Algae Biofuels Producers, NASA Combine Forces

by Dean Sigler on 05/16/2012

OriginOil and Algasol are two algae–to-oil producers who’ve joined forces to cultivate and harvest micro algae that can perhaps “reach a tipping point and compete with petroleum.”

Algasol’s process perhaps most closely resembles that shown by NASA scientist Dr. Johnathan Trent, which he presented at the fourth annual Electric Aircraft Symposium.  His OMEGA, “Offshore Membrane Enclosure for Growing Algae” relies on water motion and sunlight to churn treated wastewater that otherwise would be literally dumped into the ocean into a refineable algae.  Waste CO2 can also be used to generate algae, another “two-fer” that would clean up the environment while providing a literally green fuel source.

Algae from source to refined fuel

In their joint press release, the two firms explain, “Algasol’s floating bags or photobioreactors (PBRs) can operate in the ocean or in salt water ponds on land. Because they float, Algasol believes their PBRs achieve optimal light exposure with outstanding productivity results and avoid the high temperature and excess salinity often encountered in solar growth systems. Algasol has received a patent in 70 countries for its unique method of floating bags using relative water density.

“’Algasol’s patented system focuses on how to grow algae in floating bags, and their testing has indicated this can be much more efficient than other cultivation methods,’ said Riggs Eckelberry, OriginOil’s CEO. ‘Now with NASA and Lawrence Berkley working with Algasol, we are excited and eager to contribute our own breakthrough harvesting system to help us collectively achieve a cost breakthrough in the race to compete with petroleum.’”

Once Algasol’s processes generate the algae, they need to “harvest” the crop.  According to Miguel Verhein, executive director of Algasol Renewables, “We plan to recommend OriginOil’s field-proven, chemical-free, high flow and low-energy harvesting system, and once available, the integrated biocrude system they are developing with the Department of Energy.”

A good many players are involved.  Algasol is in partnership with NASA and the Lawrence Berkley National Laboratory of the U.S. Department of Energy, and working with Arizona State University (ASU) and the Arizona Center for Algae Technology and Innovation (AzCATI).

OriginOil is working with the Department of Energy’s Idaho National Laboratory on its downstream fuel conversion process.

According to the firms, three primary challenges could impede cost-effective algae production.

1. Most algae growth requires suspension of the growth medium in large volumes of water.  The floating bags alleviate that concern.

2. Algae have a tough cell wall that must be cracked to release the oil within.  Doing this with the lowest energy use is crucial to making oil production economical.  That is part of what OriginOil hopes to accomplish.

3. Most algae production is energy intensive overall. Energy recovery from the process itself must, which releases gases such as hydrogen, might answer this requirement.

 

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Kickstarter Kicks Off Synergy Fund-Raising Drive

by Dean Sigler on 05/15/2012

Synergy flashing its unique "double box tail" configuration

John McGinnis, designer and promoter of the Synergy aircraft, had a brief twinge of regret when Kickstarter, the crowd source funding site, turned down his project for inclusion in their site.  Luckily, the gloom was dispelled when friends and supporters prompted Kickstarter to change their mind.  A great deal of this was brought about by the eloquent efforts of Patrick Panzera of Contact Magazine, Howard Handelman, a friend and supporter of John’s, and Brian D. Wendt, Aeropunk.com blogger.

John’s press release, issued today, spells out the importance of Kickstarter’s decision.

“Kalispell, MT, May 16, 2012:

“Since its unveiling last year, John McGinnis’ award-winning1 Synergy aircraft project has garnered a lot of critical attention for its advanced aerodynamics, but its sexy looks and prototype flyby videos certainly don’t hurt the pitch: major fuel savings and a modern passenger experience.

“Looking something like a futuristic cross between a sailplane and a fighter jet, the boldly different five-seat aircraft promises a quieter, more comfortable ride, along with greater performance and efficiency. Curb appeal aside, there’s an old quip among aviators; their response to the technical question of what really makes an airplane fly: ‘money.’

“A Kickstarter.com fan himself, McGinnis prepared a project submission and was met with a terse “not the best fit for Kickstarter, as it does not fit our creative arts focus.” In response, several followers formed Friends of Synergy, a direct-to-project funding drive modeled on the Kickstarter rewards, which quickly raised over $5000. Others began typing emails and blog entries.

“’We’re not sure what happened,’ McGinnis said, ‘but just after we gave up hope, we got an email from Kickstarter’s Callan Lamb: ‘I wanted to reach out and let you know that we’ve reconsidered your project submission.’”

“McGinnis said, ‘We’re ecstatic that Kickstarter will now help. Though this Synergy Kickstarter project’s initial goal of $65,000 is just ‘life support’ for the engine and landing gear installation phase of a much larger completion effort, we’re happy to receive this opportunity at this crucial time.’ Many timely projects receive an outpouring of enthusiasm from backers, which is part of the appeal of the crowdfunding model, McGinnis said.

“The Synergy Project bears a resemblance to other breakthrough efforts of modern memory, like the Gossamer Condor and Gossamer Albatross projects of Dr. Paul MacCready in the 70s, and the Rutan Voyager project in the 80′s, which were accomplished almost entirely through volunteer efforts.

“A credentialed lineup of test pilots, engineers and scientists, including thousands who follow the kit aircraft movement, are likewise following the project closely, many lending their time and expertise to the project at no charge. Several have traveled to Montana to help out personally, as the regular updates that appear on the project Facebook page have shown.

“McGinnis and his growing team are much more confident in the aeronautical work than in the mood swings of the economy. Fickle or not, the project is counting on a major response from their resurrected Kickstarter campaign. ‘I think this could be huge,’ McGinnis says. ‘Ordinary people get it.’

“Synergy is a five place, single engine experimental aircraft designed by John McGinnis. Unveiled April 29, 2011 by the EAA, online, and at the CAFE Electric Aircraft Symposium, the DeltaHawk diesel-powered, pressurized aircraft is distinguished by its unique ‘double box tail’ configuration and simultaneous application of seven highly advanced drag reduction technologies (patents pending).”

Follow the fortunes of the Synergy team on the project’s home page,  and receive regular updates on Synergy’s Facebook page.

John has additional details of the “unusual premise behind ‘open thermodynamics’ and the double box tail configuration, including the engineering and testing of the concepts to date.

1. “Most Innovative,” Sport Aviation Magazine, June 2011, p.32

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Volta Volare’ at EAS VI

by Dean Sigler on 05/14/2012

Action at the sixth annual Electric Aircraft Symposium did not stop at the end of each day’s presentations, but carried into the evening hours on Friday, April 27.  Three theme dinners allowed additional speakers to present materials on motors, aerodynamics, or energy.

Paul Peterson, the founder and CEO of Volta Volare’, introduced the dinner crowd to his Volta Volare’ GT4 high-performance, hybrid aircraft, which joins Pipistrel’s Pantera and John McGinnis’ Synergy in the realm of fast, roomy airplanes that will have operating costs far below those of similar traditional airplanes.

Volta Volare' in flight

When your editor saw news about Peterson’s creation in Popular Science, he asked Dr. Seeley if CAFE could invite him to the EAS, which received an immediate, positive response, and Peterson unveiled his airplane to an appreciative and knowledgeable audience.

Room to spare for people and instruments

The GT4 is a four/five seat canard, currently flying and originally designed with a Continental TSIO550 engine in mind, but re-engineered from the firewall aft to house the hybrid EViation Drive system developed at Volta Volare’s Hillsboro, Oregon “skunk works.”

The hybrid system will use two electric motors to rotate the propeller, and these in turn will be powered by batteries charged by a turbocharged ICE spinning a generator.  The hybrid system, since it uses the optimum operating speed for the engine, burns just over seven gallons per hour and gives over 34 miles per gallon at a cruising speed of 240 mph (210 knots).  With a possible five people on board (with the optional rear bench seat), this could give Volta Volare’ an economical 170 passenger miles per gallon.

Peterson’s specifications for the airplane show a 2,600 pound empty weight machine capable of carrying 1,200 pounds useful load.  Subtract the 23 gallons (138 pounds) fuel load and you have 1,062 for carry people and luggage.  The airplane is claimed to have a takeoff distance of 1,400 feet, rate of climb of 1,800 feet per minute, and landing distance of 1,500 feet – qualifying it to launch and land at most paved airports in America.  The normal fuel load could carry the GT4 788 miles without a reserve.  Peterson projects 1,000 nautical miles (1,150 statute miles) at a more moderate cruising speed using 55-percent power with generator.

20 feet long with 31-foot span, GT4 can carry up to five

The airplane’s strakes provide ample room for the battery load, and when the full-electric version becomes available the Range Extender Generator (REX) and its auxiliary fuel tank will be replaced with more (and more powerful) batteries.  The aircraft was originally designed to hold over 120 gallons of avgas in the wing strakes, close to the airplane’s center of gravity, and a 23 gallon belly tank currently used to fuel the REX.

With an ambitious development plan, multiple flight modes like those of the Pantera, and projected economies of operation approaching those of Synergy, the GT4 looks like a worthy competitor and a sign of resurgence in the general aviation inventory.

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Living Up To a Standard

by Dean Sigler on 05/13/2012

Ron Gremban is an early developer of plug-in electric hybrid (PHEV) automobiles, having helped convert hundreds of Toyota Priuses to extend their electric-only range and make them even more practical real-world automobiles.

His 2008 writing on the differences between the Prius and Chevrolet’s Volt shows an ability to consider the actual physics and engineering involved rather than allowing the heat of the debate to obscure the realities. Backing from Dr. Andrew Frank of UC Davis gives further credibility to Gremban’s views.

Is the motor on? How do we know?

Given his demonstrated abilities and his dispassionate vision, it’s no surprise that Gremban would look at projected electric flight in ways that haven’t yet occurred to its most ardent promoters. On April 27, at the Friday evening Motors theme dinner, as part of the Electric Aircraft Symposium hosted by the CAFE Foundation, he shared some of his concerns about potential safety concerns for electrified flight.

For instance, how do pilots and know that an electrically-powered propeller is “on” or activated when it is not moving?  We know that traditional aviation practice is to yell “clear!” and to assure ourselves that bystanders have gone a safe distance away before firing up the engine.  The noise and visual indications let people know the engine is active after that – although even that’s not enough to prevent several unfortunate prop strikes each year.

The electric airplane’s propeller could be there, lurking, as it were, a potentially destructive element.  One clever possibility, according to Gremban, is to start the motor in a one rpm mode, with the propeller turning as an indicator the motor is on.

The state of charge (SOC) for a battery concerns Gremban.  As electric aircraft go higher and fly through cooler air, their batteries become “less capable,” in his phrase.  As cells reach a low SOC in cold temperature, how do we measure their true state?  Is there enough energy left to allow a go-around?  How low can the SOC go before causing damage or shortening the battery’s lifetime?  How do we determine true charge reserve to allow staying within 30 or 45-minute standards?

He suggests other problems that need common solutions, such as pushing the power system past 100-percent output in emergencies such as clearing a tree.  How will pilots know that systems are working as they should and not giving bad readings because of a low battery?

Even though individuals and manufacturers have reached means of addressing these issues, Gremban thinks it would be helpful if standards and protocols could be in place for these and other concerns surrounding this new technology.

He would like to see a non-binding industry consortium come together, much like his non-profit CalCars program which developed the first plug-in hybrids.

Ron can be reached at Gremban@forsites.com, www.linkedin.com/in/RonGremban, or at 415-758-7014.  If you have serious ideas that would help fellow electrical aviators, Ron wants to hear from you.

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Holding All the (Official) Records

by Dean Sigler on 05/12/2012

If you go to the Federation Aeronautique Internationale web site, you’ll find only three officially ratified ratified records for Sub-Class RAL1E, Electric-powered Microlights with moveable aerodynamic controls.  They all belong to Jean Luc Soullier and Luxembourg Spécial Aerotechnics – L.S.A., assisted by fellow members Martin Marschner von Helmreich, Fabrice Tummers and Roman Marcinowski, flying their Colomban MC-30 Luciole (Firefly).  The F. A. I. made their February 2 flight achievements official just a few weeks ago.

This small group developed the current power system with Electravia, and campaigned the airplane at Sisteron, France for these initial records.  They plan on going higher, faster and farther, including a flight across a significant body of water.

Jean Luc shared the following with your editor.  “My culture is facts, no more no less. As we equipped the aircraft [with a] full set of recorders, positive difference was easy to see between before and after setting wing deturbulators: 20% of gain[ed] energy at constant speed and altitude. Not so bad, but not an exhaustive statistic campaign as once again we are not working for introducing this product in aviation. Anyway since this time we kept this good result, and we will again tomorrow perform a reference flight. In about 2 months we will build a new wing, lighter (to accept more batteries or primary because we would like to cross some water) and specifically adapted to deturbulator. When new wing will be stabilized, we will again make a last flight with old wing WITHOUT deturbulators, to see if energy difference at constant speed and altitude is again 20% more. I have few doubts about it. In addition, [the] lift center moved as I saw [a] stability difference during flight, and this effect is very prominent. As I told you I have few doubt, and I flew it.

Imagine your name and airplane record here

“We are an R&D team, so cost has [little] impact on us. When we have no money we are doing nothing, and when we have some the aim is to spend it as quickly as possible. (Editor’s Note: Words to Live By!) So money is absolutely not a factor…. I think a good and experienced worker could have the full set for about 40,000€ ($52,000) shared 50-50 between power chain and airframe plus instruments. Not that bad for such a performing system.”

Jean Luc computed energy prices at 2011 prices and found gasoline and electric costs for flight in this airplane to be roughly equivalent.  This may come as a surprise, even though the MC-30 is normally powered by a Briggs & Stratton two-cylinder, 26-horsepower engine which burns 1.25 U. S. gallons or less per hour.  Petrol’s huge energy density gives it an advantage in such a lightweight airplane, and the weight of batteries detracts from electrically-powered final results.  Subsequent raises in gas prices have tilted the balance toward electricity being more economical, though, according to Jean Luc.  He adds that , “maintenance and resource provisions are one tenth in electric, and this does not take in account airframe maintenance difference.”

Jean Luc takes off in electric MC-30 to set three world's records in one flight

Despite the team’s limited budget, Jean Luc can dream big.  He wrote recently, “Remember we are flying the kilometer with a little bit more [than] energetic equivalent of ONE gram of hydrogen. Try to imagine with a good H2 fuel cell what would come out in “limited fuel” FAI category (7,5 Kg !!!!!!!)  (The exclamation points are Jean Luc’s, but your editor concurs.) 

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AVweb Talks to Dr. Seeley About EAS VI

by Dean Sigler on 05/11/2012

The sixth annual Electric Electric Aircraft Symposium, CAFE’s premier event, got a lot of press attention this year, including lead story status from AOPA and acknowledgement from Engadget and AVweb.  We’ll start with the one that’s most fun to listen to – a podcast from AVweb.

Mary Grady of AVweb interviewed Dr. Brien Seeley, President of the CAFE Foundation, about the just completed Electric Aircraft Symposium at Santa Rosa, California, which drew participants from at least eight countries and 10 multi-national corporations.  With Federal Aviation Administration representation and a former Environmental Protection Agency head signed up to attend, the Symposium drew some high-level attention this year.

FAA presentation at EAS VI shows serious interest developing for electric flight

Dr. Seeley was enthusiastic about the rapidly maturing technology and industry, with Tom Gunnarson from the FAA and Ronald Gremban of ForSites Corporation working toward standards and practices for electric aircraft.  When asked about the thought that FAA rules for small electric aircraft might be five to 10 years out, Dr. Seeley noted the cell phone industry, which grew into place often much faster than users could expect.  He said he was meeting with local Congress members shortly to discuss ongoing developments, including future Green Flight Challenges.  Listen to the podcast for more thoughts on where CAFE and the new industry will go next.

He was enthusiastic about Paul Schlein’s detailed plans for a small electric airplane that would make an all-out assault in electric speed records with a “credible” craft that could top 700 kilometers per hour (434 mph).  He also liked the benchmark performance software being developed byAlfred Scott and described by Boeing engineer Norm Howell. Tine Tomazic and Jack Langelaan’s presentations that gave an insider’s view of creating and flying the GFC-winning Pipistrel G4 captured Dr. Seeley’s admiration, and he expressed great hopes for flexible solar cells described by Carlo Treves from HighFlex Solar.

Aircraft Owners and Pilots Association (AOPA) online also gave feature coverage to the event, and Engadget discussed proposed FAA rule-making.

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IBM’s Battery 500 Project

by Dean Sigler on 05/06/2012

One of several presenters at this year’s sixth annual Electric Aircraft Symposium held by the CAFE Foundation at Santa Rosa, California on April 27 and 28 this year, Dr. Winfried W. Wilcke, senior, Manager of Nanoscale Science and Technology at IBM’s Almaden Research Center, initiated and heads up the Battery 500 project, a coalition to create a battery that will give electric cars a 500-mile range.  Partners include the United States Department of Energy National Laboratories, the Stanford Linear Accelerator National Laboratory, and Stanford University.  Asahi Kasei and Central Glass have recently joined the enterprise, chosen for their expertise in battery separator membranes and electrolytes respectively.  The Project’s goal is to eliminate range anxiety for EV owners and use the excess capacity of the electrical grid at night for charging.

Dr. Wilcke explained that if all U. S. drivers had battery-powered electric cars, 73 percent of those EVs could be recharged at night with excess electricity from the grid.  Given a typical week for a 500-mile car, a 4 kilowatt home charger used 5 nights out of that week would keep the car on the road with no need for public charging stations or unnecessary stops.

Because Lithium-air cells literally pull their reagent, or reactive element, out of the air, such batteries can achieve up to 1000 Watt-hours per kilogram while weighing considerably less than their solid electrode cousins.  Current Lithium-ion cells achieve 100-200 wh/kg, according to Dr. Wilcke, limiting their range partly because of weight considerations.

It’s important that these batteries are rechargeable, because most metal-air batteries are primary, or non-rechargeable cells, and would not readily lend themselves to disposal at the end of trip.   Equivalent lead-acid batteries would weigh 15,900 grams (15 pounds), Lithium-ion 2,200 grams (4.84 pounds) and Lithium-air 300 grams (0.66 pounds) for the same range. Electrolyte choice is critical, since two different electrolytes help the battery achieve its high range, and both need to be capable of surviving multiple charge/discharge cycles.

Argonne National Labs’ petaflop IBM Blue Gene supercomputer helped model the interactions of all the components of the battery.

In a final illustration of fossil fuel to electric energy densities, Dr. Wilcke explained that filling up his Beech King Air required 384 gallons of Jet A, weighing 2,575 pounds and costing $2,112.  Even an equivalent pack of 1,200 wh/kg batteries would weigh 6,233 pounds.  Dr. Wilcke pronounced, “No joy” for that scenario, just a reflection of how far we have to go to achieve practical electric aviation.

 

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Oxis Energy and Lithium Sulfur Batteries

by Dean Sigler on 05/04/2012

Taking one last look at 2011’s fifth annual Electric Aircraft Symposium, your editor regrets the fits and starts in its coverage. Next week, we’ll begin looking at the extraordinary presentations from this year’s gathering.

Huw W. Hampton-Jones from Oxis Energy, a British company developing a Lithium Sulfur battery, claimed his firm’s “technology is based around the use of Lithium Sulphur to produce batteries which are superior in terms of energy, weight, cycle life, costs, ageing and safety.”

Lithium sulfur is well known in military circles for providing primary (non-rechargeable) power to field operations.  Perlan I flew with SAFT 5590 primary batteries, partly because of their superior energy density compared to lithium-ion cells, and partly because of their greater resistance to thermal runaways, or self-igniting fires sometimes seen in lithium batteries. Weight was a significant concern on this high-altitude craft.

When working on the fringes of the battery selection effort for Perlan II, headed by Einar Enevoldson, James Murray and Eric Greenwell, this editor came to the conclusion that the same Li-S cells used five years before were still the lightest available. This was a bit disheartening, and illustrates the slow development that counters the high expectations EV enthusiasts share.

Mr. Hampton-Jones cautioned in his presentation that, “If the incidence of lithium cell-phone and laptop fires were applied to the larger pack for EVs, 1 out of 70,000 cars would explode.” That’s a daunting number and not very good odds. Luckily, car makers take steps to isolate individual cells, monitor and control things, and keep batteries from getting overcharged or over-taxed. Still, overall evidence is that despite two different types of highly flammable electrodes on board, the Lithium Sulfur battery is at least statistically less likely to self-ignite.

According to Hampton-Jones, Oxis’ Lithium Sulfur battery also, compared to Lithium-ion units, costs less – about 30 cents per Watt-hour and stores more energy – around 350 Watt-hours per kilogram. Lithium cells cost from 80 cents to $1.00 per W/hr and hold around 200 Whr/kg.

Oxis works with a number of partners to manufacture and assemble the various components in the batteries, and is integrating their use into a variety of applications. INDUCT, for instance, is a car maker using Oxis batteries.

Li-S batteries will power INDUCT’s Modulgo, described as a “four-wheel cell phone,” designed for the French car-sharing market. It will travel 100 kilometers (62 miles) on a single charge and can reach a top speed of 100 kilometers per hour (68 mph). We hope that one of the two passengers, and not the driver, take advantage of the little city car’s communication capabilities, which would allow accessing the following:

• Google Maps / Google Earth navigation
• Online public transportation schedule
• Multimodality (public transport schedules, pedestrian lanes)
• Available parking spaces
• Battery charging stations
• Downloading multimedia files (music, video, books)
• File synchronization
• E-mail
• Local information (tourism, shows, restaurants, shops, special deals)
• Local advertising
• Making reservations (shows, restaurants)

This may be the type of car the Facebook generation finds more desirable than one that goes fast and corners well.  There are even hints of inductive charging, which would recharge batteries through induced energy from metal plates under the cars in the extremely small parking areas such vehicles require.

In the meantime, Oxis batteries will need to work on their development schedule.  Their 350 W-hrs will need to grow to their projected 450 to handle the uploading and downloading that will doubtless take place in such a vehicle. As of last fall, the cells could demonstrate a cycle life of about 350 charge/discharge cycles, with 1,000 as a goal.

On the plus side, 70-percent of the machinery used to manufacture today’s batteries can be used to make the Oxis product and overall costs will be lower. Ultimately, if Oxis can meet its theoretical maximum of 2,700 w-hr/kg, that 5X to 10X battery of the future could become a reality.

British Wisper bikes use Oxis Lithium-Sulfur batteries

Oxis has plans for full production by 2014/2015, with inroads into two- and four-wheel vehicles, aviation, energy storage, and defense.

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Vimeo Viewing of First Ever Electric Aircraft Charging Station

by Dean Sigler on 05/03/2012

Dr. Brien Seeley, President of the CAFE Foundation, points us toward a video his son Damon just posted to Vimeo.  It depicts part of the 2011 Green Flight Challenge sponsored by Google, for which the Foundation played host.

Dr. Seeley explains, “NASA’s Chief Technologist Joe Parrish refers to the Wright Brothers in the video as Sonoma County Supervisor Mike McGuire and I cut the hose to a gasoline dispenser nozzle.”  The symbolic hose is then proudly replaced by a very real electric charging station for airplanes, capable of providing a continuous 9,600 Watts to each of 12 aircraft and used to charge the Pipistrel G-4, e-Genius and Embry-Riddle’s hybrid Stemme during the contest.

The video features great in-flight footage of the two pure-electric competitors from the GFC, and makes one wish for the day when private flight is quiet, pollution-free, and inexpensive. The G-4, according to Pipistrel CEO Ivo Boscarol, made the two 200-mile flights in the contest on about $7.00 worth of electricity for each trip.

Now, that alone would bring General Aviation back to health.

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Want a Ride in Synergy?

by Dean Sigler on 05/02/2012

Howard Handelman, a regular reader and observant critic of the CAFE Blog, and Patrick Panzera of Contact magazine fame, are soliciting support for an effort to help John McGinnis finish his Synergy aircraft, unfortunately unable to make its Green Flight Challenge date, but nearing the finish line, none the less.

Kickstarter.com recently rejected John’s attempt to raise funds for the nearly complete aircraft, a radically new and somewhat controversial approach to obtaining high performance on relatively low power.  John has shared his insights into the aerodynamics of the project and invited a lively discussion (now closed) on the Experimental Aircraft Association’s forums pages.

Synergy under construction – an imposing sight

The Internet has made possible fund-raising “crowd sourcing” in which interested people all over the world can contribute to enterprises they feel worthy of support.  As Handelman explains, “Keep in mind that Gates, Jobs and Rutan started in the equivalent of their garages.  Then remember the pre-internet crowd funding of the Voyager’s record-setting trip around the world 25 years ago. Did you miss your chance to be a part of that like I did?”  (Your editor did not, drawing from his meager resources at that time to contribute the equivalent of about five gallons of fuel, which of course were those that got Voyager over the finish line.)

Handelman and Panzera are coordinating an alternative to more formal crowd sourcing, “HandPropper,” with Panzera yelling “Contact,” of course.

John McGinnis, in the pilot's seat, takes some friends of Synergy for an imaginary ride

Handelman explains how those interested can donate to the cause, and receive some nifty swag in return.  Donors can go directly to SynergyAircraft.com and click on the donate button.

Handelman, a serious and enthusiastic supporter of the project, will administer the “tokens of appreciation” for donations from $10 and up.

Tokens include a signed, limited edition, color postcard to your snail mail address for donations of $10 or more, a limited edition Synergy mug for $25 or more, a Sponsor edition Synergy T-shirt for $50 or more; a Synergy hat and your name on the airplane and priority in line to ride in it for $100 or more.  Handelman wants donors to hang on their hats – “the hat is your credential.”

The Delta Hawk diesel engine is a compact 200-horsepower unit for such a big bird

For donations of $250 or more, donors will get a VIP swag bag, a ride and the chance to fly Synergy (with supervision, of course).  The prizes are cumulative, so donors could end up with an appreciable pile of very exclusive gear.

$500 and up gets donors to the Team Synergy Bronze sponsorship level, which includes all of the above plus additional benefits to be public later. Greater gift qualify the donor for grander prizes.

Handelman promises one added bonus for early contributors.  Up to a pre-set limit which he and John McGinnis have established, Handelman will kick in $25 for every donation of $100 or more – a  generous matching gift.

Readers can contact Howard Handelman at  Friends of Synergy or see more details about the HandPropper effort at his web site.   Contact Magazine has additional details about this supportive program.

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