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Blimps/airships/aerostats (merged)

Bump: LEMV flies


http://www.youtube.com/watch?feature=player_embedded&v=R1G-L7qvTKI

http://www.youtube.com/watch?feature=player_embedded&v=x_fmy3xwjbM


And lands

http://www.youtube.com/watch?v=pOIEO6h1fy0&feature=player_detailpage


And judging from the images in this Daily Mail article the Canadian Discovery Air connection is pretty strong - AIRLANDER.

ArmyRick - we might see them supplying Op Nanuk or Alert yet.


Edited to add the correct landing video link
 
57Chevy said:
  A non-linear flight path that tacks against the wind may take a bit longer, but airships can cruise easily at 130 kmph

I know this is kind of a necro-post, but I'll just throw this out there anyways because I see claims like this all the time.

The FAI-certified airspeed world record for an airship is 115 km/h.

The absolute air speed world record (not FAI-certified) is 140km/h (USS Macon). And that took eight Maybach V-12s, running absolutely flat-out.

No airship built in the last 75 years has ever hit 130 km/h, so saying that airships can "easily" (requiring no great labour or effort[/i)] "cruise"(maintain a speed and altitude profile providing optimum or near-optimum fuel efficiency) at 130 km/h is not even close to correct.
 
The 130 kph is probaby marketing speed, but given many of these new LTA designs are built with fairly rigid composite envelopes, aerodynamics which treat the envelope as a "wing" or at least a lifting surface and have vastly higher power to weight ratios than were ever contemplated in the 1930's, I think it is safe to say modern LTA's are capable of moving much faster than most people would imagine.

Oddly, this is actually a bad thing, given the huge potential advantage of an LTA is its ability to loiter for extended periods. If you want to go fast with your payload, rent a cargo plane...
 
Thucydides said:
The 130 kph is probaby marketing speed, but given many of these new LTA designs are built with fairly rigid composite envelopes, aerodynamics which treat the envelope as a "wing" or at least a lifting surface and have vastly higher power to weight ratios than were ever contemplated in the 1930's, I think it is safe to say modern LTA's are capable of moving much faster than most people would imagine.

Oddly, this is actually a bad thing, given the huge potential advantage of an LTA is its ability to loiter for extended periods. If you want to go fast with your payload, rent a cargo plane...

I can think of any number of commodities that could benefit from just being delivered.  Often it is not the speed of delivery that is critical so much as the cost of delivery and the possibility of delivery.  These lifting bodies open up new possibilities.  The costs have yet to be determined fully.  Although it does seem that infrastructure will be reduced (assuming a Main Operating Base).  I wonder if the CAA would permit autonomous operations for certain types of cargo.  That could reduce costs further.
 
The dismal science strikes again. LTA's can fill certain transportation niches, but today these niches are filled just as efficiently (or more so, since there is a current pool of experience, infrastructure and sunk costs) by existing modes of transport. Back in the 1930's, seaplanes were the wave of the future, since you could land on almost any body of water that was large enough, and make use of dock facilities that existed all over the world at the time to service small freighters. After WWII, there existed enough airstrips to moot the advantage of landing on available lakes and oceans, while ship technology moved towards larger ships and centralized docking facilities (culminating in today's megaports for container shipping), making seaplanes pretty much redundant except for very tiny niche roles.

I'm afraid the same situation obtains for LTA's right now. Want to deliver a lot of troops and equipment overseas? Us a San Antonio class LPD. Need to get a lot of stuff overseas quickly? Use a C-17. Need to transport 26 tons to a specific point? Hire a MIL-26 HALO. Want to ship stuff to the Arctic? Send it via semitrailer on the ice road. Have an emergency delivery during the summer? Use a bush plane, or in a drastic emergency, an RCAF C-130.

As much as I love the idea of airships, the economics just don't work out (yet). Even for specialized roles, existing airframes can usually be tweaked enough to do the job (the ancient 707 served as a passenger jet, cargo jet, flying fuel tanker, AWACS, J-STARS, laser cannon, flying observatory...)
 
Thuc:

Agree completely on the application of the LTA vs the Ship when considering both military and overseas applications.

However I do see a potential for long distance intRA-continental travel over land.  There needs to be a lower cost solution than road and rail to get to the interiors of Canada, the Amazon, Eurasia between the Urals and the Altai, and the Sahara/Sahel/Congo/Savannah.  The cost of developing conventional infrastructure is just too high.

You want something that can compete with a barge drifting downriver, without incurring significant costs to bring it back upriver.
 
Kirkhill said:
Thuc:

Agree completely on the application of the LTA vs the Ship when considering both military and overseas applications.

However I do see a potential for long distance intRA-continental travel over land.  There needs to be a lower cost solution than road and rail to get to the interiors of Canada, the Amazon, Eurasia between the Urals and the Altai, and the Sahara/Sahel/Congo/Savannah.  The cost of developing conventional infrastructure is just too high.

You want something that can compete with a barge drifting downriver, without incurring significant costs to bring it back upriver.
And with (in those contexts) road infrastructure.

Something that costs the same as a given load's worth of trucks, and (considering the Amazon example) reduces cargo-handling (no need to transfer from truck to barge to truck to whatever - just load and proceed to the final destination) and allows traversal of hostile-at-ground-level territory seems interesting. Only question is raising funds to develop such a thing.
 
Thucydides said:
I think it is safe to say modern LTA's are capable of moving much faster than most people would imagine.

Well, this depends on what you think most people would imagine. I suspect most people would image that LTA's are capable of moving at speeds which previous examples have been empirically demonstrated to do. In which case you claim is incorrect, modern LTA's cannot go that fast. Perhaps you could say "Some imaginary future LCA would be theoretically capable of travelling faster than most people would imagine",  but in order to correctly make claims about the speeds of a modern LTA, you actually need to have an example of a modern LTA capable of reaching that speed.

It's like saying "A modern fixed-wing aircraft can easily cruise at Mach 6", just because the X-15 sprinted to that speed a couple of times half a century ago. 

There's no theoretical reason why you couldn't build something to repeat that feat. But there is no example that can currently do so. And perhaps more importantly, due to the exact reasons that you have outlined, there is no reason to expect that future LTAs will be developed and produced anytime in the near future which are capable of matching the feats of their ancestors.
 
Most people imagine LTA's moving at the speed of the Goodyear blimp cruising slowly over the Superboowl game. People have more direct experience with air travel, having flown themselves on business trips or vacations.

So the imagined speed of LTA's is probably pretty much in the same ballpark as a hot air baloon, while the new generation of prototypes is certainly as fast, if not faster than 1930 era Zeppelins (which still isn't all that fast, by today's standards).

Back to the dismal science again, the funding to develop and certify new forms of transport like LTA's (not to mention the time needed to get the thing into production) still counts against you. By the time you could get an LTA, you would have been able to fly hundreds of helicopter lifts, barge trips or whatever else you needed to do to get to remote locations. This is sad, since there is real "romance" to the idea of an LTA, but economic facts are pretty hard to argue against.
 
The US military takes delivery of LTA's:

http://www.hybridairvehicles.com/pdfs/PR_LEMV_First_Flight_Hybrid_Air_Vehicles.pdf

JOINT BASE MCGUIRE-DIX-LAKEHURST, N.J. -- Aug. 10, 2012 -- Hybrid Air Vehicles
Limited and Northrop Grumman Corporation (NYSE:NOC) announce the successful
completion of the first flight of the U.S. Army's Long Endurance Multi-Intelligence
Vehicle (LEMV) in historic Lakehurst, N.J., the birthplace of the nation's storied military
airship past.

The LEMV, a first-of-its-kind airship, took to the sky on the 7th August 2012 at 6:49
p.m. Eastern Time and flew for more than 90 minutes over Lakehurst Naval Air Station. 
In the shadows of the century old Hangar One, this major milestone represents the
commencement of the flight test program, and demonstrates that Northrop Grumman
and its industry partners have successfully developed the world's largest, most-
persistent, lighter-than-air optionally piloted aircraft.

Photos accompanying this release are available on the Hybrid Air Vehicles website:
www.hybridairvehicles.com.

"The entire U.S. Army/Northrop Grumman industry team has done an outstanding job
working through a technically challenging program, demonstrating strong teamwork to
achieve this first flight milestone," said Alan Metzger, vice president and program
manager of Long Endurance Multi-Intelligence Vehicle and Airships for Northrop
Grumman Aerospace Systems. "This platform will establish a new standard for a long-
endurance, persistent intelligence, surveillance and reconnaissance (ISR) capability
over the battlefield."

In an environment of tight budgets and acquisition reform, the U.S. Army/Northrop
Grumman team successfully demonstrated its nontraditional approach in the execution
of this technically challenging program.

LEMV was designed, built and flown in a short 24 months, a considerable
accomplishment for a vehicle of this scale and complexity.

LEMV will provide unprecedented ISR capabilities to the U.S. Army in the form of an
"unblinking stare" over ground troops, ranging anywhere from one day to multiple
weeks. The endurance ability of the LEMV system comes from a design that is built
around Hybrid Air Vehicles Limited's HAV304 aircraft design and Northrop Grumman's
open system architecture design, which provides a modular and flexible payload
capability along with room for mission expansion and growth.

LEMV Completes Historic First Flight 

"Our air vehicle technology will allow the LEMV program to deliver ISR with
unprecedented long endurance capability. The successful first flight of the vehicle
demonstrates the readiness of hybrid air vehicle technology to serve military needs,"
said Gary Elliott, chief executive officer of Hybrid Air Vehicles Limited.

As the prime contractor, Northrop Grumman is responsible for the overall system
development and integration, development and implementation of the open system
architecture, unmanned flight control software, mission system flight and ground
operations, and maintenance and field support for worldwide operations.

Northrop Grumman's industry team includes Hybrid Air Vehicles Limited of the U.K. for
the air vehicle design, Warwick Mills for fabric development, ILC Dover for hull
fabrication and seaming, AAI Corporation for air vehicle control through its Universal
Ground Control Station, SAIC for full-motion video exploitation, and a team of
technology leaders from more than 18 U.S. states and at least three countries.

"ILC Dover is pleased to have been given the opportunity to participate in the
development and fabrication of the LEMV envelope structure. This has been a
challenging program, and we are glad we were able to assist Northrop Grumman and
the U.S. Army in its success," said Gilbert Baird, senior product line manager for ILC
Dover.

The Army lead for the technology development is the U.S. Army Space and Missile
Defense Command/Army Forces Strategic Command. The Army Office of the Deputy
Chief of Staff for Intelligence is responsible for the LEMV operational concept.

Hybrid Air Vehicles Limited is based in Cranfield, U.K., and provides a range of hybrid
air vehicles and associated services for surveillance and heavy lift applications to
government and commercial customers. Please visit www.hybridairvehicles.com for
more information.

Northrop Grumman is a leading global security company providing innovative systems,
products and solutions in aerospace, electronics, information systems, and technical
services to government and commercial customers worldwide. Please visit
www.northropgrumman.com for more information.

And it seems that Kirkhil's predictions about LTA were also correct, although many proposals like this have been made in the past. I will be interested to see if this plan actually pans out:

http://www.discoveryair.com/page?a=563&lang=en-CA

Discovery Air Innovations announces agreement with Hybrid Air Vehicles to launch a commercial Heavy Lift Air Vehicle program

Yellowknife, NT, August 30, 2011 – Discovery Air Innovations Inc. (DAI), a wholly-owned subsidiary of Discovery Air Inc. and Hybrid Air Vehicles Limited (HAV) have entered into a commercial agreement which identifies DAI as the launch customer for HAV’s Commercial Heavy Lift programme.  Under the agreement, HAV grants DAI multiple aircraft delivery options and, subject to successful completion of final design and commercial terms, both companies anticipate conclusion of a definitive purchase agreement in 2012, followed by production and delivery of the first operational heavy lift hybrid air vehicles in 2014. HAV is a pioneer and world leader in the design, manufacture and support of innovative lighter-than-air aircraft products, known as Hybrid Air Vehicles.

DAI is in the process of securing lead customers with a need for heavy-lift capability to optimize their logistics solutions into remote areas in the 2014 timeframe.  The helium-filled hull creates aerodynamic lift, which when combined with vectored thrust engines enables vertical takeoff / landing (VTOL), as well as precision hover.  The hovercraft landing system, with “suck down” capability, allows for multi-surface operation and load transfer on land, water, ice and snow, while roll-on-roll-off cargo load capability facilitates heavy load operations.  The aircraft will carry a payload of 50 tonnes delivering cargo point to point, without the need for a runway. The ability to load, launch, and land from gravel airstrips, water, snow or ice surfaces with no preparation or specialist handling equipment saves time and investment in infrastructure.

“Hybrid Air Vehicles will dramatically improve existing supply chains for large industrial projects in hard to reach places and enable economic development where it was previously not viable”, said Paul Bouchard, President of DAI.  “We are extremely pleased to partner with a company like Hybrid Air Vehicles to deliver this revolutionary product to the market.  HAV has re-examined the basic principles behind lighter-than-air science and applied modern technology and materials to this 100 year old concept.”

“The North has been waiting a long time for a year-round, heavy-lift, transport capability.  DAI presents an opportunity for Alaska and the Canadian Territories to take control of their economic destiny” said Dr. Barry Prentice, Professor of Supply Chain Management at the Asper School of Business in Winnipeg, Manitoba. “The conditions are right for a new form of transport that is capable of heavy lift, but is also low cost and environmentally sustainable. DAI has recognized the opportunity presented by hybrid aircraft for the North”

“The introduction of a Heavy Lift Air Vehicle is very exciting.  With its large lifting capacity, low emissions and the fact that it reduces the need for infrastructure, it is exactly the kind of solution Nunavut needs to promote economic development while at the same time respecting the environment and the land," said Mr. Victor Tootoo, Co-Chair of the 2010 Northern Economic and Sovereignty Infrastructure Conference.

ABOUT DISCOVERY AIR AND ITS SUBSIDIARIES
Founded in 2004, Discovery Air Inc. is a specialty aviation services company operating across Canada and in select locations internationally. With over 130 aircraft, it is one of the largest air operators in Canada, employing more than 600 flight crew, maintainers and support staff to deliver a variety of air transport, maintenance and logistics solutions to its government, airline and business customers. The Corporation's subsidiaries include: Top Aces, which delivers airborne training and special mission services to the Canadian military; Discovery Air Fire Services, a supplier of airborne fire management services to the Ontario government and charter services to government agencies and corporate customers; Discovery Air Technical Services, which provides a range of maintenance, repair, overhaul, modification, engineering and certification services; Great Slave Helicopters, one of the largest VFR helicopter operators in the country; Air Tindi, the largest fixed-wing aircraft charter provider based in Northern Canada; Discovery Mining Services, which supplies all-weather exploration camps as well as expediting and logistics support services; and Discovery Air Innovations, the innovation arm of Discovery Air that identifies and captures large, new market opportunities.

CAUTION REGARDING FORWARD-LOOKING STATEMENTS

Discovery Air’s public communications may include written or oral forward-looking statements (as defined in applicable securities laws) regarding the future performance of the company and/or its subsidiaries. Forward-looking statements by definition are based on assumptions and are as a result subject to risks and uncertainties, including those identified in the Management’s Discussion and Analysis section of Discovery Air’s financial statements for the fiscal year ended January 31, 2010, available at www.sedar.com. As a result of such risks and uncertainties, actual results may differ materially from those discussed in forward-looking statements, and readers should not place undue reliance on such statements. Forward-looking statements represent expectations as of the date they are made, and Discovery Air disclaims any intention or obligation to update or revise any forward-looking statements it may make, whether as a result of new information, future events or otherwise, except as required under applicable securities laws.
Discovery Air’s shares and debentures trade on the Toronto Stock Exchange (Symbols DA.A and DA.DB.A respectively).

For further information about this exciting new service, please contact:

Stephen Newton
Director Business Development DAI
stephen.newton@da-innovations.com
613-297-6017

Sheila Venman
Investor Relations
sheila.venman@discoveryair.com
Toll Free (866) 903 3247

Rolf S. Dawson
Vice President, Corporate Finance & Administration
rolf.dawson@discoveryair.com
867-873-5350, Ext. 304
 
                                      Article is shared with provisions of The Copyright Act

I figured it was just a matter of time.


Bring on the blimp: MPs say time to test airships for remote communities
The Canadian Press by Stephanie Levitz, 16 Feb

OTTAWA - It's time to rethink the blimp, a House of Commons committee suggests in a new report.

Airships are often associated with the Hindenberg crash of the 1930s, and their development was overtaken by that of the airplane, reducing their use in recent years mostly to props in ad campaigns.

But there's room for certain kinds of them to play a new role in Canada, especially when it comes to reaching remote communities in the North, the transportation committee recommended in a recently released report.

"Hybrid air vehicles may one day provide a superior solution, as they can travel over snowfall, frozen water or impenetrable terrain, and require no roads or rail installations to operate," says the report.

The committee's look at airships was part of a broader study examining more creative ways to address some of the shortfalls in Canada's transportation sector.

When it comes to airships, a number of barriers exist to putting them into more widespread use, the committee heard.

Among them is a lack of infrastructure, trained personnel and licensing regimes, said Barry Prentice, a professor at the University of Manitoba and president of ISO Polar Airships, a research institute that promotes the use of the vehicles.

article continues at link...
 
Sooooo.....that's where Mike Duffy is going.........
 
Thunderbird 2 is go! Gigantic amphibious airship which could revolutionise air travel as we know it takes first flight

    The Aeroscraft can take off and land without an airstrip meaning it can operate even in war zones and disaster areas
By Daily Mail Reporter  10 September 2013
http://www.dailymail.co.uk/news/article-2416809/Return-zeppelin-Firm-unveils-gigantic-airship-revolutionise-goods-carried-world.html?ICO=most_read_module

Zeppelins were once considered the future of air transport - but after the horror of the Hindenburg disaster, they disappeared from the skies for more than 75 years.

Now a pioneering aviation firm hopes to bring back the airships in a bid to revolutionise the global market in transporting freight.

The Aeroscraft is built using innovative technology which allows it to control its flight better than previous airships, so it should avoid the problems experienced by the first generation of zeppelins.

It requires only a third as much fuel as an aeroplane carrying cargo, and it can take off and land anywhere even without a formal airstrip - including on water - making it well suited to war zones and disaster areas.

The aircraft has been designed thanks to a $3million grant from the U.S. government, and it will soon be ready for its first test flight, according to Business Insider.

The Aeroscraft is designed by Worldwide Aeros Corp., who predict that it will change the way that goods are moved around the world by providing a mode of transport which is cheaper than planes but faster than ships.

The key technological breakthrough came when the firm's founder Igor Pasternak came up with a way to compress helium, which allows the airship to control its weight.

~~It may seem flimsy compared to a metal jet, but the Aeroscraft has bulletproof skin, and even if its exterior is breached it does not deflate like a balloon.

The firm claims that its first airships will be available to customers in mid-2015, when they will be rented out for a year at a time.

A model of the zeppelin which carries 66 tonnes will cost more than $25million per year, while a 250-tonne version will be $55million.
more on links and pics
 
that.. is.. wicked..

The comments are quite negative, about the helium+oxygen being recipee for disaster, one comment about being able to travel the world at low speeds, low altitudes and being able to see the most amazing views in the world struck me as an awesome concept.  Very cool that it can land and take off virtually anywhere, it will be very interesting to see how popular this method of transporting cargo will become.  Very cool looking cockpit! [cockpit?]

Quite a bargain for the larger vessel as well

A model of the zeppelin which carries 66 tonnes will cost more than $25million per year, while a 250-tonne version will be $55million.

almost 4times the size for twice the price!
 
Remarkably similar news articles appear every few years, but I've yet to see any of these miracle machines in the air.
 
If you look at the history of airships, most crashed due to weather. They require significant infrastructure to house them (A couple of places left from the heyday). You can't just park them when bad weather is coming. Very high altitude UAV airships might work to provide telecomm coverage, intelligance, etc
 
Loachman said:
Remarkably similar news articles appear every few years, but I've yet to see any of these miracle machines in the air.
ZACKLY!

Methinks if enough money was able to be made, they'd be filling the skies by now.
 
I'm still waiting for the hover car that I was promised in 1964.
 
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