We created the design to do a specific job very well. Design engineers can fall into the trap of starting with a pre-conceived idea of what a solution should look like, but we started with a list of things the aircraft needed to do. Top of the list is the ability to pick up and put down payloads safely. Second, is the ability to do that in variable wind and weather conditions. Third, is the need for the aircraft to be practical to build and to operate; and so the list goes on… In summary, you start to realise that the usual cigar/torpedo shape is not the ideal shape for our tasks, and in fact, those shapes cause you more problems that then need to be solved with yet more engineering.

SkyLifters use aerostatic lift to remain airborne and propellers are used to direct their flight. There is no need for aerodynamic lift, but the aerostat (the balloon structure) is shaped to minimise drag. Indeed, there is no need for wings, fins or control surfaces. The aerostat contains Lighter-Than-Air (LTA) gas that gives buoyancy, derived from the surrounding air according to Archimedes’ principle.

Archimedes’ principle states “a body floating or submerged in a liquid is buoyed up by a force equal to the weight of the liquid displaced.” In this respect the atmosphere (air) behaves like the liquid.

As illustrated above, LTA technology enables three unique capabilities. For some payloads, LTA is the only solution:

• Flight duration greater than 24 hours (with a useful payload).

• Ability to remain airborne without power (enabling endless, sustainable flight with no additional energy expended).

• Vertical pick-up and flight of payloads well over 20,000 kg (which is the maximum payload limit for the largest helicopters).

100% aerostatic lift is essential for vertical lifting and being able to hover in un-moving air. During flight it may be useful to create some aerodynamic lift, but this usually requires additional items on the aircraft that add weight and maintenance and control issues, all of which need engineering solutions, certification and maintenance.

SkyLifter aircraft will have two pilot positions, but we are designing them to be operable by a single pilot or even remotely if needed. Clearances for flight are similar to those of helicopter operations, because SkyLifters can also move slowly and hover. The flight deck is the circular room seen under the main pod systems module. This position gives the crew a 360-degree view of the surrounding airspace and ground operations.

Historically, airship-type aircraft have demonstrated air-speeds of more than 50 knots, about 90 km/h. However, SkyLifters are not designed for transit-speed, they are designed for stable flight and geo-stationary positioning, so their speed only needs to exceed the mission (and safety) requirements of their job, which is considerably less than 50 knots.

Most of the noise emitted by aircraft is generated by their engines and spinning blades cutting through the air. Historically, airship-type aircraft have used fossil-fuel combustion engines. These are relatively loud when compared to electrically-driven motors. SkyLifters will be electric aircraft. The rotors (blades) will emit sound as they move through the air, but their rotation speed is relatively slow when compared to helicopter blades or screw-propellers that are used on aircraft today. Hence SkyLifters will likely be very quiet aircraft.

A SkyLifter’s aerostat (the balloon structure) is an inflated envelope made from strong, laminated ‘gas-tight’ fabric. The chambers inside are made of similar materials, but are of lighter weight. The pod below (the underslung module) is a typical light-weight, mostly metallic, airframe enclosed with composite mouldings. The suspension lines, connecting the aerostat to the pod, are strong synthetic-fibre ropes, similar to ships’ mooring lines.

The hangars in which SkyLifters are assembled will be large air-pressure stabilised domes. These temporary buildings are ideal, as they are low-cost and mobile. Additionally, while designs of the past have required large static hangars for maintenance work, the SkyLifter aerostat acts as its own shelter when moored and fitted with a ground skirt.

The propellers will thrust in any direction desired. The aircraft remains upright when moving forwards, backwards, sideways, up, down or rotating around its vertical axis. Due to the aerostat’s lenticular profile it has no apparent front, side or back. Therefore, SkyLifters are omni-directional.

This omni-directional characteristic has benefits (over the common cigar-shape airship) because it makes geo-stationary positioning (and the ability to pickup or deliver payloads) much easier. Without a front or back, the aircraft is always facing into wind. Vectored thrust from the propellers ensures changes to wind direction are easily countered without any need to turn, and with much less chance of being blown off station. It is ideal for applications at any altitude.

Changes to compass heading, acceleration and slowing all happen very gradually and gently, so G-forces are small.

Ballast is adjusted so the SkyLifter weight is the same as the buoyancy. Then, the propellers provide some vertical thrust to ascend or assist with descending. The shape of the aerostat limits descent rate, even when overall weight is substantially greater than buoyancy. This means it will descend safely without power if desired.

SkyLifters are primarily powered by electricity, used for onboard systems and to power the motors/rotors providing thrust to move the aircraft around the sky. Power is not typically consumed for supporting the payload inflight; payload is carried 100% by the permanent buoyancy of the lifting gas. The SkyLifter concept of operations aims to minimise carbon emissions, ideally recharging batteries with electricty generated from solar/wind/hydro. It will be possible to mount solar collectors on the upper surface of the aerostat.

Being an LTA gas-filled airship, a SkyLifter never truly lands, remaining airborne throughout its life, buoyed up by the atmosphere. However, it can be grounded when it is restrained by mooring lines to the ground. Otherwise, similar to a helicopter, SkyLifters are designed to hold a stationary position in the air over a landing site and descend vertically.

No runway is required. During payload pickup and delivery SkyLifters will not be grounded; they will float (like a hover situation) close to the ground. Seen under the pod are ‘fenders’ to cushion and protect the pod when SkyLifters eventually land.

SkyLifters can be moored in a fixed circular arrangement with lines at positions around the edge of the aerostat to anchor points on the ground. The fixed arrangement facilitates ease of maintenance compared with conventional airships, which swing and bounce at a mooring mast.

Yes, but it should be no more concerning than a winged flying over your home. Safety is paramount with SkyLifters. The aircraft will incorporate safety factors and fail-safe methods, and will be certified to similar standards as all other aircraft. If a SkyLifter’s propulsion system stops, it will simply continue floating with the wind (like a common gas balloon). If the aerostat gets a hole, the aircraft will eventually quietly descend to the ground with its descent rate controlled by the release of ballast and vectored thrust.

• operational cost models

• finance and insurance arrangements

• certification and compliance requirements

• weather and environment tolerance

• flight characteristics

• aerodynamic and stress models

• propulsion & fuel statistics

• load exchange procedures

We understand there is a keen and active community of aviation enthusiasts who would like to examine the technical data but the information is commercially sensitive so will not be published at this stage of development. If you are a potential customer or operator, please feel free to contact us for this information.