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At least 217 records · Page 12

Interagency Workshop on Lighter than Air Vehicles, Monterey, Calif., September 9-13, 1974, Proceedings

Papers are presented which review modern lighter-than-air (LTA) airship design concepts and LTA structures and materials technology, as well as perform economic and market analyses for assessment of the viability of future LTA development programs. Potential applications of LTA vehicles are examined. Some of the topics covered include preliminary estimates of operating costs for LTA transports, an economic comparison of three heavy lift airborn systems, boundary layer control for airships, computer aided flexible envelope designs, state-of-the-art of metalclad airships, aspects of hybrid-Zeppelins, the LTA vehicle as a total cargo system, unmanned powered balloons, and a practical concept for powered or tethered weight-lifting LTA vehicles. Individual items are announced in this issue.

Vittek, J. F., Jr.↗

Preliminary estimates of operating costs for lighter than air transports

Presented is a preliminary set of operating cost relationships for airship transports. The starting point for the development of the relationships is the direct operating cost formulae and the indirect operating cost categories commonly used for estimating costs of heavier than air commercial transports. Modifications are made to the relationships to account for the unique features of airships. To illustrate the cost estimating method, the operating costs of selected airship cargo transports are computed. Conventional fully buoyant and hybrid semi-buoyant systems are investigated for a variety of speeds, payloads, ranges, and altitudes. Comparisons are made with aircraft transports for a range of cargo densities.

Smith, C. L.↗

Preliminary estimates of operating costs for lighter than air transports

A preliminary set of operating cost relationships are presented for airship transports. The starting point for the development of the relationships is the direct operating cost formulae and the indirect operating cost categories commonly used for estimating costs of heavier than air commercial transports. Modifications are made to the relationships to account for the unique features of airships. To illustrate the cost estimating method, the operating costs of selected airship cargo transports are computed. Conventional fully buoyant and hybrid semi-buoyant systems are investigated for a variety of speeds, payloads, ranges, and altitudes. Comparisons are made with aircraft transports for a range of cargo densities.

Smith, C. L.↗

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.

Wood, J. E. R.↗

Aerocrane: A hybrid LTA aircraft for aerial crane applications

The Aerocrane, a hybrid aircraft, combines rotor lift with buoyant lift to offer VTOL load capability greatly in excess of helicopter technology while eliminating the airship problem of ballast transfer. In addition, the Aerocrane concept sharply reduces the mooring problem of airships and provides 360 deg vectorable thrust to supply a relatively large force component for control of gust loads. Designed for use in short range, ultra heavy lift missions, the Aerocrane operates in a performance envelope unsuitable for either helicopters or airships. Basic design considerations and potential problem areas of the concept are addressed.

Perkins, R. G., Jr.↗

A review of lighter-than-air progress in the United States and its technological significance

Lighter-than-air craft for transportation and communications systems are discussed, with attention given to tethered balloons used to provide stable platforms for airborne surveillance equipment, freight-carrying balloons, manned scientific research balloons such as Atmosat, high-altitude superpressure aerostats employed in satellite communications systems, airport feeder airships, and naval surveillance airships. In addition, technical problems associated with the development of advanced aerostats, including the aerodynamics of hybrid combinations of large rotor systems and aerostat hulls, the application of composites to balloon shells, computer analyses of the complex geometrical structures of aerostats and propulsion systems for airships, are considered.

Mayer, N. J.↗

Preliminary study of ground handling characteristics of Buoyant Quad Rotor (BQR) vehicles

A preliminary investigation of mooring concepts appropriate for heavy lift buoyant quad rotor (BQR) vehicles was performed. A review of the evolution of ground handling systems and procedures for all airship types is presented to ensure that appropriate consideration is given to past experiences. Two buoyant quad rotor designs are identified and described. An analysis of wind loads on a moored airship and the effects of these loads on vehicle design is provided. Four mooring concepts are assessed with respect to the airship design, wind loads and mooring site considerations. Basing requirements and applicability of expeditionary mooring at various operational scenarios are addressed.

Browning, R. G. E.↗

1983 LTA technology assessment

Several aspects of LTA (lighter-than-air) technology development are reviewed. Technological developments of classical airships through 1974 are examined. A brief historical and technological summary of five specialized LTA equipment concepts is presented: metal-clad airships, free balloons, semibuoyant vehicles, high-altitude platforms, and tethered aerostats. Current LTA technology developments are reviewed with particular emphasis on VTOL airships capable of heavy lift and on long endurance types for coastal maritime patrol. Finally, the future prospects of LTA system development are considered with attention given to manned conventional and hybrid vehicles, tethered vehicles, and RPVs.

Ashford, R. L.↗

Circular motion of bodies of revolution

The circular motion for airship-like bodies has thus far been calculated only for a prolate ellipsoid of revolution (reference 1, p.133 and reference 2). In this paper, however, the circular motion of elongated bodies of revolution more nearly resembling airships will be investigated. The results will give the effect of rotation on the pressure distribution and thus yield some information as to the stresses set up in an airship in circular flight.

Kaplan, Carl↗

Flight Tests on U.S.S. Los Angeles. Part I : Full Scale Pressure Distribution Investigation

The primary purpose of this investigation was to obtain simultaneous data on the loads and stress experience in flight by the U. S. S. Los Angeles which could be used in rigid airship structure design. A secondary object of the investigation was to determine the turning and drag characteristics of the airship. The aerodynamic loading was obtained by measuring the pressure at 95 locations on the tail surfaces, 54 on the hull, and 5 on the passenger car. These measurements were made during a series of maneuvers consisting of turns and reversals in smooth air and during a cruise in rough air which was just short of squall proportions. The results of the pressure measurements on the hull indicate that the forces on the forebody of an airship are relatively small. The tail surface measurements show conclusively that the forces caused by gusts are much greater than those caused by horizontal maneuvers. In this investigation the tail surface loadings caused by gusts closely approached the designed loads of the tail structure. The turning and drag characteristics will be reported in separate reports.

De France, S J↗

Lightweight, Flexible Solar Cells on Stainless Steel Foil and Polymer for Space and Stratospheric Applications

The availability of low-cost, lightweight and reliable photovoltaic (PV) modules is an important component in reducing the cost of satellites and spacecraft. In addition, future high-power spacecraft will require lightweight PV arrays with reduced stowage volume. In terms of the requirements for low mass, reduced stowage volume, and the harsh space environment, thin film amorphous silicon (a-Si) alloy cells have several advantages over other material technologies (1). The deposition process is relatively simple, inexpensive, and applicable to large area, lightweight, flexible substrates. The temperature coefficient has been found to be between -0.2 and -0.3 %/degC for high-efficiency triple-junction a-Si alloy cells, which is superior for high temperature operation compared to crystalline Si and triple-junction GaAs/InGaP/Ge devices at 0.53 %/degC and 0.45 %/degC, respectively (2). As a result, the reduction in efficiency at high temperature typical in space conditions is less for a-Si alloy cells than for their crystalline counterparts. Additionally, the a-Si alloy cells are relatively insensitive to electron and proton bombardment. We have shown that defects that are created by electrons with energies between 0.2 to 2 MeV with fluence up to 1x10(exp 15) e/sq cm and by protons with energy in the range 0.3 MeV to 5 MeV with fluence up to 1x10(exp 13) p/sq cm can be annealed out at 70 C in less than 50 hours (1). Further, modules incorporating United Solar s a-Si alloy cells have been tested on the MIR space station for 19 months with only minimal degradation (3). For stratospheric applications, such as the high altitude airship, the required PV arrays are typically of considerably higher power than current space arrays. Airships typically have a large area available for the PV, but weight is of critical importance. As a result, low cost and high specific power (W/kg) are key factors for airship PV arrays. Again, thin-film a-Si alloy solar cell technology is well suited to such applications.

Beernink, Kevin↗

An aerobot for global in situ exploration of Titan

This paper describes the design and component testing of an aerobot that would be capable of global in situ exploration of Saturn's moon, Titan, over a 6 to 12 month mission lifetime. The proposed aerobot is a propeller-driven, buoyant vehicle that resembles terrestrial airships. However, the extremely cold Titan environment requires the use of cryogenic materials of construction and careful thermal design for protection of temperature-sensitive payload elements. Multiple candidate balloon materials have been identified based on extensive laboratory testing at 77 K. The most promising materials to date are laminates comprised of polyester fabrics and/or films with areal densities in the range of 40-100 g/m2. The aerobot hull is a streamlined ellipsoid 14 meters in length with a maximum diameter of 3 meters. The enclosed volume of 60 m3 is sufficient to float a mass of 234 kg at a maximum altitude of 8 km at Titan. Forward and aft ballonets are located inside the hull to enable the aerobot to descend to the surface while preserving a fully inflated streamlined shape. Altitude changes are effected primarily through thrust vectoring of the twin main propellers, with pressure modulated buoyancy change via the ballonets available as a slower backup option. A total of 100 W of electrical power is provided to the vehicle by a radioisotope power supply. Up to half of this power is available to the propulsion system to generate a top flight speed in the range of 1-2 m/s. This speed is expected to be greater than the near surface winds at Titan, enabling the aerobot to fly to and hover over targets of interest. A preliminary science payload has been devised for the aerobot to give it the capability for aerial imaging of the surface, atmospheric observations and sampling, and surface sample acquisition and analysis. Targeting, hovering, surface sample acquisition and vehicle health monitoring and automatic safing actions will all require significant on-board autonomy due to the over two hour round trip light time between Titan and Earth. An autonomy architecture and a core set of perception, reasoning and control technologies is under development using a free-flying airship testbed of approximately the same size as the proposed Titan aerobot. Data volume from the Titan science mission is expected to be on the order of 100-300 Mbit per day transmitted either direct to Earth through an 0.8 m high gain antenna or via an orbiter relay using an omni-directional antenna on the aerobot.

mobility↗

Trajectory Generation and Path Planning for Autonomous Aerobots

This paper presents global path planning algorithms for the Titan aerobot based on user defined waypoints in 2D and 3D space. The algorithms were implemented using information obtained through a planner user interface. The trajectory planning algorithms were designed to accurately represent the aerobot's characteristics, such as minimum turning radius. Additionally, trajectory planning techniques were implemented to allow for surveying of a planar area based solely on camera fields of view, airship altitude, and the location of the planar area's perimeter. The developed paths allow for planar navigation and three-dimensional path planning. These calculated trajectories are optimized to produce the shortest possible path while still remaining within realistic bounds of airship dynamics.

trajectory↗

Market assessment in connection with lighter than air

A review of the marketability of the airship is given, and the relative energy consumption and speed potential of the airship is compared to other modes and guidelines to areas of initial development are also provided, together with a brief historical review.

Wood, J. E. R.↗

Design aspects of zeppelin operations from case histories

Some widely held beliefs concerning the practicability of rigid airships in air carrier operations are discussed. It is shown by a review of past operational experience, and some basic aerostatic theory, their actual record and the reasons for their demise. Problems of atmospheric density and temperature variations, meteorological factors, aerodynamic stability and control, and mooring difficulties are discussed and related to actual case histories. Structural and flight efficiencies are compared to airplane efficiencies for airplanes contemporary with the zeppelin as well as modern designs. The difficulty of supporting new, commercial airship developments on an economic basis is made clear.

Maiersperger, W. P.↗

The Airfloat HL project

A design study is described for a large low-cost rigid airship intended primarily for the movement of large indivisible loads (cargo) between industrial sites. A survey of the ship and its overall performance is followed by accounts of the operational procedures for the above function and for an alternative application to unit module transfer between fixed terminals. A final section indicates the estimated costs of construction and operation. Safety factors are also considered. Lifting devices such as winches, hoists are shown and described, and airship configurations are also shown.

Mowforth, E.↗

A semibuoyant vehicle for general transportation missions

The concept of a small, semibuoyant, lifting-body airship with either a disposable or nondisposable buoyant fluid is discussed. Estimations of fuel consumption, payload capability, power requirements and productivity are made and compared to other flight systems. Comparisons are made on the basis of equal cost vehicles. The assumption is made that, to a first-order approximation, the costs of developing, procuring, and operating a commercial air transport vehicle are proportional to vehicle empty weight. It must be noted that no historical cost data exist for the lifting-body airship and therefore these comparisons must be considered preliminary.

Havill, C. D.↗

Some aspects of hybrid-zeppelins

To increase an airship's maneuverability and payload capacity as well as to save bouyant gas it is proposed to outfit it with a slender delta-wing, which carries about one half of the total take-off weight of the vehicle. An optimization calculation based on the data of LZ 129 (the last airship, which saw passenger-service) leads to a Hybrid-Zeppelin with a wing of aspect-ratio 1.5 and 105 m span. The vehicle carries a payload of 40% of it's total take-off weight and consumes 0.8 t fuel per ton payload over a distance of 10000 km.

Mackrodt, P. A.↗