Lighter-than-air craft gaining favor in Mideast

Dubai Air Show » November 12, 2007

by  David Donald

November 12, 2007, 4:44 AM

Using gas for lift is hardly new, but interest in the idea is making something of a resurgence here in the Middle East.

The public’s perception of the usefulness of lighter-than-air (LTA) flight largely ended in flames with the 1937 crash of the Hindenburg, but the advantages of LTA are many and have increasing application to today’s surveillance requirements. Inert helium now gets used rather than hydrogen, and while it’s heavier, helium still offers excellent lifting properties–roughly equivalent to 1 kilogram for every cubic meter of gas.

LTA platforms fall into two categories: airships–manned or unmanned–and tethered aerostats. Both offer outstanding long-endurance surveillance capabilities with heavy and large payloads, at low cost. Aerostats operate at up to 15,000 feet, with an effective coverage of 245,000 square kilometers at a radius of 280 kilometers. Most feature an “intelligent” tether that incorporates power supply for the mission system, two-way fiber-optic datalink for sensor data and control, and lightning protection.

Aerostats have fins to keep them directionally stable in the wind. The vehicle keeps its shape thanks to a ballonet, an internal bag that gets filled with air on the ground. As the aerostat (or airship) rises, the helium expands, countered by air expelled from the ballonet. As it descends during recovery, air gets pumped into the ballonet to offset the shrinking helium volume. It takes around 40 minutes to winch down an aerostat from 15,000 feet.

Contrary to popular opinion, LTA vehicles are highly survivable, mainly thanks to the low pressure differential that allows them to sustain numerous tears in the bag. The bag itself is transparent to radar, so that the radar cross-section is very low–the principal source of RCS being either the mission equipment or the tether in the case of an aerostat. The radar transparency of the bag allows large radar antennas to be carried inside rather than as external loads.

LTA in the region
Worldwide use of LTAs for military surveillance continues to grow, especially here in the Gulf region. The United Arab Emirates has 71-meter and 17-meter aerostats, plus a rapidly deployable aerostat for security operations. Kuwait also has a 71-meter aerostat. Both Saudi Arabia and Iraq are also looking at aerostats for border security surveillance, and it is known that further aerostats will be deployed in the region next year, although the nation(s) has not been identified.

Based on the successful use of the Lockheed Martin Tethered Aerostat Radar System (TARS) along its own southern border, the U.S. has deployed several LTA systems for use in Iraq and Afghanistan.

Employing a 17-meter aerostat and carrying air surveillance and fire control radars, the Raytheon Joint Land Attack Cruise Missile Defense Elevated Netted Sensor System–better known as JLENS–provides an air surveillance function, especially against low-flying cruise missiles. A JLENS was deployed to Afghanistan during Operation Enduring Freedom, but was subsequently relocated to Iraq. The JLENS system is thought to be migrating to an unmanned airship platform for Iraq operations.

Lockheed Martin’s Persistent Threat Detection System (PTDS) became operational in Iraq in October 2004 and uses a 32-meter platform carrying an L3 Wescam EO/IR turret and other sensors, integrated into a ground defense system. It provides a quick-response “eyes on target” capability. Further PTDS systems were deployed to the theater in 2006.

A bright future for LTA
According to Gregory Gottlieb, a lighter-than-air consultant speaking at AUVSI’s Unmanned Systems Middle East conference on Saturday, the future of the LTA platform is bright. In the U.S. the stratospheric airship presents a promising avenue for persistent surveillance and as an alternative to satellites for some tasks. The attractions compared with satellites are many, the most obvious being low cost, and the ability to recover the mission payload for replacement or repair. Another emerging technology is the hybrid airship that combines gas lift with aerodynamic lift to allow for much larger payloads. Different roles for LTA platforms are being actively pursued, including the civilian applications and the weaponizing of airships for military missions.

LTA Critics --- NONE ARE SO BLIND AS THEY WHO REFUSE TO SEE

The reason for this reprint of a news story : To refute the postings of simple-minded souls who don't bother to read the background information about     new-old technologies before writing nonsense about them in the Comments Sections of Internet Forums ...

... you know, the ones who continue to write that LTA airships are too slow; fly at dangerously low altitudes; require a huge ground-handling crew; sit on top of dangerous hydrogen ready to burst into flame at the first hint of static electricity; are subject to dangerous small arms fire; and so on...

... often supplemented by material from ex-fighter pilots who think nothing of strapping themselves into a small aluminum tube (so easily visible on a radar screen, their propulsion system emitting a trail of heat so temptingly easy to follow by heat-seeking missiles) and traveling at outrageously high altitudes, the pilot, dependent on portable sources of oxygen, who thinks nothing of flying at speeds so fast that instant and total disintegration awaits his slightest misstep....

... or, worse, the illiterates who have never taken the trouble to read the first sentence of authoritative information about LTA flight after they play a video of the Hindenburg disaster over and over, but have the temerity to criticize the entire technology.... rather like viewing a Formula One race-car accident and hurling insults at automobiles ever after. 

Here's a press release about the Dubai (one of the incredibly successful, wealthy United Arab Emirates) Air Show, emended in red by HYBRIDPELTA, your BLOG Editor :

Lighter-than-air craft (LTA) gaining favor in Mideast

Dubai Air Show » November 12, 2007

by  David Donald

November 12, 2007, 4:44 AM

Using gas for lift is hardly new, but interest in the idea is making something of a resurgence here in the Middle East.

The public’s perception of the usefulness of lighter-than-air (LTA) flight largely ended in flames with the 1937 crash of the Hindenburg, [perceptions of a public fed by sensational news stories in the popular media, playing the same clip over and over, completely ignoring the outstanding, incredibly successful, accomplishments of the Navy LTA blimps in anti-submarine warfare during the entire Second World War OR their minor --- by comparison --- utility in commercially marketing products like Goodyear tires and sports events ] but the advantages of LTA are many and have increasing application to today’s surveillance requirements. Inert helium now gets used rather than hydrogen, and while it’s heavier, helium still offers excellent lifting properties–roughly equivalent to 1 kilogram for every cubic meter of gas. [?? by using expensive Helium, instead of using Hydrogen, one of the most common substances on earth, the most prevalent element in the universe, easily obtainable by hydrolysis from water using Concentrated Solar Power (CSP),  ??] .

LTA platforms fall into two categories: airships–manned or unmanned–and tethered aerostats. Both offer outstanding long-endurance surveillance capabilities with heavy and large payloads, at low cost. Aerostats operate at up to 15,000 feet, with an effective coverage of 245,000 square kilometers at a radius of 280 kilometers. Most feature an “intelligent” tether that incorporates power supply for the mission system, two-way fiber-optic datalink for sensor data and control, and lightning protection.
Aerostats have fins to keep them directionally stable in the wind. The vehicle keeps its shape thanks to a ballonet, an internal bag that gets filled with air on the ground. As the aerostat (or airship) rises, the helium expands, countered by air expelled from the ballonet. As it descends during recovery, air gets pumped into the ballonet to offset the shrinking helium volume. It takes around 40 minutes to winch down an aerostat from 15,000 feet.

Contrary to popular opinion, LTA vehicles are highly survivable [here we think he means "relatively invulnerable"] , mainly thanks to the low pressure differential that allows them to sustain numerous tears in the bag. The bag itself is transparent to radar, so that the radar cross-section is very low–the principal source of RCS being either the mission equipment or the tether in the case of an aerostat. The radar transparency of the bag allows large radar antennas to be carried inside rather than as external loads.

LTA in the region

Worldwide use of LTAs for military surveillance continues to grow, especially here in the Gulf region. The United Arab Emirates has 71-meter and 17-meter aerostats, plus a rapidly deployable aerostat for security operations. Kuwait also has a 71-meter aerostat. Both Saudi Arabia and Iraq are also looking at aerostats for border security surveillance, and it is known that further aerostats will be deployed in the region next year, although the nation(s) has not been identified.

Based on the successful use of the Lockheed Martin Tethered Aerostat Radar System (TARS) along its own southern border, the U.S. has deployed several LTA systems for use in Iraq and Afghanistan.

Employing a 17-meter aerostat and carrying air surveillance and fire control radars, the Raytheon Joint Land Attack Cruise Missile Defense Elevated Netted Sensor System–better known as JLENS–provides an air surveillance function, especially against low-flying cruise missiles. A JLENS was deployed to Afghanistan during Operation Enduring Freedom, but was subsequently relocated to Iraq. The JLENS system is thought to be migrating to an unmanned airship platform for Iraq operations.
Lockheed Martin’s Persistent Threat Detection System (PTDS) became operational in Iraq in October 2004 and uses a 32-meter platform carrying an L3 Wescam EO/IR turret and other sensors, integrated into a ground defense system. It provides a quick-response “eyes on target” capability. Further PTDS systems were deployed to the theater in 2006.

A bright future for LTA

According to Gregory Gottlieb, a lighter-than-air consultant speaking at AUVSI’s [the Association for Unmanned Vehicle Systems International, the premier professional organization for robotic aircraft technology in the world] Unmanned Systems Middle East conference on Saturday, the future of the LTA platform is bright. In the U.S. the stratospheric airship presents a promising avenue for persistent surveillance and as an alternative to satellites for some tasks. The attractions compared with satellites are many, the most obvious being low cost, and the ability to recover the mission payload for replacement or repair. Another emerging technology is the hybrid airship that combines gas lift with aerodynamic lift to allow for much larger payloads. Different roles for LTA platforms are being actively pursued, including the civilian applications and the weaponizing of airships for military missions.

[primary paper, in black type-face, a well-written cogent and compelling press release authored by David Donald, a knowledgeable professional present at the 2007 Dubai Air Show, in the Middle East]

Second Annual AIRSHIPS FOR NORTHERN OPERATIONS Workshop

    Second Annual AIRSHIPS FOR NORTHERN OPERATIONS Workshop

                   University of Anchorage, Fairbanks, Alaska                                                   The Alaska University Transportation Center  

WITH       The NASA Ames Research Center   AND    ISO Polar  

Normally, it doesn't make sense to just cut-and-paste material directly from the web. Two exceptions to that Governing Rule apply here:

1. This is from NASA's web site so that the usual copyright laws do not apply (Federal government material is not copyright) AND

2. We felt that it was important to spread the word about this initiative of the Federal government to encourage sensible use of Lighter-Than-Air craft, not subject to the often sophomoric whining of Forum responders :       ["It can be brought down by a pistol shot", "needs a one-hundred-member ground crew to bring it safely to the ground", "It will explode as soon as it accumulates some static electricity", etc.]

Here it is, copied directly from the NASA web site --- they need as much publicity for this excellent program as we can provide. Please note that it is also supported by ISO Polar --- the admirable extension of the "Airships to the Arctic" program.

The first Cargo Airships for Northern Operations Workshop in 2011 met with great success as a venue that brought together potential users of modern heavy lift airship services with representatives from the aerospace community that are developing modern cargo airships. The second workshop will follow up the achievements of the first one by further facilitating the formation of near-term business opportunities for the manufacturers and users of heavy lift airships with representatives from the aerospace community that are developing modern cargo airships.

The second workshop will follow up the achievements of the first one by further facilitating the formation of near-term business opportunities for the manufacturers and users of heavy lift airships.

Researchers from NASA Ames Research Center will provide insights into the new technologies that form the solid engineering basis for modern cargo airship systems. Speakers from the mining, oil, and gas industries will describe their transportation challenges and how they plan to exploit cargo airships in support of their businesses. Local Alaskan air freight firms will discuss how cargo airships can complement existing air transport fleets by providing additional capability and expanding air shipping services. The world’s leading developers of airships will provide design and operational details on the new cargo airships they’re currently developing and preparing to deploy for commercial service. Representatives from the financial community will present the many options available for what has often been the missing element of airship development and operations, funding.

Workshop Themes
The second cargo airship workshop will focus on fostering the business of cargo airship operations by demonstrating that the cargo airship is now at the threshold of deployment. Workshop attendees will learn how cargo airships can be utilized generally, and deployed specifically for their business operations. The overall workshop message will be that the time has come for the cargo airship to get down to business.

Workshop Format
The first two days of the workshop are intended to be a time for the exchange of ideas, information, and for generating business opportunities for cargo airship development and deployment. Speakers will provide insights into topics that follow the principal themes of the workshop. To further support collaboration among the attendees a “Speed Networking” session will provide meeting rooms where airship developers, potential users, and potential investors/funders can conduct private discussions. The morning of the third day will feature a visit to Lynden Air Cargo, an Anchorage based air cargo company that operates commercial Lockheed Hercules aircraft where participants will learn about the challenges of air freighting cargo into remote northern regions.

Audience
• Commercial shipping companies, air freight companies
• Airship companies and aerospace vendors
• US and Canadian government organizations that employ cargo transport systems
• Construction companies, fisheries, resource extraction companies (Oil, Gas, and Mining companies)
• Venture capitalists, investment fund managers, private equity firms
• Researchers from government and academia
• Government agencies, State and Federal transportation program managers, Federal Aviation Administration, Transport Canada, military organizations
• Non-governmental organizations (NGO's), humanitarian relief agencies

Registration and Additional Information
Workshop announcements, including registration information will be e-mailed within the next week. The workshop’s website is being updated and will include announcements, venue information, registration information and exhibitor and sponsorship opportunities.

Our experience has shown that anything produced by ISO Polar or associated with them is authentic, first class, and worthwhile. Needless to say, NASA is Top Drawer.

As soon as we can provide more SPECIFIC information, we shall be sure to do so, and wil post it on the Airship Universe BLOG... OR you can GOOGLE on the search term ISO Polar or University of Alaska, Anchorage .

Revisiting the Hindenburg fire, Rethinking hydrogen's promise

Former NASA manager reconsiders the role of hydrogen in the 1937 disaster

Dr. Addison Bain has spent 20 years researching and testing a new theory behind the incident that almost tarnished hydrogen's reputation: the Hindenburg airship disaster in 1937.  This renowned author --- and manager of rocket fuel for NASA, now retired --- thinks that hydrogen has received unfair blame for the Hindenburg disaster, which in turn leads him to suggest its use as an energy source.

After spending many years in research, testing his new theory about the source and fuel for the 1937 fire on the Hindenburg Zeppelin, he now believes that hydrogen probably is no more dangerous than gasoline (petrol) when handled safely and has real potential as a source of energy for a variety of uses.

His new book, "The Freedom Element : Living with Hydrogen" suggests that hydrogen may, indeed, be a perfect fuel and energy carrier and producer. Bain presents a still controversial  theory, still unaccepted by many historians, scientists, and those searching for safe alternative fuels.

Dr. Bain believes that hydrogen was not the villain causing the Hindenburg's conflagration, although it may have been a factor in the intensity of the blaze that resulted. Indeed, Bain refers to hydrogen as the perfect fuel and energy carrier, and has tested this theory well enough to feel safe throughout its use as a rocket fuel. Surprisingly, hydrogen had apparently been considered as a fuel in the early days of the automobile; surprisingly, but even less well known, is its potential use in fuel cells. This latter technological breakthrough relies on its use in fuel cells to produce electricity right on board the vehicle, negating the need for traveling along paths where the auto (or other vehicle) can rely on a source of constant recharging of its batteries.

There is even talk of using liquid hydrogen in aircraft engines.

Hydrogen contains three times as much energy as the equivalent amount of gasoline, but when it burns under control, instead of the vile hydrocarbon compounds emitted by the gasoline engine, its exhaust consists of nothing more toxic than water vapor --- incorrectly tagged as "steam".

Where can hydrogen be obtained commercially? It is often falsely tagged as consuming more power to "refine" --- obtain --- from its sources than it can produce in practical use.

Currently, it can be obtained commercially from two sources : natural gas, of which it is a major component, and the hydrolysis (splitting and extracting) it from plain water. The space program that Dr. Bain's managed obtained it from the natural gas that occurs so abundantly buried in the earth in the Gulf of Mexico area around New Orleans.

                                                                                                           Dr. Bain pointed out that all three main engines on the very successful space shuttle ran on a mix of liquid hydrogen, carried in an external tank, and liquid oxygen.

When asked whether it was practical to use hydrogen as an automobile fuel, Bain explained that he had rigged his car to run on the hydrogen hydrolyzed (split) from his household water supply. After extracting the hydrogen, he compressed it, mixed it with compressed natural gas, and ran his Ford Crown Victoria on it, obtaining 150 miles from a tankful, although he admits he used gasoline as a backup.  .

When pressed about the Hindenburg fire, he referred to two separate Boards of Inquiry, in Germany and in the United States, which studied the incident very thoroughly. Although they initially named hydrogen as the culprit, they never resolved the issue of how the fire started. The Smithsonian Institution even placarded its Hindenburg display by alleging that "Its hydrogen exploded".

Dr. Bain began his refutation of that theory by explaining that the oxygen required to support a fire of that nature and size would have not allowed the Zeppelin to fly, as the flight of LTA airships requires a certain percentage of lighter-than-air gas (hydrogen), and that would have precluded enough oxygen to support combustion. 

Dr, Bain's independent investigation concluded that the outer covering of the airship's hull contained ingredients that were very highly flammable when mixed --- powdered aluminum and iron oxide. In fact, they are the very ingredients of a commercial product called Thermite. To point up the flammability and high temperature of its combustion, we can recall that Thermite is used industrially and commercially for on-site welding of railroad tracks at rail joints to melt the steel so that it forms a seamless joint.

However, powdered aluminum and iron oxide do not conduct electricity, and this allowed a charge of static electricity to build up on the outer surface of the airship. We also recall that one of the reasons for the delay in the Hindenburg's landing at Lakehurst was that there was a powerful thunderstorm over the Lakehurst area, typical for that time of year and season along the New Jersey shore. Those were the classic conditions for the buildup of electricity on surfaces that creates the necessary and sufficient conditions for lightning --- a powerful manifestation of static electrical buildup.

Germany had done similar testing in the years immediately following the disaster, and concluded that a static discharge within the fabric could ignite it without any hydrogen at all. Once the fabric was ignited by the static electricity, the hydrogen could well have accelerated the burning. Hydrogen is a sensitive fuel, and must be handled almost as carefully as gasoline (petrol).

Independent laboratories tested the fabric, after obtaining actual samples, and determined that it was coated with a butyl-based substance. 

Remember that the Hindenburg had previously compiled a safety record of 62 flights before that fateful day in 1937. Of those flights, many were long flights across the Atlantic Ocean, some continued on to South America.

Unfortunately, for this particular Lakehurst landing, the Hindenburg came in at a high landing altitude, almost three times its usual (normal) altitude. It is a meteorological reality that the electrical charge on a surface is a function of the altitude. That static charge actually increases by a value of 300 volts for every three feet of altitude.

All the situation required was a source of ignition. A backfire was reported from one of the engines, and Bain believes that this could have been the proximate cause. If readers will recall the days of the old auto engines installed in 1930's cars, the noisy  --- and common --- engine backfire often emitted very hot particulates from the exhaust, If, as is now believed, that hot particle flew over the top of the airship, it flew right into a set of  explosive conditions and could have acted as the trigger. 

Although no one will ever be able to prove the actual cause, that theory seems to hold more water, seems to have more of the pre-conditions necessary. Recall that this was the one of the first, most viewed explosions and fires. It was caught on news cameras of the day, with provocative commentary by a distraught newscaster whose on-air comments have gone down in history. This meant that it had extraordinary impact in those days before computers and the Internet.

The casualties numbered in the thirties; more are reported in automobile accidents every weekend in newscasts today, but have become so routine that we don't even pause in our Internet surfing.

Sadly, however, that newsreel footage provided the circumstances that ruled out lighter-than-air airships as passenger carriers for almost 70 years, although there is now a resurgence of interest in their use because of their many unique advantages.

Fortunately, because of the tireless dedication of men such as Dr. Bain, seeking the truth, and who are very cognizant of their massive responsibilities in the American space program, the real truth is in the process of emerging from the morass of speculation, ignorance, and downright obfuscation surrounding the Hindenburg disaster.