{"id":3381,"date":"2011-05-22T21:45:11","date_gmt":"2011-05-23T04:45:11","guid":{"rendered":"http:\/\/cafe.foundation\/blog\/?p=3381"},"modified":"2011-05-22T21:45:11","modified_gmt":"2011-05-23T04:45:11","slug":"synergy-a-practical-lightplane-for-the-new-century","status":"publish","type":"post","link":"http:\/\/cafe.foundation\/blog\/synergy-a-practical-lightplane-for-the-new-century\/","title":{"rendered":"Synergy: A Practical Lightplane for the New Century"},"content":{"rendered":"<p>At EAS V, Synergy Chief Operating Officer John Paul Noyes framed his presentation of the Synergy aircraft by showing a picture of a 1973 portable telephone, then comparing it to a current model.\u00a0 The clunky size, heft and limited utility of the former compared with its slim, feature-laden modern counterpart tells a story of intense design improvements, quantum increases in capabilities and far lower costs for a significantly better product \u2013 something usually anticipated in the history of modern products.<\/p>\n<p>Along with that historically comparative pairing, though, he showed pictures of a 1973 Cessna 182 and its Lycoming engine along with shots of modern examples of the two.\u00a0 Not much other than the paint scheme distinguishes today\u2019s Skylane from its antecedent.\u00a0 Following Noyes\u2019 outlook, it\u2019s a bit disheartening to review <a href=\"http:\/\/en.wikipedia.org\/wiki\/Cessna_182\">Wikipedia\u2019s specifications for 182s for the past 54 years<\/a>.\u00a0 Little, other than the introduction of improved instruments and Omni-Vision, has changed.\u00a0 Although a great deal of this is due to regulatory and insurance considerations, Team Synergy feels that such brakes on progress have no part in real-world aerodynamics.<\/p>\n<div id=\"attachment_3387\" style=\"width: 518px\" class=\"wp-caption aligncenter\"><a rel=\"attachment wp-att-3387\" href=\"http:\/\/cafe.foundation\/blog\/?attachment_id=3387\"><img loading=\"lazy\" decoding=\"async\" aria-describedby=\"caption-attachment-3387\" class=\"size-full wp-image-3387\" title=\"Synergy overhead\" src=\"http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/Synergy-overhead.jpg\" alt=\"\" width=\"508\" height=\"338\" srcset=\"http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/Synergy-overhead.jpg 508w, http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/Synergy-overhead-300x199.jpg 300w\" sizes=\"auto, (max-width: 508px) 100vw, 508px\" \/><\/a><p id=\"caption-attachment-3387\" class=\"wp-caption-text\">Quarter-scale model of Synergy cruises overhead<\/p><\/div>\n<p><a href=\"http:\/\/www.synergyaircraft.com\/\">Synergy<\/a>, the stunning design Dr. Larry Ford revealed as part of his Green Flight Challenge introduction at the fifth annual Electric Aircraft Symposium in Santa Rosa, California at the end of April, is a contender, and one that expands the bounds of what\u2019s possible.\u00a0 Designer John McGinnis explains that it&#8217;s really an &#8220;SUV&#8221; of a practical airplane &#8211; a description at odds with the initial impression of its fighter-like appearance.<\/p>\n<div id=\"attachment_3388\" style=\"width: 538px\" class=\"wp-caption aligncenter\"><a rel=\"attachment wp-att-3388\" href=\"http:\/\/cafe.foundation\/blog\/?attachment_id=3388\"><img loading=\"lazy\" decoding=\"async\" aria-describedby=\"caption-attachment-3388\" class=\"size-large wp-image-3388\" title=\"synergy top view\" src=\"http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/synergy-top-view-528x366.jpg\" alt=\"\" width=\"528\" height=\"366\" srcset=\"http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/synergy-top-view-528x366.jpg 528w, http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/synergy-top-view-300x208.jpg 300w, http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/synergy-top-view.jpg 713w\" sizes=\"auto, (max-width: 528px) 100vw, 528px\" \/><\/a><p id=\"caption-attachment-3388\" class=\"wp-caption-text\">&quot;SUV&quot; nature of Synergy with five seats<\/p><\/div>\n<p>His video on building Synergy and Friday&#8217;s closing presentation drew a strong reaction from attendees at the Symposium.\u00a0 Part of his approach is to simplify construction and lower the number of parts, making the airplane not only high-performance, but inexpensive &#8211; again at odds with its swoopy styling.<\/p>\n<p><iframe loading=\"lazy\" title=\"Building Synergy\" width=\"500\" height=\"281\" src=\"https:\/\/www.youtube.com\/embed\/lpMzb3DdFEA?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen><\/iframe><\/p>\n<p>John discussed his aspirations with Tim Seeley following the Symposium and confirmed that he had a serious and new approach to making airplanes go fast economically.<\/p>\n<p><iframe loading=\"lazy\" title=\"Team Synergy, EAS V 2011\" width=\"500\" height=\"281\" src=\"https:\/\/www.youtube.com\/embed\/MJIi0zIwdY8?feature=oembed\" frameborder=\"0\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share\" referrerpolicy=\"strict-origin-when-cross-origin\" allowfullscreen><\/iframe><\/p>\n<p>Specification wise, the GFC version of Synergy has a wingspan of 32 feet and a total wing area of 156 square feet. With a competition weight of around 2,400 pounds, the design currently is shown with five seats.\u00a0 It is powered by the 180-horsepower Delta Hawk two-stroke, V-4 Diesel engine. \u00a0By sucking the air ingested by the engine&#8217;s turbocharger through the cowling to control the fuselage boundary layer, he is able to provide some pressure thrust. He is reluctant to call the hybrid scheme pure \u201cGoldschmied pressure thrust\u201d, but the aggressive pressure recovery and laminar flow control, combined with drag recovered by the &#8220;wake impeller,&#8221; gives additional power efficiency.\u00a0 Cooling air is directed through carefully-designed channeling to cool various engine heat loads and joins the exhaust in a high speed, scavenged exit just ahead of the multibladed prop. He thinks he will get net cooling thrust, rather than the drag normally associated with engine cooling.<\/p>\n<p>John\u2019s web site explains a few details and gives some insight into his design philosophy, part of which is to recover the energy lost by wake vortexes through the double box tail configuration.\u00a0 Expanding on Burt Rutan\u2019s use of winglets to, \u201cCreate yaw stability while reducing the energy of wake vortex,\u201d McGinnis notes that putting airfoils in the 360-degree swirl of the vortex can bring benefits.\u00a0 \u201cDepending on where they are located and how they are oriented, we can redirect the molecules we had previously whipped off into a frenzied spin and use them to create stabilizing forces&#8230; while leaving them slightly less energized than they were when we slammed into them. The &#8216;cost&#8217; of doing this at the wing tip is therefore mostly &#8216;paid for&#8217;; whereas on most aircraft we pay double: first we throw air at the ground, paying an induced drag penalty, then we catch some of it (right in the middle of the downwash, where we tried to move it the fastest) and pay another induced drag penalty at the tail while we reduce the lift we just made. Even when we minimize the downforce of a tail, going faster brings it right back into focus because our most efficient airfoils have a strong negative pitching moment.<\/p>\n<div id=\"attachment_3389\" style=\"width: 538px\" class=\"wp-caption aligncenter\"><a rel=\"attachment wp-att-3389\" href=\"http:\/\/cafe.foundation\/blog\/?attachment_id=3389\"><img loading=\"lazy\" decoding=\"async\" aria-describedby=\"caption-attachment-3389\" class=\"size-large wp-image-3389 \" title=\"Synergy_v30_concept_b\" src=\"http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/Synergy_v30_concept_b-528x396.jpg\" alt=\"\" width=\"528\" height=\"396\" srcset=\"http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/Synergy_v30_concept_b-528x396.jpg 528w, http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/Synergy_v30_concept_b-300x225.jpg 300w, http:\/\/cafe.foundation\/blog\/wp-content\/uploads\/2011\/05\/Synergy_v30_concept_b.jpg 1600w\" sizes=\"auto, (max-width: 528px) 100vw, 528px\" \/><\/a><p id=\"caption-attachment-3389\" class=\"wp-caption-text\">Synergy&#39;s double box tail shows prominently. Background courtesy of Whitefish Mountain Resort<\/p><\/div>\n<p>\u201cAfter decades of study, I have discovered that the ideal place for a tail is connected to a wingtip by a tall, shared vertical winglet. \u00a0In this location a deliberately strong negative lift from the tail can achieve its stabilizing action by reducing the strength of wake vortex, while constructively interacting with the other flight surfaces from the proper safe distance. \u00a0Its downward force reduces wing bending moment, and in a swept wing design, counters wing twist.\u201d<\/p>\n<p>As explained in the videos, the approaches McGinnis and his team have taken amount to more than the sum of their parts, a working definition of the benefits of synergistic interactions.\u00a0 He noted that Synergy could achieve an 80-percent reduction in drag over that of a traditional configuration, but much of that is because the comparison would have to be made at Synergy&#8217;s much higher top speed.<\/p>\n<p>Because the airplane is meant to go fast and carry a substantial payload, McGinnis doesn\u2019t consider the 200-mile GFC the best showplace for the capabilities his creation can really show.\u00a0 He notes that in five-seat mode, he has only to obtain 40 mpg at a speed he doesn\u2019t want to reveal just yet to qualify for the 200 passenger-mile-per-gallon criteria.<\/p>\n<p>Lt. Colonel Tom Reynolds, with a long NASA test flight history, will pilot Synergy along with Noyes.\u00a0 Considering that many competitors have chosen a motorglider-like approach to their GFC designs, it will be fascinating to see how the different approaches compare in the actual Challenge.<\/p>\n<div id=\"facebook_like\"><iframe src=\"http:\/\/www.facebook.com\/plugins\/like.php?href=http%3A%2F%2Fcafe.foundation%2Fblog%2Fsynergy-a-practical-lightplane-for-the-new-century%2F&amp;layout=standard&amp;show_faces=true&amp;width=500&amp;action=like&amp;font=segoe+ui&amp;colorscheme=light&amp;height=80\" scrolling=\"no\" frameborder=\"0\" style=\"border:none; overflow:hidden; width:500px; height:80px;\" allowTransparency=\"true\"><\/iframe><\/div>","protected":false},"excerpt":{"rendered":"<p>At EAS V, Synergy Chief Operating Officer John Paul Noyes framed his presentation of the Synergy aircraft by showing a picture of a 1973 portable telephone, then comparing it to a current model.\u00a0 The clunky size, heft and limited utility of the former compared with its slim, feature-laden modern counterpart tells a story of intense [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_monsterinsights_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[16,3,14],"tags":[618,1267,1266,1025,1024,7025,99,378,1260,1264,507,1261,379,1263,1262,1265],"class_list":["post-3381","post","type-post","status-publish","format-standard","category-diesel_powerplants","category-gfc","category-sustainable_ga","tag-burt-rutan","tag-delta-hawk-diesel-engine","tag-double-box-tail","tag-eas-v","tag-fifth-annual-electric-aircraft-symposium","tag-gfc","tag-green-flight-challenge","tag-john-mcginnis","tag-john-nows","tag-john-noyes","tag-larry-ford","tag-lt-col-tom-reynolds","tag-synergy","tag-tim-seeley","tag-whitefish-mountain-resort","tag-winglets"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v27.7 - 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