The Panacea Distraction

The #panaceadistraction - While searching for the panacea, non-decision-makers keep running their business as usual.The #panaceadistraction disqualifies many #impactinvestments as greenwashing. A look at realpolitik in impactinvesting.

The Trigger: Lubomila’s COP21 statement

"Our Obsession with technology will slow down the green transition.” [Lubomila Jordanova]Having been reminded again of Lubomila Jordanova‘s statement for the U.N. Climate Change Conference 2021, it bugs me, how little has changed in those past two years. Working with climate activists up to United Nations levels, I find a lot of what we call #academicthinking, more about Science Fiction than about taking what we have to the market. A #panaceadistraction if I’ve ever seen one.

And while #buzzwords used by investors are #disruptiveinvestments, #sustainableinvestments and the like, a big part of the #panaceadistraction is their focus on (classic) “boxes” to invest in. Can’t tell, how many times in the past decades I have heard, that our ideas wouldn’t fit the box. #thinkoutsidethebox and #thinkbeyond.

The Sustainability Lie: Stay inside Your Box

Illustration by Hans-Jürgen Marhenke (loaded directly from and linked to the Heise.de website)

The direct “impact” is that #impactinvestments are mostly #greenwashing on #lifecycleassessment and #circulareconomy – very often blindsiding the #energydemand, using the cheap excuses of “we purchase #greenenergy or #climatecertificates … I was recently told that the industry creatively sells multiple times the amounts of “green” energy we create. I can imagine that. Aside of my #railshame-article, cleaning the green color of the mighty German #greenrail. Just another reference to the Sustainability-Energy Dilemma.

ASRA 2008 brainnodes vs. internet equals AIOr #artificialintelligence (just like space) – being a big dream (some consider it a threat). A big investment interest! Whereas most if not all of AI I’ve seen fits the statement that most AI is IA: More (or often less) Intelligent Algorithms. Yes Athena, Minerva and Mike Holmes, I’m waiting (wondering who understands that reference on the fly)…

So how #sustainable is #impactinvesting really? And which #impactinvestors in reality are part of the mighty #greenwashingindustry? Or do they focus a bit too much on the #panaceadistraction instead?

A Look Back: Pioneering and Disrupting

As a kid, I saw those pioneering constructions on those triangle-shaped hang-gliders, today both bureaucracy and investors wouldn’t invest a penny. But they lead to paragliders, a huge industry today.

Back in 1995, the big four in aviation technology (Amadeus, Galileo, Sabre and Worldspan) actively and with might opposed the development of booking flights on web-basis. How “disruptive” was that “stupid” idea? And yes, I made it happen, together and funded by a visionary Louis Arnitz (RIP). And yeah, that was the time Bill Gates disqualified the Internet, promoting his Microsoft Network.

Hydrogen powered Wing in GroundIn 2008, I developed another “disruptive” idea of a hydrogen-powered WIG, to promote the need to think sustainable on a global aviation conference. While it made it through viability study into serious negotiations by a tropical government and a major green fund, it fell victim to Lehman, but I still think it should have been developed. Though since #synfuel came up (2019ish), my bets are on that technology, I even applied it to our plans for Kolibri, closing the huge black hole where before our ideas of #biofuels were more or less a band aid on a searing wound. Aside that I prefer we grow food on the fields and not biofuel-rape. And why is it rape has such a bad double-meaning?

Though I’m a caller in the dark it seems, at least when talking with mighty investors – they fall back to their boxes and disqualify “aviation” as “not something we invest in”, without even a second look. #talkthetalk, focusing on the #panaceadistraction instead.

Think Positive: The Solutions are There!

There is so much #disruptivetech out there with a business case (aka #impactinvestment), beyond that I integrated into the plans I have for Kolibri, lacking the funding support, lacking the vision of those self-proclaimed #impactinvestors. And a lot of #talkthetalk again. i.e. #energybuffer technologies, alternative energy sources such as #tidalenergy – why only offshore-wind? Though nothing we do, nothing comes without a toll. Remember the #butterflyeffect and the Sustainability-Energy Dilemma.

As a direct result, we have an exploding #sdgfundinggap for sustainability and climate developments. It’s not the first and not the last time, U.N. Secretary General Antonio Gutérres called and calls this #fartoolittlefartoolate.

Butterfly Effect, e-Mobility Lie and the Panacea Distraction

e-mobility Life Cycle Assessment Greenwashing Volkswagen AGWhile my readers and followers know that I question #windpower and emobility for #greenwashing and short-term thinking, I also promote the fact that we need the change. We must act. Today.

And while e-Mobility ain’t the panacea, politicians and media tries to make you believe, hydrogen and synfuels ain’t as impossible as they frequently claim either. It’s ambitious to turn our world away from cheap, endless “green” energy and the believe of endless resources. Earth Overshoot Day is bad enough, this year August 2nd. Looking at the country level I feel even more devastated (Germany was May 4th)

Country Overshoot Days 2023
Country Overshoot Days 2023

The Fairy Tale of Zero-Carbon

Basic physics: Movement requires energy. Anything we do requires energy. Travel from A to B, even when using a sail boat (as Greta Thunberg did to cross the Atlantic) requires Energy. And resources. As an economist, I know that anything comes at a price.

So there is no #zerocarbon. If we achieve #carbonneutral, we do very good! If we can reduce our abuse of our natural resources – beyond carbon – we do good. Our target must be to move Earth Overshoot Day to December 31st or later. Next year, in two years. Not even Kolibri will be 100% resource neutral. But if we can turn it 90-100% circular, if our energy consumption is renewable, we will have a major impact to Earth Overshoot Day.

Why Fossils are Problematic

Don't Choose ExtinctionFossils conserve climate gases. While Venus consists of very similar chemical setup, the climate gases on the planet are uncontained. In turn, temperatures there are above 400°C. If someone tells you, we can keep using conserved energy like fossils or the latest ideas using deep-sea manganese nodules, this is climate gases we add to a heavily saturated Earth atmosphere. This is, why yes, I believe we must end fossil consumption (incl. excessive use of plastics) as quickly as we can. Or reduce it to an absolute minimum. Yes, plastics have advantages, but mostly can be replaced by more sustainable solutions. And keep in mind, plastics are used and globally applied by the mighty, rich industry nations. Who’s richness being a result from securing and using cheap fossil energy.

So mostly, this is about fighting the people who rely on cheap energy for their business models. Do I hear “digital” somewhere? 😂

So true #greeninvesting must focus on energy conservation and intelligent use of the energies we have. Personal, fossil, “renewable”. And yes, I put “renewable” into quotes… Just: #dontchooseextinction!

Holistic Approach and All-In

Offshore Windpark (Husum)Another issue that keeps coming up in my discussions is that we must stop competing on sustainable solutions. This is a major, not even just an industry or generational challenge. It’s a global one. So let’s stop competing and start joining forces! Back to my example of offshore wind farms and tidal energy turbines. Why not using them side-by-side in the same sea region we anyway impact by building those humongous wind farm structures? Why not using old Oil Rigs to apply tidal energy turbines, clean them, make them an artificial island structure for sea life (also arial one)?

Live Cycle Assessment and Earth Overshoot Day

Circular EconomyWhat I learned in my discussions with “green” activists up to government and U.N. levels, is that there is a lot of #wishfulthinking out there. A lot of #cognitivedissonance, reasoning to oneself that the bad-doing ain’t “that bad” or even good. And a #greenwashingindustry that uses that to protect their status quo. Not just at “all cost”, but in fact at the cost of our living and breathing environment!

To identify Greenwashing quickly, I mentioned to look at energy bill. United Nations urges to look at the #lifecycleanalysis and an end to end #circulareconomy. We must stop #raisinpicking to fake green, but what is our impact to the planet. Then we talk about #realimpactinvestment. And not at another #panaceadistraction

Food for Thought!
Comments welcome

A-CDM, TAM, NDC and other Wishful Thinkings

This last week began with a client in North America, continued with a call from a subject matter expert in South America and culminated in two discussions I commented a bit longer on. Triggering this new article talking about “digital in aviation”, pioneering days and the impact of dinosaurs. And why we suffer in aviation from too much #talkthetalk

Not Invented Here, part 1

Too busy CavemenLast week, I had a lengthy phone call with an airport manager in the U.S. Snow-Belt, asking me about ideas, how to break up the silo thinking that keeps all his ideas about a common airport operations center as a basis for some A-CDM-style development from moving forward. Next winter approaching, he’s worried about repeating the past years’ experience of unnecessary delays. “The airline always knows better” he complained to me. If we offer them solution, it’s not theirs, so it’s being turned down. Communication is faulty and in crisis, everyone works on their own. #talkthetalk

Passengers spend 156 Minutes at AMS

AMS Schiphol: Did you know a passengers spends about 156 minutes on average strolling through the airport?Now give me a break. When I read this “promo” on LinkedIn, is it just me, seeing the fault in it?

As I outlined 2011 and 2014 in my two posts about a contemporary check-in process, contemporary airport passenger processes, to be attractive for the passenger, we need to minimize the wait time, the “ineffective” time spend at airports! It’s the big advantage of regional aviation, to minimize airport spent time.

Planning my current travels, I will spend some time with the family in Northern Germany, in between two events in Switzerland. In both cases, traveling eight hours by train will reflect in several hundred Euros in cost savings, and adds less than an hour on the total travel time door-to-door. As no, the meetings are not in Zürich.

This reminded me of the time we pioneered online travel booking (today Amadeus’ Cytric™). Own story. But as I mentioned back in 2018, compared to those pioneering days, development has almost come to a halt, with just little cosmetics and changes to the functionalities. Very little real improvements.
Working on what was to become Cytric and the first commercially used corporate online booking tool, we discussed:

The Multimodal Approach

Multimodal Travel. Source: http://bonvoyage2020.eu/crat-demonstration-on-personalization-of-multimodal-travel-planning-services/Our vision for what was to be Cytric, that we wanted to follow, a vision not existing now, 25 years later, was to enter the home address, the destination address and the system would provide you the best travel options for you to get to the airport using car, rail, taxi, whatever, fly towards your destination and again take rail, taxi, rental car, whatever, to get to where you needed to go.

Back in those days, we already understood that it’s not about the flight. Or rail. The customer, especially the business traveler, needs to go somewhere. Getting to and from the airport, the check-in process and delays, connecting and waiting for the connecting flight, getting off the airport, all adds to the travel time. But even mighty Google only offers me to select one mode of transport, i.e. car, rail or flight… #talkthetalk

Travel Agent or Data Processor?

American Airline 1987Speaking about Business Travel Management, we don’t need data typists any more. In the good old days, travel agents were the experts, knowing how to get the traveler from A to B, halfway (or all) around the world… Then came the GDS and the travel agents became data interfaces to the big data accessed through travel computers being connected with mighty servers. Something we call cloud computing today, using “dummy terminals”. Using codes like AN19DECFRAMIA and SS1B1M2 to search for and book a flight. Or similar complicated tools to book a rail ticket.

(And yes, that’s me in the American Airline office back in 1987 at an “ICOT” terminal.)

Then we enabled online booking and all that easy trips anyone can “book” now without any help. But what if you want to combine several destinations? What if you’re not living in Frankfurt or Paris, but in a rural, small industrial town with not many flights? We need the real travel agents again. Not the data processors. We need travel experts, that require strong and ongoing training and some specialization to provide the customer with a solution to their travel needs. That think beyond computer algorithms and understand “cross tickets” or “interlining” or multimodal travel. That take into account getting from and to the transportation hubs. And less conservatism, opposition to change and other #talkthetalk

Total Travel Time

HAJ Airport CheckInIt is why I believe we need regional aviation and we need more of it. Smaller aircraft, connecting secondary cities, offering quick and direct connection. Hubs are good for the global networks. And as I kept and keep emphasizing. Regional airports must not look out, how to get their locals out to the world. But to justify their existence, they need to bring the world to their regions! If that is by car, bus, train and/or flight is irrelevant for the passenger. To offer good connections at competitive cost and speed is the task at hand. And no, there is no reason for #flygskam if you do that right.

We need holistic thinking. Beyond our petty box. And less #talkthetalk

The “C” in A-CDM

A-CDM data silo puzzleOn the call from an aviation IT professional it triggered that A-CDM is for big airports only. Is it?

Also the first article today on LinkedIn was from my friend Kalle Keller about TAM (Total Airport Management) and A-CDM.

As I outlined in my articles on that topic and i.e. the article about the Polar Vortex + Collaboration, A-CDM is about the C: Collaboration! It’s not what EuroControl, with their own agenda of this, markets as A-CDM. Neither that “bible” of theirs, they call the Airport Collaborative Decision Making (A-CDM) Implementation Manual. A “bible” about everyone I speak to reads and believes it to be the holy grail. It isn’t.

Eeee...gypt?As I approached it back in 2016/17 and shared the learning curve at Passenger Terminal Expo 2017, the first step into A-CDM is and must always be a collaborative approach between the stakeholders at the airport. Systems and IT are secondary. Less than secondary! It is about tearing down siloes in the heads, between the stakeholders. The development of a common understanding of the common goal to optimize the processes for the greater good: A smooth management of airport operations beyond “the operations management”. Overall. Holistic.

And unfortunately, only once you did your homework at the airport … or the airline … the air traffic control, only then you can reach out to integrate with other A-CDM systems. And beyond. Not behind paywalls, but sharing for joint process improvements.

But then I research airports and my birth country Germany, mighty pacemaker in A-CDM, the ANSP (German Air Traffic Control) hides the basic aviation data from the Aeronautical Information Publication (AIP) is hidden behind a paywall. So other sites, like OpenStreetMaps, Wikipedia, etc. are forced to use secondary sources. Are you kidding me? And yes, even for countries with a truly open AIP, we find some 10% of discrepancies on the data. As those AIPs are published as PDF, not as data tables to quickly update. And the IATA code search is full of airports defunct for years. As they simply “add” but never check… And hide their misery behind a paywall? #talkthetalk

OTA + NDC – Barrel Bursts

AIRIMPAn older article addressed NDC, the “New Distribution Capability” as a barrel burst. And reminded me of my project back in 2006/07, when we tried to develop a common database for hotel-information (descriptive) based on the OpenTravel Alliance XML standards that I had originally worked on in the early days. The standard has been so blown-up, that you simply can’t “comply” with a standard set of features, but anyone can pick what they want and that not being the same that others use, we have an overblown “standard” that in practical life allows everyone to be compliant, but still speaking totally different languages.

The same is with NDC. Original idea of NDC was to allow standard packaging of new or unique parts into the package. I recall early discussions when airlines started to unravel their travel packages and thought a way to package their individualized offers with new and unique ancillaries. The demand was to overcome the limitations of the smallest common denominator represented by the classic GDS. Nowadays, the GDS-ability to manage NDC is a key driver… In my opinion, the original intend was completely turned around. It’s now focused on a solution to put anything the airline comes up with in boxes that the GDS can manage.

As a bold example, we had the AIRIMP back in the 80s. To date, it is the smallest common denominator all airlines work with. Even though, a large number of functionalities specified in the AIRIMP are amiss in all those hip online (flight) booking interfaces (here’s the AIRIMP’s table of content). 26 years after we did the first commercial flight bookings on the web. Again a lot of #talkthetalk, tons of bold ideas how to make things better, whereas the basics are not yet covered? #talkthetalk

Disruption Management

Adverse Weather

A-CDM and TAM are in a large part about disruption management. Ten years ago we talked about “situational awareness” to manage disruptions. And I ask the same question ever since. I would like to see a tool that reflects the contemporary visualization of not what hits us now, but to see, how our industry-partner’s efforts impact the setbacks from weather, technical etc. – to identify hours ahead bottlenecks from aircraft delays, crews exceeding their duty hours, technical problems, peaks exceeding capacity, ATC problems, ground problems.

To do this, we must exchange data in large scale. All I see is data siloes and paywalls and a distrust to share data, keeping defunct and outdated processes alive, but no vision of collaboration on an industry scale. That even no matter that the same data is available in island solutions on interfaces like flightradar or the individual airports’ websites. #talkthetalk

The Source of the Most Common Truth

Our main problem is that our Powers-That-Be still consider themselves in a competition. Data is value, so put it in siloes. Where OpenStreetMap enabled mapping solutions, aviation data is still locked away. It takes two months until IATA publishes passenger data, after four months those numbers happen to differ substantially.

Looking at ICAO vs. the national AIP data, there are differences aplenty, worse even for IATA. So instead of working all together to manage common data together, we have different sources with different data. It is what I learned at SITA to be the art to find “The Source of the Most Common Truth”. There are industries living to develop and manage tools to overcome standard industry messages with airlines adding non-standard “features” to their messages, forcing rejects and delayed processing.

Back in 1995, Bill Gates spoke about the Internet about “Information at your Fingertips”. For the aviation, that is #talkthetalk

Status Quo + Outlook

I think this time we got the numbers right ... we just don't know which ones to use.Where aviation in the 1960s to -80s was a pacemaker in global eCommerce, it is now limping behind. Can tell stories about replies from industry bodies when I informed them about factual mistakes in their data. And their ignorance shown by neither directing the report to their PTBs, nor updating the faulty information. Instead of working together to develop the aviation of the future, we have conservative forces in play that hinder real development. Be that about A-CDM, data interfaces, data intelligence. We limp behind and instead of doing, we #talkthetalk.

Sure the same is true on sustainable aviation, but that’s another topic I discussed and discuss in other blog articles.

To overcome this, we must strengthen IATA and ICAO and demand the change from our PTBs. Stop the paywalls, speed up the availability of LIVE KPIs. Once a flight is finished the data must be available. Not tomorrow. All else is #talkthetalk.

My humble opinion. Happy to discuss how we can encourage real CHANGE.

Food for Thought
Comments welcome

A (Fast Forward) Look Into 2022/23

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

La Linea Corona 2022

The Pandemic …

MeaslesIn 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.)

Endemic vs. Pandemic

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:

#vaccinationalism

#vaccinationalism (Source: Deutsche Welle)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”.

Thermal ScreeningAirports 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

IATA Air Passenger Analysis 2022-04
IATA Air Passenger Analysis 2022-04

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”.

Cabin Crew FFP2+GlovesReports 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?

Change Resistance (shutterstock_210479080 licensed)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).

Flying Empty

Hibernating Aircraft at BRUThere 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.

Empty CabinAnother 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?

IATA mask mandatesI 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 …

Side note: There was a nice article back in December ’20 from Simple Flying, Why You Shouldn’t Expect Masks To Disappear From Planes Soon… But who cares about the crap we thought reasonable yesterday?

War in the Ukraine

Donetsk Airport
Donetsk Airport – 2014 before and after

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

Primary Energy Demand vs. CO2While 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.

Power from the Plug Greenwashing
The Sustainability-Energy Dilemma

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.

"Our Obsession with technology will slow down the green transition.” [Lubomila Jordanova]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.

Kolibri SDGs7+13 - saving 2 Gigatons CO2 by 2030And 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

LaLinea Corona 2023Just 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.

aircraft interceptThe 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.

Greenwashing Demon (shutterstock_1170455851)

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.

Food for Thought
Comments Welcome

Biofuel SynFuel SAF – What is it?

Honored to be sharing my thoughts on sustainable aviation at ASTM, the Association of Swiss Travel Management (the Swiss successors of ACTE.org), at their Earth ’21 sustainability conference (their first, definitely not the last), the main question, not just in the Q&A but also in the following discussions and messages was the issue to understand the difference between BioFuels, SynFuels and Sustainable Aviation Fuels (SAF).

Greenwashing Demon (shutterstock_1170455851)

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!

Fuel Blending

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.

Primary Energy Demand vs. CO2Anything 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!

Biofuel

Rapeseed fieldsSo 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)

Synkerosene, Powerkerosen, eKerosene, synfuel, powerfuel efuelJust 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!

brown blue gray green SynFuelIn 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…

Further Reading

I addressed this in The Road to Environmentally-Friendly Flying, which I work on to turn into a WhitePaper.

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!

The e-Mobility Lie

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

National Geographic - Lithium MiningAs 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).

Safety

Tesla on FireAnother 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

Electric Car Fire - CoolingWorse, 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.

Recycling

eMobility Battery RecyclingIncorrect 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

Loading Infrastructure

Full eMobility Loading Stations
Oops. Sorry, all loading stations in use

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

The three biggest fears of our generationGerman 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.

Power Consumption

Power from the Plug GreenwashingThe 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

Volkswagen ID.3 Life Cycle AssesmentLooking 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

Change Resistance (shutterstock_210479080 licensed)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

outside-inAs 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 OneReady 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!

Greenwashing Demon (shutterstock_1170455851)
The Greeenwashing-Demon – it’s all about Electricity

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.

Food for Thought!
Comments welcome…

Compulsive Narrative Syndrome – SciFi or Reality?

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.

The Concept

Here’s the way the concept is described in the novel:

Shepherd, Joel - 23 Years on Fire introducing the Compulsive Narrative Syndrome.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.

The concept of the Hyperlook has long ago been visualized by Roger Leloup.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.

ASRA 2008 brainnodes vs. internet equals AIAnd 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?

And Kolibri?

Go Carbon-Neutral This DecadeI 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

Kolibri - disrupt aviationTo 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?

Food for Thought!
comments welcome…—

The Road to Environmentally Friendly Flying

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

Zunum 50 seat electric plane
Zunum Electric Plane

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

Airbus Zero EmissionThe 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 …?!

[Added 28.Jul.2021]

The Road to Carbon Neutral

Biofuels greenwashing

Rape seed monocultureDeveloping 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

Hydrogen powered Wing in GroundFrom 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…

Synfuel

Synkerosene, Powerkerosen, eKerosene, synfuel, powerfuel efuelTwo 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.

World Climate ZonesAside, 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

Others are faster, but we have a PLAN

Guess what, there is a Workshop “Mission Hydrogen” this week in the EU with some focus on Germany. At the same time, Saudi Arabia announced to invest 700 billion to become the global leader in hydrogen … While European players still make plans, others stake their claims. And to transport that hydrogen, syngas offers the advantage to be using the same logistics infrastructure.

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

Kolibri - disrupt aviationSo 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.

Food for Thought
Investors welcome!

Go Carbon-Neutral This Decade

Thinking Outside the Box is Not Everyone’s Cup of Tea

This week and last I attended two aviation financing conferences by Airfinance Journal, one in Japan, one in Latin America. Then I read an article by National Geographic, demanding that travel should be considered an essential human activity. But that is something I find so very often. Thinking Outside the Box and understanding psychologically different mindsets is Not Everyone’s Cup of Tea.

Airfinance Journal Virtual Events

Airfinance Journal Virtual EventsI am sure you remember my recent blog about why I consider Virtual Conferences a Barrel Burst.

Whereas a conference for me is a place we do networking, for which I am immensely grateful for Airfinance Journal (AFJ) to allow me attending the event. I sure couldn’t have afforded travel to Japan and Latin America. And thanks to their added focus on networking, it turned out some very promising new contacts to discuss KOLIBRI.aero with.

Let us have a look at the Latin America event which ended yesterday.

The Great Pretender

The Great PretenderWhereas AFJ added a virtual networking lounge, there were the same, I’d say ten, people in there, only once the (too small) window showing the delegates forced me to scroll with more than four delegates in the networking lounge.

Saving the delegate list and not counting the dupes I came up with 720 delegates. An awesome conference. 42 of which “filled out” their profile. Only. The others failed to use a free way to promote who they are and what they, respectively their companies do.

I happen to believe from what I have seen that most of the delegates of the online conference were obviously pretenders, signing up, but not showing up. Not even taking the time to log in and fill out their profile. Do they know there are such?

Virtual Networking

Airfinance Journal 2020 Latin America Dedicated NetworkingThen there was a “dedicated networking”, where more than 50 registered for (I think the host said 64). We were seven (plus AFJ moderator, plus one totally unresponsive), so roughly 9 out of 10 having registered for it did not show up. For some reason, being in aviation so long, “no shows” is something I consider exceptionally rude. Not just careless, but outright rude. Because there are people, taking the effort to organize something good and then people simply don’t show? It is extremely frustrating for whoever works this out to provide you a service!

For the few being there, I believe it was better than if it would have been crowded. I just hope I didn’t talk too much!

Overall, it just confirms my assumption that less than 10% of the registered delegates showed up at all. Of which again, how many have been speakers? 21?

Not My Cup of Tea?

Not My Cup of TeaAgain, these two events showed that there are different mindsets at play and it should be worthwhile to understand the motivation behind it.

I’ve seen that before, 20-odd years ago, when I organized the Airline Industry Stammtisch in Frankfurt. Many sign up for the event, to show their bosses, never intending to go there and spend their “valuable” time off elsewhere. Others, like me at AFJ do see the opportunity and value in networking.

Empty CabinA very good and valuable event, especially in Corona times. But it seems, at least from the outside, that most of the “delegates” were pretenders and never showed up on the website, never “participated”. Those people missed out on supporting a good event and torpedoed a valuable effort. From my side, I can only thank AFJ. The next step to improve the events in my opinion will be to automatically add the delegates to the networking lounge to enable messaging. Let them “opt-out”… There’s no e-Mail or other personal information shared, beyond the attendee list that delegates have access to anyway.

And they might want to promote to the delegates to fill out their profile… That’s free marketing and free networking!

Learning Curve?

Airfinance Journal 2020 China virtual eventThe next event coming up in two weeks as Airfinance Journal China, then followed by Asia Pacific. Hopefully the “delegates” are motivated to not only register to show-off to their bosses, but to really attend? And use the networking opportunities AFJ provides?

Because else, such virtual conferences turn to be a barrel burst. And that would not value AFJ but do them a big disservice! Did I mention? Aside failing on your job (or why would you sign up?), it backfires; no-one really likes “Dateileichen” (file corpses).


Of Nestlings and Birds of Passage

National Geographic: Why travel should be considered an essential human activity
Source and Copyright: National Geographic

Then there was that article on National Geographic: Why Travel Should Be Considered an Essential Human Activity

Which is another example of people focusing on their own life style, ignorant to others’ needs, motivation, life style. As I commented right away on LinkedIn:

A dozen years ago, I spoke with a friend/student, trying to convince her to join the aviation industry. There’s three types of people.

  • Nestlings, staying all their life in one place, except for the one or other vacation. A flight of more than two hours takes them to the unknown they fear.
  • Precocials, leaving home to move elsewhere and get settled. They travel for vacation and VFR.
  • Birds of Passage. They go, where live takes them, are open to the new and for them travel is a reward and each destination an adventure they embrace.

If you talk to nestlings, they will oppose your notion that travel would be “essential”. At the same time, they tend to be nationalistic and protective about their local environment. And the first to shut-down borders and travel. It’s those, “thinking different” being “in power” we have to catch and convince. To do that, we must understand their different “gut feeling”.

That said, if you talk crisis these days, it showed (most of) us, what privilege it is to be able to travel. And how quickly such privileges can be taken from us by forces beyond our control. And the lousy standing of travel lobbyists and lobbies with the decision makers.

A Lesson for the Crisis

Crowded Aircraft Aisle during BoardingConvincing the People to Fly Again

In all the discussions, it seems to be common opinion that we must regain the travelers’ faith to fly again. Given the (painfully) slowly sinking-in fact that we never might have “the” super vaccine, we better adjust our communications. We must understand that there are us “birds of passage”, looking forward to new experiences and adventures, but also the ones that are afraid of the new, the conservatives, the nestlings. And some of them being politicos, in my humble experience a lot of them narrow-minded, cover-your-ass-types that do not make a move unless they have to. As seen at the beginning of the crisis. Then they overreact out of fear, understanding they made a mistake, trying to cover up hysterically to distract from the mistake. Or like Trump now was caught in the act, lying to the U.S. people to “not spread panic”. Whereas a healthy panic is good! It keeps us alert. And then we must adapt. It’s called evolution. But that’s something many people are mortally afraid of.

Think Outside the Box

Blame GameThere are a lot of posts and speakers emphasizing that we must adapt to the crisis, think outside the box, then in the next minute turning back on why them keeping the status quo and doing as they always did would be the right thing. As they obviously fail to understand the thinking of their customers, shutting down the crisis, falling back to “safe thinking”. Just as most investors do.

As painful as it was, in fact it was truly funny. A speaker at Airfinance Journal Japan, an aircraft lessor, emphasized the time being right for new airlines. When I approached him, he retreated to the fact that they never lease to start-ups and would never invest in a start-up airline. Oh yes: Cognitive Dissonance at it’s best, right? This is a quite common stance when we talk to “aviation investors”, failing to understand that “aircraft investor” is not “aviation”, but just one piece of the puzzle. We represent an opportunity to place 200 aircraft in 10 years. Which is big business. Once we get the launch funding secured.

Me too … Or doing things different?

A320 B737 Whats Your USPWhile many still focusing “blindly” on “Airbus/Boeing” aircraft investments, they lost and loose money. It’s been a shark pond before the crisis, now that bubble imploded. At Airfinance Journal Latin America event, the best speaker was Walter Valarezo of DAE (Dubai Aerospace Capital), outlining the “abnormal normal” in the market pre-crisis. Now most investors curl up into a ball falling back to “old habits”.

USP is about “unique”. You don’t have a USP if you only copy what the others did. And stick to your modus operandi.

Fortunately there are some – very few but some – who do understand the opportunity, the need to think outside the box. Those are the ones we talk with. Will they help us launch the Kolibris? I guess they will. Let’s see how quickly we can convince them and their PTBs that change is good and our business plans are safe and sound. And benefits a great deal from this crisis.

Food for Thought
Comments welcome!

Kolibri @ Prestel&Partner Zurich December 2020

Corona Cognitive Dissonance

Cognitive Dissonance ResolutionRecent developments and posts really bug me. Don’t the writers of those posts recognize the cognitive dissonance? Yes, we must think positive. But there is a clear distinction between thinking positive and whitewashing or daydreaming. We have a crisis at hand and the “positive signals” aren’t as “positive” as those posts try to make them look like. They look at the marketing messages on the surface but fail to look the slightest bit deeper.

We need positive thinking, but we must also stay realistic!

Whitewashing Statistics

IATA loadfactor 2020Yes, the latest statistics are not there (yet), but we have enough experience to understand that the classic statistics, that I questioned as incomplete and intentionally misleading before the crisis, now in the crisis not only proof insufficient, but even dangerous for all of us, trying to grasp the repercussions to our industry!

Many of our media friends take up the old focus on unrealistic data packages. Yeah, hurray, the airlines add flights, bring the aircraft back in the air. Are. You. Kidding me???

The reason behind is mostly that the aircraft can only be parked for up to three months without the recovery into operational readiness getting substantially more expensive: >100 manhours, replacement and thorough components checks, etc., etc.
So the “losses” from flying empty might well be a cost-saving long-term. Depending on how long the aircraft must be stowed, when the passengers “come back”. But this adds to the “Corona Debt”, that must be funded and some day payed back.

ForwardKeys Average Return FaresThe current IATA Regional Briefing, Europe, June 2020 reports on the beginning of the crisis. Available seats for April plummeted by 95%, the load factors of the remaining flights to 32%! At the same time Gridpoint Consulting analysed the London-Heathrow figures with similar devastating results, an average load factor (2Q20) of 35.5%! And ForwardKeys published some nice figures on air fares, plummeting 20-30% in average.
Now the airlines are reported to bring flights back to the air aggressively. Whereas the German Airport Association (ADV) published in their latest (June) traffic statistics: “Privater Reiseverkehr findet nicht statt”: Private travel does not take place. So those added flights mostly cannibalize the existing, low passenger numbers. Which we will likely see reflected in the next statistics. But keeping the aircraft grounded comes with it’s own bill. Adding to the “Corona Debt”.

So aviation media, please do not simply publish those statistics on how many seats are added to the market, but also check the demand = load factors and the revenue = average ticket prices. It would be worthwhile to look behind those numbers and check the reasoning for those flights. Looking only at the first statistics (increase of available seats) is negative, if the revenue and loads drops further. We need the full statistical picture I was demanding for many years: ASK (available seat kilometers), load factor (how many seats sold) and the average revenue (ticket price). In combination with the CASK, the cost per available seat kilometer) it would allow to understand the real development. And commercial viability, success … or failure! And I do look forward to real “success stories”, a.k.a. “profitable routes”. Routes not piling up more “Corona Debt”.

The Fairy Tale of the Corona Super Vaccine

Yes, as you can see in the archive of my Corona Papers, I also believed what those lying politicos and virologists told us. Though having brought up in a medical household, I looked early behind that cloud-screen. My (published) assumptions were based on a recovery following the common availability of the vaccine – and the treatment. We’ve learned a lot on the treatment meanwhile. And now, like with the face masks they initially called “unnecessary” for pure hidden motives to cover their unavailability, they slowly let the fact surface that:

We must not expect a “super vaccine”!

Corona will turn out more to be like the flu. Okay, not so much like the Measles I referred to earlier. The first infected people in Germany have ceased to have antibodies in their blood a mere three months after their infection. Now they, along with the WHO start slowly telling us the “new truth” (like with the masks), that we will have a long journey ahead, getting used to Corona. And as I kept emphasizing for months already, the time to stop the virus is long over, all we can do – and must do – is to #flattenthecurve. Keep the infections at rates our medical systems can manage. Until the first vaccines are there – to further limit the spread of the disease. Just like we get (or according to statistics mostly don’t) get our yearly flu-vaccination. By which time we will also hopefully by able to “manage” the severe cases with standardized treatment.

But hold it, ain’t that telling, all that lock-down was for nothing???

No! The lock-downs were a vital necessity and still can be! Because the reasons to flatten the curve are still undeniably valid! As I just wrote in the previous paragraph. But we must return to a life that embraces the Corona-virus (and it’s future variants) as what they are. A new “flu”. Maybe more hostile, sure different. But here to stay. And once we will have learned to manage the recurring “waves”, just like the annual flu, we will live on. Without masks if you ask me. Without “social distancing”. And without lock-down. And with air travel and real-world conferences.

Bailing-Out the Dinosaurs

Burning EurosI know, being a German and having taken residence with the family in Germany for the pandemic, I am somewhat biased on what happens here and especially Lufthansa. And that makes me puke. No, I can’t say that nicely.

Lufthansa, with a pre-crisis value of four billion (Source: Fortune) and burning five billion in the first three months of the crisis receives a bailout from the German government of € 9 billion. For a 25% silent stake, not allowing them to influence Lufthansa, i.e. relating to job securities (prime CSR), sustainable developments or a less hostile behavior towards smaller airlines they kept and keep walking over, their latest “victim” Air Berlin. No, lesson not learned. The next they announce is to make 22,000 (twenty-two thousand!) jobs redundant. Quite recently, they had to admit that 25% of the refunds for unflown tickets due to Corona have still not been paid back, the media claiming a 1-billion backlog!

airline money burnI was kind of shocked this week, when German Tagesthemen, one of the main news channel mentioned already that this may not be the end, but just the beginning of an expensive further bail-out series for the airline and it’s many subsidiaries. But if they burned 5 billion in three months, how long can they sustain the drought before they burned up the added nine billion?

Don’t get me wrong! I belief that aviation will recover, but that will go slow and take time. What I see now is activism and lots of wishful thinking, piling up more debt and risking the airlines’ long-term survival.

But I keep my emphasis, that bailing out the dinosaurs is not good for anyone, except the dinosaurs. At KOLIBRI.aero, we have a concept in the drawer to invest € 1.6 billion into an airline with 200 aircraft. Okay, establishing the airline in Germany would be a bit more expensive. But no more than € 2.5 billion. Give another € 3-4 billion as a reasonable amount to add a global network, we could develop a “Lufthansa 2.0” based on sustainable aviation (not the Lufthansa greenwashing), true corporate social responsibility (way beyond Lufthansa whitewashing), looking after our own, but also after the regions we serve and the overall responsibility of a major player. There are others like us out there. I’m sure, given € 9 billion, given only € 5 billion, they could make a change. No Corona debt, but a clear profitable business, paying back the debt within 10 years with (above-market) interest. € 9 billion without any strings attached? € 11 billion for Air France/KLM? And meanwhile Austrian – a 100% Lufthansa-owned subsidiary also received a bailout by Austrian government, though “only” € 600 million and with environmental demands attached. But with another € 150 million to go into equity in Austrian parent Lufthansa (Source: CAPA). Swiss received a 1.25 billion loan guarantee for its poor mother Lufthansa (Source: Reuters).

"We are Listening. And We're Not Blind. This is Your Life. This is Your Time!" [Snow Patrol - Calling in the Dark]

And at the same time, one airline after the other is being grounded, Level’ed. No bailouts for Air Berlin pre-, flyBE early into the crisis. None for Level (IAG), Germanwings (LH Group), Laudamotion (Ryanair). And expecting no real “recovery” of the passenger numbers this year, I foresee a large number of the small airlines with one, two, maybe even five or ten airplanes to fail this year. And I get a lot of feedback that this is the time for KOLIBRI.aero. But we struggle not for billions, to launch we struggle to get funding of a mere € 30 million.

But given feedback from “experts” out there, to start it small as a virtual airline, or “aviation investors” not seeing beyond aircraft leasing? I now have hopes that our invitation to attend Prestel & Partner later this year at their real-world conference in Zurich will open the doors of more visionary family office owners, understanding the opportunity such a crisis provides to a business concept like KOLIBRI.aero. As those bailouts must be paid back one day. If the airlines don’t go bankrupt, once KOLIBRI.aero is kicking their butts.

Kolibri @ Prestel&Partner Zurich December 2020

Food for Thought
Comments welcome!

Evolution … or why should we save the Dinosaurs?

Discussing with a friend and intellectual sparring partner, why we focus to establish a new airline and not simply buy a failing airline, the reasoning was easy.

If you acquire an airline, you acquire it’s heritage.

Change resistanceTo which he replied: “I couldn’t agree more. I have seen the same firsthand when it came to [product] engineering. Initially we were going to work with an established manufacturer and have them make modifications for us. That was quite the trip down the rabbit hole, and more trouble than it’s worth. Now we’ll get [products] that were custom engineered for us, from the ground up.”

Most of the times I was asked for support in project management, the project itself was fine. What caused the trouble was the missing change management.

Air Berlin Example

Backstabber Assassin shutterstock22635031In direct conversation, one of the later board members of Air Berlin told me, the airline would not kick the bucket because the new CEOs wouldn’t have good ideas, but because they failed on the heritage. The existing “networks”, afraid of the change, afraid to loose their job, torpedizing the management.

When Stephan Pichler took the helm, he i.e. identified the “different fleets” as a concern. With little to no interaction on scheduled flights or tour operator charters. Still, when he left, there were still the different departments interacting little to none. There was a lot more to Air Berlin’s unnecessary demise, as there was to FlyBEs. Usually it is attributed to the management, but “internal resistance” can be a first-class back-stabber.

Save the Dinosaur or Fresh Start?

Disruptive Events - Meteor kills DinosaursAs addressed in To Save or not Save in the Corona Papers, The question in my opinion is mainly, how much funds you are willing to pump into the existing airlines and for how long. And if you now start to shove money down their greedy throat, will that ever end? The U.S. carriers complained instantly when they learned that they get only 30% of the bailout “for free”, but would get the other money as a credit.

To turn this around. We developed a business concept to invest € 1.6 billion into a new airline covering Europe. With a business concept based on USPs, profits, low residual risk, attractive profits, but also socially responsible and sustainable. i.e. A positive overall impact on greenhouse gases.

Triple that amount to invest into three new players instead of just one and you cover what we have today. Now airlines asking +$50 billion in the U.S., € 20 million for Germany, IATA calls for +$ 200 billion. Emirates will take up long haul, maybe challenged by a U.S. carrier and a Chinese one – connecting the long-haul world.

Dinosaurs …

The existing airlines will need to survive. Realistically downscale. At first and until a vaccine becomes available in sufficient quantity, we talk about “leave the middle seat free”. That cuts one third off the seat capacity of 189 seat A320 or B737. 126 seats. Given an inital slow start of traveler confidence to use flights agin, we realistically talk about max. 50% average load. Down from above 90%. That means that the ticket prices will likely be double. But the “administrative overhead” must be split to less aircraft, so we will have a totally different cost level.

Ryanair’s O’Leary clings to keep his “known model” and predicts even more aggressive discounting post-Corona. But in the end, someone must pay the bill. Does anyone really believe O’Leary to not plan for the stupid to pay his bills? Including airports, regions and naive passengers… I wonder how long even a Ryanair could keep  that illusion up?

… meet Evolution

evolution dino vs manDoing a staged setup and focusing to stake our own claims, select strategic bases aggressively outselves, we can establish the company for a mere €30 million. € 15 million per additional base with seven aircraft and hundreds of (secure) jobs. A fraction of the food the dinosaurs demand to survive. Condor now half a billion? What evolutionary wonders we could achieve with that money.

We’re the mammals. We’re effective, profit focused, sustainability and social responsibility driven. Evolution. Don’t pump millions and millions into the dinosaurs until the crisis is over. Invest into the future.

Food for Thought
Investors welcome!

Kolibri @ Prestel&Partner Zurich December 2020