Compared with the LS-L50, the above dirigible semi-buoyant aircraft (LS-L100) was designed to hoist 10 times the payload capacity (50 tonne). This is possible from a combination of scalability, configuration and improved efficiency at the greater size.
Even so, it would be a development that must satisfy higher Transport Category certification standards before entering service – involving significantly more work, time and thus cost. It therefore needs the Commuter Category types to be developed first in order to increase LSL’s and the operating teams ability, as well as to further develop international infrastructure needed for service entry; necessary to mitigate risk, avoid wasting time, and to minimise cost.
The certification standards are equivalent to those for large nonbuoyant aircraft, but probably will need agreement for LSL’s new types. The LS-L100’s development thus not only needs an experienced and knowledgeable engineering/design team in a fully established aircraft approved organisation with operational facilities capable of undertaking the test programme but also needs the regulatory, political, business and infrastructure issues to be settled first.
The design was drawn 2013 as an omni-directional air-porter with double the linear size {Ø100 m} for general serious ad-hoc aerial-crane lift and transport duties . As such it is smaller than the Blue Devil Block 2 airship (112.8 m long of 42,475 m3 capacity, fully built 2012 by MAV6, a Mississippi defence company, but cancelled). However, from better volumetric efficiency, the LS-L100 has 186,210 m3 capacity – so will lift >4 times more.
It thus is a big project, but doable – proven by:
- the CL75 AirCrane, which demonstrated carriage of a >50 tonne payload, so possible with a buoyant aircraft and
- the Blue Devil Block 2 airship, which proved that a new organisation using experienced people in the art can deal with complex arrangements, as well as production of big buoyant aircraft.
Even so, it involves parallel development of new propulsion and power systems, needing attention to support the objective. This currently is a low level pursuit while specialists for them develop suitable aircraft approved designs. When ready, costs/time to develop the LS-L100 for service entry will be less than equivalent transport aeroplanes, but needs backers who understand aircraft development issues.
For further information, see its leaflet.
Statement
We believe that other dirigible buoyant aircraft with the capability for aerial crane and transport duties similar to that intended for the LS-L100 design will not successfully enter regular service for at least 10 years or more (perhaps 20 years). This is because any design created will need to gain a type certificate from the airworthiness authorities and the aircraft to be granted a CofA before it will be permitted to serve.
One may say this because nonbuoyant aircraft with a similar payload capacity don’t just happen in a shorter period, even when their developers already have a long track record of previous smaller types that entered service to step up from. Buoyant aircraft developers don’t have such a track record yet, evidenced by the number of airships in service today (very few and none with 50 tonne payload capability) needing significant consistent funding. Besides, where’s the international infrastructure (such as airports) and so forth for them to enter service?
We are well aware that LSL’s proposals are not the only way for buoyant aircraft; where so called hybrid airships still are in vogue at the moment. We wish them success but think they will fail to meet expectations. Airships with with multi-rotor arrangements also were mooted before (tried without success). Huge UD airship designs costing several $100 million at the turn of the century also were attempted without success and later attempts (like the Blue Devil Block 2) came to nought.
We therefore think that LSL’s new way to proceed is necessary. Our plan is to develop from the ground up (instead of top down) in manageable stages and with a basic concept stepping up from simple balloons without losing omni-directional (O-D) characteristics. This is instead of taking on the complication introduced over 100 years ago when traditional UD airships were introduced.
We also think that people will be surprised at the way this approach is quicker as well as better able, leading to the LS-L100 entering service before other proposals are permitted to do so.
We therefore are interested to talk with people who need serious aerial crane/transport services for rather heavy outsized loads about ways to fulfil their needs in an acceptable way. We also are interested to talk with established aircraft developers who would consider working with us under an agreed plan for the purpose. For both parties, please register interest via contact.
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