MyTekLife Magazine by MyLife Magazine

my teklife www.myteklife.com | FALL 2010

Racing Pioneer Dan Partel & the DeltaWing Kings of Leon A Conversation with Ed Begley, Jr. EXCLUSIVE Dorothy of Oz: Behind the Scenes

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table of contents A Conversation with Ed Begley, Jr.

The Harley Way: A Family Tradition

For some, being green has become trendy, but for Ed Begley, Jr., it has been a way of life for decades.

The Race Car of the Future

Racing legend Buddy Stubbs shares his love of racing and talks to us about a new national endurance competition like no other.

Behind the Scenes: Dorothy of Oz

Dan Partel is one of the most recognized figures in open-wheel racing. He talks to us about the DeltaWing and what it means for the future of the sport.

In Search of Amelia Earhart’s Crash Site

For decades, the fate of the female icon of aviation has remained shrouded in mystery. New theories, guided by modern technology, could solve the mystery of Earhart’s disappearance.

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m y t e k l i f e fall 2010

2010 VOLUME 2, ISSUE 1

A sequel to the classic The Wonderful Wizard of Oz is in the works. We got an exclusive sneak peek of the upcoming film.

The Unique Sound of Kings of Leon

Nashville rockers Kings of Leon are taking the music world by storm. We caught up with the band’s longtime front-of-house engineer, Brent Rawlings.

Cover artwork by Lucretia Torva

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24 2010

Investing in People Who Can Change the World 19 Financier and multimillionaire Morris Callaman shares his strategies for investing in high-tech companies.

Film Spotlight: Kimber Leigh

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Indie film actress and producer Kimber Leigh shares her accomplishments and talks about her new film.

Fueling the Future 41 Biochemist Dr. Markus Ribbe has discovered an enzyme’s ability to convert carbon monoxide into fuel. He reveals how the process works.

A Symbol of Liberty

Find out how technology is making it possible to better preserve one of America’s most cherished documents.

News and Views

“Flying Car” Moves Closer to Reality Customizing Your Corvette Mobile Gaming

From the Editor

8 myteklife

fall 2010

t from the editor

my teklife VOLUME 2, ISSUE 1

EDITOR-IN-CHIEF

Ed Martinez DIRECTOR OF MARKETING

Scott Kelly

THE PERSONAL STORIES BEHIND TECHNOLOGY Wow! We’re celebrating MyTekLife’s anniversary in print. And what an amazing year it has been. Thank you all for your support. This marks our fourth issue, and we’re delighted to feature personal stories in film, music, aviation, automotive, science, history and discovery, as well as the latest in green innovation. Our cover story, “The Race Car of the Future,” features one of the most recognized figures in open-wheel racing, Dan Partel, who shares with us his passion for the DeltaWing and what the car means for the future of racing. In June, we hosted an event featuring the world’s fastest woman on a motorcycle, Leslie Porterfield, here in Phoenix. The event attracted hundreds of people who came to see the world-record holder, and it was a great opportunity for readers to have her autograph their copy of the summer issue of MyTekLife, which featured Porterfield on the cover. For me, it was a unique chance to meet a lot of our subscribers. I appreciate the positive feedback I received about MyTekLife. I would like to acknowledge our sponsors who made the event possible: Buddy Stubbs Arizona Harley-Davidson, Universal Technical Institute, Motorcycle Mechanics Institute, Law Tigers, Infiniti of Scottsdale, Hotel Valley Ho and CEO Space. In the next several months, we will be hosting a variety of other events. Look for details on MyTekLife.com. If you have not yet subscribed to MyTekLife Magazine, I invite you to do so today and start experiencing a wide range of engaging, informative articles about the people behind the technology that surrounds us.

ART DIRECTOR

Nel Gonzalez CONTRIBUTING ARTIST

Lucretia Torva PHOTOGRAPHER

Michael Lopez CONTRIBUTING WRITERS

Michael Wayne Jean-Marie Stevens Craig Taylor Lisa Wilhelm Warren Mason PRINTER

Courier Graphics

FALL 2010 - VOLUME 2, ISSUE 1 MyTekLife Magazine is published quarterly. For more information, visit MyTekLife Magazine website at www.myteklife.com. The MyTekLife logo and slogan are registered trademarks, which are part of MyTekLife Intellectual Property and are protected by applicable copyright, trademark and proprietary rights. Any use or duplication is prohibited without expressed written permission. Other third-party trademarks and trade names mentioned herein may be the property of their respective owners. Contact the editor via editor@myteklife.com or via MyTekLife Magazine website at www.myteklife.com.

Ed Martinez Editor-in-Chief MyTekLife Magazine

MyTekLife Magazine, L.L.C 60 E. Rio Salado Parkway, Suite 900 Tempe, AZ 85281 Tel. (480) 366-5957 Fax (480) 366-5801 www.myteklife.com Please Recycle This Magazine

m y t e k l i f e fall 2010

PRODUCED IN THE USA

animation at its best CONCEPT ARTWORK

dorothy of oz

BEHIND THE

The Wonderful Wizard of Oz could be the most famous and influential movie in American history. For many, Dorothy’s heartfelt words, “There’s no place like home,” still resonate today, after more than 70 years. Prepare to see the beloved character, Dorothy, together with a cast of new characters, as Summertime Entertainment takes us on an animated journey down the yellow brick road in Dorothy of Oz. Oz is in trouble, and its magical people need Dorothy’s help. Her old friends, the Scarecrow, the Tin Man and the Cowardly Lion, have disappeared, and the mystical land is not what she remembers. We caught up with one of the executives working on Dorothy of Oz. Although the film is not scheduled for release until 2012, James A. Jones shared some exclusive details about what will surely be a majestic story. 10

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Martinez: Can you talk a little about your background and how you got involved with Dorothy of Oz? Jones: After working on several projects with Ryan and Roland Carroll [who head Summertime Entertainment], they offered me the opportunity to join them and assist with development and production of feature films. Around 2005, we redesigned our company website, and I added some memorable quotes by great writers, such as L. Frank Baum, that related to the magic of storytelling. One day I received a call from Roger Stanton Baum, who had been informed by a friend about our site and the quotes by L. Frank Baum. Mr. Baum introduced himself as the greatgrandson of the luminary who wrote The Wonderful Wizard of Oz—and he wished to thank us for adding the passage. This was one of those magic moments in Hollywood when

for the book and movie—and about Oz Park in Chicago, where he grew up. L. Frank Baum lived in Chicago in 1900 when The Wonderful Wizard of Oz was first published, and Ryan, who had grown up there, knew all about the history of Oz. We were looking for a strong vehicle to develop that would be appealing to families.We all agreed that a new Oz tale would be the project for us. It’s not only a fairy tale that is near and dear to all of us, but it’s also a proven evergreen, or shall we say “emerald” green—a project that makes perfect business sense.

BY ED MARTINEZ

SCENES you pick up the phone and suddenly you find yourself speaking with an idol. Like most of us that grew up in ’60s, The Wizard of Oz was a seasonal favorite that was enjoyed year after year. There were no VCRs [remember those?], or cable back then—just seven TV stations that signed off at 2:00 a.m. The Wizard of Oz was a huge event. I was a fan of the movie and the book. I had also just recently joined a crowd of 15,000 fans at the Hollywood Bowl for a screening of the 1939 [classic] accompanied by a live orchestra. I was amazed at how popular this story still was 100 years later. Mr. Baum shared that he had carried on the family tradition and had penned several children’s adventure tales based on his great-grandfather’s work. This perked my interest, and I asked if I could have Mr. Baum’s contact information and whether we could stay in touch. Being the lovable, amicable and gracious person he is, Mr. Baum agreed. I immediately called a meeting with Ryan and Roland Carroll to tell them about my conversation with Mr. Baum, and before I could even finish, Ryan began sharing about his love

I called Mr. Baum back and politely inquired if the film’s rights were available. They were. I met with Ryan and Roland. Ryan suggested that he draft a personal letter to Mr. Baum expressing his deep appreciation for Oz. Very shortly thereafter, we received a call from Roger Stanton Baum expressing that he was touched by Ryan’s letter and that he would be open to discussing the matter with us once he determined that we had wholesome intentions, and that we would be respectful to his family’s legacy.We have all been delighted to work with Roger and his wife, Charlene, in developing his book, Dorothy of Oz, as an animated musical feature film presented in stereoscopic 3-D. The opportunity to bring this project from the page to the screen has been immeasurably momentous to us all, not just as a company but as individuals. Martinez: The Wonderful Wizard of Oz is a cultural icon and an important part of American history. How did the original story and Roger Stanton Baum’s novel inspire your imagination? Jones: For Americans and most of the world, The Wonderful Wizard of Oz, in both book and film, has touched our lives immeasurably. The 1939 film has embedded phrases in the lexicon of everyday speech and is referenced in print, TV and Internet on a near daily basis. One can simply not escape the power and magic of Oz. On an emotional level, we were inspired by the character of Dorothy Gale, who we feel is a superb role-model for kids today, and that the story affords us the myteklife

fall 2010

China Gates County Concept Art

opportunity to create a movie that can be enjoyed by kids, parents and grandparents, which we feel is strongly needed in the marketplace. What is exciting to us as well is that Oz provides an exciting and fantastic premise to create a myriad of storylines for future films, games and publications, as well digital media such as our casual games, virtual world and mobile apps. Martinez: What has been the biggest challenge in bringing the visuals from the novel to the film, and what was the main difference between the two? Jones: The wonderful advantage of working in animation is that it allows us to create environments that we cannot physically go to. Oz is a perfect vehicle for animation, and especially stereoscopic 3-D. Just imagine, if you liked the flying monkeys on screen, how much fun they will be flying over your head. The transition from page to screen was relatively easy because Oz is filled with magical people and places, and our creative team was provided artistic freedom to explore their own imaginations in bringing these fantasy elements to the big screen. What we soon began to realize as we assembled our artists was just how much impact these stories had on each of them and how eager they were to be part of this project. In many instances, our artists surpassed our expectations and created breathtaking artwork. The challenge was not so much in our ability to be true to the written word, but more to the essence and mythology of Oz. Martinez: What elements of the film are you most excited about? 12

m y t e k l i f e fall 2010

Jones: There are so many exciting elements being created every day that as soon as we become attached to one thing, something new comes along that excites us even more. We have a great story as the backbone of the story franchise and the artwork is truly amazing. But we are also very fortunate to have incredible songs written by artists such as Bryan Adams, and a cast that includes great new talent like Lea Michele, Megan Hilty and Hugh Dancy—as well as industry veterans and icons such as the inimitable Martin Short, Dan Aykroyd, Jim Belushi, Kelsey Grammer, Oliver Platt and Sir Patrick Stewart. There is also the fantastic opportunity with Oz to enter the digital media market, and we are having a lot of fun creating online Oz games and the Oz virtual world, which will launch early next year. But most of all it is the opportunity to bring a story that is near and dear to all of our hearts into the 21st century, and to share it with a whole new audience. Martinez: What can you tell us about the 3-D stereoscopic animation techniques? Jones: I can tell you that the filmmakers are utilizing 3-D in a way that has not yet been done. I don’t want to give too much away, but let’s just say one of the most memorable parts of the 1939 The Wonderful Wizard of Oz film for many was the transition from black and white to color. In this film you are going to see an amazing new transition when Dorothy travels from Kansas back to Oz. To see exactly how … well, you’ll have to wait at least a year to see the finished product!

the unique sound of

KINGS OF LEON Nashville rockers Kings of Leon are taking the music world by storm. Their current album has sold more than 6.5 million copies worldwide, and in January the band earned three Grammy awards. America is falling in love with Kings of Leon. And what’s not to love? Their music is unique—producing awesome renditions and vocals using four distinct genres—indie, rock, punk and garage. Complementing the band’s amazing talent is longtime front-ofhouse engineer Brent Rawlings. “I can honestly say that I’m blessed and truly love my job,” he told MyTekLife. Rawlings has been with Kings of Leon since November 2002. “I’ve been the band’s driver, sound guy, production and tour manager—they said they needed someone that could wear many hats, and that’s what I did,” he said proudly. However, now that the band’s popularity has grown and more crew members have come on board, Rawlings has shifted his focus purely to sound.“We now have about 30 crew members that travel on four buses [during tours]. My only issue is traveling. It’s really hard,” he acknowledged. When the band released their first album, Youth and Young Manhood, in 2003, it became an instant hit in the United Kingdom. But, for some reason, the band did not build a U.S. audience as quickly.That changed when Only by the Night was released in 2008. “I think our music is connecting to mainstream audiences more so than we ever thought it would,” noted lead singer Caleb Followill. The family troupe, which comprises Caleb, his brothers, Jared and Nathan Followill, and their cousin, Matthew Followill, is wrapping up their 2010 concert tour. For fans, it has been a special

opportunity to preview some tunes from the band’s highly anticipated fifth album, Come Around Sunset—which will be available Oct. 19. “The way technology is now, it’s kind of hard to play too much because you don’t want people to listen to the songs on YouTube for eight months, and then when they come out, it loses a lot of the romance of hearing the record for the first time,” Caleb said. “But, we get antsy, we get sick of playing the old songs as much as we do.” The band has been performing before packed arenas in the United States and abroad, but Caleb admitted that for many in the audience, songs from their current album might be the only songs they recognize. According to Rawlings, the rockers play with vintage guitars from the 1970s, which he notes, “sound rich and beautiful.” Caleb uses a 1973 Gibson E-325—often described by guitarists as a great-toned guitar that is extremely versatile.This is Caleb’s second E-325. He smashed the previous one, a 1972 model that he’d had since his first album, at a concert in Scotland last year. Rawlings described how much work goes into setting up for a Kings of Leon concert. “We start at around 8:00 a.m. and set up the lighting gear and video gear. Motors pull them all the way up to the ceiling,” he explained. “That takes a few hours.” Then, around lunchtime, the instruments are set up. This is referred to as the backline, because the equipment stands behind the band on stage. “The lighting people calibrate their equipment to focus on the instruments. And then we string up all the guitars,” he continued. The PA system is also set up, which is generally placed in the frontline to reduce acoustic feedback problems. “We start sound checks at around 4:00 p.m., and the doors open at 7:00 p.m.” He also talked about the audio hardware.“As of this tour, I just switched to the Midas XL8 [digital console], which is amazing,” he remarked enthusiastically. But he admits preferring analog to digital, emphasizing that he uses and knows digital out of necessity. “I couldn’t survive in this industry without it,” he confided.“I’m faster on analog [though], and in my opinion, it sounds better.” For six years, Rawlings used the Midas XL4 analog console with the band. Kings of Leon will end their 2010 tour on Oct. 10 in Sao Paulo, Brazil. For the band, building its audience has been a slow but sure journey to stardom. So far, fans have been treated to some new songs from the band’s upcoming album, and the songs have been well-received. For Rawlings, his best moment during the tour so far was when they were at Hyde Park, in London, “and there were anywhere from 65,000 to 100,000 people there. And the crowd was getting it, the band was getting it and the lights and sounds were on point—I got chills,” he recalled. “That’s what I keep striving for. When everything is on point, it’s electric and you can feel it. It’s quite an adrenaline rush.” —CRAIG TAYLOR myteklife

fall 2010

revolutionary design

BY Ed Martinez

the race car of the

future

IT’S NOT JUST A sleek, INNOVATIVE DESIGN. the delta wing could revitalize THE RACING WORLD. Most fans of open-wheel racing would say the glory years for the Indianapolis 500 occurred in the early 1960s. It was a time when innovation peaked, and the sport attracted a mass audience. In the ’70s, popularity for open-wheel racing began to wane for several reasons. Perhaps the most damaging was the split of Championship Auto Racing Teams (CART, also known as Champ Cars) from the United States Auto Club (USAC) in 1979. The USAC was the sanctioning body for major open-wheel events like the Indianapolis 500. During the next two decades, the division created multiple open-wheel series, which not only saw a rivalry for market share, but also proved confusing for sponsors. In addition, much of the fan base found the sport too difficult to follow and lost interest. Some sponsors dropped their support and opted instead for something familiar, such as NASCAR—which was growing rapidly at the time. In 1996, the Indy Racing League (IRL, now known as the IZOD IndyCar Series) was formed and became the sanctioning body for the Indianapolis 500. Ironically, CART went bankrupt in 2008 and merged with the IRL. The political feud was over, and most fans welcomed the unification. Attendance continued to decline, however, and it’s been down by 22 percent since then. 14

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the deltawing Though it looks much larger than today’s Indy car, it’s only six inches longer. It was designed to perform with an engine of around 300 hp to 350 hp. The car will weigh only 1,000 lbs.—with driver. The features of the concept are in alignment with auto industry trends. Recycled bioplastics, open source architecture and low-impact biofuels could yield up to 20 mpg at 200 mph.

myteklife

fall 2010

“Spectators want something new and different. They want to see new technology.”

The arrival of Danica Patrick to IndyCar racing in 2005 sparked new interest in the sport, especially among women and a younger audience. But now that Patrick is competing in NASCAR, her future in Indy is vague. Other openwheel drivers have also made the jump to stock car racing in recent years. NASCAR has not fared much better than Indy. Attendance for NASCAR events has also decreased, with an average drop near 20 percent. So, what can open-wheel racing do to survive and become relevant in the 21st century? The sport should go back to its roots of innovation and efficiency—push the technological envelope, according to Dan Partel, chief executive officer of DeltaWing Racing Cars LLC and one of the sport’s most recognized figures. “If you look back at the ’60s in Indianapolis, you had to change from the roadster to the rear-engine car,” Partel said. “The British came over with rearengine race cars for the first time. They won the Indianapolis 500 against the roadsters, which had the engine on the 16

m y t e k l i f e fall 2010

front. And that started the real battle for the engine to be placed in the rear, which proved to be more efficient,” he explained. The sport then focused on improving the aerodynamic and mechanical grip—in other words, holding on to the road, the performance of the tires. “They also put a wing on the car, which created a downforce,” Partel said. In the ’70s and ’80s, reducing drag to achieve higher speeds became one of the main goals. For decades, Partel has helped some of the best drivers in the world. In fact, through his guidance, many went on to win world championships. “I think 13 world championships in total,” he said proudly, “which included Ayrton Senna, Michael Schumacher, Dario Franchitti and Mika Hakkinen.” Among Partel’s many accomplishments are the founding of the European Formula Drivers Association (EFDA) in 1979, a push to bring environmentally friendly fuels to racing and being awarded the title “Pioneer in Racing” by the American Auto Racing Writers and Broadcasters Association (AARWBA). And, like his many colleagues, Partel has also driven race cars. Now, a great opportunity to rejuvenate

open-wheel racing has come, and Partel is at center stage with the DeltaWing. “Spectators want something new and different. They want to see new technology,” Partel explained with great enthusiasm. “They want to see the speed and performance—fans have been seeing the same winged race cars since the mid ’70s.” Designed by Ben Bowlby, who is chief engineer for Chip Ganassi Racing and was a chief designer for Lola Cars, the DeltaWing concept caught the attention of the motorsports community at the 2010 Chicago Auto Show in February. The new design was bold, and a radical departure from previous openwheel designs. “We launched the car in Chicago because we wanted it to appeal to the automobile industry,” Partel revealed. The DeltaWing’s design has been proven in computer simulations, and more recently the concept went through a series of wind tunnel tests, where the tests validated its design parameters. “The production version will be made from recycled bioplastic materials,” Partel said,

adding that it would also have an open source architecture. According to Partel, a prototype will be built with a 2.0-liter, turbocharged, four-cylinder engine. “The automobile industry globally is going to go to much smaller, more efficient engines,” he explained. “Three cylinders, two cylinders and four cylinders. V-8 engines are already obsolete, and V-6s will be phased out. And in 2012, about 35 percent of the vehicles in America will have four cylinders.” Partel said the DeltaWing will have “half the power, half the weight, half the drag, half the cost, half the fuel, but still have the same high speed.” It was not designed around an engine—it was designed to perform with an engine of around 300 to 350 horsepower. “And with 300 horsepower, it’s capable of a lap around the Indianapolis 500 at 225 miles per hour, which is what they [the IRL] requested as the limit in speed,” said Partel. “If we were to increase the horsepower from 300 to 335, we could do 235 miles per hour.” This is in part because the car would weigh only 1,000 pounds, including the driver. “We’re not talking about loss of speed or performance here,” he emphasized. Partel sees this car as a revolutionary catalyst for open-wheel racing. It’s not just about reducing cost without compromising performance—the DeltaWing promotes sustainability, environmental responsibility and, as Partel explained, it “responds to the rising cost of energy” and has relevance to more than the racing audience. The DeltaWing’s eco-friendly characteristics “could bring a whole new set of sponsors who would be interested in participating,” he noted. So where does the DeltaWing stand today? In July, the race car was not chosen as the IndyCar for 2012—the sanctioning body opted instead to stick with Dallara. Partel was quick to congratulate the IZOD IndyCar Series on its decision; nevertheless, he was extremely disappointed that the organization decided to pursue a strategy that does not include the DeltaWing. Although the new Dallara chassis is more efficient than the current IR3 model, which has been in use since 2003, it is not comparable to the DeltaWing’s higher efficiency and lower cost—not to mention it lacks the excitement and buzz that surrounds the DeltaWing. IndyCar now hopes to

convince its teams and other car builders to work together in building their bodywork, or aero kits. But Partel said the cost of developing the proposed areo kits would quickly add up to millions of dollars. “The teams are not happy,” he remarked. “The financial backers are the Indy teams. I’m not sure where [the DeltaWing is] going to go from here, but it’s just a question of time—because the economics are going to drive it. It’s captured major interest from the public,” he declared. As Partel continued to talk, he gave the impression that something was in the works for the DeltaWing. “While the DeltaWing was rejected by the Indy Racing League, the decision is proving very unpopular with fans, the teams and sponsors,” he shared. “We provided the IRL with the first option, but there are other sanctioning authorities who are much more progressive, and thus, the DeltaWing will race in the future.” This was exciting news, to say the least. It’s clear that sanctioning bodies must embrace and promote efficiency, which is exactly what the DeltaWing represents. In fact, the pursuit of efficiency combined with technological innovation is something that should have remained a constant in open-wheel racing. If that had happened, perhaps prestigious events like the Indianapolis 500 would be a huge success—drawing an array of new fans and spectators while keeping loyal followers engaged. Partel’s vision to find a solution for the sport he loves is commendable, and perhaps just the idea of the DeltaWing might turn out to be the single best contribution to racing in recent history. The standards set by this car are aggressive, and as a result they will serve as a benchmark for the entire world of racing for years to come.

The DeltaWing will be built with a 2.0-liter, turbocharged engine with around 300 hp, and it’s capable of lapping the Indianapolis 500 at 225 mph.

Dan Partel is one of the most recognized figures in open-wheel racing.

myteklife

fall 2010

film spotlight

kimber leigh Independent films in America have grown by leaps and bounds in the last decade. Once referred to as a renegade movement, indie films are connecting with audiences more and more, creating a loyal cult following. The emergence of indie films as viable alternatives to traditional Hollywood movies has been mainly the result of advances in technology and the availability of low-cost equipment. Even relatively inexperienced filmmakers can now bring their story to the screen, and for actors, accepting a role in an indie film can provide a unique opportunity to showcase their artistry. Taking the center stage in indie films in Phoenix, Ariz., is award-winning actress and producer Kimber Leigh. “Outside of Hollywood, you have to work harder to be taken seriously,” she shared. “We make films because we are passionate about art.” From the moment you meet Leigh, it’s apparent that she is living her dream. Her enthusiasm for acting is genuine. During the last decade, she has starred in films such as Collapse, To Some Degree and Copper. She has also appeared in many TV commercials and print campaigns. Leigh is a former flight attendant. For 21 years, she worked for America West Airlines, which is now US Airways. Leigh said she quit the day after 18

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9/11 because her route was New York and she had had “a hijacking dry run” earlier that year. Becoming a flight attendant had been her other dream, besides acting, and she pursued the two simultaneously. “September 11 killed that dream for me,” she admitted. “I still wish it hadn’t, but then, had it not, would I be living my dream as an actor? Probably not.” Leigh recalls her first job in film, in 2000. “I was on a bus one day, and I picked up the paper, and it said ‘movieworksnow.com. Want to be an extra in the movies?’” The role was for the movie Leather and Iron. “I met the director, John Archer, and he took a liking to me and saw the passion,” Leigh explained. “He invited me to all the sets so that I could learn as much as possible.” Five years later, Leigh got a role in a film.“They asked me if I could scream,” she said. She admitted that she wasn’t sure, but said she’d give it a try. “Something came through my entire body. And I screamed.The whole place went silent and when I was done, everybody clapped.” For Leigh, it was an amazing feeling, and a realization that acting was her true calling. Her ability to scream also became one of her signature traits. “I played a biker girl. I had a very intricate part in the film,” she said. Unfortunately, the film was never finished because of budgetary constraints. In 2006, Leigh entered the A3F Almost Famous Film Festival, in which 64 local acting teams presented their films. Leigh won for Best Overall Acting in a 48-hour film challenge. The film, The Prosthetic Medic, “was a silly comedy,” according to Leigh, who noted that her team won three of five awards. Leigh then went on to work in more than 25 films—and produced three of them as well. “My vision is to be the best independent film actress and to be a leader in this [the indie film] community,” she said. Her latest role is in the upcoming film Serial Blondes. The film’s producer and director, Lara Houston, said she chose Leigh for the role of Rachel “specifically because she possesses all of the qualities necessary to carry such a difficult and complex role. The character of Rachel has deep-rooted emotions, a vindictive evil about her, and she manages to captivate you with her wit and confidence. Kimber has an incredible range of emotion and is well-trained and experienced in digging down and capturing those emotions that she so valiantly displays on screen.” Leigh said she puts a lot of hard work into her independent projects. She also readily acknowledged that indie filmmaking can be a double-edged sword, as it has neither the support of the big studios nor the restraints they impose. Regardless, she feels grateful for being able to realize her dream and for being part of a community she refers to as “supportive” and “very talented.” — ED MARTINEZ

morris callaman

INVESTING IN PEOPLE WHO CAN CHANGE THE WORLD

By Ed Martinez Photographs by Michael Lopez

n today’s economic climate, even the most experienced entrepreneurs can find it difficult convincing a potential investor to finance their endeavor, no matter how good their idea might be. For financier and multimillionaire Morris Callaman, it’s not just about investing in an idea or a concept. He’ll urge a potential client to “Tell me about the business idea, the proposition, what you’re trying to do. Also, what is the societal benefit? Does that carry through? And if not, where is the disconnect?” Callaman said if he finds someone who is trying to do something good in the world and their business model doesn’t mesh with that, he’ll tell them so. Intrigued by his comments, I asked Callaman to elaborate on his approach to funding. As I learned more, I found his perspective to be refreshing and humbling. “My passion, both through vocation and avocation, is to talk to people about what they really want,” he said. “People are always accessible to talk about who they are. I ask, ‘Where are you trying to go with your life?’” “I’m here, these are my notions, these are my generalizations and assumptions, and this is my perception of reality. You wind up sorting all of that out and sizing up the measure of the human being. Business is just one flavor of life,” he added.“The last thing I want to be is a two-dimensional creature or proverbial businessman who just talks business.” At the center of Callaman’s decision process is communication. He said talking is more about connecting with people and not so much about the exchange of information. “This is why I have difficulty with Twitter,” he admitted with a smile. “I don’t really see communicating as the transferring of information.” A formal principal with Capgemini Ernst & Young, Callaman has been working with entrepreneurs and venture capitalists for years to build great companies. A triple alumnus of Arizona State University, he holds an engineering degree from the Fulton School of Engineering and an executive MBA from the Carey School of Business. Callaman

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also studied law while he was in Tokyo through Temple University’s Beasley School of Law and continued his business education with Harvard Business School in Boston. While in law school, Callaman underwent IQ testing that placed him in the “ultra genius” category. When Callaman left Capgemini Ernst & Young and went out on his own, he founded a micro venture capital firm that offers seed capital to early-stage companies. He soon captured the spotlight in private practice when he helped fund the identity theft protection company Lifelock, which has been recognized as Arizona’s fastest-growing company. “It was my first investment,” Callaman recalled. “They were in this tiny little office in a strip mall, and they were looking for investors. Because the company’s business model had a social benefit, I was pretty eager to get behind that,” he said. “They were all about trying to return the intellectual property rights of people’s behaviors back to themselves— in the same way e-mails are yours, what you tweet is yours, your Facebook status updates, etc.” He spent an hour talking to the Lifelock team and then wrote them a check, on the spot. The journey to success for Callaman was not an easy one. He talked openly about the dark experiences that plagued his early years. Born in 1969, Callaman said he was addicted to methamphetamines at birth—a result of his parents’ drug use. “It took me two years just to get normal health,” he confided. During his childhood, he went to 13 different schools in almost as many states, as he was shuffled among relatives, friends and foster homes. After eighth grade, he told himself that was enough and “packed a sack and

Callaman, at the age of 33, became a principal at Capgemini Ernst & Young, a feat that was unprecedented in the company’s history.

snuck out the window.” Callaman ran away and spent most of his teenage years on the streets. As he looked back on those years, he said he never really thought he’d live to see this day. Somewhere along the way, Callaman made a deal with himself that he would never need another human being. “That combination of thinking that I would not be alive and insisting that I would never need anybody really put me in a strange place that lasted for a couple of decades,” he shared. As a homeless teenager, Callaman faced experiences the average person can’t begin to imagine. “I remember sleeping at Acoma Park and in the alleys,” he said. He started knocking on neighborhood doors, asking for food. “I wound up doing odd jobs, which actually led to getting a steady paycheck from a construction company—$5 an hour, $10,000 a year. I’m thinking, my problems

are solved.” Callaman described the way he felt at the time as “kind of like that line from Fiddler on the Roof. I was so happy, I didn’t realize how miserable I was.” He had cash in his pocket and a roof over his head at night—he was sleeping at the job site. So when did Callaman’s life begin to change? “There was a forklift driver, and he took to me like I was his son,” Callaman told me. “Every morning, Russ would come and find me, and we’d do the job. When we finished, he’d go home for a little while, but he’d come back to the west side where I was and drive me around the Valley to other job sites.” For Callaman, it was “a fascinating character study. This guy was, in his own life, hanging on by a thread,” he explained. For whatever reason, perhaps out of the goodness of his heart, Russ chose to help him. “I would have just given up on my fellow human being,” Callaman said frankly. myteklife

fall 2010

Inspired by his friend’s compassion and, as he describes it, Russ’ “humanity,” Callaman felt there had to be something more for him. So, he obtained his GED and began a nine-year effort to earn his degree from Arizona State University, which led to a path of incredible success and where he is today—an investor with a heart. Besides Lifelock, Callaman has invested in many high-tech companies, including his most recent project, RiboMed Biotechnologies Inc., a San Diego-based biomarker discovery and diagnostics company. Another area Callaman believes will offer investment opportunities is energy efficiency. “As we begin to move forward, the ability to have

m y t e k l i f e fall 2010

distributed power generation becomes really big. The microgrid [is] a fabulous concept,” he said enthusiastically. More and more, privately owned and small-scale distributed power could deliver energy more efficiently in smaller geographical areas. That concept is gaining momentum, but the idea of distributed power, or the microgrid, poses a threat to utility companies, which for more than a century have relied on a grow-and-build business model. It’s no wonder some of the utility companies are fighting microgrids. But shifts in government policy, new technology and consumer demand for energy could eventually make the grow-and-build business model a thing of the past. Perhaps that’s why Callaman is interested in distributed power—he sees it as a real benefit to humanity. Callaman’s life has no doubt been difficult, but surprisingly, he does not describe his childhood as a sad experience. “I wasn’t born in the Third World,” he conceded. “I wasn’t suffering machete attacks or some of the gruesome things you hear about in places like Uganda. But, it was hard.” By the time our conversation concluded, I couldn’t help but feel a sense of admiration for Callaman—not just for his accomplishments, or for enduring the hardships he encountered as young man— but also for his ability to “read” people in general, to quickly grasp the character of an individual, to see how someone’s vision might benefit society and to determine whether a venture might translate into a successful business model. Callaman’s passion for helping others comes through clearly and will undoubtedly continue to bring him much success.

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living by example PHOTOs BY PLANET GREEN

BY MICHAEL WAYNE

a conversation

WITH ED BEGLEY, JR. ED BEGLEY, JR. AND HIS WIFE, RACHELLE, RESIDE IN L.A. IN A SELF-SUFFICIENT HOME POWERED BY SOLAR ENERGY. Ed Begley, Jr. is an accomplished actor and environmental activist. His current TV show, “Living with Ed,” on the Planet Green network, chronicles the eco-friendly adventures of Begley and his wife, Rachelle, as they navigate life in the green fast lane. The show is well into its third season and offers a unique opportunity for others to follow Begley’s passion for the environment on a day-to-day basis.

m y t e k l i f e fall 2010

It was Begley’s brilliant performance as Dr.Victor Ehrlich in the 1980s hit TV series “St. Elsewhere” that brought him to the limelight. He received six Emmy Award nominations. Since then Begley has appeared in many memorable Hollywood films, including “Batman Forever,” “The Accidental Tourist” and “The In-Laws,” just to name a few. He also directed episodes of the popular TV series “NYPD Blue.”

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In this one-on-one interview, Begley talks candidly about the environment and the motivation behind his activism. Although being green has become a trend for some, Begley’s convictions have been a constant in his life for decades—living by example. Begley’s ingenuity for reducing energy consumption at his home may appear unusual at first glance—after all, how many people do you know who use a bicycle to power their toaster?— but it’s all part of his plan to educate the masses on what can be done to save money and leave the smallest possible carbon footprint. Wayne: How do you use a bicycle to power your toaster? Begley: The original system I had was made by a friend of mine. It was a simple stationary bike with a generator on the back that fed 12 volts of power down into my solar battery array, where it could then be used as stored power. A few years ago another company built me one out of a bike trainer—so I could hook any normal bike to it and make power that way. It doesn’t power the toaster directly, it simply puts power into my batteries that power the entire house. What I figured out was that 15 minutes of hard riding essentially generated enough power to toast two slices of bread.

m y t e k l i f e fall 2010

Wayne: What got you interested in living in a more sustainable way? Begley: It was several things. It was the first Earth Day in April 1970, and I wanted to get involved. I had grown up in smoggy Los Angeles and had really had it with the horrible, choking smog. My father, Ed Begley Sr., a wonderful actor, had just passed away and I wanted to do something to honor him. Even though we didn’t call him one, he was an environmentalist. He was the son of Irish immigrants and a conservative that liked to conserve. He had lived through the Great Depression and had saved string and tin foil, and turned out the lights—and did those things you did back then to save money. He had always told me ‘Eddie, don’t tell people what you are going to do, show them by doing it.’ And so, to honor him, to get involved with Earth Day and to try and do something about the horrible smog problem in L.A., I started taking public transportation. Riding my bike, walking, recycling, composting, using biodegradable soaps and detergents, eating a vegetarian diet and so on. I even bought an electric car. Wayne: What are some of the things people can do to live a more sustainable lifestyle? Begley: They can live simply so that others can simply live. Less is more. I encourage everyone to slow down and simplify. Start with what you can afford and work your way up the ladder. That’s the way I did it starting back in 1970. You do what you can, save money, and do more. Start with the cheap and easy stuff—energy-efficient lighting, weather stripping, recycling, composting, home gardening, bike riding, public transportation, etc. A kilowatt saved is far cheaper than a kilowatt produced. I encourage everyone to start with a home energy audit and work towards a more energy-efficient home through insulation, windows, lighting, etc. Wayne: What do you use to power your home, and approximately what does it cost you per year? Begley: My electricity comes almost entirely from solar. I use between $300 and $600 a year in grid electric—mostly off peak power to charge my electric car, which I use about 10,000 miles a year. I also use between $20 and $40 a month in natural gas. The natural gas is for heating the home using hot water—some of the work is done via solar thermal, the rest with a high efficiency AO Smith Vertex 100 gas water heater hooked into a FirstCo AquaTherm water-based forced air

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furnace. Solar thermal was first put in 1985, and PV in 1990. I also get to claim a carbon negative footprint, as I invested in a 75kw wind turbine in the California desert back in 1985, and its still putting out about 10 homes worth of power.

good jobs making solar panels, wind turbines, electric cars and hybrid cars. I hope these industries grow in the U.S., and I hope they do contribute to an economic recovery. Our government can continue to encourage growth in these areas as well.

Wayne: What do you say to people who state that climate change isn’t real? Begley: I say let’s agree to disagree on that, and instead focus on what we can agree on. Do we agree that $3+ a gallon gas is a problem? Do we agree that we have a dependency problem on Mid-East oil, and that we are sending billions of dollars to countries that don’t like us very much and impact our national security? Do we agree that we want to clean up the air and water in our cities? Do we agree that we want to save money? If we can agree on those things, then a sustainable lifestyle can make a difference.

Wayne: Are you satisfied with the Obama administration’s environmental and energy policies so far? Begley: They’ve done some good things—but they can do more.

Wayne: What lessons should we emphatically learn from the Gulf Coast oil spill?   Begley: Although there is still quite a bit of oil available to find, it is getting harder, more dangerous and more expensive to get. At some point we have to decide if getting to that oil is more expensive and dangerous than the alternative, which is to spend the money on other forms of more renewable energy. I think that time is now. Wayne: What can people do to be more energy conscious if they don’t have a lot of money? Begley: As we talked about, they can pick the low-hanging fruit— lighting, thermostat programming, weather stripping, biking, public transit, Energy Star devices, unplugging phantom power, etc. These are things people can do today on any budget and immediately start saving energy and saving money. Wayne: Do you think if our country and economy moved in the direction of becoming a greener economy, that it would cause an economic renaissance? And if so, why do you think this would be? And what is holding us back from moving in that direction? Begley: I’m not an economist, but the U.S. does need to continue to be a leader in the technologies of the future. I think there are

Wayne: What do you think of lawns? Begley: I’m not a huge fan. I think we can do better things with our water and still have beautiful landscaping that can include native, drought-tolerant plants and fresh, organic fruits and vegetables to eat. Wayne: What type of vehicle do you drive? Begley: My transportation hierarchy goes like this: Walking, biking, public transportation, electric car and hybrid car. When I have to drive, I use a Toyota RAV4-EV. I hope to replace it with an American electric soon. When I have to drive long distances, I borrow my wife’s Prius. Wayne: You ride a hybrid electric bike. How does that work? Begley: It’s a regular bike that also has an electric motor and battery to assist you. I don’t use it often any more, as I’ve made a conscious effort to get back on my bike every day. I’m in good bike shape again and using my road and mountain bikes almost exclusively now. Wayne: With all the people who use gyms to work out, can equipment in gyms be retrofitted to generate electricity? Begley: There are a few gyms outfitted with bikes that generate 12V of power. Why not? Wayne: Any last words? Begley: Just thank you for the time. Writer Michael Wayne maintains a blog at lowdensitylifestyle.com. He is also the author of the forthcoming book “The Low Density Lifestyle.” myteklife

fall 2010

Photo by Eric Long, National Air and Space Museum, Smithsonian Institution

In 1932, Amelia Earhart became the first woman to fly across the Atlantic. Her plane, a Lockheed Model 5B Vega, is on display at the Smithsonian National Air and Space Museum.

In Search of Amelia Earhart’s Crash Site

The late 1800s and early 1900s marked a period of great technological advancement. The telephone became a practical mode of communication, the incandescent lightbulb began to illuminate homes, and the airplane became a commercial endeavor for some and a personal hobby for others. Famed female pilot Amelia Earhart entered the world in this era and spent much of her short life passionately pushing the technological envelope.

By Jean-Marie Stevens

At a time when many women were exploring new social freedoms as “flappers,” Earhart became enthralled with the fast-growing technology of flying. In 1920, at the age of 23, she flew her first airplane, and by 1928, she was the first woman to fly across the Atlantic Ocean. Four years later, she accomplished the unthinkable task (at least for a female) of flying solo over the same sea.

By 1935, this self-proclaimed tomboy had garnered herself a position at Purdue University counseling young women on the career opportunities the modern age offered to them, including the occupation of pilot. Unfortunately, these trailblazing achievements often are overshadowed by the tragic and mysterious nature of her disappearance in 1937, a disappearance that modern technologies could possibly solve. On June 1, 1937, Earhart took off from Miami in a newly rebuilt Electra airplane to embark on her latest aviation challenge, a flight around the world. Neither Earhart nor her navigator, Fred Noonan, would ever be seen again. The limited amount of cold, hard facts regarding her disappearance lend themselves to the air of uncertainty surrounding not only this voyage, but also the pilot herself. All that is really known about that fateful day comes from radio communications between Earhart and the U.S. Coast Guard. After flying 22,000 miles of her 29,000-mile journey, Earhart took off for a short jaunt between Lae, New Guinea, and Howland Island, which lies about halfway between Australia and Hawaii. This approximately 3,000-mile trip would have easily exhausted the Electra’s fuel, and a landing on the island, which was less than 2 miles long, would not have been easily maneuvered. Her last radio communications on July 2, 1937, indicate that she was having trouble spotting the island and may have been running out of fuel. However, beyond this information, the fate of the female icon of aviation and her partner remain shrouded in mystery, allowing the human imagination to run wild with stories of what happened to Earhart. Over 70 years later, theories still abound and run the gamut from the simple: that Earhart simply miscalculated her position and crashed in the ocean near Howland Island, to the far-fetched: that the Japanese government caught wind that Earhart was gathering intelligence for the U.S. government and shot her down. Recently, two additional theories, guided by modern technology, have come to the forefront. Further testing of these theories may, in fact, solve the case of the disappearance of Amelia Earhart once and for all. The International Group for Historic Aircraft Recovery (TIGHAR), which has been working on the case since 1989, continues to develop a theory that Earhart safely landed on the island of Nikumaroro in the South Pacific and died as a castaway. This theory came to light in 1940 after a partial skeleton matching the characteristics of Earhart’s body were found on the island. Although these remains have been lost, TIGHAR has set out to find the rest of the skeleton and use DNA testing to prove it is that of Earhart. At this point in time, the recovery team has not found the rest of the remains, which they believe were carried off by coconut crabs that inhabit the island. So, they have turned to the new

This photo shows Earhart standing in front of the Lockheed Electra in which she disappeared in July 1937. technology of “touch DNA” testing—hoping it will prove that Earhart landed there on that fateful day. This technology allows scientists to test artifacts for remnants of human DNA. The samples collected are compared with DNA reference samples to positively identify those who have come into contact with the objects. In previous expeditions to the island, the TIGHAR team discovered pieces of both a makeup jar and a pocket knife that will be examined for skin cells, which, if found, will be compared with samples of Earhart’s DNA. While working on this theory, the team also intends to employ an underwater robot, or a remotely operated vehicle (ROV), to search deep in the Pacific Ocean for remnants of the Electra, which may have been washed away from the shore. The ROV is also being used for the same purposes by another excavation team connected to SeaBotix, Inc., an engineering company that specializes in marine science. However, an interesting twist has made this expedition turn away from focusing on the island of Nikumaroro and toward exploring the possibility that Earhart crashed in the waters near the island. The group intends on testing this theory because of information learned from Joseph McMoneagle, a military intelligence remote viewer, or psychic. McMoneagle, highly decorated by the U.S. Army for his help with numerous intelligence missions, created a map 12 years ago that the team will use to guide them to the area where he believes the wreckage is located. This expedition will be the first of its kind in the seas southwest of Nikumaroro, as no one other than the remote viewer has pinpointed this exact area as a possible crash site. It is hoped that these expeditions will unveil the truth that many have been looking for the last 73 years. Answers will not only quell the rumors of what happened to Earhart, but they will also allow for her legacy as a passionate aviator, an advocate for women and a lover of technology to replace her untimely death as the topic of conversation.

born to ride

the harley way

A FAMILY TRADITION BY JEAN-MARIE STEVENS | PHOTOGRAPHS BY MICHAEL LOPEZ

The Buddy Stubbs Motorcycle Museum contains 130 machines from 11 countries and consists of 35 different makes, from 1905 to the present. For the museum’s hours of operation, visit www.buddystubbshd.com.

m y t e k l i f e fall 2010

Phoenix Harley-Davidson dealer Buddy Stubbs has spent his life following his love of motorcycles. This love stemmed from an early life surrounded by the culture of riding, a culture to which his parents contributed, by owning their own Harley-Davidson dealership in Stubbs’ hometown of Decatur, Ill. As he explains it, “I was born into the motorcycle business.” Although Stubbs has been a Harley dealer for the last 44 years, his early passion for motorcycle racing overtook any desire to run his parents’ Harley business—an ironic twist, since Buddy’s father taught him how to ride at the age of 10. He learned fast and within the year won his first trophy, appropriately,

on a lightweight Harley-Davidson 125. Stubbs chalks up his early win to the fact that he “had quite a bit of experience … because of the experience, I was winning, winning, winning.” By 1963, he had won what he calls the “highlight” of his racing career, the Daytona 100. In addition to racing, Stubbs was also a stuntman in many films and television shows. “I did lots of jumps and crazy things on motorcycles that you see in movies,” he revealed. “My favorite movie was, Electric Glide and Blue, which starred Robert Blake. I taught him how to ride a motorcycle.” Stubbs also performed stunts with Hollywood legend Bob Hope.

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born to ride

In 1963, Stubbs won what he calls the “highlight” of his racing career, the Daytona 100.

The love of racing and the thrill of winning kept Stubbs consistently participating in competitive events until 1966, when he decided to limit his involvement. When he did so, he went back into the business close to his family’s heart. Stubbs explained that when his motorcycle racing career was over, he made the transition to race cars. He said he had the opportunity at the time to move from California to Phoenix and become a Harley-Davidson dealer. He now has two dealerships in Arizona, one of which has a museum that’s more than 3000 square feet and holds his personal collection of motorcycles. With more than 100 bikes ranging from the turn of the 2oth century to the present day, Stubbs’ museum highlights the deep personal connection he has with his motorcycles. One of the bikes displayed in the museum, a 1960 Sportster XLCH, is the bike he rode to win the Daytona 100. His connection with that bike goes well beyond the fact that it represents his crowning achievement in racing. Stubbs bought the bike new from his father in 1959 and stripped it down to

compete in various nonprofessional events until he had earned his stripes to move into professional racing. He sold the Sportster to a friend around 1969. Subsequently, he said, the friend called him and said, “Hey Buddy, our old XLCH Sportster is sitting for sale in a used car lot back here [in Decatur, Ill.].” “I told him that’s great,” Buddy said. “We’ll find out how much they want for it.” Within days, Stubbs owned his motorcycle again and set about restoring it to his specifications for display in the museum. “This is my favorite motorcycle, because I bought it new from my dad.” Many of Stubbs’ memories of motorcycle racing come in the form of personal anecdotes that underscore the love riders have not only for the act of racing, but also their affinity for the piece of machinery itself.Take for instance, his long-time friend and daredevil Evil Knievel. The two met in their early years of competitive racing when they were pitted against each other in a race in California. They remained friends from that moment until Knievel’s death in 2007. Stubbs recalls that on Knievel’s first visit to the museum, he spotted a replica of the Triumph he used in his famous attempt to jump over the fountains at Caesar’s Palace in 1968. He

myteklife

fall 2010

born to ride

OUT OF ALL THE BIKES IN STUBBS’ 3,000-SQUARE-FOOT MUSEUM, HIS FAVORITE IS THIS 1960 SPORTSTER XLCH.

wanted the motorcycle badly enough for a traveling trailer he used to showcase his career that he begged Stubbs to sell him the bike. “We were walking along all of the Triumphs and he said ‘Oh my God. This is what I need. I need this motorcycle. Buddy, you gotta sell me this one,’ and I said, ‘Well, Evil, I don’t want to sell it. It’s not for sale.’” Stubbs finally brokered a deal with him, allowing Knievel to rebuild the bike and hold on to it for as long as he needed it for his trailer. Knievel made good on the deal—he shipped the bike back to Stubbs a week before he died. Stubbs cherishes his time with his beloved motorcycles, though he confessed that the last time he raced a motorcycle was in 2003 when he raced the Baja 500. Nonetheless, he continues to take part in competitive

m y t e k l i f e fall 2010

motorcycling adventures. This September he plans to ride from Kitty Hawk, N.C.,to Santa Monica, Calif., in what he and his cohorts have dubbed “the Cannonball Run,”a 16-day excursion in which no participant can ride a bike built after 1915. “They’re predicting that probably somewhere between 20 and 30 will actually finish, out of the 66. But I’m going to be one of the finishers,” he boasted. There is little doubt that Stubbs and his 1915 Excelsior will make it to Santa Monica. “I’ve been working on it constantly and it’s running. I completely overhauled the engine and went through the whole bike. So I’ve been riding it and breaking it in. Everything, so far, is working fine,” he said. His personal determination to push the Excelsior as far as it can go outweighs any technical problems the bike could throw his way during the race. According to him, “Everyone has a support crew, except me. I have my 1915 Excelsior with the original sidecar on it. In my side car, I have all of my spare parts.” Confidently, the 70-year-old Stubbs remarked, “So, I have everything I need—I don’t need any help.”

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“flying car” moves closer to reality In 2009, the Transition prototype took its first test flight. The “Flying Car” is a two-seat aircraft designed to take off and land at local airports—and drive on any road. According to Terrafugia, Inc., developer of the Transition, transforming from plane to car takes the pilot less than 30 seconds. Deliveries of the Transition are scheduled to begin in late 2011. Are you ready for one? The “Flying Car” can be ordered now through Terrafugia’s website, www.terrafugia.com, with a $10,000 deposit. The final price is expected to be approximately $200,000. 40

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fueling the

future

an enzyme THAT HAS THE ability to convert carbon monoxide into fuel Dr. Markus Ribbe, an affable, highly respected University of California-Irvine biochemist, is truly amazed by the fame that has suddenly befallen him and his team of young researchers. Dr. Ribbe, Chi Chung Li and Yilin Hu were locked in their UCI lab, exploring a little known bacterial enzyme’s ability to use nitrogen to form ammonia, when they stumbled upon the modified enzyme’s ability to convert carbon monoxide into fuel. That enzyme, vanadium nitrogenase, which is prevalent in bacteria in soil and plant roots, as well as in industrial emissions, has always had great value in agriculture and farming. By removing the nitrogen and feeding it carbon monoxide, a common industrial by-product and a strong inhibitor of nitrogen, Dr. Ribbe’s team found that the enzyme began forming short carbon chains, between two and three atoms long. By creating those short carbon chains, the modified enzyme was making propane, the very substance whose bright blue flame fuels barbeque grills, heats homes and powers industrial vehicles across the globe. “The fact that this system can take carbon monoxide and make new carbon-carbon bonds was very surprising and very interesting,” commented Dr. Ribbe. Published in the August issue of the prestigious journal Science, their findings are the talk of the UCI campus, the international scientific community and the green movement worldwide. That paper and its findings have made Dr. Ribbe and his team viral media sensations and research funding magnets. Various periodicals led with lofty headlines that touted ‘Fuel From Thin Air,’ while burying the long, difficult investigative road confronting Dr. Ribbe well below the fold. Dr. Ribbe worries that such overhyped media buzz has “fueled” outsized expectations, hype that commercial applications for his discovery may somehow be right around the corner and something

he is clear to point out is simply not true. While the biochemist concurs that this discovery may indeed have far-reaching, practical implications for the production of “all types of fuels,” he cautions that much work needs to be done before that becomes reality. Dr. Ribbe and fellow team member Chi Chung Li are quick to point out that any real-world applications “are at least a decade away.” Jonas Peters, a fellow researcher at the California Institute of Technology, has said he believes Dr. Ribbe’s findings to be a profound discovery—one that will someday have crucial industrial implications. There are many obstacles to overcome to get there, not the least of which is extracting the enzyme, which is extremely difficult, even in small quantities. According to Dr. Ribbe, it has only recently become possible to extract it in large quantities. The key, he said, is “to eventually find a way to create longer, carbon-carbon chains by further modifying the enzyme, [and] then this could eventually lead to new methods for producing synthetic liquid fuels, including gasoline. Precisely how the chemistry works is far from clear. We are now focused on how to figure this out.” Li, who is finishing his final year of graduate work at UCI, has been emboldened by the seemingly overnight recognition he, Hu and Dr. Ribbe have achieved. “This has been an amazing time for me,” said Li. “Most scientists spend their entire career working in relative anonymity, without any expectations this might happen. Markus is a hands-on leader who has taken us down a clear path. Our success has made it far easier for me to decide what to pursue once I graduate.” If successful, the technique could possibly lead to cars at least partially powered by nothing but their own fumes, fumes that now pollute and are often deadly. It seems even more far-fetched, but many scientists believe further development might even result in vehicles that would draw fuel from the air istself—thus the hyped headlines—yet Dr. Ribbe enthusiastically believes that is not only possible but indeed probable. He laughs and readily admits that companies and foundations have taken note and are regularly at his UCI doorstep, funds in hand, offering to join the band. It’s something he never could have imagined only a year ago, yet something every heretofore unknown scientist must certainly welcome with open arms. While fuel from emission fumes or even thin air may be a long way off, thanks to Dr. Ribbe and his growing UCI team, it’s no longer a pipe dream. —WARREN MASON

did know?

you

BY CRAIG TAYLOR

The Declaration of Independence was drafted by Thomas Jefferson between June 11 and June 28, 1776.

a symbol of liberty

PRESERVING ONE OF AMERICA’S MOST CHERISHED DOCUMENTS

The Declaration of Independence has long been regarded as a symbol of American democracy and liberty. The original document has been around for more than two centuries, and in that time it has dramatically faded and cracked—largely because of poor handling and preservation techniques. Believe it or not, during its early years, the Declaration of Independence was often rolled up as it traveled between states and was not handled in a delicate fashion. In 1823, a copy was made, but during the process the original became wet, causing the ink to fade. Later, in the 19th century, the Declaration of Independence was framed, hung and displayed next to a window at the old U.S. Patent Office (now part of the Smithsonian Institution) for many years, where exposure to sunlight contributed further to its deterioration. The document was eventually taken down and stored in a dry place, away from direct sunlight. At that time, preservation experts did not realize that to prevent cracking, the parchment, which was made from animal skin, needed a little moisture. The dryness factor while the document was in storage caused it to crack severely during the next 50 years. In the ’50s, the National Institute of Standards and

m y t e k l i f e fall 2010

Technology (NIST) built helium-filled glass metal cases that helped keep destructive gases and microorganisms away from the precious document. An examination of the Declaration of Independence in 1995, however, revealed signs of deterioration in the encasement’s glass. Furthermore, a very high amount carbon dioxide was discovered. Although the document was not in danger, the glass was becoming opaque, obscuring the document inside.To remedy this, NIST recommended building new encasements for the Declaration of Independence, the Constitution and the Bill of Rights. Scientists and engineers from NIST collaborated with NASA to build state-of-the-art encasements that would secure the documents against every type of harmful gas known. The Declaration of Independence, along with the Constitution and the Bill of Rights, is on exhibit at the Rotunda for the Charters of Freedom in Washington, D.C., where, thanks to advanced technology, the original words from our founding fathers can be preserved and can continue to guide our democracy for generations to come.d

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