Airships to the Arctic Public Lecture and Speaker's Program Abstracts
Reception and Free Public Lecture, October 7, 2009 at 7:30 p. m. The SkyHook HLV - An Airship Answer to the Transportation Gaps of Northern Canada's Resource industry - Kenneth Laubsch, Project Mgr & Chief Engineer, Boeing SkyHook, Philadelphia, Pa.
SPEAKER ABSTRACTS:
Stephen Barkley
Remote Aerial Tripods - Unmanned blimps for Advertising and photography
Ratsinc has developed a leading edge and hard-working line of ''Remotely Piloted Airships'' for the main purposes of “Professional Quality Aerial Imagery and High-Impact Aerial Advertising”.
Should RPAs be considered for Arctic Deployment? We think so! RPAs are perfect for Northern Operations and we are a company that is dedicated and certainly have the experience. This we say with confidence because “we have operated in a transient-mode through-out Western Canada for months at a time; completely self-contained and we did so for 2 years in a row!”. We were dubbed the “Longest Blimp Journey in Canada” and we have proudly accomplished this without incidence and with a 100% serviceability rating!
We would venture to say ''that it is our belief that RPAs should be first into the Arctic.
Why? To us, it is the most logical, zero foot-print and excellent versatility. In this sensitive world of environmental impact, we would like to submit our novel capabilities for a number of Arctic duties.
Pre-staging of an RPA for the purposes of metrological observations to locations that might be in consideration for Heavy-lift Airship Operations. It would be wise to study an area that might have adverse or underlying conditions, and a RPAs detailing of metrological data would be of an obvious asset.
RPAs are perfect for carrying any number of sensitive payloads. Flexibility includes; Exacting low altitude imagery, in both Hi-Resolution Photography and Hi Resolution HD Video. Include Near and Far Infrared Imagery, Search and Rescue capabilities and possibly the most important, Emergency Communications and Data Links. With renewed global interest in our northern Arctic borders, and we must quickly define a presence to sustain Canadian sovereignty. Not to mention the obvious geophysical mapping of defined areas for mineral detection and the archiving of historically Canadian sites, etc.
In the near future, there should be considerations towards RPAs and crews deployed for observing oil and gas pipelines, mining operations and the inevitable opening of the Northwest Passage. This list should include coastline patrol, observation of migratory animals and control of migratory birds around sensitive locations.
Just the theme that LTA`s are operating in the Arctic would be a great step forward. Media interest has always been great, and airships “big or small” would still be publicized as “Airships in the Arctic!”.
This will be discussed along with a variety of other topics, including the building and testing of RPA's that might be relative to laying the ground work required for full-scale heavy lifters, and other relative subjects that are effecting our particular industry.
Jacques Collignon, Senior Regional Logistics Officer
Sustainable Humanitarian Air Service for Emergency Relief
The United Nations World Food Programme (WFP) is the largest humanitarian organisation, feeding over 100 millions people in 78 countries.
In 2008, about four millions metric tons of food were procured, shipped, transported and distributed to the most inaccessible areas on earth.
As a result of the logistics expertise it has gained over many years, WFP was given the responsibility for providing safe, reliable and cost-efficient air transport for all UN agencies involved in relief operations.
WFP is also mandated to lead the global logistics Cluster.
UNHAS (Humanitarian Air Service) operated 48,000 hours in 2008, transporting 361,000 passengers and 15,200 metric tons of cargo globally.
WFP also runs the UNHRD network (Humanitarian Response Depot) where relief items are stockpiled for other agencies, ready for immediate deployment at the onset of sudden crisis.
WFP is interested in looking at sustainable transport alternatives to address humanitarian needs.
Ian Glenn, MSEE, B.Eng. (Mech), P.Eng. CD1
Chairman and CEO ING Engineering/Founding President UVS Canada
Getting beyond the Tipping Point:
The Story of how the Canadian Army's Small UAV went from an idea to flying over 1000 hours every month - saving Canadian lives in Afghanistan in the process
All Canadian's know the tremendous sacrifices our troops are making on their behalf in Afghanistan today. Involved in a war that has already lasted longer than WWII, everyday our soldiers put themselves in harms way to help provide a security environment so that stability and prosperity can return to Afghanistan. The Manley report recognized that our forces did not have everything they need to succeed. One critical element that was missing was an effective UAV system to support Army operations. This is the story of the four foot long UAV called ScanEagle that has changed the world of many of our soldiers today.
The presentation will include some thoughts on how UAV buoyancy vehicles (airships and hybrids) could strengthen our security in Afghanistan and the Canadian Arctic.
Alan Handley Varialift Airships PLC
Aluminum Monocoque Structure: A New Beginning for Heavy Lift Airships
In order to lift heavy weight on a time and time again basis a rugged and fully controlled vehicle is required.
The vehicle, as in this case, an Airship must be able to stay in the air should it experience a failure of its engines and then be brought down to earth in a controlled way.
The Airship must be able to be repaired on site for minor damage and form a shelter for the crew if required.
These issues will be discussed along with the build of the Varialift proof of concept using actual pictures of the construction to date.
Kenneth L. Laubsch Program Manager & Chief EngineerAdvanced Rotorcraft Systems
The Boeing Company
Phantom Works
“The SkyHook HLV - A Heavy Lift, Short Haul Vertical Transportation System”
The SkyHook HLV hybrid aircraft, being developed by the Boeing Company for Calgary-based SkyHook International, represents a truly game changing aircraft to service remote area logistics worldwide.
The aircraft is a true vertical takeoff and landing platform that combines the best elements of a rotorcraft with a lighter than air vehicle. The aircraft has the capability of providing transport of payloads in excess of 80,000 pounds distances up to 270 nautical miles without refueling.
The SkyHook HLV can deliver these payloads in an environmentally sensitive way to and from large and important areas in Northern Canada and similar areas that are virtually inaccessible using conventional transportation means.
A preliminary design for the aircraft has been completed and this presentation provides a detailed overview of the aircraft’s capabilities, its economics and the path forward toward first flight.
David Limb, B.Sc., Consultant,
David Limb Associates Ltd.
Airship Transportation System – Helium Handling and Storage
Why has the Airship concept not yet been adopted for commercial freight and passenger transport?
The reasons range from concerns about commercial risk, maneuverability and control of large airships especially in adverse weather, economic viability when including the required infrastructure, availability of lifting gas and subjective negative associations with the Hindenburg disaster.
These and related issues are discussed and put into perspective alongside the opportunity to provide transport for men and materials manner in an environmentally sensitive way to and from large and important areas in the north of the nation that would otherwise be virtually inaccessible. The paper then looks ahead to the infrastructure needed for an effective transportation system focusing on the supply and management of lifting gas.
Edward Pevzner
Manager of Business Development, Marketing and Public Relations
Aeros Corp., Montebello CA
For years the companies and communities operating in remote areas around the world are desperately seeking new and more efficient solutions to move cargoes in and out, specifically in the northern regions like North of Canada and Alaska. In the past several decades many developments have been launched and unsuccessfully finished due to various circumstances. However, the data collected during those attempts allowed current developments to focus on new things and avoid past mistakes.
A systematic approach that includes the elements of technological maturity, civilian airworthiness certification, as well as the corporate organizational capability must be applied in the development of an alternative transportation solution for the utilization in the northern environment.
Aeros has begun implementation of critical technological advances (buoyancy control, structure, ability to operate at low sped and hover and more) that were developed and demonstrated, its diligent work with the US Federal Aviation Administration toward type certification and corporate development process, in the construction of the variable buoyancy aircraft called the Aeroscraft.
The Aeroscraft is new type of rigid variable buoyancy air vehicle designed to control lift in all stages of air and ground operations including the ability to off-load payload without re-ballasting. The key features of the Aeroscraft include the rigid structure, vertical takeoff and landing capabilities, and the ability to operate at low speed, in hover, and from unprepared surfaces.
Gennadiy Verba
President, RosAeroSystems,
Russia
ATLANT: The Future Technology for Northern Areas Development
RosAeroSystems presents the latest development – the hybrid rigid airship with minimal infrastructure requirements. This unique transport tool is intended especially for distant areas with no roads, ports or airfields.
The ATLANT concept is based on over 25 years of previous airship experience of its designers who constructed fleet of modern Russian airships: Au-12, Au-30 and others.
The new transport technology is responding to the increasing demands of gas and oil industry for cargo (including oversize) delivery to new undeveloped terrains and sea shelves. Such transportation tasks are common for Russia and Canada. Although the primary use of ATLANT is industrial cargo transportation, the luxury cruise version is also under serious consideration.
Hiroyuki Watanabe, B.A. (Sociology), Representative Director, President,
Nippon Airship Corporation
Developing an Airship Industry in the World
"Future possibility of World Airship Transportation as New Business (WATNB)"
What does a world airship industry mean for transportation? Why is it absolutely necessary for the world economy? How should we approach this theme?
The principal reason for a new generation of airships is the huge market vacancy in trans-ocean transportation. An analysis of the energy consumption and speed efficiency of various transport vehicles reveals the missing economic requirements for international trade. The only way to fill this transportation gap is with the revival of giant rigid airships.
Why should the airship have a rigid construction? We review the New Technology (NT) of the quasi-rigid Zeppelin N07. Also we examine the historic performance of rigid airships. Subsequently, we seek the keys for the development of airship industry including mooring systems and the co-operation users, developers and operators in the airship industry.
Mankind’s attitude towards nature is a further reason why the existence of an airship industry is becoming essential in the 21st century,.
<Table of contents>
1. Zeppelin NT made a comeback with new business possibilities
2. Classification by structure
3. Airship operation in the world
4. Economic study on airship global transportation system
5. Keys for the development of airship industry
6. Redevelopment of an airship mooring system
7. Future development of an airship industry
“We cannot command nature except by obeying her”
------ Sir Francis Bacon
