I thought a few days rest there would solve my problem, but such was not the case. There was simply no way I was going to be able to clamber up onto the wing and into the cramped cockpit of a P-51 with a bad back. Finally, after a few more days passed, my back improved, but it was still questionable. And then the weather was cloudy and overcast for yet a few more days, hardly ideal for such a milestone flight. As my back condition and the weather were both finally improving, the tour and Toulouse Nuts were ready to move on to their next tour stop – Livermore, California, some fifty miles north of here. I called Collings in the hope that they might have a last-minute flight-time open prior to packing-up at Moffett and heading for Livermore, but, alas, it was not to be. Apparently, my P-51 flight experience was not happening this year, either, despite my determined decision to actually do it and my best efforts to make it happen! It was more than disappointing. Depressing was a more apt description given the vagaries of the variables involved: me not getting any younger, and the ever-present uncertainties regarding vintage aircraft. Despite the fine track record of the Collings Foundation, there was no guarantee that Toulouse Nuts would be available and ready to fly the tour next year. And there certainly was no guarantee that I would be present and ready to fly! I resigned myself to the realization that the top item on my personal bucket-list would remain in-place for at least another year.

Livermore Municipal Airport – The Tour’s Next Stop

As luck would have it, Linda and I had planned to drive north to the town of Pleasanton on Sunday, May 27th, the day before Memorial Day. The main street of the quaint town would play host to dozens of antique and collectibles dealers, stretching for blocks through town – all part of the annual antique fair held there and an event we had enjoyed in the past. By that time, my back was feeling much better. The evening before heading to Pleasanton, I recalled the fact that the Collings tour’s next stop after Moffett Field was Livermore Municipal Airport. Knowing that Livermore was somewhere in the general vicinity of Pleasanton, I checked the map. Indeed, the airport at Livermore was no more than a fifteen-minute drive from where we would be. Linda agreed that, after spending the morning antiquing in Pleasanton, we should head over to catch the Wings of Freedom tour at Livermore.

After getting a bit lost on the way over, we arrived at Livermore Municipal Airport, a beautiful, small-scale layout located amid picturesque hills and grassy plains – an almost pastoral scene as opposed to the huge concrete expanses of Moffett Field. Sure enough, there were our old friends, the vintage B-17 bomber Nine ‘O Nines, and the venerable B-24 Liberator, Witchcraft, the last one of its genre still flying (18,500 built in total). Linda and I first attended the tour back in 2013 at Moffett Field, and we clambered at our leisure though every nook and cranny of both airplanes – a delightful and eye-opening experience! We purposely went early on a weekday morning when we had the airplanes to ourselves. An added attraction at Livermore this year was a B-25 Mitchell medium-range, twin-engine bomber also owned by the Collings Foundation.


As we walked up to the entrance to pay the nominal admission charge, a very large big-band ensemble of young musicians struck-up Glenn Miller’s timeless hit from the early 40’s, In the Mood. That was a total surprise which immediately put us “in the mood” for the whole afternoon. There were flags, music, hot dogs, and all things requisite for a memorable Memorial Day holiday. Linda and I decided right then and there that we loved the atmosphere and that this was the way to see the Wings of Freedom tour!

And there, on the tarmac, was Toulouse Nuts, the P-51D that remained stubbornly stuck in the recesses of my mind. She was obviously busy taking lucky folks with a flight appointment and $2200 up for a ride and the thrill of a lifetime.

I decided then and there that it was now or never for me. We went over to the flight desk and asked if there were any openings for that afternoon. Alas, the answer was no. “How about tomorrow – Memorial Day?” I asked. The girl at the desk said she had an opening at 11:00 am and late in the day at 5:00. I looked at Linda: “Would you like to drive back here, tomorrow?” We decided we would, and I jumped at the 11:00 slot.

Memorial Day, May 28, 2018

The next morning dawned bright and warm across the entire San Francisco Bay Area. The temperature would be in the low 90’s that afternoon at Livermore. After a fifty-minute drive north, we pulled into the friendly airport grounds, easily parked the car, and headed for the tarmac and the planes parked there. At 10:15 am, the holiday crowd was beginning to grow. The cloudless sky was a brilliant cobalt blue: a perfect day for flying if ever there was one! As we passed through the entry gates, I noticed Toulouse Nuts pulling away from its parking spot on the tarmac and heading for the taxi-way and runway. I could discern a passenger in the rear seat – apparently the 10:00 appointment which preceded mine. I felt a rush of excitement in anticipation of soon going up and flying that iconic P-51 warbird. In less than two minutes, my heart fell, almost with a thud, as I spotted Toulouse Nuts working its way back up the taxi-way to its parking spot on the tarmac.

I knew immediately that something serious was wrong, and that my opportunity to fly that afternoon was surely in jeopardy. I could only hope that, perhaps, the passenger had second thoughts after being securely strapped in the cramped cockpit and experiencing, first-hand, the sights, the sounds, and the exhaust smell of that powerful Rolls-Royce/Packard Merlin engine. Alas, that was not the case. The passenger was soon out of the plane standing patiently nearby while the pilot, and a few extra hands conferred. In short order, the pilot and two others began removing aluminum panels from the nose of the airplane. From outside the roped-off security area, Linda and I could only guess as to what the problem might be. A half-hour went by and then an hour…and the sun was heating up the tarmac as work continued on the airplane. We sought relief in the shade provided by the huge wing of the B-24, Witchcraft, parked nearby. Finally, I went back to the roped perimeter and motioned for the “stranded” passenger to come over and tell me what he knows. He introduced himself as “John,” an older man in his seventies (like me), I would guess. He did not know the nature of the problem, except that it would likely take a while if a solution is even possible. I asked if he intended to “wait it out” as the scenario played itself out well into the second hour. His response: “Yes, I’ll wait. For me, it’s now or never.”

Linda and I would wait as well, harboring much the same feelings expressed by John. By the third hour, the pilot (and apparently chief mechanic for the day) came over to us and explained there was a problem with the indicated fuel pressure to the engine. They were not sure whether the problem was with the fuel pump and its system or with the dashboard gauge-indicator, but they were working to determine the exact cause. During that brief conversation, I was very impressed with this pilot and his demeanor, but, given the circumstances, my hopes for flying in that warbird on Memorial Day, 2018, sunk to a new low at that moment. “What are the odds that this handful of folks and the pilot would be able to fix this crippled bird anytime soon?” I thought to myself. It seemed that a mechanic familiar with this warbird and possibly some replacement part would be mandatory for any realistic chance.

Just to satisfy my curiosity, I asked the pilot whether he travels with the Collings tour and what credentials are generally required to fly a warbird like the P-51. His response: “I live in the area and I own a Mustang!” My response: “That will work!” I am well aware that the significant brotherhood of people who own Mustangs not only fly them, but know them quite intimately from an operational/maintenance standpoint. Furthermore, many of these owners, scattered across the U.S., know each other personally and each other’s airplanes, as well. The brotherhood of Mustang owners is quite exclusive given the reality that purchasing a P-51 in flying condition carries a price tag of at least 1.2 million dollars, not to mention the expense required to house and maintain a warbird like that in top condition! The fact that this pilot owned his own Mustang would explain why he, his grown son (also flying that day as an alternate), and a few others felt confident in attacking the fuel pressure problem. Fairly quickly, they had several aluminum covers removed from the nose area exposing the engine; these were carefully laid-out on the tarmac. There was even an attractive lady in nice clothing out there helping by moving ladders and passing tools up to the men at work. She later told us that she was a friend of the pilot. All the while, this proud warbird sat forlornly on the tarmac like a bird with clipped wings, unable to fly!


Despite the long odds, I had this vague feeling deep inside that Linda and I should wait this out – that this might all work out…somehow! Fueling those vague hopes was the confidence conveyed by the pilot’s demeanor and the image of father, son, and lady friend working with a couple of others so diligently out there on the tarmac under a blazing sun. That tableau represented “complete dedication and commitment” as far as I was concerned.

Another hour passed, and the pilot informed us that he believed the low fuel pressure indication was due to a faulty gauge, not a fuel system problem. He went on to add that they were trying to find a replacement gauge! Although my immediate thought could have been, “The local P-51 parts store is not open on Memorial Day,” my gut-feel told me to wait and see: keep the faith. Linda and I decided to pass more of our waiting time by having a Coke and a hot-dog (grilled by the local Knights of Columbus – another very nice touch at Livermore). We ventured over to a picnic table situated away from the airplanes and the tarmac, ate our “lunch” and passed some time talking with some folks.

It was now about 2:45 pm and our time was running short. We were scheduled to bring dinner to our daughter, son-in-law, and grandsons in time to see the tip-off of a key NBA playoff game involving the Golden State Warriors (who ultimately won the title). The problem: the nice dinner prepared by Linda was at home in the refrigerator; we would have to run home, pick up the dinner, and retrace our steps back north to my daughter’s home in San Mateo. Another hour at Livermore and that would not be possible, time-wise.

As the time approached 3:00, I decided now is the time to go over to the flight desk and just cancel the flight reservation which was beginning to look futile, anyway. Besides, there was John, the 10:00 passenger who was in line before me with a one-hour flight scheduled and equally determined, so it seemed, to “wait it out.” As we turned the corner and approached the flight desk, I heard a voice exclaim, “There he is!” Our P-51 pilot was standing there with a cardboard box in his hand. “We’ve got the gauge,” he said. When I inquired about the 10:00 passenger, they replied, “You are up-next! Apparently, John had given up earlier and left after canceling. “How long will it take to put in the gauge?” I asked. “About fifteen minutes,” was the reply. Without hesitation, my response was, “Well, let’s go then!”

The reality was more like one-half hour before being informed that the gauge was installed and the problem was, indeed, verified to be a faulty fuel pressure gauge. All looked good to go with the replacement! I gave Linda a hug and a kiss, ducked inside the roped security perimeter and clambered up the wing and into the cockpit. Once both legs are in the cockpit, one settles one’s behind on a parachute pack which doubles as the seat pad between you and the harsh steel “chair” bolted to the airframe. You are then helped with fastening the leg and shoulder straps on the chute prior to strapping into the military-strength harness restraint which affixes you to the seat and airframe. In case of emergency, the red canopy release lever on the lower right side is identified and exiting the plane is explained. To bail-out, you are instructed to unfasten the restraint harness straps (not those of the parachute!), release the canopy, and dive, head down, toward the back of the wing. Last and not least, one must pull the steel rip-cord handle, prominent, there, on your chest in order to deploy the ‘chute!


I thought to myself, “Unlike what so often happens with commercial aviation passengers, anyone with an attention-span problem during this ‘safety briefing’ really has no business going up in a warbird.”

At this point, I need to comment on the pilot and his son. It was the son who would be taking me up in Toulouse Nuts. I believe the dad’s name is Steve, and his son is Nicholas, or “Nick.” I asked the dad’s name earlier, and I believe he told me, “Steve.” I regret that, in the midst of such excitement and activity, I cannot be more confident of names, here. I will go with my best recollection from here on in the story!

An intercom headset is handed you with instructions for communicating with the pilot, and the big moment arrives. Nick, the son, volunteered to take me up so that his dad could relax and cool down after his strenuous efforts to get the P-51 flying again. His dad said to me, “He’ll take you up: he’s better than me.”


Nick went through his check-list and finally looked to verify all was clear of the propeller. The big four-bladed prop slowly turned, once, twice, and then three times before the big Merlin engine came to life, coughing and belching smoke a bit as the whole canopy shook. That was a magical moment for me, because I fully understand the legendary mystique between this iconic airplane and the Rolls-Royce/Packard Merlin V-12 inline engine which enabled this airframe to reach its full wartime potential as a deadly fighter plane. People who really know say there is nothing like the sound of that engine, whether on the ground or in the air.

As the engine of Toulouse Nuts settled into what should be a steady, raspy purr, I could detect that something was not right. The engine seemed to run slightly unevenly even to my untrained ears. Soon, Nick cut the ignition and the prop came to a stop. There was a brief comment exchanged with his dad, Steve, and others standing off to the side. Then a restart with essentially the same results. Once again, Nick killed the ignition. At this point, I really began to worry, thinking that, perhaps, there was something wrong with the fuel pump or the fuel system. I reckoned it would be a devastating disappointment should this warbird be grounded today after all my efforts. Even worse, of course, would be any engine malfunction once off the ground.

I mentioned my concern to Nick over the intercom. He told me his dad felt that the only issue is air in the fuel line stemming from the gauge replacement. I have seen this effect often in my home plumbing after turning off the water for a while and turning it back on. The water will spurt and splash from open faucets as captured air is gradually bled from the system. Nick and his dad felt confident that running up the engine for a few minutes on the tarmac should clear the fuel system of trapped air. As we sat there with engine running, I could readily discern the rough spots soon smooth out and disappear as the big Merlin began to purr, accompanied by the characteristic raspy crackle.




Heading out for the taxi-way

A thumbs-up between Nick and Steve and we were off onto the taxiway, heading for the runway and the hard-earned realization of my fondest wish. Within a minute or two we were poised at the end of the runway as Nick revved up the engine. I liked everything I heard, and so did Nick. At that, the brakes came off and Toulouse Nuts “took off” down the runway, literally and figuratively. The insistent pull of that big four-bladed propeller was impressive. Quickly, the tail lifted, then there was a slight lift-off sensation followed by a momentary hesitation in momentum (likely the landing gear retracting) followed immediately by a steep climb and sharp bank to the right, reminiscent of a roller coaster ride. It was as if Toulouse Nuts were telling me, “I am going to show you what I can do – right off the bat!” Impressive it was, indeed. Now we are heading parallel to the runway, high and off to the side, high-tailing it back past our starting point on the runway, then settling back down while banking hard right before lining up and executing a high-speed, low altitude pass directly over the runway for the benefit of the crowd (and me) before heading sharply up into that cobalt-blue sky and my thrill-of-a-lifetime – the opportunity to fly a P-51D warbird.


A low-pass over the runway!


Nick and me, post-flight!

My half-hour in Toulouse Nuts was worth the ticket-to-ride and all the considerable effort it took on my part to make it happen. After landing and taxiing back to the tarmac, I realized how lucky I had been. I offered my heartfelt thanks to Nick and his dad Steve for the ride and the experience, yes. I also made clear my tremendous gratitude for “saving the day” through their determined efforts not only to diagnose and fix the faulty fuel pressure gauge, but also to somehow come up with the appropriate replacement part, seemingly out of thin air – a miracle! After all, the P-51 stores are all closed on Memorial Day! As Steve walked off toward the airplane with the replacement gauge in-hand, I questioned out loud at the flight desk just how Steve found a replacement gauge under such unlikely circumstances. The girl at the flight desk remarked of Steve, “He knows a lot of people.” Apparently, he was able to telephone a fellow Mustang owner in the area who thought he had a spare fuel pressure gauge in his parts inventory. Somehow, it was located and delivered to the field just in the nick of time to salvage my dream. Indeed, the owner of a beautiful, polished aluminum P-51 had flown his airplane earlier in the day. Could that be the same fellow?

In closing, my wife, Linda, related afterward how worried she became when it was clear that the big Merlin engine was not running properly at the very beginning of the start-up sequence. Why was Nick stopping and restarting the engine accompanied by consultations with his dad, Steve? It so happened that Linda was standing next to the aforementioned lady friend of Steve’s as they watched the proceedings. She leaned over to Linda and said, “Don’t worry, he’s in good hands!” And, indeed I was.


Sir Humphry Davy: Pioneer Chemist and His Invention of the Coal Miner’s “Safe Lamp” at London’s Royal Institution – 1815

humphry-davy-51Among the many examples to be cited of science serving the cause of humanity, one story stands out as exemplary. That narrative profiles a young, pioneering “professional” chemist and his invention which saved the lives of thousands of coal miners while enabling the industrial revolution in nineteenth-century England. The young man was Humphry Davy, who quickly rose to become the most famous chemist/scientist in all of England and Europe by the year 1813. His personal history and the effects of his invention on the growth of “professionalism” in science are a fascinating story.

The year was 1799, and a significant event had occurred. The place: London, England. The setting: The dawning of the industrial revolution, shortly to engulf England and most of Europe. The significant event of which I speak: The chartering of a new, pioneering entity located in the fashionable Mayfair district of London. In 1800, the Royal Institution of Great Britain began operation in a large building at 21 Albemarle Street. Its pioneering mission: To further the cause of scientific research/discovery, particularly as it serves commerce and humanity.


The original staff of the Royal Institution was tiny, headed by its founder, the notable scientist and bon-vivant, Benjamin Thompson, also known as Count Rumford. Quickly, by 1802, a few key members of the founding staff, including Rumford, were gone and the fledgling organization found itself in dis-array and close to closing its doors. Just one year earlier, in 1801, two staff additions had materialized, men who were destined to make their scientific marks in physics and chemistry while righting the floundering ship of the R.I. by virtue of their brilliance – Thomas Young and the object of this post, a young, relatively unknown, pioneering chemist from Penzance/Cornwall, Humphry Davy.

By the year 1800, the industrial revolution was gaining momentum in England and Europe. Science and commerce had already begun to harness the forces of nature required to drive industrial progress rapidly forward. James Watt had invented the steam engine whose motive horsepower was now bridled and serving the cause by the year 1800. The looming industrial electrical age was to dawn two decades later, spearheaded by Michael Faraday, the most illustrious staff member of the Royal Institution, ever, and one of the greatest physicists in the history of science.

In the most unlikely of scenarios at the Royal Institution, Humphry Davy interviewed and hired the very young Faraday as a lab assistant (essentially lab “gofer”) in 1813. By that time, Davy’s star had risen as the premier chemist in England and Europe; little did he know that the young Faraday, who had less than a grade-school education and who worked previously as a bookbinder, would, in twenty short years, ascend to the pinnacle of physics and chemistry and proceed to father the industrial electrical age. The brightness of Faraday’s scientific star soon eclipsed even that of Davy’s, his illustrious benefactor and supervisor.

For more on that story click on this link to my previous post on Michael Faraday:

Wanted: Ever More Coal from England’s Mines 
at the Expense of Thousands Lost in Mine Explosions

Within two short years of obtaining his position at the Royal Institution in 1813, young Faraday found himself working with his idol/mentor Davy on an urgent research project – a chemical examination of the properties of methane gas, or “fire damp,” as it was known by the “colliers,” or coal miners.

The need for increasing amounts of coal to fuel the burgeoning boilers and machinery of the industrial revolution had forced miners deeper and deeper underground in search of rich coal veins. Along with the coal they sought far below the surface, the miners encountered larger pockets of methane gas which, when exposed to the open flame of their miner’s lamp, resulted in a growing series of larger and more deadly mine explosions. The situation escalated to a national crisis in England and resulted in numerous appeals for help from the colliers and from national figures.

By 1815, Humphry Davy at the Royal Institution had received several petitions for help, one of which came from a Reverend Dr. Gray from Sunderland, England, who served as a spokesman/activist for the colliers of that region.

Davy and the Miner’s Safe Lamp:
Science Serving the “Cause of Humanity”

Working feverishly from August and into October, 1815, Davy and Faraday produced what was to become known as the “miner’s safe lamp,” an open flame lamp designed not to explode the pockets of methane gas found deep underground. The first announcement of Davy’s progress and success in his work came in this historic letter to the Reverend Gray dated October 30, 1815.


The announcement heralds one of the earliest, concrete examples of chemistry (and science) put to work to provide a better life for humanity.

Royal Institution
Albermarle St.
Oct 30

 My Dear Sir

                               As it was in consequence of your invitation that I endeavored to investigate the nature of the fire damp I owe to you the first notice of the progress of my experiments.

 My results have been successful far beyond my expectations. I shall inclose a little sketch of my views on the subject & I hope in a few days to be able to send a paper with the apparatus for the Committee.

 I trust the safe lamp will answer all the objects of the collier.

 I consider this at present as a private communication. I wish you to examine the lamps I had constructed before you give any account of my labours to the committee. I have never received so much pleasure from the results of my chemical labours, for I trust the cause of humanity will gain something by it. I beg of you to present my best respects to Mrs. Gray & to remember me to your son.

 I am my dear Sir with many thanks for your hospitality & kindness when I was at Sunderland.


                                                                             H. Davy

This letter is clearly Davy’s initial announcement of a scientifically-based invention which ultimately had a pronounced real and symbolic effect on the nascent idea of “better living through chemistry” – a phrase I recall from early television ads run by a large industrial company like Dupont or Monsanto.


In 1818, Davy published his book on the urgent, but thorough scientific researches he and Faraday conducted in 1815 on the nature of the fire damp (methane gas) and its flammability.


Davy’s coal miner’s safety lamp was the subject of papers presented by Davy before the Royal Society of London in 1816. The Royal Society was, for centuries since its founding by King Charles II in 1662, the foremost scientific body in the world. Sir Isaac Newton, the greatest scientific mind in history, presided as its president from 1703 until his death in 1727. The Society’s presence and considerable influence is still felt today, long afterward.

davy41Davy’s safe lamp had an immediate effect on mine explosions and miner safety, although there were problems which required refinements to the design. The first models featured a wire gauze cylinder surrounding the flame chamber which affected the temperature of the air/methane mixture in the vicinity of the flame. This approach took advantage of the flammability characteristics of methane gas which had been studied so carefully by Davy and his recently hired assistant, Michael Faraday. Ultimately, the principles of the Davy lamp were refined sufficiently to allow the deep-shaft mining of coal to continue in relative safety, literally fueling the industrial revolution.

Humphry Davy was a most unusual individual, as much poet and philosopher in addition to his considerable talents as a scientist. He was close friends with and a kindred spirit to the poets Coleridge, Southey, and Wordsworth. He relished rhetorical flourish and exhibited a personal idealism in his earlier years, a trait on open display in the letter to the Reverend Gray, shown above, regarding his initial success with the miner’s safe lamp.

“I have never received so much pleasure from the results of my chemical labours, for I trust the cause of humanity will gain something by it.”

As proof of the sincerity of this sentiment, Davy refused to patent his valuable contribution to the safety of thousands of coal miners!

Davy has many scientific “firsts” to his credit:

-Experimented with the physiological effects of the gas nitrous oxide (commonly known as “laughing gas”) and first proposed it as a possible medical/dental anesthetic – which it indeed became years later, in 1829.

-Pioneered the new science of electrochemistry using the largest voltaic pile (battery) in the world, constructed for Davy in the basement of the R.I. Alessandro Volta first demonstrated the principles of the electric pile in 1800, and within two years, Davy was using his pile to perfect electrolysis techniques for separating and identifying “new” fundamental elements from common chemical compounds.

-Separated/identified the elements potassium and sodium in 1807, soon followed by others such as calcium and magnesium.

-In his famous, award-winning Bakerian Lecture of 1806, On Some Chemical Agencies of Electricity, Davy shed light on the entire question concerning the constituents of matter and their chemical properties.

-Demonstrated the “first electric light” in the form of an electric arc-lamp which gave off brilliant light.

-Wrote several books including Elements of Chemical Philosophy in 1812.

In addition to his pioneering scientific work, Davy’s heritage still resonates today for other, more general reasons:

-He pioneered the notion of “professional scientist,” working, as he did, as paid staff in one of the world’s first organized/chartered bodies for the promulgation of science and technology, the Royal Institution of Great Britain.

-As previously noted, Davy is properly regarded as the savior of the Royal Institution. Without him, its doors surely would have closed after only two years. His public lectures in the Institution’s lecture theatre quickly became THE rage of established society in and around London. Davy’s charismatic and informative presentations brought the excitement of the “new sciences” like chemistry and electricity front and center to both ladies and gentlemen. Ladies were notably and fashionably present at his lectures, swept up by Davy’s personal charisma and seduced by the thrill of their newly acquired knowledge… and enlightenment!


The famous 1802 engraving/cartoon by satirist/cartoonist James Gillray
Scientific Researches!….New Discoveries on Pneumaticks!…or…An
Experimental Lecture on the Power of Air!

This very famous hand-colored engraving from 1802 satirically portrays an early public demonstration in the lecture hall of the Royal Institution of the powers of the gas, nitrous oxide (laughing gas). Humphry Davy is shown manning the gas-filled bellows! Note the well-heeled gentry in the audience including many ladies of London. Davy’s scientific reputation led to his eventual English title of Baronet and the honor of Knighthood, thus making him Sir Humphry Davy.

The lecture tradition at the R.I. was begun by Davy in 1801 and continued on for many years thereafter by the young, uneducated man hired by Davy himself in 1813 as lab assistant. Michael Faraday was to become, in only eight short years, the long-tenured shining star of the Royal Institution and a physicist whose contributions to science surpassed those of Davy and were but one rank below the legacies of Galileo, Newton, Einstein, and Maxwell. Faraday’s lectures at the R.I. were brilliantly conceived and presented – a must for young scientific minds, both professional and public – and the Royal Institution in London remained a focal point of science for more than three decades under Faraday’s reign, there.


The charter and by-laws of the R.I. published in 1800 and an admission ticket to Michael Faraday’s R.I. lecture on electricity written and signed by him: “Miss Miles or a friend / May 1833”

Although once again facing economic hard times, the Royal Institution exists today – in the same original quarters at 21 Albemarle Street. Its fabulous legacy of promulgating science for over 217 years would not exist were it not for Humphry Davy and Michael Faraday. It was Davy himself who ultimately offered that the greatest of all his discoveries was …Michael Faraday.

Reason and Reflection Is Back!

Alan KubitzTo all the readers of my blog, Reason and Reflection: I am pleased to announce that my blog site is emerging from a quasi-hibernation that has been in effect these past several months. After more than two-and-a-half years of posting weekly pretty much without fail beginning in February of 2013, some 136 posts in all, the need arose to spend considerable time for the past several months on personal/family matters, hence only three posts were offered so far in 2016. At this time, I am ready to resume doing what I enjoy doing, and that means writing about things that interest and excite me or about relevant happenings in this world of ours. My future intent is to post at least every two to three weeks without a fixed time-table.

This new phase will begin with a brand new post tomorrow, June 14. It features Charles Darwin – his personal story and his contributions to natural science. Look for it tomorrow: I think it will be worth your time.  

Those of you who have not become listed “followers” of my blog might wish to become one by clicking the grey “FOLLOW” button at the top right column of my home page. Like many have done, providing your E-mail address will insure that you receive a brief notice each time a new post appears, and you can un-FOLLOW at any time (but I hope not!). There is no other obligation than that involved in following my blog.


Please let me know what you think. You do not need to be a listed follower in order to comment. Don’t try spamming because WordPress will filter it out automatically. I always respond to legitimate comments, so at the end of each post, either look for a “comment box” or a small “Leave a reply” to click on for commenting.

Just one more thing: On my home page, you have access via my archives to every one of my 136 posts. Go ahead and look, and if you like what you see and read in my posts, let your friends know about this site which resides at :                                         

Bernie Sanders for President? Tackling America’s Big Problem

The Money

These are fascinating times in this United States of America! Who will be elected president in 2016 to lead this country across the troubled waters which lie ahead? The story of this election campaign is materializing as I write these very words. Chapter two of the narrative begins after the election results from New Hampshire’s primaries this week which saw Donald Trump and Bernie Sanders emerge as clear winners.

There is much to be said about this election campaign and the amazing, atypical roster of candidates who have emerged, but I focus on three salient points:

Point one: That the current front-runners (yes, it is early), Trump and Sanders are most improbable/unusual candidates. On the one hand, Donald Trump is an outspoken, high-profile, multi-billionaire capitalist with a show-biz flair but no political experience, whatsoever. On the other hand, Senator Bernie Sanders characterizes himself as a Democratic Socialist – hardly the historical caricature of your viable presidential candidate!

Point two: The American electorate is desperately disgusted with Washington politics and politicians who perpetuate the “art” of procrastination and indecisiveness. It is clear that Trump and Sanders are where they are because they present voters with radical departures from the status-quo.

Point three: Both of these candidates have taken the plunge into the deep, treacherous waters of America’s most serious problem – especially Sanders.

What is the greatest threat to the United States of America?

Answer: The fact that Abraham Lincoln’s government “of the people, by the people, and for the people” has been hijacked by wealthy, special interests from industry and Wall Street. I have long been convinced that the situation poses a dangerous threat to the viability of our American democracy. It would seem that Senator Sanders has reached a similar conclusion along with many of our citizens who look askance at the gross wealth inequality which reigns supreme in America.

I recall a trip to Disneyland’s Tomorrowland when I was a young man: My family was listening to a speech by Abraham Lincoln realistically delivered by Disney’s “Lincoln automaton” (programmed robot). In the speech, Lincoln declared that, should the United States ever fail, its demise will come from forces within, not from outside the country. It was abundantly clear to me that Lincoln was warning about both citizen apathy/polarization, and the corrosiveness of internal corruption.

Donald Trump’s willingness to “damn the torpedoes” and say whatever is really on his mind was on full display in the first Republican debate when he wagged his finger disapprovingly at the influence special interests have on the decisions and functioning of our government. He insisted that he should know as well as anyone how the system works for the wealthy, because he, as a developer/capitalist, has taken advantage of the opportunities that the law allows! How refreshing was that honest admission and his subsequent stand that special interests have too much sway on our government by way of campaign contributions?

The Bernie Sanders Solution: Rein-in the Special Interests

 For anyone like me who is well aware of Wall Street’s recklessness, Sanders’ contention that our government is being steered by special interests is a resonating bell-tone. Few serious people will forget the near collapse of this country’s entire financial system back in 2007/2008 (yes, it almost happened!) and the role played by the greed and influence of Wall Street banks and investment houses. Hundreds of billions of dollars were lost, much of that by middle-class Americans, during the recovery process and the bail-out of Wall Street. Countless lives were changed forever thanks to the reckless, greedy actions of Wall Street and the banks as they parlayed their securitized and scrubbed, sub-prime home mortgage con game into huge profits…and, yet, not one of the well-documented protagonists ever spent a day in jail for it.

For anyone who needs to be convinced just how close this country came to financial/global Armageddon, I recommend the Frontline documentary, Inside the Meltdown. Michael Lewis, in his book (and the current popular movie) titled The Big Short reveals just how corrupt and/or ignorant were the people in both government and the private sector who allowed all this to happen. And make no mistake: Nothing has changed enough since that narrow escape to prevent a worse, future financial calamity from happening again.

When asked how he intends to change the ways of Congress and Wall Street should he gain the White House, Sanders cites his “popular revolution” as the vehicle. Indeed, he has touched a sensitive nerve in the populace as evidenced by the response received by his message about wealth inequality and the people’s government being increasingly controlled by wealthy special interests. Is Sanders a head-in-the-clouds liberal who does not know what he is tackling? After listening carefully to him, I think not!

 Just How Will This Work, Senator Sanders?

 A media political pundit (there are a lot of them) asked Sanders just the other day, “How will you possibly get an often self-serving Congress to wean themselves from the campaign contributions which fuel their constant drive for re-election? Who, in a position to matter, would shun the money? Do you think YOU can change their minds and enact laws which eliminate campaign contributions?”

At that point, Sanders proved to me his mettle with his quiet but firm answer (paraphrased): “No, the public will change their minds.” He reiterated and emphasized that his strategy involves a “popular revolution.” He did not have the opportunity to elaborate further, but I can imagine what his strategy might be. I envision a successful attempt to ban outside money and influence from our government process proceeding in two steps:

Step 1: Establish a generous election campaign fund (including network time) paid for by taxpayers and equally divided among all “qualified” candidates for major office. I am certain that an acceptable winnowing process can be established to narrow the field, initially.

Step 2: The executive branch (the president) drafts a written oath of office whereby major Washington office-holders and seekers can choose to swear to abstain from all moneys collected from special interests – under penalty of perjury. Any incumbent or candidate who does not sign the oath will be listed in the “nay” column of a listing which is readily available for all the public to see. Given the current mood of the electorate, I would hope that those who resisted signing the pledge to forego private campaign finance would see future voter support at the polls seriously dinged. That approach would, indeed, represent the public changing the minds of Congress – as Sanders intimated! Sanders must surely have something similar in mind in order to give his popular revolution some teeth!.

 Have You Ever Wondered Why Our Tax Code Is So Complicated?

 Here is the answer to the question. The intricate loop-holes and deductions in today’s huge tax code are symbolic footprints left behind by special-interest lobbyists and their lawyers who have, over many decades, chiseled away at tax code simplicity, creating special exceptions (loop-holes) in order to benefit their wealthy clients. Such clients are heavily represented in the top 0.1% of the population who now owns more wealth than the bottom 90% of Americans. Funny how that happens, isn’t it? By the way, I am in favor of raising marginal tax brackets up to at least 50% (with no loop-holes) for those making over ten million dollars a year, rising to 80% for incomes over fifty million – not to exact revenge on successful people, but to discourage the rampant greed and speculation which today’s 39% bracket (complete with loop-holes) encourages. I wonder how the rich ever got the marginal rate reduced from the 90% level it had reached during the Eisenhower administration….I wonder.

One of the worst Decisions Washington Ever Made!

 I agree with Bernie Sanders that the 1999 repeal of the Glass-Steagall Act was a terrible move. Glass-Steagall was enacted in 1932/33 to separate savings and loan banks from Wall Street investment banks. The great depression made clear the need for such legislation. Most people with their precious savings held by a bank do not want that bank making risky Wall Street investments with their hard-earned money – never mind what the FDIC says it guarantees. Greed-induced gambling with the money of America nearly resulted in Washington’s inability to contain the financial chain-reaction which began in 2007. Back in 2008, other than Bear Stearns and Lehman Brothers which did go under, it was clear that without a taxpayer bail-out, systemic failure of the system could destroy this country’s entire economy. Call it “taking one” by the taxpayer for the greedy and incompetent.

Why was Glass-Steagall repealed in 1999 during the Clinton administration? I do not know the answer to that one, but I would wager that lobbyist’s footprints were prevalent along the paths leading to Congressional offices – wouldn’t you?

 Where Does Hillary Clinton Stand?

 Hillary Clinton insists that she is serious about the lobbyist problem, yet I have not heard her call for the reinstatement of Glass-Steagall. I wonder specifically what her plan would be (beyond invoking the reactionary legislation of Dodd-Frank) to proactively restore the full attention of Congress to the business of the people?

At one point in last night’s democratic debate between Sanders and Clinton, she took personal umbrage at Sanders’ insinuation that her $600,000 speaker’s fee received from Goldman Sachs over the past year is unacceptable. Clinton said she would never be swayed in her vote by campaign favors. Sanders missed his chance by not retorting that not everyone in government might possess such high personal standards – a safe bet, I will wager.

Sanders did groan, “Let’s not insult the intelligence of the American people” (my paraphrase) – a remark surely made not to refute her personal integrity in the matter, but to demonstrate the absurdity of blithely dismissing the corrosive power of lobbying on our over-all system of governance. In many crumbling parts of the world, they call it bribery – the need to pay money for a favor…or even for a fair shake. Sanders sarcastically asked (paraphrased), “Why would the wealthy do that with their money? Do they enjoy throwing their money around?”

Lincoln_1I hardly believe that Abraham Lincoln, politically savvy as he was, could countenance the form of bribery present in America today. At the time, Lincoln was correct when he ventured that America had more to fear from within than from without. In all fairness, he could little imagine that other immense threat to us all that has since materialized – an unstable nuclear world. May divine providence provide “we the people” with the leadership we so desperately need along with the popular will and good sense to vigilantly guard our democracy and our freedoms.

Happy New Year!

WordPress has issued its 2015 summary for Reason and Reflection, and I am pleased to have had some 14,000 views of my posts from 123 countries around the world. Thanks to all my readers and blog followers for that gratifying response to my work.

I would like to receive more comments on my posts, so I encourage you to use the “Leave a Reply” or “Leave a Comment” links provided after every post. I answer all legitimate responses which WordPress passes along! To receive an E-mail notification every time a new post appears, click the grey “Follow” button on my blog page.

I will continue to strive to post on entertaining and enlightening topics throughout 2016 – Happy New Year! 

The stats helper monkeys prepared a 2015 annual report for this blog.

Here’s an excerpt:

The concert hall at the Sydney Opera House holds 2,700 people. This blog was viewed about 14,000 times in 2015. If it were a concert at Sydney Opera House, it would take about 5 sold-out performances for that many people to see it.