Preparing for the Space Economy: Cargo Drones, Robotics, and Why Software Learns Faster Than Humans and Is Much Safer

This past week I gave a lecture to a room of college students I never physically entered. A professor at a prestigious university—someone who had been watching my videos, commenting on them, and treating the work as if it belonged in a classroom—asked me to talk to her students about aerospace and how a young person might prepare for the space economy, in the old arrangement that invitation meant a check from the university, a plane ticket, a hotel for two nights, and a professor who got to sit in the back of the hall while an outsider did the talking. The students got a visitor who had been out in the world doing the thing the syllabus only described.

That is not what happened. I asked the practical questions. Do I fly out? Do I book a hotel? Do we do lunch? She said no. We would do it on Teams. She plugged her laptop into the classroom monitor, ran the microphone system through the room, and about two hundred people—some in the seats, some on the call—looked at me the way people now look at a talking rectangle. Class was at 12:30 PM. I sat down at 12:30 from my RV and called into Teams, and spoke to the class. An hour later everybody went about their business.

I am not pretending I am above being paid for that kind of work. The geometry of expertise has changed. The old lecture tour burned three days to deliver one hour. The new version burns one hour to deliver one hour. It feels slightly wild, and I will take it. The students still asked good questions. The professor still got a guest. I still had to earn the room. The only thing missing was the airport.

What the Space Economy Actually Means in 2026

I have been doing a run of shows on the change of state coming for the American economy—how much work, how much income, how much industrial capacity the orbital and near-space markets are going to pull into existence. The phrase “space economy” still sounds to some people like a poster in a guidance counselor’s office. It is not a poster. Industry tallies put the global space economy at around $626 billion in 2025, with commercial activity already the large majority of that total and serious forecasts pointing toward a trillion dollars in the early 2030s.[1] Other estimates run higher still. McKinsey and the World Economic Forum have published a scenario near one-point-eight trillion by 2035. The commercial share is already about four-fifths of the whole.[2]

That money is not only rockets on television. It is satellite broadband, navigation, Earth observation, ground equipment, launch cadence, defense architectures, and the unglamorous logistics that will feed commercial stations as NASA tries to hand low-Earth orbit to private operators before the International Space Station is retired.[3] If you are a student sitting in a lecture hall in 2026, the relevant question is not whether space will become an industry. It already is. The question is whether you will be the kind of person an industry like that can use.

Cargo Drones Are Not the Toys You Buy at Target

The conversation turned, as these conversations always do, toward drones. People hear the word and picture a camera quadcopter over a soccer field. That is not the machine I have been around in Butler County. The airframes I have been involved with are in a different weight class. They are built to move real mass—on the order of five hundred pounds of cargo—not a birthday balloon and a GoPro.

That number is no longer science fiction. In the last year, Elroy Air’s Chaparral hybrid-electric cargo aircraft has been flying autonomous missions under the federal eVTOL Integration Pilot Program, with production ratings above five hundred pounds and ranges measured in hundreds of miles.[4] Other developers are in the same neighborhood. AIR has put a heavy-lift uncrewed aircraft into flight operations with a published payload near 550 pounds and a cargo bay large enough for bulky freight.[5] China has flown even heavier fixed-wing cargo drones. The point for a classroom is simple: the sky is about to carry freight the way the interstate already does.

My wife heard that payload number and immediately produced the sentence every civilian produces. She did not want a drone flying over her car on the way to a Cincinnati Reds game and dropping a refrigerator on the hood. I have now heard that joke, or some cousin of it, enough times that it has become the unofficial civic motto of advanced air mobility. The students had the same fear. A bright young woman put it to me cleanly: she had seen the YouTube talk about Elon Musk and the Tesla bots, she could tell I was excited about robots, and she still wanted to know what happens when one of these things fails over a building or a highway.

The Question Every Classroom Asks: What If a Drone Hits My Car?

I told her the truth as I see it. These machines will be driven by software that, over a short run of years, is more practical and more consistent than the average human behind the wheel. That is not a hymn to perfection. Automated systems have already had ugly days. Robots have done stupid things. Self-driving stacks have had incidents that made the evening news. I do not wave those away. I treat them the way a manufacturer treats first-article failures: as the tuition you pay to get a repeatable process.

Tesla’s own published safety figures—imperfect, debated, and still the largest public data set of its kind—have, for several quarters, shown that miles driven with Autopilot and Full Self-Driving (Supervised) between crashes are far above the national average. In one quarterly snapshot, the company reported one crash per 6.69 million miles with the system engaged, compared with a U.S. average near one per 702,000 miles.[6] A later breakout put Full Self-Driving (Supervised) at roughly five million miles per major collision in North America.[7] Critics correctly note that the comparisons are not laboratory-clean. Highway mix, supervision, and crash definitions all matter. Fine. The direction of the curve still matters more than the purity of the press release. The stack learns. The humans who hate the stack do not update overnight.

Amazon drones will crash. Walmart drones will drop a payload early. Vandals will take shots at anything that flies low and looks expensive. Crosswinds, density altitude, summer heat, winter air thickness, and the occasional solar geometry the original coder did not anticipate will all produce a bad afternoon. That is what new technology does. Then the software gets a patch, and that particular stupidity is supposed to happen only once. A human being who wraps a truck around a pole at 2 a.m. does not receive a firmware update before the next Friday night.

It Is Not a Skill Gap. It Is an Engagement Gap.

The student’s question sat atop a second problem I have been hearing in manufacturing offices for years, and I have heard it with unusual frequency in the last two weeks. When you try to hire, you get applicants. A painful share of them cannot pass a drug test. A painful share of the rest do not want the job in any durable sense. I do not mean they lack a certificate. I mean they lack the old animal willingness to get up, go, and stay. People keep calling this a “skill gap” because “skill gap” is a polite phrase that can be used in a grant. What I am looking at is an ambition gap. An engagement gap.

It is not mysterious if you watch how a generation was fed. Old-time Facebook already trained people to receive a stream rather than make one. Video-game platforms now complete the circuit. The machine sends you the next mission, the next season pass, the next reason to tap a credit card. If public assistance covers the floor of a life, and a console covers the ceiling of a day’s stimulation, the case for gasoline money and a 5:30 a.m. alarm clock gets thin. You can stay in the house and still feel as if the world is happening to you.

The labor statistics are not a sermon, but they are not a hallucination either. U.S. labor force participation dropped to 61.6 percent in June 2026, the weakest non-pandemic reading since the mid-1970s.[8] Teen employment is a shadow of what it was when summer work was a normal American education. In July 2026, only 36.5 percent of sixteen-to-nineteen-year-olds were working, compared with a late-1970s peak near 60 percent.[9] Young men have fallen out of the market with particular force. Participation among men aged 16 to 24 has been reported at near 56 percent, down from about 69 percent in 2000.[10]

Survey research on Gen Z fills in the mood. Deloitte’s 2026 global survey found that more than half of that cohort were delaying major life decisions under financial pressure, and only a sliver named leadership as their primary career aim.[11] Gallup has been describing a “Great Detachment”: engagement at decade lows, and half the workforce either hunting or half-hunting for the exit.[12] You can argue about causes until the sun goes down—student debt, housing costs, phones, opioids, the aftertaste of lockdowns, the collapse of certain male-coded industries. I will not pretend one variable explains a civilization. I will say that a space economy cannot be staffed by people trained to wait for the next push notification.

Kiosks, Tesla Bots, and the Quiet Replacement of Human Attention

Robotics has already walked into the most ordinary American rooms. You go to a fast-food restaurant now, and the building would prefer you not talk to anyone. You poke a kiosk. You pay the kiosk. Somewhere behind the stainless steel, a smaller, often older crew still performs the last human motions the equipment has not yet absorbed. When you do get a live person at the counter, there is a fair chance that person is over fifty and still practicing the old religion of showing up. The shortage of willing labor is intense enough that automation no longer feels like a futurist pamphlet. It feels like the manager’s only remaining idea.

That is the part of the Tesla-bot conversation the internet likes to turn into a cartoon. I am not excited about robots because I dislike people. I am excited about robots because I have watched the labor pool thin out in real businesses, in real counties, with real drug tests and real no-call no-shows. If the country will not produce enough people who want the work, the work will still get done. It will get done by a machine that does not need a second chance on Monday. Remember, the enemies of America have been attacking America a long time, and our workforce has been their target. Globalism is dangerous to a productive society.

The Video Game Patch Model Is Moving Into the Physical World

The last fifteen minutes of the class were the part I did not fully script. I could see the professor’s face on the feed. I could not see the faces of two hundred others clearly, which is the new condition of public speech. I reached for an analogy the room already understood.

It is August and early September, which means another Madden cycle has either just landed or is about to. How many times has that game shipped perfect on day one? Rarely. Characters clip through each other. A play-call menu eats itself. The engine meets an input it was not trained to expect and throws a fit. Then the telemetry goes home. PlayStation, EA, and every live-service shop of any size collect crash codes from millions of copies overnight. Developers walk in the next morning to a pile of bug reports harvested from the wild. They push a patch. Digital distribution exists so they never have to mail you another piece of plastic.

That is the industrial model now traveling out of entertainment and into vehicles, drones, and humanoid robots. If a robot drops your hamburger, the correction is not a congressional hearing. It is a software update. If a cargo drone flying at five hundred feet decides, because the sun is vicious or the air is thin or an eclipse confuses a sensor suite, that it would rather be at twenty feet, the fleet can be taught not to make that particular mistake again. Weather, payload, battery sag, and GPS drift become parameters in a model that gets revised on a cadence no legislature can match.

I told the students I still see the old hardware in the wild. I was at a Cracker Barrel not long ago, and there was an Atari 2600 sitting there like a museum piece you could still buy. I am going to pick one up. Those machines were honest in a way modern software is not. The game was the cartridge. If Combat shipped with a quirk, that quirk lived in your living room until you sold the console at a garage sale.[13] We have inverted that world. The physical object is now a temporary container for a mind that can be rewritten after midnight.

A Short History of How America Managed Traffic Before Software

People talk as if safety were a mood. It is not. It is a pile of statutes, standards, advocacy campaigns, and ugly metal that accumulated because the alternative was a death rate this country finally decided it would not live with.

In 1966, after years of treating highway slaughter as the price of modernity, President Johnson signed the National Traffic and Motor Vehicle Safety Act and the Highway Safety Act. The Department of Transportation followed that same season, and out of that machinery came the agency that became the National Highway Traffic Safety Administration.[14] The results, stretched across half a century, are not subtle. The U.S. highway fatality rate fell from about 5.5 deaths per 100 million vehicle miles traveled in 1966 to about 1.1 by the mid-2010s.[15] Federal vehicle standards from 1960 through 2012 have been credited with saving more than 600,000 lives. Seat belts alone account for a huge share of that total.[16]

The hardware inside the cabin changed as well. Airbags moved from an exotic option to a federal requirement in new light vehicles by the late 1990s, and then spread to side-impact protection.[17] Crumple zones, better steels, electronic stability control, and an entire crash-test priesthood at NHTSA and the Insurance Institute for Highway Safety made it much more likely that a person who should have died in 1978 would walk out of a 2018 wreck talking.[18]

Drunk driving, MADD, and the years when Friday night was a slaughterhouse

Behavior took longer. Drinking and driving was illegal in a formal sense long before it was shameful. New Jersey passed an automobile-specific drunk-driving statute in 1906. For most of the twentieth century, the culture still treated the offense as a joke with a badge. That broke in 1980, when Candace Lightner founded Mothers Against Drunk Driving after a repeat offender killed her thirteen-year-old daughter, Cari, in Fair Oaks, California.[19] Within a few years, the country had a presidential commission, a federal drinking-age hammer in 1984, a march toward 0.08 blood-alcohol limits, and a new vocabulary: designated driver, friends don’t let friends, administrative license suspension.[20]

NHTSA only began clean national tracking of alcohol-involved deaths in 1982, a year when those deaths ran above twenty-one thousand and approached half of all traffic fatalities. The later curve bent down hard. Analyses of the post-1980 campaign put the decline in impaired-driver fatalities in the neighborhood of forty percent across four decades.[21] I grew up on the early side of that bend. I remember what the road felt like before the country got religion about it.

Stop signs, signals, and the roundabout as a mechanical conscience.

Infrastructure learned more slowly than slogans. On the kind of two-lane state route I knew as a kid, the first political answers to a string of wrecks were the obvious ones: a stop sign, then a light, then a lower speed, then a different way of feeding cars through a conflict point. Later came the modern roundabout—not the old American traffic circle that locked up in the 1950s, but the yield-on-entry European design that forces a driver to slow down and keep turning.

The first modern U.S. roundabout was installed in Summerlin, Nevada, in 1990. FHWA spent the 1990s studying the form and published its informational guide in 2000.[22] The safety case is now ordinary engineering. Roundabouts cut speeds and slash the number of conflict points. Federal evaluation work estimated that the roughly 2,400 American roundabouts built from 1990 to 2014 prevented tens of thousands of injury crashes and saved more than nine billion dollars in social cost.[23][24] Drivers complain about them the way drivers complain about every device that interrupts a straight line. The geometry does not care. It makes you engage the road.

That is the whole history in miniature. First you change the vehicle. Then you change the law. Then you change the pavement. Then you wait a generation for the culture to catch up. Software compresses that sequence. A drone fleet can receive a correction in a week that used to require a legislative session, a standards docket, and a decade of funerals.

Two O’Clock in the Morning on a Two-Lane Road

Here is why I told the class a story instead of another slide about mean time between failures. Human beings do not attach to mean time between failures. They attach to a night they can still hear.

When I was a kid, we lived off a busy two-lane state route, the kind of industrious road that carried trucks all day and all night. The house sat a good stretch back from the pavement—on the order of a hundred fifty yards—but in summer the windows were open because we did not have air conditioning. One Friday night, about 2 a.m., a truck left the road and took the telephone pole at the end of our driveway.

I did not hear the impact so much as I woke inside the sound that came after it. Through the screen I heard a man screaming for his mother. Not a movie scream. The real thing: high, terrified, the voice of somebody who had just understood what had been done to his body. I got my parents up. The whole house heard it. I went down the driveway in the dark.

The first cars were already slowing down, staring, then speeding up because staring felt like involvement. Nobody official had arrived yet. The truck had come off the road, hit the mailbox, hit the pole, and folded the driver’s side of the cab until metal from one side was occupying the space where a man is supposed to sit. The violence had done what violence does when steel meets a wooden pole at highway speed. Parts of him were in the road. In the poor light I first thought I was looking at roadkill. Traffic had already run over it. It was not an animal.

He had smashed the glass with his head, trying to get out of a window that no longer framed a living person. Blood ran down his face. He was jammed, trying to crawl, and still calling for his mother. He got quiet soon after I reached the end of the drive. There was nothing to do for him. He was gone when the screaming started. He just had not finished being gone.

I have thought about that night for a lifetime, and the thought I keep is not a policy memo. It is this: that was a software problem in a human body. It was the early 1980s, before Mothers Against Drunk Driving had finished turning a private grief into a national prohibition. The man was almost certainly tired, almost certainly drinking, almost certainly carrying whatever mess a night driver carries home at 2 a.m.—money, a shift, a marriage, a rumor, a clock. Human beings drive with all of that in the cab. They drive with a mother still installed in the nervous system. When the pole arrives, they call for her.

I do not tell that story because I enjoy the memory. I tell it because every time someone says they do not want a five-hundred-pound drone over their roof, they are asking for a world with no new risk, and they are asking it in a country that already accepted far worse risk for a hundred years of human drivers. Those particular wrecks—the ones that take a body apart against a pole—are rarer now—not gone. Rarer. Police still work Friday and Saturday nights. They will tell you the texture of the crashes has changed. Vehicles stay together. People crawl out who would have been listed in the morning paper in years prior. Airbags, belts, better steel, and slower intersections did that.[25]

Why Machines Will Make Fewer of Those Mistakes

A cargo drone does not have a wife. It does not have a mistress. It does not drink through a shift and then try to beat the sunrise home. It does not experience shame, jealousy, exhaustion, or the sudden need to call for its mother. It has sensors, limits, and a model of the world that can be rewritten when the world refuses to match it.

That is the moral of the old wreck, and it is the part of the lecture the room understood. We did not abolish tragedy on American roads by hoping drivers would become better people. We put constraints around them. We put belts on their chests, bags in their wheels, and lights in their path, and eventually computers in the loop. The next constraint is the loop taking the wheel. You will still get incidents. You will get a season of ugly film. You will get a class of people who do not want to compete with the machine and who will feed every failure to a news cycle that is addicted to the wreck.

I called that the Don Henley problem in class—the dirty laundry impulse. Automation that replaces visible human jobs will be covered as a crime even when the body count falls. That coverage will not be fair. It does not have to be fair to be loud. Anyone building drones, robots, or space logistics has a better budget for the noise.

Planning a Space Economy Around People Who Do Not Want the Job

This is the uncomfortable planning assumption. The space economy will not arrive as a clean poster of astronauts and lecture-hall ambition. It will arrive in a labor market where a large cohort under thirty is unevenly attached to work, where drug tests still sink hiring classes, and where firms that need reliability will buy it from software and silicon vendors if they cannot buy it from applicants.

I do not treat that as a reason to sneer at young people. Plenty of them are hungry. The young woman who asked the question was hungry. She was trying to square a future she could see with a risk she could feel. That is what a serious student does. The problem is the volume of people who will not ask the question because they are already being entertained past the point of hunger.

If you are building workforce policy for orbital industry, advanced manufacturing, or unmanned logistics in a place like Butler County, you plan for three tracks at once. First, the people who still want the work—train them harder and pay them like the scarce resource they are. Second, the machines that will do the work the missing people will not do—design them to be patched like games, not worshipped like monuments. Third, the public argument—tell the refrigerator story before the opponent tells it, and keep telling the 2 a.m. story so the public remembers what human error actually looked like when it was allowed to run wide open down a state route.

What I Took Away from a Classroom I Never Entered

I ended the hour the way I have ended a version of this talk too many times in the last two weeks. Software will take the first years to be clumsy. Then it will stop repeating the same clumsiness. Human beings repeat theirs for decades, because the bug is not in a repository. The bug is in the life.

We already proved, as a species, that we can cut the worst traffic deaths without waiting for every driver to become a saint. We proved it with belts, bags, blood-alcohol statutes, a drinking age tied to highway money, crash-test scores, and those unpopular roundabouts that make you turn the wheel whether you feel like it or not. The space economy will require the same kind of proof at higher altitudes. Cargo will fly. Robots will stand at counters and on factory floors. Some of the coverage will be poison. Some of the early flights will be ugly. And then the patch will ship.

I did not have to get on a plane to say any of that. I thought that was strange when the invitation first arrived. I think it’s less strange now. The tools that let a professor in another city put me on a wall in front of two hundred students are cousins of the tools that will keep a five-hundred-pound airframe from treating a parking lot like a telephone pole. Same family of updates. Same refusal to leave the mistake in the cartridge.

If you want the longer argument in the form I use with operators and owners, read the business guide I have already put out. The lecture was a compact version of it, told to a room that still has time to decide what kind of worker—and what kind of citizen—it is going to be when the drones are no longer a joke about refrigerators.

Notes

Numbered citations in the text correspond to the footnotes. The bibliography below is offered for further reading and is organized by subject rather than by the order of appearance.

[1] Novaspace, Space Economy Report, 12th ed. (January 2026), valuing the global space economy at $626.4 billion in 2025 and projecting $1.01 trillion by 2034 at a 12 percent compound annual growth rate. McKinsey and the World Economic Forum have published a higher $1.8 trillion scenario for 2035.

[2] Brookings Institution, Darrell M. West, “Artemis II and the Rapid Rise of a Global Space Economy,” April 8, 2026. Commercial activity accounted for roughly 78 percent of 2025 space spending; U.S. space employment was estimated near 400,000.

[3] U.S. Government Accountability Office, Low-Earth Orbit: NASA Faces Impending Decisions for Replacing International Space Station with Commercial Stations, GAO-26-107805 (June 2026).

[4] Elroy Air and Federal Aviation Administration statements on the eVTOL Integration Pilot Program flights at Houma-Terrebonne Airport, August–September 2026. Production Chaparral aircraft are rated for more than 500 pounds of payload and a range of up to 450 miles.

[5] AIR company announcements, 2025–2026, describing a production heavy-lift cargo UAS with a 550-pound payload and a 70-cubic-foot cargo bay for civil and military logistics.

[6] Tesla Vehicle Safety Report, Q2 2025: one crash per 6.69 million miles with Autopilot or Full Self-Driving (Supervised) engaged, compared with a U.S. average of roughly one crash per 702,000 miles (NHTSA/FHWA 2023 data as cited by Tesla). Independent analysts have noted that highway-heavy use cases and definitional choices affect the comparison.

[7] Tesla safety dashboard release, November 2025, reporting approximately 5.1 million miles per major collision with Full Self-Driving (Supervised) in North America across road classes. Tesla defines a major collision using Federal Motor Vehicle Safety Standards criteria, including airbag or pyrotechnic restraint deployment.

[8] St. Louis Federal Reserve, “What’s Behind the Sharp Drop in Labor Force Participation?” (August 2026). The U.S. labor force participation rate fell to 61.6 percent in June 2026, the lowest reading outside the pandemic period since 1976.

[9] U.S. Bureau of Labor Statistics, The Economics Daily, August 26, 2026. In July 2026, the employment–population ratio was 36.5 percent for teens ages 16–19 and 67.5 percent for young adults ages 20–24, both well below late-twentieth-century peaks.

[10] American Institute for Boys and Men analysis cited in reporting on July 2026 labor data: labor force participation among men ages 16–24 fell to 56.1 percent, down from about 69 percent in 2000.

[11] Deloitte Global Gen Z and Millennial Survey 2026. More than half of Gen Z respondents reported delaying major life decisions for financial reasons; only 6 percent named a leadership position as their primary career goal.

[12] Gallup workplace tracking through Q4 2025 described a “Great Detachment,” with engagement at decade lows and 51 percent of U.S. employees either actively looking or watching for other work.

[13] The Atari Video Computer System, later branded the Atari 2600, reached North American retail shelves in 1977. It used interchangeable ROM cartridges and a MOS 6507 processor; software, once pressed into plastic, could not be patched overnight.

[14] President Lyndon B. Johnson signed the National Traffic and Motor Vehicle Safety Act and the Highway Safety Act on September 9, 1966. Congress established the U.S. Department of Transportation the following month; the agency that became NHTSA followed.

[15] Bureau of Transportation Statistics, “A Half Century of Highway Safety Innovations—1966 to 2016.” The U.S. highway fatality rate fell from 5.5 deaths per 100 million vehicle miles traveled in 1966 to 1.1 by 2014.

[16] NHTSA estimates that technologies under the Federal Motor Vehicle Safety Standards saved more than 613,000 lives from 1960 through 2012, with seat belts accounting for nearly 330,000 of those savings.

[17] Front airbags were required in all new cars, light trucks, and vans beginning with the 1998–1999 model years. Side-impact protection standards later made side air bags effectively standard equipment.

[18] National Highway Traffic Safety Administration, Traffic Safety Facts annual series, and Insurance Institute for Highway Safety historical crashworthiness work. Occupant survival in serious crashes improved sharply after the introduction of airbags, crumple zones, electronic stability control, and structural redesign.

[19] Mothers Against Drunk Driving was founded in 1980 by Candace Lightner after her 13-year-old daughter, Cari, was killed in Fair Oaks, California, by a repeat drunk driver. NHTSA began systematic tracking of alcohol-related fatalities in 1982, when such deaths exceeded 21,000.

[20] The National Minimum Drinking Age Act of 1984 tied federal highway funds to a statewide minimum purchase age of 21. A later federal incentive pushed every state to a 0.08 blood-alcohol per se standard by 2004.

[21] NHTSA and related analyses have credited the post-1980 impaired-driving campaign with large fatality reductions. One commonly cited figure is a decline of roughly 44 percent in fatalities involving impaired drivers between 1982 and 2022.

[22] FHWA Research and Technology Evaluation: Roundabout Research Final Report (June 2018). The first modern U.S. roundabout was built in Summerlin, Nevada, in 1990. FHWA published Roundabouts: An Informational Guide in 2000.

[23] Federal Highway Administration, Proven Safety Countermeasures: Roundabouts, FHWA-SA-21-042. Modern roundabouts reduce vehicle speeds and conflict points compared with conventional intersections.

[24] FHWA estimated that roughly 2,400 U.S. roundabouts installed between 1990 and 2014 averted between 38,000 and 53,000 injury crashes, with societal cost savings above $9 billion over that period.

[25] National Highway Traffic Safety Administration, Traffic Safety Facts annual series, and Insurance Institute for Highway Safety historical crashworthiness work. Occupant survival in serious crashes improved sharply after the introduction of airbags, crumple zones, electronic stability control, and structural redesign.

Bibliography and Further Reading

This list is intentionally broader than the footnotes. It is a reading path for students and operators who want the lecture’s claims tested against primary sources.

Space Economy, Commercial LEO, and Aerospace Industry

Brookings Institution. West, Darrell M. “Artemis II and the Rapid Rise of a Global Space Economy.” April 8, 2026. https://www.brookings.edu/articles/artemis-ii-and-the-rapid-rise-of-a-global-space-economy/

McKinsey & Company. “From Moonshots to Markets: The $1.8 Trillion Space Economy.” April 2026. https://www.mckinsey.com/featured-insights/themes/from-moonshots-to-markets-the-1-point-8-trillion-dollar-space-economy

Novaspace. Space Economy Report. 12th edition. Paris, January 2026. Summary coverage: SpaceNews, “Global Space Economy Reaches $626 Billion, Marking a New Phase of Growth,” January 29, 2026.

Orbital Radar. “The Space Economy 2026: $626B, Heading for $1 Trillion.” March 2026. https://orbitalradar.com/space-economy

UBS. Space economy total addressable market outlook to 2040. Analyst commentary summarized in Yahoo Finance / Investing.com, July 18, 2026.

U.S. Government Accountability Office. Low-Earth Orbit: NASA Faces Impending Decisions for Replacing International Space Station with Commercial Stations. GAO-26-107805. June 2026. https://www.gao.gov/products/gao-26-107805

World Economic Forum. “3 Commercial Trends Propelling a $1.8 Trillion Space Market.” June 10, 2026.

NewSpace Tracker. “Space Economy Outlook 2026: Trends, Challenges, and Opportunities.” April 2026.

NASA. Commercial Low Earth Orbit Development Program documentation and Commercial Lunar Payload Services program pages. nasa.gov.

Satellite Industry Association. Annual State of the Satellite Industry reports, 2024–2026 editions.

Cargo Drones, eVTOL, and Unmanned Logistics

Elroy Air. Chaparral program materials and eVTOL Integration Pilot Program flight announcements, Louisiana, August–September 2026.

Interesting Engineering. “US Startup Tests Cargo Drone with 500-lb Payload, 450-mile Range.” September 2026.

Tech Times. “Autonomous Cargo Drone Clears First FAA Hurdle at Gulf Coast’s Busiest Heliport.” September 1, 2026.

AIR. Production heavy-lift cargo UAS announcements, 2025–2026, including 550-pound payload configuration.

Defense Blog. “AIR Launches Heavy Lift Cargo Drone with 550 Pound Payload Capacity.” April 17, 2026.

Urban Air Mobility News. “AIR Unveils New eVTOL Cargo Drone with 550 lb Payload for Civil and Military Operations.”

Federal Aviation Administration. eVTOL Integration Pilot Program (eIPP) materials; Executive Order 14307, “Unleashing American Drone Dominance,” June 2025.

Drone as a Service. “Heavy Lift Drones: Payload, FAA Rules & Top Models (2026).” Updated June 2026.

Sopowers. “Top 10 Cargo Drones in 2026: Payload, Range, Battery Systems & Logistics Trends.”

Zuri (Czech Republic). Hybrid VTOL cargo-drone specifications and 2027 flight-test schedule. NextGen Defense, September 2026.

Northern Changying / NORINCO. Changying-8 (CY-8) heavy cargo UAV maiden-flight reporting, March 31, 2026.

Vehicle Automation and Software-Defined Safety

Tesla, Inc. Vehicle Safety Reports, quarterly series, especially Q2 2025 Autopilot and Full Self-Driving (Supervised) statistics. tesla.com/VehicleSafetyReport.

Tesla, Inc. Full Self-Driving (Supervised) safety dashboard release, November 2025, including major-collision definitions keyed to 49 C.F.R. § 563.5.

TechCrunch. “Tesla Releases Detailed Safety Report after Waymo Co-CEO Called for More Data.” November 14, 2025.

Drive Tesla Canada. “Tesla’s Q2 2025 Vehicle Safety Report: Autopilot & FSD Remain Nearly 10x Safer than U.S. Average.” July 23, 2025.

Electrek. “Tesla’s Own Data Confirms Autopilot Safety Regressed in 2025.” July 23, 2025. (Critical reading of the same quarterly series.)

National Highway Traffic Safety Administration. Standing General Order on crash reporting for automated driving systems; ADS and Level 2 ADAS incident dashboards.

Federal Motor Vehicle Safety Standards. Occupant crash protection and event-data-recorder definitions, including 49 C.F.R. § 563.5.

Insurance Institute for Highway Safety / Highway Loss Data Institute. Autonomous vehicle and advanced driver-assistance system research pages.

History of U.S. Traffic Safety and Transportation Management

Johnson, Lyndon B. Remarks on signing the National Traffic and Motor Vehicle Safety Act and the Highway Safety Act, September 9, 1966.

U.S. Congress. National Traffic and Motor Vehicle Safety Act of 1966, Pub. L. 89-563; Highway Safety Act of 1966, Pub. L. 89-564.

Bureau of Transportation Statistics. “A Half Century of Highway Safety Innovations—1966 to 2016.” https://www.bts.gov/archive/publications/passenger_travel_2016/tables/half

Johns Hopkins Bloomberg School of Public Health. “A Brief History of Traffic Deaths in the U.S.” 2024. https://magazine.publichealth.jhu.edu/2024/brief-history-traffic-deaths-us

Haddon, William, Jr. Foundational NHTSA-era public-health approach to crash injury. See also the Haddon Matrix literature.

National Highway Traffic Safety Administration. Lives Saved by Vehicle Safety Technologies and Associated Federal Motor Vehicle Safety Standards, 1960 to 2012. DOT HS 812 069.

National Highway Traffic Safety Administration. Traffic Safety Facts annual compilations, alcohol-impaired driving chapters, 1982–present.

Kahane, Charles J., and related NHTSA evaluation reports on seat belts, airbags, and electronic stability control.

Williams, Allan F., et al. “Fruits of 20 Years of Highway Safety Legislative Advocacy in the United States.” Annals of Advances in Automotive Medicine / PMC 3256822 (2011).

Ehsani, Johnathon P., et al. “The Future of Road Safety: Challenges and Opportunities.” PMC 10126980.

Insurance Institute for Highway Safety. Historical belt-use rates and crashworthiness ratings.

Impaired Driving Law and Advocacy

Mothers Against Drunk Driving. Organizational history; founded after the death of Cari Lightner, Fair Oaks, California, May 3, 1980.

MADD. 25th anniversary historical pamphlet (archival). https://web.archive.org/web/20070213040405/http://www.madd.org/docs/25years.pdf

U.S. Congress. National Minimum Drinking Age Act of 1984, 23 U.S.C. § 158.

LegalClarity. “When Were DUI Laws Enacted? History and Evolution.” Updated 2026.

Fell, James C., and colleagues. Evaluations of minimum drinking-age laws and 0.08 BAC limits, NHTSA and peer-reviewed series.

National Institute on Alcohol Abuse and Alcoholism / NIH syntheses of impaired-driving fatality reductions after BAC and age reforms.

Roundabouts, Signals, and Roadway Engineering

Federal Highway Administration. Proven Safety Countermeasures: Roundabouts. FHWA-SA-21-042. 2021. https://rosap.ntl.bts.gov/view/dot/66809

Federal Highway Administration. Roundabouts: An Informational Guide. 2000; later editions and NCHRP updates.

Federal Highway Administration. Research and Technology Evaluation: Roundabout Research Final Report. June 2018.

Transportation Research Board. NCHRP Synthesis 264, Modern Roundabout Practice in the United States.

Steyn, Hermanus, Ashleigh Griffin, and Lee A. Rodegerdts. Accelerating Roundabout Implementation in the United States, Vol. IV: Review of Fatal and Severe Injury Crashes at Roundabouts. FHWA, 2015.

Federal Highway Administration. Safe Streets and Roads for All (SS4A) program materials under the Bipartisan Infrastructure Law.

Labor Force Participation, Youth Work, and Engagement

U.S. Bureau of Labor Statistics. Current Population Survey public data and The Employment Situation monthly releases, 2025–2026.

U.S. Bureau of Labor Statistics. “Teens Ages 16 to 19 Were Employed at Nearly Half the Rate of Young Adults Ages 20 to 24 in July 2026.” The Economics Daily, August 26, 2026.

Federal Reserve Bank of St. Louis. “What’s Behind the Sharp Drop in Labor Force Participation?” August 2026.

Center for American Progress. “Teen Employment Remains Weak.” August 7, 2026.

Deloitte. Global Gen Z and Millennial Survey 2026. https://www.deloitte.com/global/en/issues/work/genz-millennial-survey.html

Gallup. “U.S. Worker Thriving Declines as Job Market Pessimism Grows.” 2026 workplace series, including Q4 2025 engagement and job-search tracking.

American Institute for Boys and Men. Research on young-male labor force participation and disconnection, 2024–2026.

New York Post. “Male Gen Zers Are Dropping Out of the U.S. Job Market in Droves.” August 17, 2026. (Journalistic summary of BLS and AIBM figures.)

U.K. Department for Work and Pensions / related. Young People and Work: Interim Report. 2026. Useful comparative reading on youth participation outside the United States.

Video Games, Live-Service Software, and the Patch Economy

Atari, Inc. Atari Video Computer System / Atari 2600 launch materials, 1977; subsequent branding change, 1982.

Wikipedia contributors. “Atari 2600.” Encyclopedia entry with production history, hardware constraints, and cartridge-era economics.

PCMag. “The Atari 2600 at 45: The Console That Brought Arcade Games Home.” September 10, 2022.

Electronic Arts / EA Sports. Madden NFL annual release notes and title-update histories, illustrating same-week patch cadence.

Sony Interactive Entertainment. PlayStation Network crash-reporting and title-update architecture, public developer documentation.

Industry discussions of live-service telemetry, crash dumps, and over-the-air vehicle/robotics updates as an extension of the games-industry model.

Regional and Author Context

Hoffman, Rich. Business guide and related commentary on manufacturing, drones, and local economic development in Butler County, Ohio.

Cincinnati/Northern Kentucky International Airport (CVG) cargo-hub reporting, for local context on freight aviation near the author’s home region.

Butler County, Ohio, economic-development and unmanned-systems coverage, 2024–2026.

Rich Hoffman

More about me

Click Here to Protect Yourself with Second Call Defense https://www.secondcalldefense.org/?affiliate=20707

About the Author: Rich Hoffman

Rich Hoffman is an author, political consultant, and strategic advisor based in Cincinnati, Ohio, and the creator of The Politics of Heaven—a unique framework that connects biblical theology, ancient history, and modern power structures to explain how moral alignment and spiritual forces shape global events. Blending real-world political experience with deep research into archaeology, UFO phenomena, and suppressed historical narratives, Hoffman offers compelling commentary on topics ranging from ancient civilizations and the Dead Sea Scrolls to modern populist movements, paranormal continuity, and leadership strategy in chaotic environments. As the author of The Gunfighter’s Guide to Business and the forthcoming Politics of Heaven, he brings a grounded yet provocative voice to media discussions, supported by firsthand experiences and a cross-disciplinary approach that bridges science, history, and theology. For interviews, speaking engagements, or expert analysis, visit richhoffmanbooks.com or contact directly via phone at 513-307-5815 or email at rhoffman@richhoffmanbooks.com. If you’ve seen the movie, Disclosure Day and want to talk about it and the implications of Presidnet Trump’s UAP disclosures, let me know and we can bring some color to your coverage. https://richhoffmanbooks.com/media-inquiries-broadcast-topics-and-contact-info/?frame-nonce=ad51e7ecba I do have a firsthand UFO encounter to discuss.

Why Michael Ryan Got There First, and Why America Still Tries to Jail the Next Tucker: Why Volynt in Butler County is the Next Great Thing

Full disclosure, this is a long one and it might be easier to watch the video. I have a lot to explain here, and this topic is much bigger than most surface-level discussions on politics and business and what role the two play in a happy society. I talk about abortion in a different way here, but it’s a mentality that is at the heart of Marxism, and many years of our civilization straining under a mixed economy that many of us never even thought about. But it’s the heart of what has been driving me for many years to this point. I am affiliated with Volynt Aero in Oxford. I am a consultant and, at this point, an advisor. I am proud of it. I do not normally attach my name to things. For years, I’ve handled much of the work in the background. People who have known me a long time know the method. You trade whatever you have—sometimes it was literally baseball cards when I was young—to get close enough to a problem to be useful. I come out of the school of hard knocks. I have seen what happens to people and to companies when the process is dirty, when the lawyers arrive late, when the regulators decide the idea should die in the permit office. I have helped a lot of people mine their way through improper methods without becoming the method.

That is the only reason this essay exists; there is a lot of interconnected tissue to consider in something as massive as this, and it takes a bit to discuss in context. Not because I needed another logo on a card. Because I watched a good idea be born in Oxford, in Butler County, Ohio, and I recognized the old American pattern: the builders are ready, the market is arriving whether the townships like the noise or not, and the political class is still deciding whether it wants to midwife the thing or abort it.

Why I Attach a Name at All

I have been a huge supporter of FirstEnergy. I was a supporter when Larry Householder was Speaker. When we talk about alliances between government and big business, I think FirstEnergy got a raw deal in the public square. I do not think they did a good job defending themselves. Real life in the background of a utility is lived inside regulatory compliance, rate cases, and a grid that still has to keep the lights on while somebody in Washington changes the religion of energy policy every four years.[1] What I saw was a company running a model that the Obama-era compliance environment made it almost impossible to operate profitably, then being treated as a morality play when it sought political relief.

I see a lot of Democrats trying to take ground in Ohio after years of Republican control of the House, the Senate, and the governor’s office. They cannot get a message through to people because the message, once you strip the focus-grouped nouns off it, is still a mixed-economy sermon with a communist destination. That is not what people in this county vote for. It is not what they vote for in 2026 either. But the fight does not end because you won a map. You are always overcoming Karl Marx. You can see it in the way a left-wing media personality in Columbus will work a hit job on a Republican until the man will not look you in the face in a hallway. I have watched politicians go quiet because they do not want to be called a communist, or worse. After all, they do not want to be trapped at a urinal in the Statehouse by somebody with a microphone asking why they voted for an “evil” bank or an “evil” energy company that was not kneeling hard enough toward the religion of wind and solar power.

There are a lot of safer ways to make money. There are not many ways to do it that still serve the two parts of the American condition I actually care about: job creation, and political representation honest enough to get out of the job creator’s way. I lend my name to enterprising people who take risks because I want to see them make jobs. I lend my name to political figures for the same reason. The Marxist type always attacks them, and it is a lonely business to be sabotaged out of a restroom at the Statehouse by a hostile media personality trying to put you in a horrible state of mind. Why did you vote for that? Why did you say this? Why do you support FirstEnergy? Why aren’t they for wind? All questions from a Marxist perspective, intended to root everything in a leftist point of view as a baseline.

I involve myself because I want to protect capitalism from the next adjustment to the breaker panel, the one that shows up on your electric bill whether or not you ever voted for the sermon that caused it.

John Galt Types, and the Movie That Taught Me the Pattern

At the beginning of this, I put the Volynt affiliation together because I like the guys. I like entrepreneurs. I like John Galt types. I like people who work. When I meet them, I want to help them. I want to help them avoid having to dynamite their own buildings at the end of the story, the way the book taught a generation of us to fear.

My favorite movie on this subject is still Tucker: The Man and His Dream, directed by Francis Ford Coppola, from the same mind that gave the country The Godfather and then turned around and made a hymn to the American crackpot who wanted to build a better car outside Ford, Chrysler, and General Motors.[2] Tucker put the engine in the back. He put seat belts in the car. Fuel injection in 1947. The Big Three knew they could not retool fast enough to compete. The pipeline was already poured. So the story goes that they used Senator Ferguson to try to throw Tucker in jail.[3] That is how the red decade moved into the American system: not always with a red flag in the street, but with a committee, a compliance file, and a prosecutor.

There is a speech Tucker gives at the end of that movie that I have never gotten over. It sounds like Howard Roark’s speech in The Fountainhead, stretched across a courtroom instead of granite.[4] He is wondering where his country went. Marx came in. Regulatory compliance came in. The power of government came in. Ferguson wanted donations from the Big Three, so he tried to eliminate the competition that would have made them better. Tucker assumed the American dream was still built around the man who builds something better. The country had changed on him in the thirties and forties, and he just then figured that out.

We had just won a war by manufacturing the Nazis and the Japanese into the ground. Then, mysteriously, we started sending consultants the other direction to learn how to manufacture from our former enemies; we let our enemies teach us how to mass-produce when it was that very trait which caused us to win World War II. People like Tucker got crushed in the interval.[5] He stayed out of jail. He built fifty cars. Some were wrecked in the process. The ones that remain are still Tucker cars, and you can look at them. The ideas did not die. The company did; it was murdered by a tyrannical government.[6]

I have always hated, in the background of my adult life, the long trend that followed: the creation of a permanent international management layer, the suppression of American ingenuity as if ingenuity were a pollutant, the habit of treating the founder as a defendant. We did something right in the teens, the twenties, even into the thirties. Then the red decade came over from Europe under the banner of free speech, and pretty soon you had a government trying to jail a man for building a safer car.

If it had been me in Householder’s chair, I would not have done the pinhead stuff a two-thousand-dollar-an-hour lawyer could later dissect. I tend to have sympathy for the people who were trying to keep power flowing while the rules were written to euthanize the old plant in favor of a liberal sermon. I do not want to see the power of government illuminate ingenuity only long enough to book it.

What These Drones Actually Do

So why Volynt Aero? Yes, they have an unmanned hybrid VTOL—the Vyper—that can fly, carry a serious payload, and put a box where a truck cannot go. You have seen the animation. I was able to get close enough to the real work that the animation looks like a polite version of what I watched. I went to the facility in Oxford. I talked to a great bunch of guys. The intellectual property is not a napkin. It is already there. Public specs on the aircraft talk about carrying on the order of 500 pounds of cargo out to 150 nautical miles, then landing and offering plug-in power—110, 240, or 480 volts—off standard jet fuel, without waiting for a charging farm to be built in the mud.

The crowded market is last-mile photographs and Amazon-adjacent experiments. Everybody has a drone story now. Walmart has a drone story. Amazon has a drone story. Texas has companies. California has companies.[7] The middle-mile market alone is described as a ten-billion-dollar band within a much larger stack. I have been saying to anybody who will listen that the five-year systems market—vehicles, energy, warehousing, insurance, municipal integration—could run toward a trillion dollars if the country actually lets it hatch. Those are inside numbers, not a press release.

What makes Volynt different is not that they can hover. It is the combination. Cargo logistics and highly mobile power generation on the same airframe. They can come in, drop a payload, and leave. And they can do battlefield resource management, which in civilian clothes means disaster-zone logistics. Power recovery. Fly into a hurricane zone or an Ohio River floodplain, get past the trees that are lying across the only road the trucks can use, land, and put 110, 240, or 480 volts where a ventilator is still a life.[8]

The Hurricane, the Chainsaws, and the Road You Cannot See

Years ago, I was between jobs. I tend to get involved in crusades because they teach you things you cannot learn from a paycheck. One of the reasons I have been effective over the years is that I have done things other people never get to do, or never have the guts to do, because it means leaving the comfort of a W-2. A friend who ran a tree crew called. A storm had flattened a stretch of the Carolinas around the Raleigh-Durham universities. Trees older than the subdivisions they shaded were down across the highways.[9] He was paying cash crews a thousand dollars a day because people were pulling money out of safes rather than wait on insurance to cut the trees off their homes after the storm. A crew member—the kind of guy who couldn’t do anything else because he did not have many other options, because he was out of jail for killing people—had decided he wanted all of it and had started talking about killing my friend. My friend asked me to come down to help him with the guy. My wife did not want me to go. I did not want to leave her. A couple of weeks of that work could be a year’s income. I got on a plane to chase treasure and danger. And to that point, where there is danger, is usually where there is treasure.

As we were landing, they had just cleared the runway. From the air, you could not even see the highway. That is the image I have never forgotten. There is no way for the trucks to get the equipment to the poles if the trees own the asphalt. Before the utility can be a utility, somebody with a saw has to invent a road again. It took some of those people three or four weeks to get power back. Generators mattered. They still matter. A patriot generator in a garage is not a hobby. It is how you keep a freezer and a CPAP and a window into the world from dying on the same night.

When the Volynt team walked me through the demonstration, that memory came back to me. Every September, somewhere, a hurricane does a version of that story. Every late winter, the Ohio, the Mississippi, the Great Miami find a floodplain and take a substation with them. Senior citizens do not have three weeks for power to return. A drone that can fly the downed corridor and restore a line, or drop the thing that lets a crew restore a line, is not a gadget. It is the difference between a shelter with lights and a shelter guessing.

Same grid logic as fifty years ago. The wires still have to carry the current. The new part is that you do not always have to wait for the infrastructure; you can fly the infrastructure into a distressed zone.

The Mixed Economy That Aborts the Company Before It Is Born

The hard problem is not the airframe technology. The hard problem is an unfriendly manufacturing and permitting environment. Unless you can throw Elon Musk money at it, the political monster can crush you before the second prototype.[10] Even Musk needed government contracts and, for a stretch, an alliance with China to get Tesla through the years when the same people who wanted electric cars also wanted to drown the factory in process. A lot of the operators I talk to do not want politics at all. They want the big animal to stay in its cage until the product exists. I get involved because I have watched companies get crushed before they build anything.

I was in Columbus a few years ago sitting next to very expensive lawyers who were selling solar the way people used to sell riverfront lots. There is a big solar farm near Piqua. There is another in Warren County. Fine. Generate what you can generate; I’m not against other ways of getting power. But if we aren’t talking about Thorium or nuclear, we aren’t being serious about acquiring real energy. What I will not do is pretend that a sermon about wind and panels is a substitute for a dispatchable grid when you are trying to host the next wave of computation and industry.[11] FirstEnergy was the legacy company being squeezed like a zit so that a younger lobby could inherit the moral high ground. That is an Obama-era move, and it is still the move. Euthanize the old method. Call it progress. Act shocked when people are upset about it.

Republicans have not defended capitalism very well. They have not defended FirstEnergy well. They have not defended the Householder disaster as a policy failure instead of a personality failure, which is what it was, and that has fed this Amy Acton narrative now. I listen to two-thousand-dollar-an-hour lawyers miss the only point that matters: are you using the power of government to confiscate wealth, or are you using it to keep the builder from being hunted while he builds? A lot of people in the political class do not feel they have latitude to say that out loud because they do not want the Columbus media animals waiting for them at the urinal. I am not in public office, so I can say it.[12]

The metaphor I keep using, because Ohio taught it to me, is abortion as industrial policy. A certain kind of politics wants to abort the business before it attaches. Regulation becomes the instrument. You never have to out-compete the founder if you can keep him from being born. The same crowd will turn around and euthanize a legacy company they have decided is morally expired, which was what the FirstEnergy story was really about. Young ideas killed in the womb. Old plants killed in the bed. What they never want is a living competitor that was not pre-cleared by the donor list.

Fences, Data Centers, and Who Gets to Say No

In my neighborhood, an older, decent neighbor started a wooden fence in the front yard. Posts went in. It was their property. I would not have chosen the look. My wife and I were not going to say anything. Then came the hearing. Then the posts came back out of the ground. I had not called a trustee. I did not need to. I knew what happened. People who bought half-million and million-dollar houses, some of them new from the coasts, did not want to look at a tacky fence on the drive-by. No lumber in the front. Property rights, until the new people appeal to government to make your porch match their taste.

That is the data-center argument in miniature. I am pro data center. The new economy is an electricity story whether the township signs the petition or not. China is building data centers whether or not we do, and if people protest, they just disappear. That’s how it is in China, in America: communist terrorism hides behind free speech, which does not exist in a real communist country. People who do not want the noise still want the market cap that pays for a federal deficit that no longer fits on a bumper sticker. They want a trillion-dollar growth story and a quiet backyard. They want to keep up with Beijing and keep the transformers out of sight.[13] My daughter lives near Millikan Road in the Liberty Township development and does not want more congestion. I understand the feeling. I also drive through Middletown and remember what the place looked like when the work was here. You can still find houses in that city at prices that tell you how much vitality is left. Vance can talk about investment, but there’s a lot more. I want the investment to be real enough that Main Street is not a museum of what we used to make.

I love Liberty Center. I like Costco. I like the Monroe exits and the Millikin exchange along the 63 corridor as places where you can put large things without paving a township’s last pasture. Balance is a real problem for trustees. Pretending that every large thing is a moral injury is not balance. It is a lifestyle veto dressed up as conservation.[14]

Property taxes are the scream under all of this. There is a movement that wants them gone. Fine. Show me the replacement arithmetic. One honest way to change the math is to land in an industry that generates revenue on land that is already industrial. Vertical mobility—middle-mile drones, disaster logistics, the power-restore mission—is not a server farm humming behind a fence. It is a reason a site exists. Amazon, Walmart, the carriers, the hospitals, the utilities, the Guard: they all have the same problem. Get the box, or the tool, or the kilowatt, past the broken road.[15]. We’re talking about a lot of things here that are always under the tip of our tongues, but they are the center of all discussion.

Michael Ryan Was There Before It Was a Photo Opportunity

I was not going to drag a campaign into this. Michael Ryan put his visit on Facebook. He went to the Volynt facility. He talked about it at a fundraiser. I happened to be there with him. I know what he has been doing in the background for a couple of years while other people were still deciding whether drones were a toy, a nuisance, or a federal problem.[16]

By the time a lot of people read this, he may already be sitting as a Butler County commissioner, or he may be in the last stretch of proving it in November. Either way, I want it on the record. Michael Ryan has been acting like a commissioner of this county well before the title was his. He has been providing leadership in rooms that were not yet fashionable. Four years from now, when the project is a ribbon and a CNBC segment, and every officeholder in a fifty-mile radius is trying to stand in the photograph, I want it remembered that he was there when it was still a risk.

That is what good leadership looks like when it is not a press release. It is not waiting for the market to become safe and then claiming the harvest. Socialism, in the small-town version, is just that reflex: somebody else takes the risk, then the committee arrives to redistribute the credit. Ryan did the opposite. He showed up early. He has done a lot of unglamorous work that makes life in this county better. This is one of the visible ones.[17]

I like a lot of the Ohio names in the builder register. I have had the chance to talk to them one-on-one in informal settings. I think I know who they are. Bernie Moreno built businesses and then walked into the grinder of public service with enough money in the bank that a paycheck could not vote for him. Warren Davidson is in that same pattern. That is the opposite of the professional politician, who needs the mixed economy because it is his meal. Bernie Sanders is a communist. The late-life American version I respect is the man who made something and then spent the surplus defending the conditions that let other people make something.

Ryan is young enough to want still the county to have a next chapter. That matters. The people who have been in the chair too long start to treat every new idea as a zoning headache. The people who still think like founders treat it as a chance.

What I Want This to Become

I want Volynt featured on CNBC as one of the great global innovators, not as a local curiosity that got a grant and a ribbon. A proposed HyPE Lab at the Miami University Airport is the kind of physical bet a county should want next to an existing runway. Ohio Third Frontier money already touched the powertrain work. That is a start, not a finish. I want them to have a shot at being the next SpaceX in the only sense that phrase is useful: a company that made a hard physical thing at a scale the incumbents said was impossible, in a county that decided not to strangle it. That is a lofty goal. Lofty goals are how factories start. The constraint is not imagination. The constraint is whether Ohio and Butler County will keep the political animal on a leash long enough for scale.

Scale needs land that is already industrial, power that is actually on the bus, a workforce that can turn a wrench and read a print, and a waiver culture at the FAA that does not take a decade to admit a machine can fly past the pilot’s eyeballs.[18] Ohio is already in the drone-first-responder business through DriveOhio. Hamilton police are getting aircraft that beat a cruiser to the scene. That is a different mission from cargo and power restoration, but it is the same county learning the same sky.[19]

I have been accused of being part of the military-industrial complex because I have worked around aerospace companies for a long time and I know people in politics. The accusation is a category error. I want the opposite of what happened to Tucker. I want the opposite of what happened to Roark in the book. I want the man with the idea outside the approved pipeline to get to the market before the senator from the incumbent district files the paperwork. I have put my name on things when it was unpopular and could and have cost me. I will put it here.

Books do not usually make the kind of money people think they do. I am writing The Politics of Heaven anyway, because I think there is a spiritual war under the economic one, and because non-human intelligence—call it what your tradition requires—does not only show up in a sky story. It shows up in the institutional habit of killing the builder.[20] I volunteer a lot of time that isn’t invoiced. I want the human race better. Helping a company in my own county get off the ground is one of the ways that sentence becomes concrete.

The Record I Want Left

This is a long one. Context does not work in ten minutes. The video at the front of this would be useful to watch.

When people ask me what I am working on, this is the answer. I am helping a group of scrappy operators, with the IP already done and the demonstration already flown, get across a minefield that usually destroys the idea before it can pay a tax bill. I am proud of them. I want the state of Ohio to treat this as more than a local hobby. The upside is not a buzz in the background. The upside is a transportation and recovery layer that Amazon, Walmart, and every hospital system in a floodplain will need, whether the township board likes the look of the fence or not.

Watch Tucker’s speech. Read Roark’s. Then look at a county that still has room at the exits, a commissioner candidate who showed up before the cameras were easy to get, and a machine that can put power back on at a shelter while the trees are still on the road. That is the whole argument. I would like, for once, not to give the speech at the end of the movie. I want the cars—or, in this case, the aircraft—to be built.

Michael Ryan was ahead of it. The company is ahead of the market’s imagination. I am putting years of scar tissue behind both facts. The rest is execution, voltage, and whether we still believe a man with a better idea should be allowed to leave the ground.

https://www.facebook.com/RyanForButler

Bibliography and Further Reading

Coppola, Francis Ford, dir. Tucker: The Man and His Dream. Paramount Pictures, 1988.

Rand, Ayn. The Fountainhead. Indianapolis: Bobbs-Merrill, 1943.

Rand, Ayn. Atlas Shrugged. New York: Random House, 1957.

American Rhetoric. “Movie Speech from Tucker: The Man and His Dream — Tucker Presents His Closing Argument.” https://www.americanrhetoric.com/MovieSpeeches/moviespeechtucker.html.

Tucker Automobile Club of America. Historical notes on the Tucker 48 and the Coppola film. https://www.tuckerclub.org/.

Federal Aviation Administration. 14 C.F.R. Part 107 and UAS exemption / BVLOS waiver materials.

Ohio Revised Code §§ 4561.50–4561.53, as enacted by House Bill 77, 135th General Assembly (effective April 9, 2025).

Journal-News (Hamilton, Ohio). “Michael Ryan nabs Butler County commissioner primary with 72% of the vote.” May 5–6, 2026.

Journal-News (Hamilton, Ohio). “Primary Election 2026: Republican primary for Butler County commission seat contentious.” April 20, 2026.

Ballotpedia. “Michael V. Ryan (Butler County Commission, Ohio, candidate 2026).”

WCPO. “Hamilton police are getting drones that beat officers to the scene.” DriveOhio / SkyfireAI statewide DFR pilot.

Journal-News. Coverage of Butler County data-center moratorium requests and commission action, June 2026.

United States v. Householder and related FirstEnergy reporting, Southern District of Ohio, 2020–2023.

Public Utilities Commission of Ohio. House Bill 6 aftermath dockets and subsequent electric security plan materials.

Mises, Ludwig von. Interventionism: An Economic Analysis. 1940; later editions.

Hoffman, Rich. The Politics of Heaven. Manuscript, 2026.

Hoffman, Rich. The Gunfighter’s Guide to Business; Tail of the Dragon; The Symposium of Justice.

Volynt Aero, Inc. Company site and capability statement. Oxford, Ohio. https://volyntaero.com / https://volynt.aero.

Cincinnati Business Courier / Dayton Business Journal. Coverage of Volynt Aero’s proposed Hybrid Propulsion and Energy (HyPE) Lab at Miami University Airport, January 2025.

LinkedIn, Volynt Aero company page. Oxford headquarters; Vyper aircraft described for emergency cargo logistics and autonomous power generation.

Workhorse Group and other Midwest cargo-UAS public materials, Sharonville / Mason, Ohio.

National Hurricane Center. Storm histories for Carolinas landfalls affecting the Research Triangle transportation grid.

Notes

[1] On Householder and FirstEnergy, see United States v. Householder, S.D. Ohio, and contemporaneous reporting in The Columbus Dispatch and Cleveland Plain Dealer, 2020–2023. The policy point here is not a brief for every transaction; it is that one administration’s rules can squeeze a regulated utility until the only remaining path appears to be politics.

[2] Francis Ford Coppola, dir., Tucker: The Man and His Dream (Paramount Pictures, 1988). The courtroom speech is transcribed at American Rhetoric, “Movie Speech from Tucker: The Man and His Dream,” https://www.americanrhetoric.com/MovieSpeeches/moviespeechtucker.html.

[3] Senator Homer Ferguson of Michigan chaired the Senate investigations that, in Coppola’s telling and in Tucker’s own defense, functioned as a political weapon for Detroit incumbents. Whether every cinematic beat is courtroom-accurate is less important than the pattern: government process used as a moat.

[4] Ayn Rand, The Fountainhead (Indianapolis: Bobbs-Merrill, 1943). Howard Roark’s courtroom defense remains the clearest American statement that a creator does not exist to feed the parasites who arrive after the risk is taken.

[5] U.S. manufacturing after 1945 did send missions to study Japanese methods; the irony Tucker’s speech names is that the country that out-produced the Axis then imported process discipline from the countries it had just defeated. See postwar productivity literature and W. Edwards Deming’s later influence in Japan.

[6] Preston Tucker produced fifty Tucker 48 automobiles. Most survive. The Big Three later adopted seat belts, disc brakes, fuel injection, and aerodynamic safety ideas that Tucker had already put on the road. See Tucker Automobile Club of America histories.

[7] Amazon, Walmart, UPS, and the United States Postal Service have all published or piloted roadmaps for drone and middle-mile automation. Industry estimates for advanced air mobility and drone logistics through the early 2030s commonly range from tens of billions in the near term to well above $100 billion as last-mile and middle-mile use cases stack. The trillion-dollar figure in this essay is a five-year systems view that includes vehicles, energy, warehousing, insurance, and municipal infrastructure—not airframes alone.

[8] Volynt Aero, Inc., Oxford, Ohio (Butler County). Public materials describe the Vyper hybrid-electric unmanned eVTOL as carrying on the order of 500 pounds of cargo out to about 150 nautical miles, then landing and providing 110, 240, or 480 VAC plug-in power from JP-8 or Jet A without a high-voltage charging network. See Volynt Aero’s capability statement and company site at volyntaero.com. A proposed Hybrid Propulsion and Energy (HyPE) Lab at Miami University Airport was reported by the Cincinnati Business Courier and Dayton Business Journal in January 2025. The company received Ohio Third Frontier/TVSF support through the Entrepreneurs’ Center.

[9] Hurricane Fran (1996) and later storms that struck the Carolinas left large sections of the I-40 / Research Triangle corridor impassable from downed timber. The operational lesson is unchanged: you cannot restore a grid if you cannot reach the poles.

[10] Elon Musk’s public record on Tesla and SpaceX includes DOE loans, NASA Commercial Crew and Cargo contracts, and later criticism of the same regulatory state. The relevant point is not purity. It is that even a high-capacity founder needed both capital and political oxygen to keep the factory from being regulated out of existence before the product matured.

[11] On Ohio energy policy after House Bill 6, see Public Utilities Commission of Ohio dockets and legislative history of subsequent repeal and reform efforts. Nuclear and dispatchable baseload remain the quiet argument under every data-center fight.

[12] On mixed-economy control, see Ludwig von Mises, Interventionism: An Economic Analysis, and Rand’s distinction between the producer and the looter. The essay’s claim is practical: once incumbents learn they can buy a senator rather than retool a factory, innovation becomes a permit problem.

[13] On local data-center zoning fights, see Journal-News coverage of the Butler County commissioners’ 2026 moratorium discussion and township requests. The noise argument and the fiscal argument are not the same conversation, though they are treated as one at public meetings.

[14] Liberty Center, Monroe / I-75 corridor industrial sites, Middletown Regional Airport aviation investments, and the Spooky Nook complex on Hamilton’s west side are the visible pieces of a county trying to replace lost mill and auto-adjacent employment with logistics, aviation, sport, and advanced manufacturing.

[15] Property tax pressure in Ohio townships is the political surface of a deeper math problem: residential valuations rise while commercial and industrial bases either leave or get blocked. A new high-value industry that uses existing industrial land is one of the few honest answers that does not require another levy speech.

[16] Butler County Commission primary, May 5, 2026: Michael V. Ryan defeated incumbent Cindy Carpenter approximately 72 percent to 28 percent. See Journal-News (Hamilton), May 5–6, 2026. Ryan, a former Hamilton City Council member and vice-mayor, advanced to the November 2026 general election.

[17] Bernie Moreno and Warren Davidson have both operated in the Ohio builder-and-business register the essay prefers to the professional political class. Endorsement lists in the 2026 Butler County commission primary included both names on Ryan’s side.

[18] Federal Aviation Administration, Unmanned Aircraft Systems (UAS) regulations, 14 C.F.R. Part 107, and successive beyond-visual-line-of-sight (BVLOS) waiver practice. Ohio House Bill 77 (effective April 9, 2025) added state-level UAV provisions at Ohio Revised Code §§ 4561.50–4561.53.

[19] Ohio Department of Transportation / DriveOhio statewide drone-first-responder pilot, announced for multiple agencies including Hamilton Police, 2025–2026. Public-safety drones and cargo drones are different machines; they share airspace, waiver culture, and a county that is already learning to fly.

[20] Rich Hoffman, The Politics of Heaven (manuscript, 2026; targeted 2027 publication). The book treats non-human intelligence, spiritual warfare, and the political history of heaven as the long background to why human institutions keep aborting builders.