Miles are a bad way to track performance because real life conditions can wildly impact BEV efficiency. I can tell you from first hand experience that towing, elevation changes, or moving at highway speeds in winter can cut per kWh efficiency in half.
And beyond that, you’re supposed to be capping your daily charge limit below 100% for battery longevity. 200 theoretical miles can turn to 160 miles and down to 70 real quick. That can get uncomfortably tight if you miss an overnight charge.
Frankly, its dumb to criticize people who expect their personal vehicle to perform reasonably well in situations where a personal vehicle should excel. Why own a car if it can’t do a round-trip weekend excursion or haul a bit of furniture?
By your logic everyone should only need a tiny moped with a rain jacket and a backpack. It’s irrational to worry about climate control or passengers or suitcases, you statistically never need them.
The plane trip is a great analogy. There’s probably plenty of data on which aircraft can fly it and, optimizations aside, you might have the option of over-fueling to be sure you can accomplish it.
With a BEV your pitiful energy limit might mean doing all those cross country calculations just to reach the other side of the state. And even then the sheer number of variables (Will I hit traffic? Will a fast charger spot be available at X? When exactly will it drop below freezing? Will my battery be conditioned at start? Does M miles of ~N mi/kWh surface streets beat M-Y miles of highway…) makes it impossible to precisely say.
You basically have to drive by feel, hence my reckoning of my car needing 1.5-2x dashboard mileage buffer for critical margin trips. I’ve personally made the exact same trip in different conditions and pulled in from as low as 3% up to 35% battery remaining.
The only solutions are way better/larger batteries, much smaller cars, or massively expanded charging infrastructure. Unfortunately nothing [affordable] in the market is addressing any of those.