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Hybrid Air Vehicles Airlander 10
Hybrid Air Vehicles Airlander 10
Hybrid Air Vehicles Airlander 10
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The Hybrid Air Vehicles Airlander 10 (originally developed as the HAV 304; nicknamed "The Flying Bum"[a][c]) is a hybrid airship designed and built by British manufacturer Hybrid Air Vehicles (HAV). Comprising a helium airship with auxiliary wing and tail surfaces, it flies using both aerostatic and aerodynamic lift and is powered by four diesel engine-driven ducted propellers.

Key Information

The HAV 304 was originally built for the United States Army's Long Endurance Multi-intelligence Vehicle (LEMV) programme. Its maiden flight took place in 2012 at Lakehurst, New Jersey, in the US. In 2013, the LEMV project was cancelled by the US Army.

HAV reacquired the airship and brought it back to Cardington Airfield in England. It was reassembled and modified for civilian use, and in this form was redesignated the Airlander 10. The modified aircraft completed design certification testing before being written off [2] when it came loose from its moorings in a high wind on 18 November 2017 at Cardington Airfield.

Production of the Airlander 10 has been pushed back multiple times, and deliveries are currently mooted for 2028.[3][4][5]

Development

[edit]

HAV 304 and the LEMV requirement

[edit]
HAV 304 in flight, August 2012

During the 1990s, the UK based company Hybrid Air Vehicles (HAV) formed a partnership with US aerospace and defence company Northrop Grumman to promote the type in defence markets, particularly in the US.[6][7]

Following the successful demonstration of the HAV-3 small-scale demonstrator, and with Northrop Grumman as the prime bidder, the hybrid airship concept was accepted for the US Long Endurance Multi-intelligence Vehicle (LEMV) project, in preference to the Lockheed Martin P-791 that had also been submitted.[8][9]

The LEMV programme was intended to demonstrate a medium-altitude long-endurance unmanned aerial vehicle capable of providing Intelligence, surveillance, target acquisition, and reconnaissance (ISTAR) support for ground troops.[10][11][12] Besides HAV, UK and US subcontractors included Warwick Mills (fabric engineering and development), ILC Dover (specialised engineering development and manufacturing services), Textron subsidiary AAI Corporation (US Army OneSystem UAV/surveillance aircraft control & information distribution station), Stafford Aero Technologies (flight control systems) and SAIC (full-motion video processing).[8] Northrop Grumman were responsible for the integration of the various electro-optical/infrared, signals intelligence, radar and communications relay payloads onto the airship.[13]

Operational requirements

[edit]

Requirements included the capability to operate at six kilometres (20,000 ft) above mean sea level, a 3,000-kilometre (1,900 mi) radius of action, and a 21-day on-station availability, provide up to 16 kilowatts of electrical power for payload, be runway independent and carry several different sensors at the same time. According to the U.S. Army, the LEMV was to have been a recoverable and reusable multi-mission platform. It could be forward located to support extended geostationary operations from austere locations and capable of beyond-line-of-sight command and control.[10] The developmental prototype emerged as the HAV 304, a helium-filled airship with twin conjoined hulls having a total internal capacity of 38,000 m3 (1,300,000 cu ft).[14]

With an overall length of 91 metres (299 ft), the airship was longer than any contemporary rivals.[15] However, several mid-20th century airships were longer: for example the German Hindenburg-class airships were 245 metres (804 ft) long. The "largest-ever" non-rigid airship, the U.S. Navy's ZPG-3W 1950s-era military airborne early warning airship, was longer at 123 m (404 ft) and larger with a 42,450-cubic-metre (1,499,000 cu ft) envelope capacity.[16]

Operationally, the LEMV was intended to be typically flown autonomously or as a remotely operated aircraft; for being transported to theatres of operation or within normal civil airspace, the airship can also be flown by onboard operators.[6] According to Northrop's projections, one LEMV could provide the equivalent work of 15 fixed-wing medium-altitude aircraft.[17]

The LEMV was intended to be capable of a wide variety of roles, including enhanced ISR (Intelligence, surveillance and reconnaissance) capabilities, beyond-line-of-sight communications and signals intelligence collection.[11] It would integrate with existing ground station command centres and equipment used by ground troops in forward operating bases, making its data available to multiple users and analysts and reducing the information shortfall during operations.[11][8]

Airlander 10 on the ground, August 2016

The LEMV would be able to operate, like a helicopter, from small forward bases. Its operating cost and endurance were expected to be better than other surveillance options.[8]

The airship could serve as a steady communications relay, ensuring that groups of soldiers in mountainous areas would never lose contact with one another, even if they do not have direct line of sight to each other.[8] The LEMV could have tracked important convoys, key roadways, or other key infrastructure as semi-permanent overwatch escorts, monitor an urban area of interest to prepare for major battles or enforce security, or focus on shutting down border chokepoints.[8] The LEMV would have enabled the American DoD to fly the most technologically advanced payloads in the near term as they became available.[11]

Airlander 10 conversion

[edit]

Following cancellation of the LEMV project, the deflated HAV 304 was repurchased by HAV, returned to the UK and hangared at Cardington Airfield.[18] There it was reassembled, refurbished and modified for a more general role; accordingly, the aircraft was no longer an example of the HAV 304 design, having been rebuilt into the Airlander 10 prototype instead. Under HAV's ownership, it gained its nickname of "The Flying Bum"[a] (or in American English, "The Flying Buttocks"[b]).

The Airlander 10 is designed primarily for civilian use. However it can, like the HAV 304, be fitted for a wide variety of defence roles.

Design

[edit]

Overview

[edit]
Airlander 10 in Hangar One at Cardington Airfield, January 2016

The HAV 304 / Airlander 10 is a hybrid airship, achieving lift, and thereby flight, via both aerostatic and aerodynamic forces. Unlike most airship designs, it does not have a circular cross-section, having adopted an elliptical shape with a contoured and flattened hull. This shaping is deliberate so that it acts as a lifting body, contributing aerodynamic lift while the airship is in forward motion; generating up to half[dubious – discuss] of the airship's lift in a similar manner to that of a conventional fixed-wing aeroplane.[19][17] Buoyancy is also provided by helium contained within the envelope, the pressure from which maintains the airship's unique shape, between 60 percent and 80 percent of the aircraft's weight is supported by the lighter-than-air helium.[19][20] The Airlander 10 is equipped with a set of pneumatic skids that are designed to let the airship land and take off from a wide variety of terrain, as well as from water.[19]

The Airlander 10 is capable of staying aloft for five days while crewed, and over two weeks while unmanned.[21] The type had the potential for various civil and military applications; these include transportation purposes, conducting aerial surveillance, acting as a communications relay, supporting disaster relief operations, and various passenger services such as leisure flights and luxury VIP duties.[19] Many of these duties could involve different configurations of the airship's mission module to suit.[20] Northrop also said the LEMV could be used as a cargo aircraft, claiming that it had enough buoyancy to haul 7 tonnes (7,000 kg; 15,000 lb)[clarification needed] of cargo 3,900 km (2,400 mi) at 50 km/h (30 mph).[22] According to HAV, the design would allow operators to choose among trade-offs between endurance and cargo capacity, carrying up to a maximum of 14,000 kg (30,000 lb) of cargo.[6]

Flight deck and controls

[edit]

The Airlander 10 possesses a sizeable flight deck with four large floor-to-ceiling windows, providing a high level of external visibility.[20] While the airship had originally been envisioned to be unmanned, HAV adopted an optionally piloted approach as a result of customer interest in such operations. In 2015, positions for a single pilot and an observer had been installed in the Airlander 10; HAV intend to adopt a twin-pilot configuration along with a greater prevalence of glass cockpit-style controls and instrumentation in the future.[20] The airship is controlled by a side-stick mounted on the right-hand side, somewhat resembling that of a rotorcraft; there are no rudder pedals, the side-stick being automatically slaved to the vanes instead. Garmin-built avionics furnish the cockpit; the suite includes a closed-circuit television system that enables the pilot to view the otherwise-distant engines.[20]

The propulsion units and flying surfaces are both connected to the flight control system via fly-by-optics, using optical fibre cables to efficiently cope with the vast scale of the vehicle.[20] The pilot's controls are various switches and potentiometers, which are connected to the Flight Control System to produce digital signals encoded into light pulses by one of three FCS-Masters and transmitted to the appropriate FCS-Satellite(s) located around the vehicle. These 11 FCS-Satellites then connect electrically to the appropriate equipment including flying surface actuators, engine controls, Secondary Power Distributors etc. Outputs from these various units also take the return path back to the flight deck via the Flight Control System to provide feedback to the pilot on engine conditions, flying surface positions, Secondary Power conditions etc. Transitioning between the vehicle's multiple modes of flight is regulated directly by the flight control system, enabling the vehicle to be operated locally, remotely or in an unmanned configuration.[6] According to HAV, the designing of the flight control regime was eased by the natural pendulum stability of the airship.[20]

Structure

[edit]

The hull of the airship comprises a skin made of triple-layered combination of composite materials. The skin keeps in the gas, and provides rigidity so the craft retains its shape when inflated. The four engines, fins and the flight deck are attached directly upon it.[19] Materials used include Vectran, Kevlar, Tedlar, polyurethane, and Mylar; the Mylar layer, enveloped within polyurethane film layers, forms the airship's gas barrier.[20] The Airlander 10 only has diaphragms and ballonets (see below) as internal framework; weight from the payload module is distributed across every frame via cables running across and into the hull as well. According to HAV's Technical Director Mike Durham, the entirety of the airship's structural strength is derived from being inflated to just above atmospheric pressure with a 4-in water gauge pressure (around 0.15 psi, 1 kPa, or 1% of a standard atmosphere) differential; this strength is due to the diameter of the vessel despite the relatively-low pressure differential.[20]

The hull is internally divided by diaphragms into a total of six main compartments with additional sub-divisions; these divisions can be sealed in the event of emergencies, such as battle damage being sustained, allowing for the majority of the airship's helium, and thereby lift capacity, to be retained.[20] Ballonets are housed within these compartments in order to regulate gas pressure; these are inflated on the ground to increase density and reduce lift.[citation needed] Air and helium are not allowed to mix in the ballonets, thus enabling each to be furnished with valves and fans in order to increase and decrease air volume independently; this approach is claimed by HAV to be unique to the airship.[20]

According to estimates performed by Northrop, the biggest foreseen threat to the HAV 304 is adverse weather conditions, such as high winds or thunderstorms, that could buffet the craft.[23] The threat posed by windy conditions is in part due to its vast surface area in comparison to most aircraft; in particular, ground operations are more difficult in such conditions, but not thought to reach the extent of becoming impossible.[6] According to HAV chief test pilot David Burns, the danger from missiles was relatively low as they can pass through the airship without forcing it down.[19] The skin is reportedly capable of handling small arms fire and other causes of tears due to a level of built-in redundancy and the relatively-low pressure difference between the inside and outside of the hull.[6]

Propulsion

[edit]

The Airlander 10 is powered by a total of four Thielert Centurion 325 hp (242 kW) V8 diesel engines which drive sets of three-bladed ducted propellers to provide the thrust for both flight and manoeuvring.[17][20] These engines are positioned in pairs, one set being located towards the rear of the airship, while the other are positioned alongside the sides of the forward fuselage, mounted on stub wings. Each engine is furnished with a 67 hp (50 kW) generator, which provides electrical power for the airship and its mission systems.[20] The assembly for each of the side-mounted engines can be pivoted 20 degrees in either direction, vectoring the thrust to provide flight control, particularly during landing and taking off; the rear-mounted engines are fixed.[7][20] By employing thrust vectoring, the engines can direct their thrust downwards to provide additional lift during takeoff.[7] A series of four triangular-shaped variable vanes are positioned behind the engines to provide further control authority by re-directing thrust from the rear engines over the tail fins.[20]

While cruising at altitude, propulsion can be switched to a more efficient electric drive fed from the airship's central generator.[citation needed] Due to the hybrid aerostatic/aerodynamic lift approach, fuel can be expended without entering a state of positive buoyancy that would necessitate routine helium venting in order to land, a costly weakness present upon conventional airships.[7][6] Fuel is primarily contained within the 12-metre-long (40 ft) main fuel module housing up to nine tons of fuel; the main tank is supplemented by separate rear and forward tanks, containing up to four tonnes (4,000 kg; 8,800 lb)[clarification needed]. To optimise cruising efficiency, the angle of incidence can be adjusted by pumping fuel between the fore and aft tanks.[20]

Operational history

[edit]

The LEMV project and the HAV 304

[edit]
The HAV 304 during its maiden flight in August 2012

On 14 June 2010, the agreement for the development of the project was signed between the US Army Space and Missile Defense Command/Army Forces Strategic Command and Northrop Grumman.[10] The agreement also included options for procuring two additional airships.[10] The timeline for LEMV was an 18-month schedule starting in June 2010 that included vehicle inflation at about month 10.[10] Additional operational characterization would have occurred at Yuma Proving Ground, Arizona, in month 16.[10] The project cost between $154 million and $517 million, dependent on all options.[10] The cost included the design, development, and testing of the airship system within an 18-month time period, followed by transport to Afghanistan for military assessment.[10]

Throughout development, technological challenges and multiple delays were encountered. In October 2011, aerospace publication Flight International reported that the LEMV was scheduled to conduct its first flight in November 2011, three months later than originally planned.[24] According to media reports, the first flight of the LEMV was rescheduled in early June 2012;[25][26] however, unspecified problems again delayed the flight until August 2012.

The LEMV required at least 300 m (1,000 ft) of runway (violating the runway-independent requirement), and a tether point with a 100 m (300 ft) clear flat area around on which to park, which prevented them from operating at most large bases and all small bases.[citation needed]

On 7 August 2012 the LEMV, carrying US Army registration 09-009, conducted its maiden flight over Joint Base McGuire-Dix-Lakehurst, New Jersey. The flight lasted 90 minutes and was performed with a crew on board, being flown by Chief Test Pilot David Burns.[19] The first flight primary objective was to perform a safe launch and recovery with a secondary objective to verify the flight control system operation. Additional first flight objectives included airworthiness testing and demonstration, and system level performance verification. At this point, the combat deployment of the LEMV to Afghanistan was projected to occur in early 2013.[27][28]

Two months after the test flight, the US Army stated that it had concerns about sending the airship abroad; these included safety, transportation to the theatre of operations, and the timeline of deployment.[29] The US Army had planned to demonstrate the first LEMV in Afghanistan 18 months after the signing of the contract; at one point, proposals included plans to construct a further five airships following mission completion.[11] In October 2012, the Government Accountability Office (GAO) stated that the LEMV project was 10 months behind schedule due to a combination of factors, including issues with fabric production, foreign components being cleared through customs, and the impact of adverse weather conditions.[13]

On 14 February 2013, the US Army confirmed that it had cancelled the LEMV development effort.[30][31] In a statement made by a US Army Space and Missile Defense Command spokesperson, the cancellation was a result of technical and performance challenges that had been encountered, as well as resource constraints that had come into effect.[13] Practical and theoretical knowledge gained was redirected from the LEMV to the JLENS program.[32]

Reacquisition and the Airlander 10 prototype

[edit]
The prototype Airlander 10, G-PHRG Martha Gwyn, in August 2016

The US Army believed that the project's technical data and computer software could be useful for future projects but that selling it would save money.[33] Hybrid Air Vehicles expressed an interest in purchasing the airship, saying they wanted to use it for cold-weather flights and other testing for the development of their proposed "Airlander 50" 50-ton cargo airship.[34] The HAV offer included the basic avionics, mooring masts and spare engines but not the specialist equipment or helium. With this the only offer on the table, in September 2013 the Pentagon sold the LEMV airship back to HAV for $301,000.[35][33][36]

The deflated airship was returned to the UK, where it underwent reassembly and modification as the Airlander 10 prototype at Cardington Airfield.[15][20][37] In April 2014, HAV announced that it was forming an industry team with Selex ES and QinetiQ to develop and demonstrate the sensor capabilities of the Airlander 10, and that a three-month demonstration period for the UK's Ministry of Defence has been planned. One suggested use is as a mother ship for launching multiple UAVs.[38]

In April 2014, it was announced that both the European Aviation Safety Agency (EASA) and the UK's Civil Aviation Authority (CAA) had approved the necessary permissions for Airlander 10 to return to flight.[39] At one point, HAV had intended for the airship to have completed reassembly and be ready for test flights by December 2014; however, delays were encountered while additional financing from commercial and government entities was being sought. The project received both UK and EU funding to support the airship's further development, totalling £7 million by March 2016.[40][41] Crowdfunding from members of the general public also raised £2.1 million.[19]

Re-registered as G-PHRG, on 21 March 2016 the fully assembled Airlander 10 was publicly unveiled; at this point, HAV announced that the type would be offered for both civil and military use in the future.[19] The Airlander 10 is also to serve as a prototype for an even larger version of the airship, referred to as the Airlander 50.[20] According to reports, several military customers have shown interest in potential uses for the type, including in a projected unmanned configuration.[40][38] Named the Martha Gwyn after the company chairman's wife, the airship has become popularly known as "the flying bum" for "the resemblance its plump front end shares with a human's back end."[42]

On 17 August 2016, the first test flight took place at the aircraft's home base, Cardington Airfield in Bedfordshire, England, and lasted 30 minutes.[1][43] During the final approach to its mooring mast at the end of its second test flight on 24 August 2016, the airship's mooring rope became entangled in wires and the nose hit the ground, damaging the cockpit. The crew were unharmed.[44][21][45]

The Airlander 10 was repaired and fitted with inflatable "feet" designed to be deployable in 15 seconds, to protect the cockpit in an emergency landing.[46] It resumed flight testing on 10 May 2017.[47][48] On 13 June 2017, during its fourth test flight, the Airlander reached an altitude of 3,500 feet (1,070 m).[49]

On 18 November 2017, the airship broke free from its moorings in a high wind, automatically pulling a safety rip panel so that it deflated and fell to the ground. Two people received minor injuries.[50] In January 2019, it was announced that the aircraft had enabled sufficient data to be gathered to complete its test and certification programme, and would be retired.[51]

Airlander 10 production version

[edit]

Following the prototype tests flights, the Airlander 10 received CAA Production Organisation Approval and EASA Design Organisation Approval.

As of January 2020 the company is planning to manufacture a batch of certified, production standard Airlander 10 hybrid airships. Compared to the prototype they are planned to feature reduced aerodynamic drag, improved landing gear and a larger payload cabin.[51][52] HAV estimate the CO2 footprint per passenger on Airlander 10 will be about 9 g/km[53] or 4.5 kg, compared with about 53 kg per passenger on a jet plane.[54]

In February 2022 it was reported that production of the Airlander would be moved to South Yorkshire.[55]

In December 2024 the South Yorkshire Mayoral Combined Authority released the first instalment of a £7m loan, prompting the start of initial survey and site work for a manufacturing facility at a 50 hectare site at Carcroft Common, Doncaster. The facility is expected to have a production capacity of 10 units per year.[56]

Orders and reservations

[edit]

In June 2022, Spanish airline Air Nostrum announced that they had placed a reservation for ten airships, with delivery scheduled for 2026.[57] The order was doubled to twenty airships in August 2023.[58]

Technical specifications

[edit]

HAV 304

[edit]

Source:[37][better source needed]

  • Length: 91 m (298 ft 7 in)
  • Width: 34 m (111 ft 7 in)
  • Height: 26 m (85 ft 4 in)
  • Envelope: 38,000 m3 (1,300,000 cu ft)
  • Engines: four × 350 hp (260 kW), 4 L supercharged V8 diesel

Airlander 10

[edit]

The technical data is shown below:[59][53][60][61]

General characteristics

  • Capacity: 100 passengers / 10,000 kg (22,050 lb) at 2,000 nmi range, 130 passengers / 13,000 kg (28,660 lbs) at reduced range
  • Length: 98 m (321 ft 6 in)
  • Wingspan: 50 m (164 ft 0 in)
  • Height: 30 m (98 ft 5 in)
  • Volume: 38,000 m3 (1,340,000 cu ft)
  • Gross weight: 20,000 kg (44,100 lb)
  • Max takeoff weight: 33,285[62] kg (73,381 lb)
  • Powerplant: 4 × 4 litre V8 turbocharged diesel engines, 242 kW (325 hp) each

Performance

  • Cruise speed: 102 km/h (63 mph, 55 kn) / maximum speed 130 km/h (81 mph, 70 kn)
  • Range: 3,700 km (2,300 mi, 2,000 nmi) / ferry range 4,000 nmi
  • Endurance: 5 days manned
  • Service ceiling: 3,000 m (10,000 ft) / 20,000 feet maximum with reduced payload
    Loiter speed 20 knots (37 km/h)

See also

[edit]

Footnotes

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Hybrid Air Vehicles Airlander 10

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from Grokipedia
The Airlander 10 is a developed by (HAV), a British aerospace company, that leverages for approximately 60% of its lift, supplemented by aerodynamic lift and vectored from four diesel engines, enabling short capabilities on unprepared surfaces without runways. Measuring about 92 meters in with a maximum of 10 tonnes, it achieves a range of 4,000 nautical miles and up to five days of at altitudes reaching 20,000 feet. Designed for versatile roles including , regional accommodating up to 100 s, , and eco-tourism, the Airlander 10 emphasizes low emissions—offering up to 75% reduction in its standard configuration and 90% in planned hybrid-electric variants—while requiring minimal ground infrastructure such as a mooring mast. Its development traces back to the HAV 304 prototype, originally contracted for the U.S. Army's Long Endurance Multi-Intelligence Vehicle program in 2010 but repurposed after cancellation in 2013, with HAV conducting flight tests from 2016 until retiring the damaged prototype in 2019 to focus on production models. Despite persistent funding challenges and skepticism rooted in historical limitations, HAV has secured reservations for ten from Air Nostrum Group in 2022 and three for military applications in 2024, targeting civil certification by 2029 amid ongoing refinements for hybrid-electric propulsion.

Origins and Early Development

Military Origins: HAV 304 and LEMV Program

The HAV 304 originated as a for the Army's Long Endurance Multi-Intelligence Vehicle (LEMV) program, which sought to develop a for persistent and gathering. The program emphasized a platform capable of extended loiter times over areas of interest, such as potential operations in , combining aerostatic lift from with aerodynamic lift from wing-like structures for improved efficiency and capacity. (HAV), a UK-based firm, provided the core and key structural components as a subcontractor to , the prime contractor selected by the Army. On June 14, 2010, the US Army Space and Missile Defense Command signed a development agreement with for the LEMV, targeting an 18-month timeline that included inflation around month 10 and first flight in months 12 or 13. The HAV 304 was engineered for interoperability with the Army's Universal Ground Control Station (UGCS), utilizing compatible hardware and software to support manned or unmanned operations for multi-intelligence missions, including and . Construction involved HAV's expertise in lighter-than-air technologies, building on prior demonstrators like the smaller HAV-3, to create a 91-meter-long filled with , supplemented by vectored from multiple engines for precise control. The prototype achieved its on August 7, 2012, at Joint Base McGuire-Dix-Lakehurst, , conducting a successful manned test in the late afternoon. This initial flight demonstrated basic airworthiness, with post-flight inspections confirming structural integrity and system performance under controlled conditions. Further limited testing followed, validating the hybrid lift principles that enabled the HAV 304 to hover, transition to forward flight, and carry substantial payloads for intelligence payloads, though the program encountered delays in achieving full operational readiness.

Program Cancellation and Prototype Reacquisition

The US Army's Long Endurance Multi- Vehicle (LEMV) program, which had developed the HAV 304 , encountered significant challenges including a 10-month delay in its and escalating costs exceeding $517 million by early 2013. On February 15, 2013, the Army officially canceled the program, citing technical issues, budget cuts, and the need to reallocate funds amid shifting priorities in , , and capabilities. The HAV 304 had completed only a single 90-minute demonstration flight on August 12, 2012, at Naval Air Engineering Station , falling short of operational testing goals. In the aftermath of the cancellation, the US Army, through the , offered the deflated HAV 304 envelope for sale to recover minimal value from the terminated project. (HAV) reacquired the in October 2013 for $301,000, approximately 1/1,000th of the program's total expenditure, securing ownership of the asset originally designed and partially funded under the LEMV contract. This repurchase allowed HAV to retain and physical hardware for potential civilian applications, avoiding complete loss of the investment in technology. The reacquired HAV 304 was transported back to the in a deflated state and stored at , HAV's primary development site. There, it underwent disassembly for inspection and was later modified and reinflated as the foundation for the Airlander 10 civilian prototype, shifting focus from military surveillance to commercial and roles. This transition preserved the aerodynamic and structural innovations of the HAV 304 while adapting them to non-military requirements unconstrained by the LEMV's stringent operational timelines and payloads.

Prototype Development and Testing

Conversion to Airlander 10

Following the cancellation of the U.S. Army's Long Endurance Multi-intelligence Vehicle (LEMV) program in February 2013, (HAV) repurchased the sole HAV 304 from the U.S. Department of Defense for $301,000. The , which had completed one 90-minute flight in October 2012 at , was demilitarized by removing all military-specific intelligence, surveillance, and reconnaissance systems. It was then disassembled and transported across the Atlantic to HAV's assembly facility at , , , arriving in late 2013. The conversion process focused on adapting the for civilian demonstration flights to showcase its potential in , transport, and other non-military roles. Key structural modifications included installing larger upper fins with leading-edge extensions for improved aerodynamic control and shortening the side strakes to optimize handling characteristics. The payload module underwent significant redesign to accommodate modular civilian payloads, such as bays or compartments, replacing the original mission-specific optimized for integration. These changes preserved the core hybrid lift envelope—measuring 92 meters in length and providing approximately 38,000 cubic meters of volume—while enhancing versatility and reducing operational complexity for non-defense applications. Reassembly began with re-inflation of the envelope in Hangar 1 at Cardington in early 2015, followed by integration of updated and systems compatible with European standards. The effort leveraged the prototype's existing composite , constructed primarily from carbon and Kevlar-reinforced fabrics, to minimize costs and accelerate development. HAV described the modifications as "considerable," enabling the vehicle to serve as a demonstrator rather than a direct HAV 304 successor. The redesignated Airlander 10 prototype achieved its first flight on August 17, 2016, lasting about 19 minutes and validating basic airworthiness for further testing. This conversion represented a cost-effective pivot, allowing HAV to retain proprietary design data and physical hardware at a fraction of the original $105 million U.S. investment in the LEMV variant.

Flight Testing and Operational Incidents


The Airlander 10 prototype achieved its maiden flight on August 17, 2016, departing from Cardington Airfield in Bedfordshire, England, at approximately 19:45 local time. The 20-minute sortie reached a maximum altitude of 500 feet and speed of 35 knots, validating basic handling characteristics without incident. On August 24, 2016, during the second test flight, the aircraft executed a , nosediving nose-first into the ground and inflicting structural damage to the . The (AAIB) determined the cause involved a mooring mast fault leading to a second approach with a trailing line, combined with an excessively high descent profile and pilot corrective maneuvers that exceeded design limits. No crew injuries resulted, and repairs enabled resumption of testing. Flight trials recommenced on May 10, 2017, with a 180-minute of improved , handling qualities, and systems integration. A subsequent flight on June 14, 2017, lasted 3.5 hours, expanding the to 3,700 feet altitude and 37 knots airspeed while assessing and stability. The accumulated six flights overall from 2016 to 2017, logging approximately 300 miles and confirming core aerodynamic and control parameters prior to the mishap. On November 17, 2017, the sixth and final flight occurred successfully, but the following day, high winds caused the moored Airlander 10 to detach from its mast at Cardington, activating a mechanism that tore the envelope. The collapse inflicted substantial hull damage, with one ground worker hospitalized for minor injuries. deemed repairs uneconomical, retiring the prototype—deregistered on October 1, 2018—after it met developmental goals, shifting focus to production variants.

Design and Engineering

Hybrid Lift and Aerodynamic Principles

The Airlander 10 achieves lift through a hybrid mechanism combining aerostatic buoyancy from -filled envelopes with aerodynamic lift generated by the vehicle's forward motion over its wing-like hull structure. Aerostatic lift arises from the helium gas displacing an equivalent volume of ambient air, providing static upward force independent of speed, which accounts for the majority of the vehicle's baseline lift capacity. This buoyancy enables operations in a near-neutral or slightly heavier-than-air configuration, reducing reliance on continuous for sustained flight. Aerodynamic lift supplements via the pressure differential created as air flows over the elongated, airfoil-shaped , which functions as a with an optimized for low-speed efficiency. During forward motion, typically initiated by vectored from ducted propellers, the hull's cambered profile generates dynamic lift proportional to squared, allowing the vehicle to exceed the static limit and carry payloads up to 10 tonnes. This hybrid approach contrasts with pure airships, where lift is solely buoyant and diminishes with fuel burn, by enabling variable lift adjustment without adjustments—fuel consumption shifts the balance toward aerodynamic dominance without inducing positive . Vectored thrust from four diesel-powered propellers, mounted at the stern and pivoting through 90 degrees, integrates with these lift principles for precise control, including vertical (VTOL) capabilities without runways. The system's efficiency stems from minimizing induced drag through the low (approximately 20 kg/m²) and leveraging to offset structural weight, resulting in fuel consumption rates up to 75% lower than comparable for long-endurance missions. Ground effect during low-altitude operations further enhances lift-to-drag ratios, facilitating short takeoff distances under 200 meters.

Structural Design and Materials

The Airlander 10 employs a bi-hulled configuration, with the primary structural elements consisting of two pressurized, helium-filled envelopes that serve as both the lifting bodies and the main load-bearing framework. This design leverages internal gas pressure to maintain and rigidity, minimizing the need for extensive internal girders or external trusses typical in rigid airships. The envelopes feature an elliptical cross-section with a cambered longitudinal profile, optimizing aerodynamic lift while providing inherent stability without reliance on a circular . The envelope material is a multi-layered laminated composite fabric engineered for helium impermeability, tensile strength, and environmental resistance. Key components include yarn, a multifilament offering high strength-to-weight ratio superior to polyester alternatives that can deform under pressure; Mylar for gas barrier properties; and Tedlar for UV and abrasion protection, with additional elements like in some formulations for puncture resistance. These layers are permanently bonded via specialized processes by suppliers such as , resulting in a triple-ply, anti-UV capable of withstanding operational stresses without significant stretching or leakage. The total envelope volume is approximately 38,000 cubic meters, filled with to generate buoyant lift comprising about 80% of total lift capacity. Rigid components, including the underside payload module, fuel tank supports, and tail fins, incorporate lightweight composites such as carbon fiber reinforced polymers and for structural reinforcement and attachment points. These elements attach directly to the via a reinforced , distributing loads while keeping overall empty low at around 10,000 kg. The semi-rigid nature allows ground handling via masts or trailers, with the envelope's pressure maintaining integrity during non-flight operations. This material and design approach prioritizes durability and efficiency, drawing from proven fabrics while adapting to hybrid aerostatic-aerodynamic demands.

Propulsion and Power Systems

The Airlander 10 employs four turbocharged V8 diesel engines, each rated at approximately 325 horsepower (242 kW), derived from designs adapted for aviation use. These engines drive three-bladed ducted propellers configured for vectored , enabling both forward and control of the vehicle's attitude through differential power and . The propulsion units are positioned with two mounted forward and two aft on the hull, facilitating efficient low-speed maneuvering and hover capabilities inherent to hybrid airship operations. Each engine integrates a generator producing around 50-67 kW of electrical power, supplying onboard systems including , lighting, and mission without reliance on separate units. This setup supports the vehicle's hybrid lift profile, where contributes to dynamic lift during forward flight, supplementing static from . Fuel consumption is optimized for endurance, with the system designed for up to 4,000 nautical miles range on a 10-tonne , though actual performance varies with mission profile and wind conditions. Hybrid Air Vehicles has outlined a transition to hybrid-electric for production models, incorporating 500 kW s developed in partnership with and YASA, paired with combustion engines or future to achieve up to 90% emissions reductions compared to conventional in similar roles. This architecture would retain the four-pod configuration but enable distributed with regenerative capabilities during descent, prioritizing efficiency over immediate zero-emission operation given current battery and technology limitations. As of 2021, the design had passed review stages, with full integration targeted for by the mid-2020s.

Avionics, Controls, and Payload Integration

The Airlander 10 incorporates a fly-by-light digital , utilizing fiber-optic cables to link flying surfaces, propulsors, and actuators to onboard flight-control computers. This architecture provides resilience against and lightning strikes, while offering reduced weight and higher data transmission rates compared to copper-based systems, facilitating support for multiple high-definition cameras mounted on the hull. The is configured with a single pilot station and a single-pilot , enhanced by large transparent surfaces for comprehensive visibility. Control mechanisms include adjustable ballonets within the envelope to regulate internal pressure and maintain trim amid variations in helium volume due to temperature or altitude changes, augmented by pressure management systems that compensate for or minor leaks to ensure safe return-to-base capability. The system supports operational modes ranging from manned piloting to remotely piloted or fully autonomous flight. Payload integration centers on a modular mission module positioned along the vehicle's centerline, constructed from carbon fiber composites to optimize strength-to-weight ratio. This module houses the , universal load-carrying beams, and fuel tanks, with a total capacity of 10,000 kg (22,050 lb). For specialized missions like and communications, the configuration accommodates up to 7-8 tonnes of equipment, delivering 80 kW of dedicated mission power to enable advanced sensors, onboard , and multi-channel and dissemination. The modular design permits rapid reconfiguration for diverse applications, including logistics or defense roles, by swapping mission-specific payloads while maintaining compatibility with certification standards.

Capabilities and Intended Applications

Performance Specifications and Advantages

The production Airlander 10 is designed with a maximum of 10 tonnes, supporting configurations for 100 passengers or equivalent volumes. It achieves a ferry range of 4,000 nautical miles without , while range with maximum is reduced to approximately 1,200 nautical miles. Cruise speed reaches 55 knots, with a maximum speed of 70 knots, powered by four 325 horsepower turbocharged diesel engines. Operational endurance extends up to five days for missions carrying a 3-tonne , and maximum altitude is 20,000 feet.
ParameterSpecification
Maximum payload10 tonnes
Ferry range4,000 nautical miles
Range with max payload~1,200 nautical miles
Cruise speed55 knots
Maximum speed70 knots
Endurance (surveillance)Up to 5 days (3-tonne payload)
Maximum altitude20,000 feet
Propulsion4 × 325 hp diesel engines
The hybrid lift system, combining aerostatic with aerodynamic forces contributing up to 40% of total lift, enables significant operational advantages over conventional or pure airships. This design yields up to 75% reductions in fuel consumption and emissions relative to comparable or airplanes in roles, stemming from minimized needs for sustained lift. The vehicle's vertical capability on unprepared eliminates requirements for runways or , facilitating access to remote or austere environments. Low acoustic footprint and operating costs further enhance suitability for persistent operations, such as extended aerial , where it outperforms helicopters in range and endurance while matching hover-like precision.

Civilian Applications: Logistics, Transport, and Surveillance

The Airlander 10 is designed for civilian operations, enabling the transport of up to 10 tonnes of to austere or remote sites without reliance on runways, roads, or extensive ground infrastructure, thanks to its vertical takeoff and landing (VTOL) capabilities, hovering precision, and low ground pressure of approximately 5 tonnes per square meter. This capacity matches that of a CH-47 Chinook , but with lower operating costs and emissions due to helium-assisted lift reducing propulsion demands, making it suitable for delivering supplies to zones, mining operations, or island communities where traditional or trucks are impractical. In passenger transport, the Airlander 10 supports regional mobility for up to 100 passengers over distances of around 750 km in a hybrid-electric configuration, achieving approximately 90% lower emissions compared to conventional short-haul through efficient aerodynamic and buoyant lift integration. It facilitates connections between cities like and or and , operating from simple masts rather than airports, which minimizes environmental disruption and enables service to underserved routes with reduced noise and . Cabin configurations prioritize comfort for inter-city travel, including options for luxury or eco-tourism experiences with panoramic views from its elongated envelope structure. For civilian surveillance and communications, the Airlander 10 offers persistent aerial of up to five days' while carrying sensor payloads for commercial data collection, such as , relay, or in non-military contexts. Its ability to loiter at low speeds over fixed areas supports cost-effective airborne processing and transmission of or signals, outperforming drones in and balloons in maneuverability, with potential applications in offshore oil rig oversight or wildlife tracking where ground stations are limited.

Military and Defense Roles

The Airlander 10 traces its origins to the HAV 304, developed in partnership with for the U.S. Army's Long Endurance Multi-intelligence (LEMV) program, which aimed to provide persistent intelligence, surveillance, and reconnaissance (ISR) capabilities to support ground troops over extended periods. The LEMV was designed for with the Army's Universal Ground Control Station, leveraging hybrid lift for endurance exceeding five days at altitudes up to 20,000 feet, enabling multi-intelligence collection including and electro-optical/infrared sensing. The program advanced to a full-scale flight in 2012 but was canceled in 2013 due to shifting priorities and budget constraints, prompting to reacquire and repurpose the asset for broader applications while preserving its military utility. Post-cancellation, the Airlander 10's design features—such as a 3,000 kg sensor payload capacity, low , and ability to operate from unprepared sites—position it for defense roles including ISR, counter-unmanned aerial systems (UAS), , and . Its reconfigurable modular cabin facilitates rapid mission adaptation, supporting airborne , processing, and dissemination for persistent in scenarios like border security or over-the-horizon targeting. In , the U.S. Department of Defense extended a research collaboration with to explore zero-emission logistics applications, highlighting the platform's potential for sustainable resupply in contested environments. In October 2025, announced the first military reservation for three Airlander 10 aircraft from an undisclosed "innovative defence contractor," marking the initial commitment to defense-specific production. This reservation underscores the aircraft's viability for roles demanding extended loiter time and fuel efficiency, with up to 75% lower fuel consumption than traditional in select ISR missions, as evaluated in U.S. defense studies.

Challenges, Criticisms, and Limitations

Technical and Safety Challenges

In August 2016, during its second test flight at , the Airlander 10 prototype (G-PHRG) suffered a nose-first impact with the ground after a mooring line snagged on overhead power cables, causing an unintended ascent to approximately 1,000 feet before a rapid descent. This resulted in structural damage to the and forward envelope, though no injuries occurred among the crew or ground personnel. The UK Air Accidents Investigation Branch (AAIB) report identified contributing factors including a higher-than-optimal approach speed, entanglement of the mooring line during descent, and pilot maneuvers to arrest the sink rate, which exacerbated the . A subsequent incident occurred on November 18, 2017, when the prototype detached from its mooring mast at the same airfield due to undetected improper engagement of the locking pins amid gusty winds up to 20 knots. The aircraft was dragged approximately 100 meters across the ground, leading to collapse of the , damage to the , and deformation of the left tail fin; an automated safety deflation system activated to prevent escalation. The AAIB investigation concluded the root cause was a to verify the mast's locking mechanism post-maintenance, compounded by inadequate pre-release checks and environmental factors. No injuries were reported, but repairs delayed by several months. These events exposed technical vulnerabilities inherent to the Airlander 10's design, such as sensitivity to during low-speed operations and the challenges of secure for a 92-meter-long, low-density structure reliant on hybrid lift. Ground handling procedures proved insufficient against dynamic aerodynamic forces, prompting to incorporate reinforced systems and impact-absorbing aids, including skid-based "" feet for better energy dissipation on unprepared surfaces. The incidents also highlighted risks to integrity from abrasion and protocols, necessitating iterative improvements in materials like the high-strength fabric hull to withstand repeated stress without compromising retention or control. Safety concerns extend to operational phases beyond flight, including helium management to avoid lift variability and potential fatigue in the composite airframe under cyclic loading from buoyancy-aerodynamic interactions. While the non-flammable reduces fire risk compared to historical airships, the prototype's history has raised questions about scalability for certification, with public and regulatory scrutiny focusing on demonstrated reliability in adverse weather—conditions where the vehicle's 38% static lift demands precise ballast and propulsion coordination to maintain stability. Despite repairs restoring the prototype to flightworthy condition by mid-2018, these challenges underscore the engineering trade-offs in hybrid airships: enhanced endurance at the cost of heightened ground-phase hazards absent in conventional .

Economic, Regulatory, and Market Hurdles

The development of the Airlander 10 has incurred costs of approximately £140 million as of early 2025, encompassing prototype testing, design iterations, and infrastructure setup, with auditors citing "material uncertainty" regarding ' (HAV) ongoing financial viability due to persistent funding shortfalls. HAV requires an additional £300 million over the coming years to achieve break-even by 2029, including an initial £130 million tranche targeted for completion by late 2025 amid negotiations for tens of millions in equity, compounded by obligations such as repaying a £1.9 million grant over four years. These pressures stem from extended project timelines, including past incidents like a crash and a failure, which have escalated expenses and deterred investors wary of the capital-intensive nature of production. Regulatory presents significant delays for the Airlander 10, a novel requiring a basis under Civil Aviation Authority (CAA) standards equivalent to large commercial aeroplanes, with the type process formally initiated in February 2024 following Design Organisation Approval granted in 2018. Post-Brexit transition from oversight to the CAA has added complexity, necessitating ongoing audits and compliance with global regulatory policies for helium-based lift and aerodynamic hybrid operations, potentially extending timelines beyond initial projections. Test flights are slated for 2027, with commercial entry into service targeted for 2029 only after full type , reflecting hurdles in validating for a design that blends buoyancy with fixed-wing absent in conventional categories. Market adoption faces obstacles from the sector's limited scale, projected to grow from USD 205 million in 2024 to USD 450 million by 2033, constrained by high upfront development costs, supply volatility, and from faster drones, eVTOLs, and established logistics modes in remote or niches. The Airlander 10's reliance on for 80-90% of lift introduces economic risks from fluctuating global supplies and prices, while operational needs for specialized and sensitivity to further elevate barriers to widespread . Historical setbacks, including the Airlander program's own delays shifting service entry from 2025 to 2029, foster investor skepticism, limiting orders to reservations like recent commitments for three units despite touted advantages in low-emission and roles. High , including proving long-term cost-effectiveness against alternatives, hinder scaling production to HAV's envisioned 24 annually for £1.2 billion in sales.

Historical Development Delays and Setbacks

The Airlander 10 prototype originated from the U.S. Army's Long Endurance Multi-Intelligence Vehicle (LEMV) program, intended for persistent , but the project was canceled in February 2013 after the expenditure of approximately $297 million across related efforts, with the Army citing shifts in priorities and insufficient operational value despite a successful 90-minute first flight in 2012. (HAV) reacquired the deflated airship in mid-October 2013 and repatriated it to in the UK for repurposing as a hybrid air vehicle, marking a significant pivot from to commercial applications amid lost government funding. Post-repatriation, preparations for the prototype's first independent test flight faced repeated postponements due to technical glitches, with the originally slated for March 2016 but delayed until August 17, 2016. The second test flight on August 24, 2016, ended in a crash at Cardington, where the nosedived into the ground, damaging the ; investigations attributed the incident to a mooring line snagging overhead power cables during ascent, exacerbating control issues. Repairs required stripping the to its shell and returning it to the hangar, further stalling progress. Additional setbacks occurred on November 18, 2017, when the prototype broke free from its mooring mast at Cardington due to an undetected in the locking mechanism, triggering a that tore open the helium and caused deflation. The Airlander 10 was ultimately retired from active testing in January 2019 following these cumulative incidents, which halted flight trials and necessitated extensive redesigns. Development has been hampered by persistent constraints and production timeline slippages, with total costs reaching about £140 million by early 2025 amid auditor warnings of precarious and multiple project delays. As of October 2025, HAV reported acute cash shortages, with funds projected to last only four to six weeks while seeking £130 million in , alongside hurdles pushing initial deliveries to 2028.

Production Status and Future Prospects

Manufacturing Plans and Timeline

(HAV) plans to establish its primary manufacturing facility for the Airlander 10 at a 124-acre (50-hectare) site in Carcroft Common, , , as part of a proposed green manufacturing cluster in . Site preparation and construction began in December 2024, with the facility designed to achieve an annual production capacity of up to 24 ultra-low emissions Airlander 10 aircraft once fully operational. This location was selected for its strategic positioning in a supportive of advanced , enabling scalable production to meet anticipated demand from civilian , , and emerging military applications. The production process emphasizes modular assembly, leveraging the Airlander 10's helium-filled envelope and hybrid systems for efficient scaling, with initial focus on civil before potential variants. HAV has secured agreements for the site and intends to integrate supply chain partnerships for components like engines and , aiming for a mix of hybrid-electric and future all-electric configurations by 2030. While earlier proposals considered other sites, the shift to aligns with regional economic incentives and infrastructure for large-scale assembly. Key milestones in the timeline include the initiation of for production prototypes in 2027, following ongoing type certification efforts launched in February 2024. Full-scale production is targeted to yield the first operational Airlander 10s by 2028, with deliveries commencing thereafter to address reservations such as the 2022 order from for ten units and recent military reservations for three aircraft. Type certification is projected for 2029, potentially enabling broader market entry, though historical delays in Airlander development underscore risks to this schedule. Subsequent years aim for ramped-up output to 24 units annually, supporting global expansion including a new U.S. established in July 2025 for sales and operations.

Orders, Reservations, and Commercial Viability

As of June 2024, (HAV) reported reservations for Airlander 10 aircraft valued at over £1.4 billion, reflecting interest from civil sector customers including operators and providers. These reservations stem primarily from letters of intent (LOIs) rather than binding contracts, with earlier commitments in covering more than 10 units from and sectors, escalating to indications for 15 commercial aircraft by 2020. A notable example is Spanish airline group , which increased its reservation from 10 to 20 Airlander 10 units in August 2023, targeting regional transport applications. In October 2025, HAV secured its first military reservation for three Airlander 10 aircraft from an undisclosed defence contractor, valued implicitly within broader civil reservation figures exceeding $2 billion as of that date. This development builds on prior defence-focused LOIs but marks the initial formal reservation in that domain, with the aircraft intended for persistent surveillance and logistics roles. No firm production orders have been publicly confirmed, as reservations typically require conversion through detailed negotiations and certification milestones. Commercial viability hinges on HAV's projected 2029 service entry, supported by the reservation backlog but tempered by the non-binding nature of and historical programme delays. HAV anticipates defence comprising about half of eventual customers, with civil applications in remote and eco-tourism driving demand in underserved markets. The company's U.S. , established in July 2025, aims to accelerate amid growing interest in hybrid airships for . However, realization depends on regulatory approvals, execution, and economic conditions favoring low-emission alternatives to traditional .

Technical Specifications

The Airlander 10 is a hybrid air vehicle combining aerodynamic lift, , and vectored for vertical takeoff and landing capabilities, with a non-rigid structure. It measures 92 meters in length and 43.5 meters in width, providing a volume suitable for modular configurations. The production model employs four 325 horsepower, 4-liter V8 turbocharged diesel engines—two mounted forward on the hull and two at the stern—for propulsion, enabling a top speed of 130 kilometers per hour and a cruise speed of approximately 102 kilometers per hour.
SpecificationValue
Maximum payload10 tonnes (cargo) or 100 passengers
Range (maximum)4,000 nautical miles (ferry); 2,000 nautical miles with full payload
EnduranceUp to 5 days airborne
Maximum altitude20,000 feet
Propulsion4 × 325 hp diesel engines
The design supports emissions reductions of up to 75% compared to conventional aircraft in similar roles, primarily through efficient hybrid lift reducing fuel dependency. modules include a 7.2 m × 3.2 m × 1.7 m area for internal , with options for centerline slung loads and aft compartments. It requires no fixed for operations, landing on unprepared surfaces due to its heavier-than-air characteristics when deflated.

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  92. https://www.hybridairvehicles.com/news/overview/news/hav-crowdfund-launched-reaching-1-36m-in-first-full-day/
  93. https://www.hybridairvehicles.com/news/overview/news/air-nostrum-group-doubles-reservation-agreement/
  94. https://www.shephardmedia.com/news/air-warfare/hybrid-air-vehicles-secures-first-defence-order-for-airlander-10/
  95. https://www.flightglobal.com/analysis/analysis-hav-secures-letters-of-intent-for-airlander-10/133928.article
  96. https://www.flightglobal.com/aerospace/hybrid-air-vehicles-boss-maintains-giant-ambition-for-airlander-10/158837.article
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