While the sea-level power is the same as the normally aspirated IO-550s-310 horsepower-the twin turbos help maintain this power well into the Flight Levels. No surprise, then, to find the latest development of the popular Velocity canard four- or five-seater comes via a pair of Garrett turbochargers. Moreover, as any aerodynamicist will tell you, dramatically increasing sea-level horsepower wont dramatically increase sea-level speed. But as the Velocity already packed a Continental IO-550 behind the firewall, the options here-short of, say, hanging a Pratt & Whitney R-985 back there-are limited. Historically this has come from a larger engine. Reduce tail volume or wing area and pay the price in stability or utility. And, depending upon the airplanes specific mission, certain avenues are blocked anyway. Slimming the profile is difficult, and every incremental reduction in drag comes at an increasingly higher price-the knot-per-dollar ratio changes for the worse with each clever drag-reducing detail. When you’re working with an existing design-with the hard structural and aerodynamic work done and paid for-the decisions become easier to make.

Very very handy.Aircraft designers who want their creations to go fast have a couple of basic paths to follow: reduce drag or increase horsepower. Because Turbolinks means I can keep a persistent JS process through a user session, effectively my users could make a WebRTC phone call and still navigate through our entire server-side rendered CRM app while maintaining the phone call. I 'kept' the DOM that displayed the status of the current phone call. I abused this a few years back to build a WebRTC phone calling site. Turbolinks offers a `keep` directive, you can tag DOM and if the tagged DOM exists in any new pages, Turbolinks will 'port over' your old DOM into the new page. Keep that in mind page by page, component by component, and you'll be fine. Otherwise you can see odd behavior like the user hitting Back, seeing a Rich search widget, then a 2nd search widget shows up (depending on how you have your bindings set), then the remote content is loaded and wipes away what the user is seeing.īasically if you make a mess, clean it up.

When you swap pages you have to remember to breakdown that rich widget and remove the DOM it added. Often times basic DOM is shipped to the client, like an input client and search button, and JS binds to that element on load and replaces it with a rich widget. A little CSS makes this cached page look appropriate (ie: this is cached content, fresh is coming in a minute), but the gotcha comes with any DOM manipulation that any JS libraries may have performed.Ī good example is a typeahead or time picker. Because Turoblinks caches a copy of the 'last page' DOM in memory as the user navigates, when the user uses the Back button Turbolinks can restore the cached page and make a request for a new copy of that page, and then do a replace with the fresh content. I'm not sure how Turbo handles this, but one gotcha I've had to work around is making sure you deconstruct any JS state before you allow Turbolinks to complete page navigation. Turbo offers some exciting new patterns for rendering partial page HTML and shipping that to the client automatically, in the past I've done this by adding a specific content type of 'html/partial' and writing generic Javascript that makes a request and replaces its components content with the response.

State stays with the Application, just render representation of the state to the client. What you ship to the user is just an interface. The biggest trick is to remember that with a server-side rendered application is that _your application is the server stack_. Lots of straight HTML, lots of usage of MVVM frameworks (React & friends) for 'rich widgets' (Turbolinks load events and a simple data-attribute markup schema makes it pretty easy to mount whatever, wherever). I've been wrangling Turbolinks-based frontends for many years now.

Turbo build io