A LTA flight research vehicle

An Airship Flight Research Program is proposed. Major program objectives are summarized and a Modernized Navy ZPG3W Airship recommended as the flight test vehicle. The origin of the current interest in modern airship vehicles is briefly discussed and the major benefits resulting from the flight research program described. Airship configurations and specifications are included

The Slate all metal airship

The development of the Slate all metal airship City of Glendale built and completed in 1930 is presented. The airship facilities are discussed. Pertinent data which led to other engineering accomplishments for aviation are shown. The SMD-100 concept is presented along with a brief commentary on the costs and problems involved in such an airship design and the application of the hoisting and elevator facilities to airship development

Feasibility study of modern airships. Phase 2: Executive summary

A feasibility study of modern airships has been completed. Three promising modern airship systems' concepts and their associated missions were studied; (1) a heavy-lift airship, employing a non-rigid hull and a significant amount of rotor lift, used for short-range transport and positioning of heavy military and civil payloads, (2) a VTOL (vertical take-off and landing), metalclad, partially buoyant airship used as a short-haul commercial transport; and (3) a class of fully-buoyant airships used for long-endurance Navy missions. The heavy-lift airship concept offers a substantial increase in vertical lift capability over existing systems and is projected to have lower total operating costs per ton-mile. The VTOL airship transport concept appears to be economically competitive with other VTOL aircraft concepts but can attain significantly lower noise levels. The fully-buoyant airship concept can provide an airborne platform with long endurance that satisfies many Navy mission requirements

Ultra-heavy vertical lift system: The Heli-Stat

A hybrid VTOL airship which is combined with helicopters is evaluated. The static lift of the airship supports approximately the full empty weight of the entire assembly. The helicopter rotors furnish the lift to support the payload as well as the propulsion and control about all axes. Thus existing helicopters, with no new technology required, can be made to lift payloads of ten times the capacity of each one alone, and considerably more than that of any airship built so far. A vehicle is described which has a 75-ton payload, based on four existing CH-53D helicopters and an airship of 3,600,000 cu. ft. The method of interconnection is described along with discussion of control, instrumentation, drive system and critical design conditions. The vertical lift and positioning capabilities of this vehicle far exceed any other means available today, yet can be built with a minimum of risk, development cost and time

The design and construction of the CAD-1 airship

The background history, design philosophy and Computer application as related to the design of the envelope shape, stress calculations and flight trajectories of the CAD-1 airship, now under construction by Canadian Airship Development Corporation are reported. A three-phase proposal for future development of larger cargo carrying airships is included

Effect of present technology on airship capabilities

The effect is presented of updating past airship designs using current materials and propulsion systems to determine new airship performance and productivity capabilities. New materials and power plants permit reductions in the empty weights and increases in the useful load capabilities of past airship designs. The increased useful load capability results in increased productivity for a given range, i.e., either increased payload at the same operating speed or increased operating speed for the same payload weight or combinations of both. Estimated investment costs and operating costs are presented to indicate the significant cost parameters in estimating transportation costs of payloads in cents per ton mile. Investment costs are presented considering production lots of 1, 10 and 100 units. Operating costs are presented considering flight speeds and ranges

The aerospace developments concept

The viability of using airships for the transport of natural gas, and the initial design of such a system, the airship and its associated subsystems together with a continuing economic analysis of the project were investigated. Investigations, on a funded basis, were also carried out into the application of the airship for A.S.W. and A.E.W. uses, and a further investigation into the transport of mineral concentrates for an Australasian mining concern was completed

Airship economics

Projected operating and manufacturing costs of a large airship design which are considered practical with today's technology and environment are discussed. Data and information developed during an 18-month study on the question of feasibility, engineering, economics and production problems related to a large metalclad type airship are considered. An overview of other classic airship designs are provided, and why metalclad was selected as the most prudent and most economic design to be considered in the 1970-80 era is explained. Crew operation, ATC and enroute requirements are covered along with the question of handling, maintenance and application of systems to the large airship

The basic characteristics of hybrid aircraft

The transportation of very heavy or very bulky loads by airships, and the ability to carry out extended duration flights at low speeds and low costs was studied. Structural design and weight factors for airship construction are examined. The densities of various light gases to be used in airships are given, along with their lifting capacities. The aerodynamic characteristics of various airship configurations was studied. Propulsion system requirements for airships are briefly considered

A new concept for airship mooring and ground handling

Calculations were made to determine the feasibility of applying the negative air cushion (NAC) principle to the mooring of airships. Pressures required for the inflation of the flexible trunks are not excessive and the maintenance of sufficient hold down force is possible in winds up to 50 knots. Fabric strength requirements for a typical NAC sized for a 10-million cubic foot airship were found to be approximately 200 lbs./in. Corresponding power requirements range between 66-HP and 5600-HP. No consideration was given to the internal airship loads caused by the use of a NAC and further analysis in much greater detail is required before this method could be applied to an actual design, however, the basic concept appears to be sound and no problem areas of a fundamental nature are apparent