Having recently worked out new promotion images to attract investors for Kolibri and shared them on LinkedIn, the halftime for the attention about LinkedIn articles sure is very short. So Mike asked me why I wouldn’t put them in the blog. So here you go. I think you see the development from 14 to 16 October?
14 October: On Kolibri Profitability
Got asked about Kolibri profitability. We intend to start with min. 4 and up to 21 aircraft (higher initial investment = less overhead cost per aircraft, more routes = lower risk). More than 200 a/c year 10.
Roughly serving more than 65 million passengers a year, sustainably employing more than 20,000 people, creating more than 60,000 other jobs in Europe. A #highlyprofitable#billioneurobusiness if you avoid the common mistakes.
And as I keep saying. If you want to be a #profitableairline manager, #thinkoutsidethebox. Way outside the box. The same if you want to launch a profitable lighthouse airline to fly climate-neutral within a decade.
Looking at the past two years struggling to find investors for Kolibri, to change aviation and develop the proof-of-concept for carbon-neutral aviation, meeting with impact investors, family office principals, venture capitalists and others, European, Arabic, North American and even Asia resulted in quite some disillusioning.
Two lessons learned.
Lesson 1: It’s All About Energy
If. If we really want to stop global warming, it boils down to reduce our energy demand. On a global level. But the reality is quite opposite.
While the current clash with Russia should be another wake-up call, it just proves that and how far we are from saving energy. From removing our energy footprint. Instead our leaders travel the world buying fracking-gas, crude oil and “natural” gas (from crude) to feed the ongoing hunger. We can’t expand “sustainable energy” fast enough, to reduce, less to replace all the oil, coal and gas we consume for our energy hunger. And building windparks, water-power-plants, solar parks also comes with a toll. One we have no idea yet on how to avoid the negative repercussions to our world. Which I i.e. addressed last year in my question about Wind Parks and the Butterfly Effect and the fixed page on The Sustainability-Energy Dilemma…
If we use more energy to solve any of the famous United Nations Sustainable Development Goals, it’ll be a barrel burst! If we go for electric cars, is that more than putting a band aid on a purulent wound? Are the developments about electric flight or hydrogen aircraft anything more than delaying tactics by our industry to justify their lousy 2%-blending goal? Look at my whitepaper about #greenwashing if you want to find more examples.
Lesson 2: The Reality Behind Impact Investing
Now my litmus test to distinguish real sustainable investing from #greenwashing is simple: What is the Net Energy Impact? And yes. I’m kind’a sorry… But that includes many, if not most of those fancy “green tech solutions”. They are nothing but another distraction keeping us from the real challenge. And an excuse from governments and investors alike to avoid the real, industrial scale change we truly need!
Also known as #talkthetalk …
Call for Action
Part I: To investors: We are slowly running out of money on our plans for Kolibri. We have succeeded due diligences. We have a holistic approach covering the U.N. SDGs. And we plan to reach break-even within one, be profitable in three years. And to benefit from the “new normal” enforced by Corona and the Invasion of the Ukraine. But to do this we need a sizeable launch-funding and our ideas to establish the technology to fly Carbon-neutral is even more expensive. It ain’t cheap to turn an airline carbon-neutral, but it is possible! So there are three steps. Step 1: Launch a profitable new regional airline with competitive cost-levels to stand out in the shark-pond. Step 2. Expand to lower the cost and generate the revenue to fund Step 3: Establish the infrastructure to turn carbon-neutral … and our ideas for a truly sustainable airline – beyond climate.
If it’s not you, we need commitment to help us secure the funding. Less #talkthetalk
Part II: To All: And for you personally? We as a family reduced our energy consumption by 10% last year. Despite all that modern household-tech, home-office and other energy consumers. What’s your saving?
In the recent weeks, there were some discussions about hopes and expectations for 2022. Related to aviation, tourism, Corona and politics… So let me share some expectations here in a (fast forward) look into 2022/23.
And sure, let’s start with
The Pandemic …
In the first year of the pandemic, in the first wave in May, I voiced my expectation already of Corona CoVID-19 as the new Measles. It’s even less, it will be more like the Flu. Get vaccinated one year for the latest SARS-variants. And keep in mind that SARS is in the wild for almost 20 years, it ain’t new! So to take it with the former German Minister for Health Jens Spahn, we will (globally) have 3G; in German Geimpft (vaccinated), Genesen (recovered) or Gestorben (died).
Omicron being good, as it spreads aggressively with a focus on unvaccinated people, who will then be recovered (or dead). Yes, Yulia and I are boostered, the kids are “officially vaccinated”, got their second shot early January, about as quickly as it was possible for 5 to 11 year old’s. Both wanted it, both had friends suffering the infection with side effects.
But now a new variant hits from Portugal, that seems immune to the vaccines or body’s own defense from previous infection. And Germany is hit by another peak. Whereas the infection rates a mere year ago would have called for lock-downs…? But our airlines promote travel without masks… And what happens, if the next variant is a more hostile version again?
… Turning Endemic (in Europe and U.S.)
There was a very good article on Al Jazeera about why the WHO refuses to turn Covid from a pandemic to an endemic state. Including the graph linked here on the impact of existing endemic diseases.
So given we have covered European and North American countries with enough vaccine for anyone who wants to be vaccinated, three, even four times, the times for lock-down will slowly be past. That will have impact to recovery of intra-European and North American air travel.
The only reasoning allowing for lifting air travel restrictions will then be the the hospitalization rates, though I expect those to go down to more manageable levels. Though we have ongoing reports of countries less privileged with vaccine access that report problems:
The next big challenge is the look across borders and out of the “industry nations”. Over and again, news about vaccines that expired in the richer nations were met by the ones of i.e. African countries being delivered expiring vaccines or even ones that were not certified in the donor countries. At the same time, vaccines like the Russian Sputnik were still not “certified”. In turn, my own mother-in-law was denied entry into Europe as she got Sputnik, to visit to take care of my kids in my absence, while Yulia (my wife) works full time too.
Air Travel Industry #testingregime
“Principle Hope” and the Saint-Florian’s Principle dominate our industry: “Oh holy dear Saint Florian, don’t burn my house, take the neighbors one.”
During the recent handball European Championships, the German’s team played. With a mere four players from the core team, all others infected. Airlines and their lobbyists demand to end mask requirements and testing regimes in gross negligence and full knowledge that all those new variants can only spread that quickly globally by means of air travel.
It is my personal understanding that aviation needs to improve health rules and not hide behind the individual, political rules in place somewhere. How expensive would it be to have temperature scanners added into the check-in- and or security-process? And if someone has high temperature, to demand wearing of an FFP2-mask in flight. A mask that should then be provided if needed. They are no longer excessively expensive. A requirement shared by security with the airline, to ensure safety of the other passengers (and the flight crews). We must think beyond the current pandemic, as this is nothing new, just the worst case so far in “aviation history”.
Airports would be well advised to have processes in place to ensure #testingregime for the current and future infections., demanding and assuring the ability for pre-flight testing.
Given the issue of #vaccinationalism, I expect a first “recovery” in the rich industry nations, but also future variants swapping across those countries like Tsunamis from the neglected countries. Again, what happened to #weareallinthistogether? Or #thenewnormal?
This week I got reminded that the next variant-rise in infections that the experts predict for coming fall (again) is so much like airline winter ops. It hits every year again. To the surprise of the airport and airline managers…? Why is it that the mask requirement is liftet in Germany and I still enter shops with a mask? With about 50% of the shop visitors doing likewise – while the others play Russian Roulette?
Airline Loads and Revenue
Also “again”, we had discussed load and revenue just recently. Whereas aviation experts report own experience with flights cancelled on short notice. Which is met by reports from many airports, that airlines register more flights than sensible, with a large number cancelled in advance due to lack of passengers/revenue.
I keep voicing my concerns that airline management must rethink. The KPI “load factor” is useless by itself, even dangerous. The KPI we must focus on is “revenue”. But in the recent IATA Regional Economic Briefs stopped reporting KPIs that reflect on revenue. Likely as they try to avoid “bad news”? Good-weather-mentality. Works well, when there is sunshine, but we are now in a thunderstorm. Even with some brief respite, we’re anywhere but “back to normal”.
Reports I read fed hopes again about a summer recovery in Europe. A recovery now threatened by the new BA.5 variant spreading throughout Europe. And again, what is the airlines’ role in spreading those new variants so quickly across countries? And Lufthansa recently cancelled 600 flights (5%) for lack of staff. A main reason being the infection of their own. Mainly infected “at work”. What was that again about employee health protection? Naaaw, let’s not play it safe, let’s go back to old normal?
Personally, I’m a bit afraid, we are just in the eye of the storm…
Back to (the new) Normal?
Speaking to airline and airport managers, they prioritize no “new normal” which they promoted in the beginning of the pandemic. But they focus to “renormalize” back to the old normal. Which bites them in the butt over and again. Demands are to lift mask and testing requirements. In an obvious ignorance of the pandemic development. In line with political developments, but not in line with the infection rates.
As I asked before: Why do the new variants spread globally in a matter of weeks, if not days. I am quite sure, they are not contracted that quickly by air. Nor by rail, bus of freight. This should have been a wake-up-call for aviation to understand their role in globalization, not only in commerce, but also in health, in the spread of diseases. How many pandemics does it need for us to start “new thinking” and take responsibility?
What about #weareallinthistogether and #thenewnormal? Ain’t this the “safest industry in the world”? Safety first? What happens if we stray from that priority towards maximized returns, we have learned all watching and commenting on Boeing and the Max (and the 787) disaster(s).
There can be reasons to fly an aircraft even empty.
One being to avoid aircraft hibernation. If an aircraft is not used for too long (and that time frame is rather short), the requirements to “reactivate” the aircraft explode the complexity and cost to do it. So it makes sense to consider which aircraft to take into hibernation, which ones may come soon back into service. And rotate the reserves to make sure they are ready to fly when needed.
Another would be to rotate the pilots to make sure they all keep their “type rating”, their license to fly the aircraft. Which also expires just too quickly. And while airlines now recognize the shortfall on pilots that they had either “laid off” (fired) and (or) didn’t support in keeping their type rating, the current feedback from pilots is that airlines still fail to have programs in place to rotate the pilots as good as they could to keep the type-ratings.
The Role of IATA?
I am very much missing the leadership I’d expect from IATA. Not a leadership towards the next disaster, but same rule for all. Like requirements to implement measures helping to identify sick passengers. Standards how to handle such. What if it’s not a single traveler, but a small child traveling with its family? But in the end, I believe if in doubt, a medical flight readiness certificate may be required. But also made available at airports offering commercial flights. Maybe demanding FFP2 mask. Maybe even plastic gloves or a hazmat-suit. What about the ticket? Will it be allowed to rebook. Airlines and/or travel insurances may need special rules for handling medically denied boarding? Maybe that we must add certain insurance as default to tickets?
But looking at the current line of communication by IATA, it does show a frightening ignorance, promoting future infection spread.
All things, the IATA could set up and require. Or ICAO if IATA doesn’t have the balls. #talkthetalk #discouragechange …
Being married to a Russian with close friends in the Ukraine, I would have never, never-ever believed an invasion of Ukraine. And while NATO-expansion threatened Russia – reminding of the political uproar when Khrushchev attempted to base nuclear missiles on the U.S. “doorstep”. Whereas NATO territory in fact is as close or closer to the Russian capital cities of Saint Petersburg and Moscow. That taken into account, there is no reasoning for an invasion of the Ukraine or the claims of a denazification. C’mon, I’m from Germany and Russia is the aggressor, too close to comfort following the propaganda and strategies of the Third Reich.
It became more obvious, when the “special operation” failed to achieve the Russian targets, when they invaded from Belarus towards Kiev and when they leave scorched earth (and hundred of massacred civilians) behind. The entire Donbass region now looks like Donetsk Airport, as does Mariupol.
The streamlining of the Russian media is totally in line with German propaganda. Control the media, promote your side, anyone voicing other opinion is taken to jail. Gestapo like. The next level being Stasi-methods jailing people already if there are unqualified claims of opposition. I am indeed afraid we will see that coming.
So with a focus on the impact of aviation? We are back into cold-war times. No overflying of the Russian territories is #thenewnormal for years to come. There will be exceptions – there are still flights between Russia and Turkey or Russia and China. How that will backfire on long-haul airlines though? There are discussions in the U.S. to ban those airlines from connecting to U.S. airlines. Which in turn would sure be followed by Europe. And then? This war has a big impact on our industry.
The Energy Crisis 2.0
While the aviation industry and it’s Powers-That-Be (PTBs) argue that we must delay sustainable flight in face of the crisis, I am on a complete opposite belief. We must, but we failed, to take the crisis as a chance for overdue change. Instead of investing into sustainable fuels and developments, into optimizing the airspace, our PTB try to go back to old normal. Then finding reasons to delay the change further.
It’s the very same with the necessary transition on ground, in Germany, fuel is subsidized now, not forcing consumption to be reduced, but we keep using more and more energy. Which in turn does result in increasing demand for crude oil, not in a reduction.
All “sustainable investors” come up with is “green tech”. Demanding more power, not less. And we produce more plastic every year, even in this crisis and even knowing we hit the 1.5°C target by 2026 most likely, not even by 2030. As we consume more and more crude oil, wind, solar and even nuclear power being a drop on a hot stone. And while there are ideas aplenty out there, I know of too many projects that happen to fail triggering investor interest.
In my humble opinion, most “impact investors” are greenwashers. It’s beyond cognitive dissonance when they focus their investments on “green tech” but in turn increase the energy demand instead of focusing on solutions that safe and conserve energy. Yes, I can sing not just a song but an entire opera about “green investors” that either look for max-profit under a green umbrella or they look for the next “tech unicorn”. It’s what I said before. If you want to invest into sustainability, pick your industry. Pick your “brown” company and invest into solutions that change that industry. Or. Look at energy consumers and how you can improve their energy consumption. Or replace them. And yes, any of your investments should target a reduction of energy consumption. Which can be, to provide the same service in demand, but having a clear strategy on your energy source.
And we talk about leveling the energy to a sustainable level. Use as much energy as you return. Like Kolibri. Not just launching the airline, but having plans to develop your own sustainable fuel-source. Which can be Synfuel. Which still uses energy and creates CO2, but no more than it takes from the air to create it. A circular solution. Which we assume would trigger the use of SynFuel locally, which works better on a global scale than e-mobility, which has the worse life-cycle impact then. But so far, all “impact investors” we talked to expressed our idea to be very good and worthwhile, but they did not intend to invest themselves. Then they invest into money-graves like Uber or
The Fairy-Tale of Travel Recovery
Just like last year (2021), we will have a careless “Corona summer”. We will very likely hit another infectious peak by fall – all the pandemic experts are warning of that, we better start listening. With BA.5 now spreading and aircraft full of mask-free travelers likely much faster. So here I go early this year with the update of LaLinea Corona extending into 2023.
While most our political and industry leaders lead us from the darkness into deception and back into the cold.
The war in the Ukraine will impact not just long-haul travel, like the reestablishing of the polar route avoiding Russian air space. And that we can not trust in “neutral air space” we learned when Belarus took down a civil aircraft from transit with the sole reason to jail a political opponent living in exile abroad.
We have rules. But I see too many of them “bent” to commercial or political benefit. Rules the international and aviation communities leave unpunished if broken or bent.
So my outlook 2022/23 is kind of bleak. Given our own and our leaders ignorance, the pandemic ain’t over, Putin will continue wreaking havoc (not just to the Ukraine) and the planet will continue warming. And the people who could make a change keep focusing on maximum financial ROI, wearing a cheap “green” mask.
#talkthetalk #greenwashing #cognitivedissonance #cheapexcuses #nochangeleadership etc.
There is a lot of greenwashing and intentional abuse by using especially SAF for unsustainable fuels. So let me give you a short definition and help me and all others on the road to sustainable aviation to understand the greenwashing and using the proper wording for the proper thing!
At first, we started to blend biofuels into our car fuels. It is what you use in your car, blended as E5 (5%) or E10 (10%) into to fossil fuel. So it is lipstick on pigs, as in reality, it is still 90% or even 95% fossils! And may be very likely the reason, why fossils (and CO2) are still on the rise and growing.
Anything not Zero-fossil such by definition is not “sustainable” in reality. At max it can be a step on the road to sustainability. Mostly an attempt for Greenwashing!
So first we had biofuel. Which by definition is from a biological source, like rapeseed. With environmental activists for years complaining that valuable agricultural space (fields) are abused for biofuels instead of human food. And Amazon and other forests are being burned down to plant such seeds.
Biofuels to date comes always blended, engines are not able to operate on unblended biofuels without major modifications! There was another greenwashed development, where Lufthansa in cooperation with DB Schenker operated a 100% Carbon-Neutral cargo flight, offsetting the CO2 from unsustainable fossil fuels. As was openly discussed at and reported from COP26, offsetting is #greenwashing. It’s not in itself “green” but a sale of indulgences.
While we also planned with Biofuel when we developed the Kolibri business and financial plans, we back then already understood that as the only option then available and such the maximum step we could do to fly somewhat sustainable. But then I learned about
SynFuel (my choice)
Just about three years back, I stumbled across a report about Sunfire.de, developing something they called SynFuel. I still use that word, whereas SynFuel is also called e-Fuel or PowerFuel. I do not like those two “modern” terms. As e-Fuel implies (I believe intentionally) “electric” (e-Mobility), which has nothing to do with it. And PowerFuel implies a higher power efficiency which as as missleading. So I file those namings under attemps for white- and greenwashing.
SynFuel by definition is Synthetic Fuel, refined by CO2 and Hydrogen. The name is program. So I encourage use of SynFuel and not those other names that are rather distractive.
Speaking to Sunfire back then, I triggered their understanding that aviation is a key target market for their SynFuel, which they originally envisioned as a Diesel-replacement. So I speak about SynFuel for the generic addressing of fuels, SynKerosene and SynDiesel for specific replacements.
SynFuel has been proven to be able to operate unblended, at 100%, both for cars, trucks, ships or aircraft. It might be noteworthy that the Hamburg SynFuel pilot facility at Hamburg Airport is said to not have been just opposed, but in fact boycotted by Lufthansa there. For the fear to be pushed towards it’s use, which they are not ready for. Unwilling. A clear sign about their real “sustainability interest”, which is pure greenwashing!
In my opinion, SynFuel is the main, in fact the only candidate to replace fossil kerosene in aviation. At this time, the production of SynFuel requires quite some energy; 15.3kWh/liter. Energy that taken from the grid, especially in Germany with the worldwide highest grid cost, will make it very expensive. But.
But if you develop green energy sources and use those to refine SynFuel, you have several advantages. The energy cost drops drastically. You replace grid-power, which is not green, no matter what you “buy”. The demand for green grid power by far exceeds the supply today. So that’s just more greenwashing! Only green SynFuel is sustainable and Grid-Energy is not sustainable either!
It’s rather new, which might explain conservative politicians and industry leaders still holding on to the less sustainable e-mobility. Or wishful thinking like liquid hydrogen flying, which will not have any impact by 2030, realistically a lot later than 2050! And a meek excuse by most of our industry leaders to delay investment into real sustainability.
Sustainable Aviation Fuels (SAF) – the Greenwashing Lie
When IATA commits to 2% blending of SAF into fossil fuels by 2030, that “SAF” is used to pretend sustainability. In IATAs definition, that includes both BioFuels, as well as any-colored SynFuel. If they would be honest, their commitment would require to amount for 2% net sustainability. Which in itself remains an embarrassment! Even on cars we have already E5 in most countries as a standard, E10 an option. And aviation commits to E2?
The only real SAF is 100% green SynFuel
meaning the source energy is green!
Even waste-to-liquid is not really SAF, as the waste often is not from sustainable sources. But experts agree so far that it is “circular” and helps to reduce the carbon-footprint. There it is more the waste-producing industry to replace i.e. fossil-based plastics with bio-degradable alternatives. Though I just had some lobbyist trying to convince me (seriously!) that plastic is good for climate…
Where my WhitePapers are meant as articles I keep updating occasionally. Different from such posts, which reflect my knowledge, opinion and ideas at time of writing. They are also rather nice in review, seeing my head still being round, but my ideas mostly sound.
This all is
Food for Thought!
And as usual, comments, disagreement, discussion and ideas are welcome!
This weekend German ZDF’s planetⓔ released a documentary about the electric car myth subtitled revolution or barrel burst. In addition, there was an emphatic discussion about hydrogen and mobility on LinkedIn, with very noisy advocates for e-Mobility. So I just wanted to summarize from the documentary some findings that are quite in line with my understanding of the Sustainability-Energy Dilemma and the Road to Climate-Friendly Transportation (beyond flying). And why I consider e-Mobility a lie.
Don’t get me wrong. We need e-Mobility. No better solution for a household with solar panels on the roof, a battery buffer and a range-demand that allows them to rely on the car. But.
Issue 1: The Batteries
Batterie Raw Materials
As you may remember, I keep referring to this article by National Geographic on the devastating cost of Lithium Mining. Lithium being to date the most important component for batteries. And the replacements ain’t any better! In addition, they need some rare minerals, the prices of which are exploding. Guess the “impact” if we replace not just some 100 thousands but millions of cars by electric. We talk about 56 million cars having been produced in 2019 world-wide.
Experts already worriedly question the viability of battery-powered cars and the overly optimistic believe that the battery prices will continue to fall. China is reported to secure world-wide Lithium deposits, European car makers demanding governments to do the same! It just got to public attention recently on the U.S.’s retreat from Afghanistan (source-sample).
Another issue that slowly reaches the public is the issue of batteries catching fire. First major reports were on the Samsung Galaxy 7 catching fire, forcing i.e. an entire airplane evacuation. But searching the Internet, you find also more recent reports aplenty. Also the Boeing 787 experienced a problem with it’s battery catching fire (fortunately on the ground). Attributed by experts to the attempts to miniaturize and push up the battery capacity beyond their “safe margins”. The scientific term used to distract the public attention is Thermal Runaway…
Worse, recently despite their relative low numbers, electric cars are increasingly reported to catch fire. Some at first loading at a standard, approved home loading facility, others while driving. Different from gasoline, a thermal runaway and the resulting battery explosions cause a much higher real danger to the cars passengers. And it does not help to distinguish the fire, but such car must be placed into a water tank for several days to cool down the batteries. And after a fire, such cars usually are beyond any recycling. The picture just one example of the many that can be found on the Internet.
Incorrect disposal of Li-ion batteries can have a devastating environmental impact on the environment, sparking the need for recycling (Source). But as the ZDF-report also questions, there is virtually no recycling yet and the recycling comes with a bunch of issues. Like non-standardized components and liability issues, that currently result in a very limited recycling. As mentioned in safety, those liability issues are expected to be quite an issue for anyone attempting recycling. And the missing standards resulting even in different battery packs within the model family of the car makers. Making it even harder to recycle them!
Issue 2: The Energy Consumption
Again, now today we have the loading stations for electric cars and they are not enough. With the family in “Car City” Braunschweig (Volkswagen), at our owned apartment, there neither are possibilities to load the cars, nor even nearby. Publicly accessible loading stations are usually for 1-2 cars. But what if all cars are electric. You simply got to be kidding, right?
I have personal reports from friends frustrated about their electric car about unavailable loading stations and long waiting times, but there are also many on the web, like this one. Now let’s imagine a parking house that must be equipped with electric vehicle charging stations for all cars? Then imagine, one of those cars catches fire from a thermal runaway…
And here we talk about an industry country like Germany. Now think about less privileged countries…?
Range and Refuel
German Automotive Club ADAC just recently reported the average range of electric cars being about 350 km (220 miles), up from 250 km (150 miles) five years ago. Thinking about my role as an airline sales manager some years ago, for a road trip, I traveled frequently more than 500 km a day. Then I shall load the car after a half day, sitting around while waiting? Keep in mind, that corporate fleets and rental cars are the main buyers of new cars! And they don’t buy them because they park them most of the time…?
As mentioned before, then we talk about the loading infrastructure i.e. on highway truck stops. Just been stopping at one on one of the busiest German highways. With 8 lanes and 16 loading columns for fossil fuel, and two for electric cars. With two more already waiting in line.
It goes very much in line with the 3 biggest fears of our generation and the Sustainability-Energy Dilemma… Just in case you’re wondering why people still buy (and rent) mostly gasoline-powered cars.
The new Volkswagen ID.4 uses 22.8 kWh per 100 km (Source ADAC). Considering a “typical” average range for a car of 10-15,000 km, we talk about 300 MWh/a. Given 48.2 million cars registered in Germany (German source), we would need about 15 Petawatthours (15,000 TWh/a) one year alone. Any green energy source for that? Germany used 545 TWh/a in 2020… In 2020, about 252 TWh/a were produced from “alternative sources” (aka. green). That would be enough for the power requirement for about 850,000 electric cars…? Reminder, there are 48 million cars roaming German streets.
And sure, all that power comes from the Jack. And sure, it’s all green? Just like German Rail.
The CO2-Saving Lie
Looking at Volkswagen’s own Life-Cycle Assessment, planetⓔ just compared the CO2 on a single car. And how they used a European basis to lower their CO2 impact, instead of using the German statistics, where the impact is worse than on a normal Diesel. So planetⓔ also understand that in order to reduce CO2 is an energy-challenge, we must reduce the energy consumption, all else is blissful ignorance, cognitive dissonance or simply an outright lie!
The e-Mobility Lie
Like I found on the research for the Sustainability-Energy Dilemma, we must look at the complete picture. Taking a look at some 50 million cars, which is excluding trucks, at 30 tons CO2 on a 15 year life cycle we talk about 2 tons a year per car. Or 100 million tons of CO2 just in Germany. Make your own maths on Europe or the World.
So to make electric cars “sustainable”, green energy is needed. Which takes us back to the Sustainability-Energy Dilemma. And it confirms my opinion that while we must turn aviation climate friendly and start n.o.w.! There are a lot of other areas that all boil back to the Sustainability-Energy Dilemma. Good ideas mentioned by planetⓔ at the end of the report were needs to rethink transportation. The need to reduce the number of cars. Car sharing, better public mass transport systems, etc., etc. And to develop integrated transportation that works for both, the major cities everyone uses as the role model, but also the rural regions.
The Necessity for a Holistic View
As I mentioned in my post about Flygskam, we have a very … strange? … view on aviation. As on sustainability. And I hope that journalists like planetⓔ, real impact investors and family office principals interested in real impact start more questioning those views. Stop “airline bashing” as addressed in Flygskam, stop worshipping the golden calf of e-Mobility and understand that we don’t have the luxury to do this or that, but that we need this and that!
Ready Player One? I love SciFi. There’s a lot really good ideas how we could merge individual transportation needs with “public” transportation. But that’s SciFi. We need to take the best ideas and evolve our transportation to sustainable ways in the real world. We must reduce energy. Integrate transport modes. Why does it remind me of the question why the big train stations are not at the airports? The “new” Berlin Airport being a perfectly bad example on this!
But if we don’t solve the Sustainability-Energy Dilemma, if we don’t focus on ways to reduce energy, it’s all lip-services and greenwashing! And if you know investors who are interested to address this on an industrial scale and make real impact while making profit, I have a lot of ideas. Including profitable plans for myself and my industry, turning aviation environmentally friendly. But that’s only my part of the big picture. Though it covers already many complementary ideas we want to realize in other areas.
Reading another, new SciFi (my way to relax my brain) triggered with an idea (not scientifically proven) of the Compulsive Narrative Syndrome. Intriguing. And yes, quite in line with my own “experience”. So is it really “Science Fiction”?
Ain’t that how it works? An assumption, then the scientific proof (or disqualification)? And how much that started in SciFi do we see in action today?
If you like SciFi, maybe you find Joel Shepherd an interesting addition to your books collection. If you read German, the first part of the series is currently on sale (i.e. buecher.de). And no, no profit from such recommendation.
Here’s the way the concept is described in the novel:
The human brain is trained to look for and identify patterns, but in abstract concepts, fixed and unarguable facts are hard to find. So the brain looks for narratives instead, stories that can tie together various ideas and facts in a way that seems to make sense, to make a pattern. And the human brain, always seeking a pattern as a basic cognitive function, will latch onto a narrative pattern compulsively, and use that pattern as a framework within which to store new information, like a tradesman honing his skill, or someone learning a new language.
That’s why religions tell such great stories, the story makes a pattern within which everything makes sense. A synchronicity of apparent facts. Political ideologies, too. Humans are suckers for a great story because we can’t resist the logical pattern it contains.
When you’re learning a new skill, discarding irrelevant information and organizing the relevant stuff within that framework is good. But in ideologies, it means any information that doesn’t fit the ideological narrative is literally discarded, and won’t be remembered . . . which is why you can argue facts with ideologues and they’ll just ignore you. They’re not just being stubborn, their brains are literally structurally incapable of processing what they perceive as pattern-anomalous data.
That’s why some ideologues get so upset when you offer facts that don’t match their pattern, it’s like you’re assaulting them.
From SciFi to Reality
Most my “novel” ideas ain’t mine. I just try to find practical applications.
1971 (yes, 40 years ago and as a kid) I became a fan of Roger Leloup, spending my pocket money on comics. And when Hyperloop became a buzz, I couldn’t help it to remember Leloup’s Vinean transport system.
We all know the Star Trek communicator. Ain’t that surprising similar to our today’s smart phones? With Google Translate, we can even talk to it, translating on the fly – and as far as I can tell, even German or English to Albanian works rather well. Not (yet) on previously unknown languages, but I believe we will get there.
And the buzz-topic A.I.? Aside the fact that all A.I. I learn of still is just I.A. – more or mostly less sophisticated Intelligent Algorithms. Back in 2008 I used that image of global nodes next to human brain synapses to question if we’re sure there’s no real A.I. yet. And if we’d recognize if there would be? By now, we talk about highly complex processors behind all of those nodes, the sheer computing power making it more likely by the day that our mighty Internet “wakes up”. Then we talk about i.e. Heinlein and Malcolm Croft or Athena?
And now comes a new, quite intriguing concept of the Compulsive Narrative Syndrome. Just SciFi? Or quite realistic in fact?
I just recently discussed our ideas for sustainable aviation. They are not new either. And more like a logical development from my first ideas about a hydrogen-powered WIG in 2008 as a n example to senior airline managers to think about sustainability. Then making use of current developments and understanding the merits of SynFuel. And thanks to discussions with Sustainable Aero Lab (thanks Mario!) leading to my understanding of the Sustainability-Energy Dilemma. But it’s in line with Ndrec and my believe in “social responsibility” and “sustainability” … beyond climate!
But while yes, our ideas could be “copied”, it took us more than a year and a joined effort incorporating the help of global subject matter experts, to make this a viable business plan. Yes, it can be copied, but with a steep and expensive learning curve. And we found “classic aviation managers” to be mostly blind on real “sustainability”. Having no idea about their Road to Environment-Friendly Flying, not even bothering about Social Responsibility or Sustainability. It’s a reason we plan with a team of open minded subject matter experts and not some famous names, except as advisors. And why we don’t plan taken over an existing airline with their expensive and inflexible and traditional process and thinking heritage.
Industry Scale Impact Investing
To make a real change, you need a team of entrepreneurs thinking outside the box. Way outside the box. But with an experience on pioneering work, overcoming the Bumps on the Road to Sustainability, making things happen. Because to change an industry, to change aviation, we also need investors with the might and the interest to support us doing the change.
It’s a sorry fact that mostly we hear lip-services and excuses, those investors sticking to their modus operandi, just adding ESGs for their own little greenwashing projects and playing things “safe” (known), else still focusing on quick financial returns. Invest in a bit *tech, add to the energy-dilemma, but ignore any industrial-scale change? Ain’t that what the Compulsive Narrative Syndrome addresses?
While Impact Investment is about making an impact first, while also making money, we talk about turning industries climate-friendly and socially responsible. While our plans sure secure the (risk-adjusted) ROI, the plans are long-term, bold and the startup investment is to start the journey (launch the airline) but we plan on a realistic decade for our goal of carbon-neutral (climate-friendly) flying. With sustainable and social responsible milestones and investments from the outset.
Cognitive Dissonance and the Compulsive Narrative Syndrome
So is the Compulsive Narrative Syndrome a source for Cognitive Dissonance? In my opinion it’s tightly linked. The Compulsive Narrative Syndrome the source for Cognitive Dissonance?
While we have sound plans to establish a profitable airline, planning to operate carbon-neutral, #greenwashing and lip-services dominate responses we get from “impact” investors, why our model cannot be supported. And the same what is heard and seen from politicians and public funds.
Now the last weeks, the “green strategy” is a big issue in the media. European Investment Bank claiming to be be the “Sustainability Bank”. The Mission Hydrogen 24 hour workshop. The reality check on to German Rail’s sustainability. Or the facts about the “global recycling champion” Germany. So let me summarize these reports. And call for any serious investors interested to make a true impact, to talk to us and learn the big impact we want to make. While establishing a profitable, future-focused airline.
German Rail & 100% Sustainable Power?
Don’t get me wrong, this ain’t new. There have been reports about this ever since they started their fake promotion about 100% sustainable power. But just this week, German Television did a reality check, with rather devastating results!
Just 61% of German Rail’s power comes from renewable energy. 28% come from coal and natural gas, where German Rail partly owns the latest built coal power plant, built against all public opposition. German Rail has long-year delivery contracts for atomic power. And only 33 out of 5,679 railway stations are powered from renewable energies, 0.5 % … And by 2038 (17 years from now) German Rail wants to increase the use of sustainable power to only 80%, targeting 100% only for 2050.
That excludes non-rail business, like Schenker logistics, clearly focusing on Dieseltrucks. Where container transport by rail is more than six times more ecofriendly than trucks. But having demolished most of the industrial accesses, parallel tracks and being delayed on major infrastructure projects like the European North-South rail axis, now backfires and cannot be remedied quickly.
ECB & EIB – the Sustainability Banks?
While we talk with impact investors, we do also understand the European Central and the European Investment Bank claiming to be “Sustainability Banks”. Talking with the very same investors being “naturally” and clearly interested in sustainable projects, we asked why they would not make use of those funds to complement an investment into Kolibri or other impact investments.
The feedback I get is painfully clear. They do not work with the EIB (or other government fund programs) for the bureaucratic process required to be “approved” as an investor. I have multiple statements that attempts to support the investment failed. Assumption being voiced that those funds again go to the big players and into unqualified “green projects” that are mostly about #greenwashing. That includes a claim that EIB funds new aircraft for the dinosaurs – without any requirement(s) for those aircraft or the airline to develop a strategy to reduce their carbon footprint.
I also reached out to one of the experts in my network, working closely with those banks and doing studies on their sustainability, asking why venture capital or family offices don’t work closer with such government funds: “But what you report from your interactions with public investors is true even for smaller and less ambitious projects and companies in that public VC funds invest only if the concept is validated by the market in one way or the other. In other words, only if someone else confirmed the commercial success elsewhere.
Germany – the Global Recycling Champion?
Reality is, that Germany is the global champion in export of plastic trash. Instead of a strict recycling regime, 80% of the trash collected from the recycling bins is being either exported or burned.
The drop in export results directly from China having stopped and banned the import of plastic trash. So now, the pictures of plastic from African countries dominate the respective stories about German “recycling”.
At the same time, the plastics industry is booming. And instead of developing sustainable packaging, the trend is clearly towards mixed-use, the known bad example being “Tetra Pak®“; a packaging made of several layers that make it exceptionally difficult to recycle. And the few recycling factories being more for greenwashing than for recycling any meaningful amounts of that stuff.
There was also a report on TV this week on Coca Cola and how they changed from the recycling glass bottles to throw-away plastic bottles and Aluminum cans. Which was the beginning of the end of bottle recycling. And how their lobbyists ever since fight any recycling requirements…
Aviation – the Scapegoat?
Now, how about “my industry”, how about aviation? And why is it constantly the scapegoat and blamed for global warming?
When the aviation industry claims that it’s only responsible for 2% of the CO2-emissions, this is also green-washing. As aircraft engines exhaust contains also other “greenhouse emissions” and many if not most not on ground level, but at high altitude. The “contrails” being a visual reflection that people “know” and can identify. Experts in a report about Airbus this week accounted the greenhouse emissions by aviation to 6%. Not much, but only 4% of the world population flies. And 6% is substantial.
So aside our plans to use Kolibri.aero to establish the infrastructure and certify the use of 100% synkerosene to fly carbon-neutral, we also understand the issue of the aircraft-engine exhaust will require further research into greenhouse-effects of the remaining exhaust. But which only can start, once we start flying “carbon-neutral”! And yesterday, I was challenged twice about synfuel and that we’d need to look at use of battery, hydrogen and fuel cells. Referring to a very academic presentation by Prof. Dr.-Ing. Josef Kallo of the German Aerospace Agency (DLR) about How to fly with Hydrogen, addressing fuel cells at the European Hydrogen Workshop by Mission Hydrogen GmbH (Ltd.).
Electric, Fuel Cells and other Aviation #greenwashing
Speaking with one of those “challengers”, he argued that in 10 years the first regional aircraft will fly on fuel-cells. Being “project planning”, I’d say better add 50% reserve to that, then we talk about 15 years. And personally I still doubt that time line. And then we will have aircraft with 10, 20 or maybe 30 seats. With a range of one to two hours. When we will have aircraft that transports 100 seat? Or ones that can replace the 150-250 seats used by the low cost airlines? When do we expect aircraft to transport 250-350 passengers long haul? Hiding behind “Research”? Science Fiction…
The argument given was that batteries and fuel cells will become more effective. Which I file under “cognitive dissonance“. What excess in miniaturization results in, we all experienced with the B787 batteries self-enflaming. Or the Samsung Galaxy Note 7 “fiasco”. Trying to mend the rules of physics is a true challenge. And that does not even cover the devastating ecological footprint not only of Lithium. If you want to wait for that to be resolved, we talk about “dirty” kerosene still in use in 20, 30 years!
And if that happens, our industry is worth being used as a scapegoat…
Change Happens – NOW!
Sustainable economy and global warming are big issues today, but most that we see is lip services. An investor group just recently checked impact investments for the “real” impact. They reported about 4% of all investments having a quantifiable impact or quantifiable targets. Only 4%. All others to be #greenwashing. On the “impact programs” of the 100 largest companies in Europe they found not a single one having more than one or two percent impact to global warming. Most of them being “lighthouse projects” that are being developed inside a “bubble” that does not immediately impact the company. Mostly lip-services addressing already established programs, but don’t really change the existing processes.
One example mentioned being the Electrolyzer delivered to Salzgitter AG for delivering hydrogen to be used in their steel-making process. A “research project”, largely funded by the hydrogen program. And now, being still in research phase, trialing it’s impact, it’s a “lighthouse project”?
The Fight against #Greenwashing + Lip-Services
And today I was confronted again with “avoid flying” as the first and foremost advise to stop global warming. While people will fly, economy needs flight connections as well. What we need is to stop blaming aviation, but start changing it. And the governments and public funds won’t help, so we need bold investors with a mission to help establishing the environment that allows us to work together on the common goal. Clean flying. Flying without remorse. Flying with a conscious mind.
We choose to fly Carbon-Neutral in this decade. And do the other things. Not because they are fashionable and easy, but because they must be done. But we can’t do it alone, we need investors that are interested in more than greenwashing their conscience, but the ones supporting the real thing. Investors that understand this is a big deal, it’s disruptive, it’s a journey. A journey that needs conviction, founders with the commitment and vision to make it happen…
Electric? Hydrogen? All the aviation associations promote going “green” 2040. Or beyond. Whereas the technology for the first step is here.
Being asked on my baby KOLIBRI.aero on why we don’t wait for electric planes or hydrogen planes, my answer is simple. They are fog-screens, intentional distractions allowing the airline to hold on to them to avoid really addressing the issue! To avoid Change. This can be brought down to very easy to understand examples.
The Fairy Tale of Electric Passenger Flights
Boeing dropped out of funding Zunum, having the plans to develop an electric air plane. Because there is a simple, physical challenge that they cannot overcome. The battery size. Reducing the battery size, Boeing learned the lesson with the 787 Dreamliner. Where internal batteries caught fire. Would that have happened inflight, you can imagine the catastrophic impact. They had reduced the size vs. capacity to the point where batteries happen overheat. Especially rechargeable ones that we talk about it here. It is rumored and I heard it from Boeing, that their engineers disqualified electric passenger planes beyond 35, maximum 50 seats. The max size Zunum targeted, but with a range of one flight hour, maximum 90 minutes.
There may be developments that may one day increase battery capacity while reducing the size, but they are wishful thinking as of today.
The Fairy Tale of Hydrogen Powered Passenger Flights
The very same issue is it about hydrogen powered passenger flights, Airbus recently promoted as their “Zero-Emission Aircraft”. Again, the physical challenge.
To put into those aircraft cooled hydrogen tanks with the related cooling makes those tanks very bulky. In fact, sources inside Airbus have been cited assuming 50% or more of the fuselage (cabin and freight compartment) to be needed to build in the hydrogen needed to operate the aircraft 60 to maximum of 90 minutes. Unpressured (uncooled) Hydrogen does not have the needed energy.
That is, why those airplanes Airbus showed in the picture are also small aircraft, with about 50% less seating of a comparable aircraft those sizes today. Another wishful thinking and fog screen if you ask me.
Electric + Hydrogen Electric – a Summary
There is a very interesting summary on electric (and hydrogen-electric) flight in a 45-minute YouTube video:
Generally it confirms my opinion, that we won’t have any substantial development in time for any meaningful impact on the climate goals. With first liquid-hydrogen prototypes expected by the research experts by 2035 to 2040 and first commercial operations likely 10 years faster. See my summary from an expert panel in the comments. A bit late for a 2050 impact?
And electric will start with small air taxi-type services of 15-20 passengers. And while that is a good development, it will only replace (and enable) very small regional routes. Can you imagine 5-10 slots an hour at any of the larger airports to be burned by such small planes?
It will very likely take beyond 2050 until we will see any of the 100 or 200 seat aircraft flying commercially on either technology. Bullocks. Just more #greenwashing …?!
The Road to Carbon Neutral
Developing Kolibri, from the outset we thought about using contemporary aircraft allowing us to use bio-fuel. Though bio-kerosene must be “blended”. Must be mixed at least one to one with the classic, dirty kerosene. Often, it is mixed like “E10” gasoline, only 10% “bio”. It’s not uncommon to have a 10-20% blend only, using 80-90% classic Jet-A1. Whereas the “bio” comes mostly from rape seed monocultures (picture), having already it’s own negative impact on bioversity. That ain’t “clean”, nor “sustainable”.
Hydrogen – a volatile gas
From my work on a solar powered WIG 2008, replacing it’s diesel-engine with an hydrogen-engine, I understood hydrogen as the future. Clean electrolysis using solar power (and wind, bio mass and other sustainable energy sources) and salted water, whereas desalination facilities produce the surplus salt to augment seawater to the level needed for the electrolysis. So sunny regions with access to seawater have a “natural advantage” to develop the infrastructure to create hydrogen.
Now hydrogen is exceptionally volatile, even in special tanks, the losses are substantial, so it’s not easy to transport. Now…
Two years ago Sunfire’s Synfuel triggered my attention, from a National Geographic report – not reported in Germany, but in the U.S. … I instantly understood synfuel a perfect solution to replace our plans to invest in expensive electric and hydrogen powered ground fleet, still with the need to have Diesel-powered trucks and emergency generators in an airline, with syndiesel. And to develop into synkerosene to replace biokerosene.
Developed since, Sunfire with partners started a construction of a synkerosene facility in Oslo, Norway. No, not in their home-country Germany, but in Norway. Norway is not full member of the EU, “only” an associated country. Make your guess, why not inside the EU… Maybe Ursula von der Leyen’s implied quote below gives you a hint.
Aside, synfuel can be used quite easily as a buffer technology, using excess power to create synfuel during peak times and using it in common and tried power generators to recreate energy in low times. Until we have something better, Syngas is a clean energy source that can make us independent of crude-oil for power generation. a technology that can create a future for many “poor countries” in the “tropical belt”, the tropic (red) and subtropical zones (yellow), as their surplus of solar energy is way higher than what the northern hemisphere has in the temperate to polar zones.
The Fairy Tale of the End of the Combustion Engine
And while German transport minister Andreas Scheuer demands the end of the combustion engine by 2035, I can only interpret this as another short-sighted publicity stunt. A distraction and a fog screen! By a minister who’s not known for his realism. Combustion technology will still be around a while, cars having a lifetime of minimum 10 years. Other technologies like aviation, simply lack an alternative for now. And while privileged nations can likely afford the switch, less privileged regions will rely on combustion engines for a great number of reasons and even more years.
Making the Change
So while we make again big plans in Northwestern Europe, developing synfuel facilities in the “poor South” makes a lot of sense. Developing synfuel facilities at airports will be an incubator for the regional conversion from classic gasoline to synfuel. Developing a new “regional” airline with the large demand of synfuel, will make the development a profitable venture. A classic win-win.
So anyone believing in electric passenger planes is daydreaming, or whitewashing why they don’t invest to become clean. A distraction, a fog screen. The same is true for purely hydrogen-powered planes.
But anyone who wants to make a change, can do so today. Modern aircraft engines are ready to apply 100% synfuel. Or so Sunfire, Norsk-e-Fuel and an engine maker assure me. Synfuel created from hydrogen and carbon-dioxide. Not carbon-positive, but yes, carbon-neutral. Proven tech. Today.
And we have a business plan, and we have the interest to make this happen. Starting today and being carbon-neutral within this decade. If not faster.
I’ve started to write this as a part of my post on Impact Investing vs. Whitewashing, but I decided to take this into it’s own article and only summarize and refer to it. This article addresses the known ideas about clean flying and why I believe there is a lot of whitewashing and intentional delaying. But if you want to go carbon-neutral for a start, the technology is there. Even with the bureaucratic hurdles, we can start flying carbon-neutral within a matter of three to five years. The challenge is the speed we can secure the funding to build the necessary facilities.
Investors interested to turn aviation carbon-neutral, here is our reasoning which technology you should look at. And why helping us making this happen will be disruptive. Not because noone else could do it, but because to succeed you need the right people who want to do it, not the ones considering it disrupting their plans…
“But how about electric flying?” you might ask? Yes, how about it? In December 2013, a battery on a Boeing 787 Dreamliner caught fire. It was later attributed to a “design flaw”. Yes, Boeing had quite some trouble even before the MAX-disaster.
In 2016, the Samsung Galaxy S7 batteries happened to explode. It was found that a manufacturing defect in the phones’ batteries had caused some of them to generate excessive heat, resulting in fires and explosions. And as much as they research possibilities, there are no ideas yet how you can “minimize” batteries (size and weight) further without risking them overheating. But given existing battery size and weight, the battery will only allow for very short flights with relatively few passengers. Commercial flying over two, three hours? You got to be kidding…
I find Zunum’s story (their jet pictured here) quite interesting. From Wikipedia: “In November 2020, Zunum Aero filed a lawsuit against Boeing alleging that Boeing tried “to gain access to proprietary information, intellectual property” and then used its dominance “to delay and then foreclose” Zunum’s operation, “in order to maintain its dominant position in commercial aviation by stifling competition”, using this proprietary information “to provide a hybrid-electric propulsion system for a different aircraft design” with Safran. Zunum said that Boeing tried to poach Zunum’s engineers.”
Electric Flight is a nice idea, but without a breakthrough in batteries, in my opinion it’ll be too inflexible a niche market and in best case need 10-20 years of active development to come up with a sizeable aircraft for mass transportation. And then there is the devastating ecological footprint of the mining of the needed Lithium, Nickel, “rare earths”, that experts expect to become a likely killer issue for Tesla – now thinking about battery-powered flying?
Many of you remember that back in 2008 I worked with investors and potential climate-sensitive customer we worked on a hydrogen-powered WIG (wing in ground). Combining the then existing research platform SeaFalcon with a common hydrogen-engine and refining hydrogen from solar power. Back in the days, we got a viability study funded to work out the business case based on Maldivian Air Taxi. Very successful business case in fact. Then came Lehman and we never further followed up on it, something I regret to date. Back 2009/10, we could have proved the business case for carbon-free flying.
But I also learned the downsides of Hydrogen, disabling it for large aircraft. Say what? Didn’t Airbus not just promote their vision of hydrogen-powered planes? Just the required cooling and/or pressure tanks for any sizeable aircraft sure is a challenge.
On the picture I found it interesting to see the focus on small aircraft and how much of that they already assume to be used for the hydrogen-tanks… Given Corona, I doubt they will give this the focus to keep the development timeline at 2030 (ten years). And I believe this is just another case like Boeing on e-flight, a means to proof failure to justify continuation of “dirty flying”. I doubt their managements real interest in clean flying!
Synkerosene – Hydrogen reloaded
Since I learned about Synfuel in early 2019, I understood that quickly as true impact, a disruptive technology. Given it’s “circular” nature, it will not provide “clean flying as quickly. But carbon-neutral flying and substantially less side products in the exhaust. Then I was surprised recently that Sunfire had secured a joint venture as Norsk e-Fuel, building an “industrial-sized facility” in Oslo. Okay, their annual output I learned is rather small, only 25% of what we assume as need for an all-synkerosene fleet at our bases, enough for seven regional aircraft.
But yes, we believe that given Synkerosene can transform all existing fleets in a matter of years. Starting with Synfuel for company cars, energy generators beyond emergency, but also as a buffer for the solar power needed for a 24/7 operation will require a large sized facility at our headquarters. Developing the plans and securing the funding for the large-sized facilities needed at the bases, we expect first bases to be 100% carbon neutral realistically within three to five years. But only, if we get it started. If we overcome lip-services, white- and greenwashing but join forces with investors interested doing the real deal.
Now back to the investor who told us this week that we’d not be innovative enough. I don’t care to be innovative. I want to use innovation available to make a change. A real one.
Challenge: Three years to the first carbon-free base. Ten years for all bases to be carbon-free. And looking at 10 years, this will be profitable development! Real IMPACT INVESTING.
The Truth About ZERO-Emission
Synkerosene is not emission-free. But even Airbus “Zero-Emission” is a lie! Sure there will be emissions, though using hydrogen, it will mostly by H2O, simple water.
Synkerosene is refined from hydrogen and carbondioxide (CO2 + H2). The chemical components of the engine exhaust must be researched and we expect a journey to further optimize the exhaust. Amateurish ideas are a catalyzer. I was also introduced to a team working on a contrail-free engine. If I understood that right, they use ammonia (NH3), but how that then impacts the high altitude atmosphere?
Yes, there are questions that will demand answering. But Synfuel is an answer available now. And it is definitely much better than the crude-oil product. Not only for aviation, but also for all those used cars with combustion engines around the world! And be real, the number of e-powered cars is rather limited, both e- and hydrogen-powered cars are quite a bit more expensive if you don’t build your own infrastructure.
There is a very strong force of inertia in aviation about turning “green”. Like other problems in aviation management, such as their disbelieve in branding, the resulting focus on “cheap” as the sole difference and a missing loyalty for partners and employees alike. that, plus missing USPs made airlines a running gag about ROI. But as in all other industries, you cannot expect change and disruptions with blind managers. You need vision.
A real impact investment, with managers that breath “impact” and commit themselves “naturally” to the U.N. SDGs will be countering the greed-driven likes of Ryanair or others, saving on the backs of their employees, their customers, the airports and regions they serve to maximize their evil impact. And their profits. Especially their senior managers’ profits. Everyone complains about Ryanair, then why do people fly them? Why do airports and regions fund their “semi-legal” (illegal) subsidy schemes? Why does no-one divest to stand up to them? Why don’t they name and shame them? Why still investing in them?
Or look at Lufthansa, securing for the group more than 10 billion bailout, grounding Germanwings as they’re too expensive, firing their staff aplenty, grounding airplanes. The bailouts multiple their worth before the crisis, what is left of the formerly proud crane? And guess, one day they have to repay all those debts. At least they use those with professional care. Will they invest into anything “sustainable”? Their government did not bother to require something like that. And accusing the pandemic, I was told they oppose the development of the Synkerosene-pilot in Hamburg. That being likely the reason the German-lead Joint-Venture to develop a first industrial-sized facility chose Oslo instead…?
But yes, at KOLIBRI.aero we have the understanding of the necessity to make an impact. To disrupt aviation to force them to become “green” and sustainable. And keep in mind that for decades, aviation was a growth market. And will be. The demand is there.
Impact Investment or Whitewashing – What is it?
I do believe that we will find family offices and may even trigger the interest of some of the institutional investors. Maybe even EU monetary bodies might understand the impact we can make. And different from existing players, we neither have Corona debts, nor do we have “hidden agendas” or different plans. We want to do this. Do you?
And if you’re no (real) impact investor reading this, but one of my many friends and followers, please share this.
This website uses only standard Wordpress cookies, not used for any analysis. We'll assume you're ok with this, but you can opt-out if you wish. AcceptRejectRead More
Privacy & Cookies Policy
Necessary cookies are absolutely essential for the website to function properly. This category only includes cookies that ensures basic functionalities and security features of the website. These cookies do not store any personal information.
Any cookies that may not be particularly necessary for the website to function and is used specifically to collect user personal data via analytics, ads, other embedded contents are termed as non-necessary cookies. It is mandatory to procure user consent prior to running these cookies on your website.