It looks like you're using an Ad Blocker.
Please white-list or disable AboveTopSecret.com in your ad-blocking tool.
Some features of ATS will be disabled while you continue to use an ad-blocker.
The flight deck's instrument panels, overhead console, and associated wiring had to be reinstalled.
[On] May 11, 2017[,] Wednesday evening Airlander 10 completed its first flight since the giant dirigible crash-landed nine months ago. The airship took off at 5:28pm, puttered around for almost three hours, and successfully landed at 8:15pm. …
The new auxiliary landing system… worked perfectly.
HAV says that [the] successful flight recommences Airlander 10's three-phase flight test programme. For now, Airlander 10 isn't allowed to ascend beyond 4,000 feet or travel more than 15 miles from its hangar in Bedfordshire. As it progresses through the test programme it'll be allowed to travel farther and higher and stay airborne for longer. In theory, Airlander 10 can hang around for a few days. [Five days in most reports]
Lockheed Martin is currently assembling the first 15 of its LMH-1 hybrid aircraft — so called because they generate lift with both a lighter-than-air helium envelope and aerodynamic surfaces — at a plant in California, with the earliest expected off the line in 2018 or 2019.
With vertical take-off and landing, the airship will be able to carry cargos up to roughly 47,000 pounds without requiring a runway. Moving at a top speed of 65 miles per hour, [Ron] Hyde [PRL Logistics CEO] said the craft is best thought of as “not a slow plane, but a fast boat.”
The hangar Hyde plans to build at PRL’s Kenai center is also in the conceptual stage. In a presentation to the Kenai City Council on April 19, he estimated its cost as $10 million…
“It depends who’s piled on to that number,” Hyde said. “If you take Lockheed Martin, maybe they want to have a simulator, or the ability to completely rebuild the entire engine, or maybe they want to do a lot of things locally rather than waiting for parts to come in from LA.
Hyde said putting the airship near a busy airport like Anchorage’s would be “the worst thing we could do.”
“We knew that putting it at any airport was not a good option, because it flies so slow,” Hyde said. “And the whole purpose of the ship is not to be restricted to a commercial airport.”
A dynastat is a hybrid airship with fixed wings and/or a lifting body and is typically intended for long-endurance flights. It requires forward flight to create the aerodynamic lift component.
CONTROL OF STATIC HEAVINESS (COSH)
Unlike other airships, the Aeroscraft is the only air vehicle designed with the patent-pending control of static heaviness system that controls the vehicle's buoyancy to be heavier-than-air during ground operations or lighter-than-air during flight, acting as a “flying submarine.” The control of static heaviness system internally ballasts the non-flammable helium into the aircraft’s helium pressure envelopes (HPEs).
An airship fell from the sky and caught fire close to the US Open during the early stages of the first round at Erin Hills, Wisconsin.
Organisers said the aircraft was "unaffiliated" with the US Open or television coverage of the event.
Eye witnesses posted social media footage showing the blimp falling to the ground and the pilot using a parachute to escape.
The world's longest aircraft has successfully completed its fourth test flight, reaching the highest altitude it has attained so far. The Airlander 10 - a combination of a plane and an airship - took off at 18:15 BST on Tuesday near its base at Cardington Airfield, Bedfordshire. During the flight, which lasted about three hours, the 302ft (92m) long craft reached 3,500ft (1,067m). Hybrid Air Vehicles (HAV) said it was "a hugely successful flight".
Dirigibles, or airships, were first designed for passengers as a kind of “flying Titanic.” They were meant to combine the speed and modernization of flight technology with the elegance and luxury of steamship travel. Although capacity was limited, engineers in the 1930s considered airships to be the future of passenger air travel. What these engineers did not fully consider was that the limited capacity was not the most immediate problem: the fact that these airships were full of flammable hydrogen gas made them– as Archer repeatedly points out– flying bombs.
Two companies on either side of the Atlantic are revisiting the concept of dirigibles, and are turning up the gas (helium, not hydrogen!) in airship engineering. Like most technologies, both projects began as collaborations with the military, but are proving to have very beneficial applications outside of defense.
Worldwide Aeros is an airship manufacturer based in California and has been developing a viable prototype since 2013. Dubbed the “Aeroscraft,” the blimp is designed to use less-flammable helium gas and ordinary air, and actually functions more like a submarine. Helium contained in balloons provides the lift. During takeoff, the craft releases air, and during landing, the craft takes in heavier air.
Ultra-light carbon fiber and aluminum give the Aeroscraft a rigid shape (not heavy steel and aluminum like past dirigibles).
Across the Atlantic, Hybrid Air Vehicles in the UK is busy perfecting their pilot project called the “Airlander”. Like the Aeroscraft, the Airlander uses helium gas for lift, but it’s design is radically different. As the company’s name suggests, the Airlander has a hybrid design that aims to combine the concept of a dirigible with features of both helicopters and a fixed wing airplanes. As a result, the Airlander can carry loads that are larger and heavier than conventional aircraft, but uses significantly less fuel.