A Brief Study On Airship Using Aerospace, Electronic and Communication Applications

Md.Abdul Sami et al. Int. Journal of Engineering Research and Applications www.ijera.
com
ISSN : 2248-9622, Vol. 5, Issue 4, ( Part -5) April 2015, pp.34-46
RESEARCH ARTICLE OPEN ACCESS
A Brief Study on Airship Using Aerospace, Electronic and

Communication Applications
Md.Abdul Sami1, N.Alekhya Reddy2, K.Akhil Reddy3, Kanaka Bhushan4, Kalyan
Dagamoori5, Rakesh Mudhiraj6, Bheemarasetty.Prudhvi7, Pikkalkar Praveen Kumar8, G.Sai
Pavan Kumar9, Katte.Abhilash Teja10
1,6,7,8
Student, Department of Aeronautical Engineering, MLR Institute of Technology, Dundigal, Hyderabad.
INDIA.
2
Student, Department Of ECE, MLR Institute Of Technology, Dundigal, Hyderabad . INDIA.
4,5,9,10
Student, Department Of Aeronautical Engineering, MLR Institute Of Technology and Management ,
Dundigal, Hyderabad. INDIA.
3
Student, Department Of Mechanical Engineering, GITAM UNIVERSITY, Hyderabad. INDIA.
Abstract
Recent years have seen an outpour of revived interest in the use of high altitude airships for a number of
applications. Present day developments in materials, propulsion, solar panels,Wireless Communication and
energy storage systems and the need for a more eco-oriented approach to flight are increasing the curiosity in
airships, as the series of new projects deployed in recent years show; moreover, the exploitation of the always
mounting simulation capabilities in CAD/CAE, CFD and FEA provided by modern computers allow an accurate
design useful to optimize and reduce the development time of these vehicles. The purpose of this contribution is
to examine the different aspects of airship development with a review of current modeling techniques for airship
dynamics and aerodynamics along with conceptual design and optimization techniques, structural design and
manufacturing technologies , wireless and energy system technologies .A brief history of airships is presented
followed by an analysis of conventional and unconventional airships including current projects and conceptual
designs
Keywords: CAD, CFD, Wireless Communication etc .
I. Introduction time. These advantages and disadvantages are visible

1.1. General Information in Figure 1 below which places airships in a unique
An airship is a “lighter-than-air” aircraft which niche in the transportation industry and shows their
unlike traditional fixed-wing and rotary-wing aircraft economic potential.
uses buoyancy forces as its main source of lift instead
of conventional lifting surfaces such as wings and 1.2. History
blades. These buoyancy forces are produced by The history of airships has its beginnings in the
lifting gases contained within the airships envelope eighteenth century with the first recorded flight of a
which have a density less than that of the atmosphere. non-rigid dirigible by Jean-Pierre Blanchard it 1784.
The most common types of airships have the classical The airship consisted of a balloon fitted with a hand
“teardrop” shape or axi-symmetric design and can be powered propeller for propulsion. Attempts at adding
classified as either non-rigid, semi-rigid, or rigid. propulsion to balloons continued into the nineteenth
Airships offer advantages over conventional air century with Henri Giffard who was the first person
cargo transport because they do not require any to make an engine powered flight. In 1852, he flew
power to stay aloft since all the necessary lift is 27 kilometers in a steam powered airship. Twenty
acquired from the buoyancy of lifting gases. This years later in 1872, Paul Haenlein flew an airship
significantly reduces the power requirements and fuel over Vienna that was powered by an internal
consumption for transportation and thus reduces the combustion engine, the first time such an engine was
overall operating costs. Compared to ground and sea used to power an aircraft. In the 1890s Count
transportation, airships require greater fuel Ferdinand von
consumption but have a significantly lower travel
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Md.Abdul Sami et al. Int. Journal of Engineering Research and Applications www.ijera.com
Zeppelin began experimenting with rigid II. Conventional Airships

airships. This led to the launch of the famous 2.1. Non-rigid Airships
Zeppelins and the “Golden Age of Airships”. During A non-rigid airship, more commonly known as a
the first half of the twentieth century airships gained blimp uses higher internal pressure from its lifting
popularity for passenger transport and military uses gases to maintain both its shape and structural
such as tactical bombing, reconnaissance, integrity.The word blimp was termed by the sound
surveillance, and communications .During World that the envelope of the airship makes when you tap
War I, Germany, France, Italy, and Britain all used it with your finger [3]. Most often, non-rigid airships
airships for various military operations. The Norge, use helium as their lifting gas to fill internal ballonets
an Italian semi-rigid airship became the first located inside the ship‟s outer envelope which
confirmed aircraft to fly over the North Pole. The provide both balance and the aircrafts external shape.
USS Shenandoah was the first American built rigid Ballonets are also used to balance volume changes of
airship. It was operated by the United States Navy the lifting gas due to both altitude and temperature
and first flew in 1923. The Shenandoah was the first change and are also associated with pitch control.
airship to fly across North America and was the first This assures that the overpressure of the gas can be
dirigible to use helium as a lifting gas. In 1937, maintained and speed and steering ability are not
moments before landing, the Hindenburg, a hydrogen affected. Sometimes instead of using lighter than air
filled rigid airship burst into flames, killing 36 people gases, these airships will use heated air as their lifting
onboard and becoming one of the most well-known medium. These are termed hot-air airships. The only
and widely remembered airship disasters of all time. rigid components of theseconfigurations are the
The public‟s confidence in airships was shattered by engines, fins, and the gondola or car that hangs from
this disaster. This along with the onset of World War the blimp‟s belly [3]. Historically, these aircraft
IIbrought the use of airships for passenger transport launched “lighter-than-air”, where they received
to a halt.Airships also saw deployment during the enough buoyancy from their internal gases to lift
Second World War and were predominantly used by them off the ground. Modern non-rigid airships
the United States Navy for patrol and convoy escorts however usually lift off overweight so they need to
for ships to detect enemy U-boats.In the years since lift their nose and apply propulsive forces or angle
the war, airships have seen a decline in popularity the engines downward to achieve takeoff. Non-rigid
and usage. In present day, airships are typically used airships are the most commonly used form of airships
for advertising, sightseeing, surveillance, and today because of their ease of construction and
research. Figure 2 below shows a timeline of airship storability. Fig. 3 below shows a typical non-rigid
development starting in the 1850s with Henri airship with its internal structural layout.
Giffard‟s first engine powered dirigible and ending in
the 1960s.
2.2. Semi-Rigid Airships III. Unconventional Airships

Semi-rigid airships are similar to blimps in that 3.1. Heavy Lift Vehicles (HLVs)
they have no internal frame to support their A number of Heavy Lift Vehicle (HLV) concepts
envelopes. They do have, however, rigid objects on have been proposed for cargo and passenger
them that give them some backbone. A stiff keel runs transportthat are efficient and cost effective. These
along the length of the airship for distributing weight vehicles have excellent fuel economy, which make
and attaching fins and engines [3]. The keel also them viable alternatives to conventional
provides structural integrity during flight transportation methods over short distances. A
maneuvering. Similar to non-rigid airships, the shape number of feasibility and comparative studies by the
of the hull is maintained largely by an overpressure National Aeronautics and Space Administration
of the lifting gas. Light framework at the nose and the (NASA) and others [5-12] have been performed
tail may also contribute to the hull‟s outer shape. For confirming the effectiveness of airship lifting
small types the lifting gas is sometimes held in the platforms for transport. Capable of transporting
hull itself, while larger types tend to use separate gas payloads ranging from 1 to 1,000 tons these heavy
cells, which mitigates the consequences of a single lift airships have enormous economically potential.
gas cell failure and helps reduce the amount of Typical operating altitudes for such vehicles
overpressure needed [4].Semi-rigid airships fell out areusually less than 15,000 feetat low flight speeds
of favor for many years after the 1930s until the between about 80mph and 120 mph. Many projects
development of the Zeppelin NTs which are some of and endeavors involving the development of these
the more recent and popular semi-rigids in use today. heavy lift airships have been proposed in recent
years. One undertaking worth taking note of is
2.3. Rigid Airships DARPA‟s Walrus HULA (Hybrid Ultra Large
Unlike non-rigid and semi-rigid airships that Aircraft) program. The Walrus program aimed to
maintain their shape by the internal pressure of lifting develop and evaluate a very large airlift vehicle
gases, rigid airships retain their shape from an concept designed to control lift in all stages of air or
internal structural framework on which the aircraft‟s ground operations including the ability to off-load
outer envelope is connected. With the internal payload without taking on-board ballast other than
framework, a rigid airship has the capability of being surrounding air. The Walrus operational vehicle was
built much larger than a non-rigid or semi-rigid intended to carry a payload of 500-1,000 tons up to
dirigible because there is no chance of kinking in the 12,000 nautical miles, in less than 7 days and at a
hull due to aerodynamic forces and moments. Inside competitive cost [13].Some examples of other heavy
the internal framework, the airship is filled with lift vehicle concepts can be seen below. The
multiple gas cells holding the lifting gases. Because SkyHook JHL-40 seen in Fig. 5 is a joint project
of the size of most rigid airships, using multiple gas between SkyHook and Boeing which will be capable
cells minimizes the chances of a catastrophe in the of carrying 40 tons. It will be 302 feet in length and
event that one is compromised. A typical rigid airship
with its internal structural layout is visible in Fig. 4.
Use for helicopter rotors to lift its payload and under development by Lockheed Martin which would
propel itself, making it the largest helicopter in the operate at altitudes of about 60,000 ft. In recent years
world [14]. The Aeros Pelican is shown in Fig. 6 the topic of high altitude and stratospheric airships
which is a proposed 60 ton payload vehicle. The Sky has become very popular and received much
Freighter from Millennium Airships can be seen in attention. A great deal of work has been put into this
Fig. 7, a concept proposed for both commercial and subject for the modeling and analysis of these
military applications. Additional concepts can be airships [19-23]. Most of these airships are remote
viewed in a review of heavy lift systems by Ardema operated aircraft or unmanned aerial vehicles because
[15]. of their high operating altitudes. The U.S. Army
Space and HiSentinel stratospheric airship program
3.2. High Altitude Airships (HAAs) to design a family of high altitude, long endurance
Many concepts for High Altitude Airships airships for unmanned military operations. These
(HAA) have also been proposed for intelligence airships, such as the HiSentinel 80 operate with the
gathering, surveillance and reconnaissance, and use of solar power at altitudes ranging from 13-15
communications which will offer cheaper alternatives miles above the Earth [24].
to satellites. Fig. 8 below shows a HAA concept Missile Defense Command developed the
3.3. Hybrid Airships over traditional airship configurations. For example,

Hybrid airships are aircraft that combine lighter adding a pair of wings to the main vehicle body helps
than air technology of aerostats and heavier-than-air to produce substantial aerodynamic lift, improve
technology of traditional fixed-wing or rotary-wing vehicle stability, decrease drag, as well as increase
aircraft.Hybrid aircraft can offer many advantages payload capability [26]. Two examplesof winged
airship concepts can be seen below; the WB-1010 in which the characteristics ofa large number of
(Fig. 9) and the Airship One (Fig. 10).No hybrid airships are listed. In the same year a book by Charles
airship has been built for production but several P. Burgess [35] was edited, in which the approach to
manned and unmanned experimental vehicles have size estimation is different: this author proposes a
been flown demonstrating the technology. design methodology based on preliminary design
calculations, evaluation of static and dynamic
3.4. Unconventional Body Shapes bending moments, gas pressure stresses, design of
A number of designs that display geometries that cars for power systems, passengers, and flight crew,
stray from the conventional double ellipsoid, gas cells, and finally tail cones, stabilizing surfaces,
axisymmetric hull shape have been proposed in and mast mooring gears. This book provides one of
recent years. For instance, the P-791 seen in Fig. 11 the first examples of a complete list of formulas to be
is an experimental hybrid airship that exhibits a triple used for the initial estimation of size and horsepower
hull design. Developed by Lockheed Martin and first for a given performance and proposes a well coded
flown in 2006, this design maximizes the hull volume “step by step” embodiment process to deploy the
and lifting gas capacity to maximize lifting entire design process in a systematic way. A resume
capability. Similar designs have been proposed butt of the design experiences of the years up to the 1940s
with a double hull. Another hull trait that is new to can be found in a technical manual [36] in which the
airship design is the use of an airfoil shaped cross formulas and methodologies developed for the design
sectional area along the longitudinal axis to produce are summarized in a very practical and “design
dynamic lift. In effect, this makes the hull itself a oriented” way. The Hindenburg accident and the
lifting surface similar to a wing. The Renault Zep‟lin interest towards vehicles with higher speed deadened
in Fig. 12 is a more radical concepts with an the interest in airships, and in 1962, the US Navy
unconventional shape. Its unique hull design not only program for airshipsstoped. The design process of
acts as a storage vessel for lifting gases to provide airships is kept going by Kostantinov [37] who
aerostatic lift but as a sail for additional lift, collected the formulas and experiences in the field of
propulsion, and directional control. airships and merged the up to date aerodynamic and
structural research in a comprehensive paper. Since
IV. Airship Design and Optimization the 1970s, airships and blimps are designed for
Some of the earlier scientific and technical advertising purposes or touristic adventure trips:
documents related to airship design can be found as Goodyear in USA and Zeppelin in Germany are good
technical reports from NACA and the Royal examples of such activities. The increasein personal
Aeronautical Society (RAeS). One of the most computers and the computational load available made
famous is a report by Lamb [31] focusingon the study possible the solutions of complex equations and the
of inertia coefficients of an ellipsoid moving in a large number of simulations that can be ran
fluid: these coefficients were needed to keep into simultaneously, compared to experimental data (as
account added masses in airship design. The for the studies of CFD related to the German
increased interest in airships of the first years of the LOTTE). Also the airship design field was affected
20th century was supported by studies on airship by these new capabilities: the work of Lutz et al. [38]
design focusing their attention on aerodynamics and is one of the fist describing the optimization of the
weight which was considered at the moment the two shape of an airship by means of evolutionary
most critical issues in the design of airships. Two algorithms and stochastic methods: the airship design
reports by Tuckerman, the first dealing with the process can make now use of the new available
determination of forces on an airship hull [32], and computing capabilities. Khoury and Gillet [39]
the second focusing on inertia factors [33] show the present a book in which a chapter is devoted to
need for a precise loads assessment in order to design Design Synthesis. Airship design now focusesits
a lightweight structure able to sustain the stresses due attention on the integration of sub-systems and trade-
to lifting gas and dynamic pressure. The experience off considerations. Moreover, the design process is
and knowledgein airships gained during the period divided in Conceptual, Preliminary and Detailed
1900-1927 by pioneering designers like General phases. Flowcharts are presented to drive and support
Umberto Nobile in Italy, Count Zeppelin and the designer in the Conceptual Design phase, in the
NikolausBasenach in Germany, and Goodyear in the trade off analysis, and in the trade study process. The
USA are reported in a book by Thomas Blakemore airship is considered as a system, and the mutual
and Watters Pagon [34] where all the subsystems of interactions between subsystems (condensed in the
an airship are considered one by one. The approach airship sizing matrix) is considered the key of success
followed in [34] to solve the weight estimation for a good and balanced design. Also, sensitivity
(which can be considered the most critical in airship analysis and parametric weight estimation (derived
design) is based upon comparison with already from the aircraft conceptual methodologies [40]) are
designed and built airships where a wide list of tables introduced in this comprehensive book.In the end of
the 20th century, flight simulation is proposed not Ram and Pant [47] presents the aerodynamic and
only for the training of pilots [41], but also to check structural optimization of an airship using variable
the design results and to verify the behavior of the thickness fabrics and a low drag shape. As the new
airship,even inthe conceptual design phase. The reprint of the book Airship Technology [48] reports,
availability of new film materials, efficient solar in addition to the classical interest related to materials
panels, and the need for high altitude observation [49], solar panels, and unconventional configurations,
platforms focused the attention of designers to High one of the challenges for the future is the design of
Altitude Platforms (HAP). In a study by Mueller et multi gas, multi chamber airships [50] seems to be a
al. [42] the design of a HAP is presented in a solution for cost reduction and lower environmental
parametric way: data like weight of the envelope and impact.
efficiency of solar panels are not kept fixed. The
design process output is not a defined sizing, but a V. Structures
series of graphs which the designer can use to 5.1. Structural Design and Analysis
dimension the airship with materials available at the Structural analysis in an important area in airship
moment. With this method, the design can be updated design because airships experience deformation
if new materials or technology become available. The under aerodynamic and aerostatic loads. Predictions
basic formula used to evaluate the volume of the of loads, stress distribution, and bending moments are
airship [42] is: useful in both the design of airships and the
(1) preventions of catastrophic failures. Structures
where Vmax is the maximum volume of the airship, technology is discussed in several review works by
ms is the structural mass of the airship, given by the Burgess et al. [51], Hess [52], and Liao et al. [53]
sum of the envelope and remaining structural along with structural problems in the construction of
elements masses, mp is the mass of the payload, σP is lighter- than-air vehicles. The structural properties of
the ratio between the density of air at sea level (ρA0) the Navy‟s rigid airship USS Los Angeles were
and at the max altitude of service (ρA), and ρH0 is summarized in a work by Althoff [54]. Burgess also
the density of the gas filled inside the envelope. Also, wrote a significant report for the Navy analyzing
in the work of Wei et al. [43]andNickol et al.[44] the forces on an airship in wind gusts [55]. Structural
attention is focused on the trade-off analysis, on the strength was a significant issue in the development of
sensitivity analysis, and on how the airship would be early rigid airships. For example, Evans [56]
impactedby a new technology or change in mission computed the force distribution due to aerostatic,
requirement. In the latter of these two papers, the aerodynamic, and inertial forces for the Shenandoah
design is based upon the proposal of several rigid airship and demonstrated the possibility of
configurations, each one evaluated in the mission catastrophic failure due to the structural bending
through a Life Cycle Cost Analysis approach where a moment [57].For rigid airships several equations for
design is considered good if it presents a cheap calculating maximum design moment on the hull and
operational cost and a low cost for environmental methods for distributing design moment over the
impact and final dismissing. The work of Yu and Lu length of the hull were developed in [58, 59]. One
[45] presents a flowchart describing such equation from Goodyear [58] shows:
the design process for a HAP; moreover, a list of (2)
tables shows how the change of design parameters where is the fineness ratio, is the gust velocity, is the
(like the purity of helium, or the sunlight hour related airship speed, is the dynamic pressure, and is the
to the season of the year) affect the lift. The most airship volume. Li et al. [60] developed a linear
interesting part of this study reports the effects of model for flexible airships which was used to study
technology advances on airship performance structural flexibility effects on airship flight
parameters: by this way the designer can have an idea dynamics and aerodynamics [53]. In this model, the
of how the payload can be increased with an increase equations of motion of an elastic airship are derived
in propeller weight/massratio and solar cells by the Lagrangian formulation and the airship is
efficiency, or a decrease of envelope area weight and modeled as a free- free Euler-Bernoulli beam where
batteries capacity/mass ratio. Also, Chen [46] the bending deformations are represented by shape
presents a similar work of sensitivity analysis functions chosen as the free-free normal modes [60].
arriving at similar results in terms of influence of Recent advances in computational tools such as
weights and efficiency on the design: a design Finite Element Analysis (FEA) software has allowed
flowchart is presented here also to assure the for extensive structural analysis to be performed on
equilibrium between lift and weight due to solar airships with a high degree of accuracy. Hunt [61, 62]
panels, structure, batteries, and propulsion systems. performed static structural analysis of an aerostat
The multidisciplinary approach to design, which is a with the use of NASTRAN to come up with an
consequence of a concurrent engineering approach, idealized structural model by analyzing stress
has been applied also to airship design: the work of distribution and shape deformation. Similarly in
Smith [63], Boeing used the FEA package ABAQUS single plain woven fabric layer impregnated in a
to develop an internal loads model for the Skyhook polymer matrix laminated with thin films. They
HLV aircraft seen in Fig. 5.Bessert and Frederich performed uni-axial tests to obtain tensile properties
[64] presented a method to investigate the nonlinear and finite element analyses to obtain effective tensile
aeroelastic behavior of an airship due to geometric properties. McDaniels et al. [68] of the Cubic Tech
and material nonlinearities. They tested their method Corporation examined the use and development of
on the CL-160 airship using ABAQUS and VSAERO non- woven flexible laminates for lighter-than-air
(an aerodynamic solver based on the aerodynamic vehicles. They concluded that the use of these
panel method using potential flow theory) and found flexible laminates achieved a significant weight
that it could handle all the nonlinearities present in savings over woven fabrics of similar strengths by
the different models, and could deliver the required eliminating strength and modulus loss andother
derivatives which would be difficult to obtain from structural deficiencies caused by crimping of yarns
free-flight or wind tunnel experiments [64]. during the weaving process. The absence of crimp in
non-woven fabrics results in a linear elastic response
5.2. Materials that allows for ease in predicting material properties
Materials have made a huge leap forward in the and simplification of structural models [69]. Two
development of airships, making them lighter, other important material manufacturers for envelope
stronger, and more efficient.There are very particular construction worth taking note of are ILC Dover and
demands on materials when it comes to airships Conti tech. ILC Dover is the world‟s largest producer
construction. They need to exhibit proper properties of modern airship envelopes and has been producing
of strength, weight, air-tightness, weather and UV materials for the construction of aerostats since the
stability, conductivity, and non-flammability. 1970s. They have served in the production of
However, different requirements including materials for customers such as the American Blimp
performance, cost, risk, and service life have to be Corporation, Lockheed Martin, and Skyhook. Conti
considered. Therefore the material becomes a delicate tech is one of the globe‟s leading specialists in rubber
balance between often competing demands such as and plastics technology and through innovative
highest tensile strength vs. lowest possible mass, manufacturing processes and extremely rigorous
maximum tear strength vs. maximum adhesion, finishing quality have developed materials for the
maximum material life vs. ease of field repair, and special applications of airships.
minimum price vs. all other demands [65]. In present
day, the internal framework in semi-rigid and rigid 5.3. Lifting Gases
airshipsis typically made of aircraft-grade aluminum In terms of today‟s airships, helium is by far the
that is riveted. The nose cone is usually made of predominately used source for lifting gases. Unlike
wood, plastic, or metal and is then laced to the hydrogen, helium is an inert gas so it is not
airship‟s envelope. The gondola is commonly flammable. This is the main reason hydrogen isn‟t
manufactured with metal [66]. As seen in the rest of commonly used today, being responsible for many
the aviation industry new composite materials and disasters of early airships such as the Hindenburg.
carbon fibers are also making their way into the However, with the use of helium comes many
construction of airships as building materials mainly tradeoffs which are explored by Gordon et al. [69],
for the use of gondolas and crew cabins. One of the Ghanmi et al. [70], and Linner [71]. For example,
major design challenges for airships is the use of helium is expensive and supplies are limited whereas
materials for the construction of ballonets or airbags hydrogen is both inexpensive and can be easily
and envelopes to prevent leakage of the lifting gases generated. Helium is also less buoyant than hydrogen
but provide flexibility.So airship envelopes are and has about 7% less lifting capability [71]. Another
normally made from Dacron and Mylar or other trade-off that is not so technically obvious in
polyester fabric materials. They are sometimes made buoyancy compensation. When an airship takes off
of Tedlar, a polyvinyl film, which is bonded with with neutral buoyancy the aerostatic lift produced by
Hytrel, a thermoplastic polyester elastomer which the helium is equal to the total weight of the vehicle.
provides the flexibility of rubber and the strength of As fuel is burned en route, however, the total weight
plastic. These fabrics help protect the envelope from of the airship decreases but the aerostatic lift remains
ultraviolet light. The ballonets are normally made the same. If nothing is done, over time the ship will
from leak- resistant polyurethane plastic [66].In a gain significant positive buoyancy [69]. As this is
paper by Miller and Mandel [65], the design undesirable from both a control and structural
requirements of airship envelopes and materials and viewpoint, the airship must have a mechanism for
material development and qualification information is buoyancy compensation. Hydrogen-filled airships
examined. Kang et al. [67] studied the material can simply vent excess hydrogen into the atmosphere
characterization of a film-fabric laminate developed to compensate for the weight of fuel burned. Since
for a stratospheric airship envelope consisting of a helium is more expensive, helium-filled airships are
constructed with an apparatus on the engine exhaust capabilities widely available. El Omari et al. [93]
to condense and recover the water it contains. The published an important paper on the challenges of
water is then stored to compensate for the weight of turbulence modeling in airship CFD studies where
fuel burned [70]. These water condensers can be they investigated three turbulence models based on
heavy and provide additional drag being mounted on statistical and Large Eddy Simulation (LES)
the skin of the airship. approaches;a standard high Reynolds k–ε model, a
Smagorinsky LES model, and a variational multi-
VI. Aerodynamics scale LES model. Their results showed that all three
6.1. Wind Tunnel and Flight Tests models predicted the primary longitudinal vortex
Few publications are available concerning the shed from an airship body but that only the
modeling of airship aerodynamics. A large amount of variational multi-scale LES model predicted the
the available literature deals with empirical data and secondary vertical flow structure observed in
results without addressing or going into too much experimental studies. In a paper by Wang et al. [94],
depth about modeling techniques. Literature that is Fluent was used to accurately simulate the motion of
available for viewing on the aerodynamics of airships stratospheric airships with a model that calculated the
mainly deals with the classic axisymmetric elliptical aerodynamics of an airship based on a panel method
bodies of revolution and little is available for and an engineering estimation approach.
unconventional body shapes. With the lack in
development of aerodynamic models for airships in 6.5. Shape and Drag Optimization
the early years, flight behaviors were mainly More recent developments in airship
analyzed using flight test and wind tunnel testing. A aerodynamics have been the use of shape
large wealth of information was collected for wind optimization in airship hulls to reduce drag and
tunnel test in the 1920s and 1930s for scaled airship increase performance. Since power requirements are
models. Jones et al. [72-74]at the Aeronautical directly related to drag, optimization is a powerful
Research Committee (ARC) in Britain performed tool for maximizing an airship‟s potential and
tests on models of theBritish airships R-29 and R- minimizing fuel consumption. Extensive research has
101and the rigid German airship L33. The National been performed by Lutz and Wagner [90, 91] in
Advisory Committee for Aeronautics (NACA) in the developing a method for numerical shape
United States published multiple reports on wind optimization of axisymmetric bodies in
tunnel testing of the airship Akron [75-79] where incompressible flow at zero incidence.Specific
experimental measurements were taken of the flow in aerodynamic optimizations of bodies of revolution
the boundary layer, pressure distribution on the hull, for prescribed Reynolds number regimes were
and ground handling forces. Zahm [80] also performed. This resulted in minimized drag at
presented a NACA report on the air forces, moments, maximized volume for Reynolds number regimes
and damping on a model for the airship Shenandoah. relevant for airship application [90]. Fig. 14 shows
Pannell et al. [81-83] published multiple reports at their resulting minimized drag curves for the
ARC around 1920 regarding the results of flight tests optimized body shapes in each design regime. A
for the British airships R-26, R-29, and R-33. Testson similar paper was proposed by Nejati and Matsuuchi
these airships were performed to determine turn [92] using genetic algorithms for shape optimization
radius at various rudder deflections and the drag which showed that the method of using genetic
forces. However, accuracy of these measurements algorithms for optimization could minimize the drag
was poor due to the limited technology of the time. coefficient faster for different Reynolds number
Modern flight test have proven more accurate results regimes.
and measurements with more advanced
instrumentation as seen in [84, 85], where flight tests VII. Dynamics
were performed on the Skyship-500 airship in the 7.1. Equations of Motion (6 DOF)
Patrol Airship Concept Evaluation (PACE) program An airship is most commonly modeled as a rigid
measuring the responses to inputs of elevator, rudder, body with six degrees of freedom, three translational
and throttle. and three rotational which results in six nonlinear
equations that represent the motion of the airship.
6.4. CFD Analysis where is the total mass of the system, is the skew
Computational Fluid Dynamics software tools symmetric matrix of the position vector, is a 3x3
have allowed researchers to examine the flow identity matrix, is the inertia matrix taken about the
interactions with airship bodies to a certain degree of origin of the body frame, is the added mass matrix,
accuracy without the need for expensive wind tunnel and is the added inertia matrix. The right hand side
testing or full scale flight test saving a great deal of consists of all the external forces and torques acting
time and money. Such commercial programs like on the body. These are made up by the weight,
Fluent, Star-CCM+, and FLOW-3D have made these buoyancy force, aerodynamic forces and moments,
and propulsive forces. The added mass and inertia has been performed by Lutz and Wagner [90, 91] in
matrices are functions of Shape and Drag developing a method for numerical shape
Optimization More recent developments in airship optimization of axisymmetric bodies in
aerodynamics have been the use of shape incompressible flow at zero incidence. Specific
optimization in airship hulls to reduce drag and aerodynamic optimizations of bodies of revolution
increase performance. Since power requirements are for prescribed Reynolds number regimes were
directly related to drag, optimization is a powerful performed. This resulted in minimized drag at
tool for maximizing an airship‟s potential and maximized volume for Reynolds number regimes
minimizing fuel consumption. Extensive research
relevant for airship application [90] . A similar paper components of the linear models are treated as
was proposed by Nejati and Matsuuchi [92] using perturbations about the trim velocity. The linearised
genetic algorithms for shape optimization which models can be represented below in state space form:
showed that the method of using genetic algorithms where and are the state and control matrices and are
for optimization could minimize the drag coefficient the state and control vectors. The longitudinal state
faster for different Reynolds number regimes. vector consists of the pitch rate, axial velocity, and
Computational Fluid Dynamics software tools have normal velocity . These states are affected by the
allowed researchers to examine the flow interactions control vector consisting of throttle, propeller pitch
with airship bodies to a certain degree of accuracy angle, and symmetric elevator deflection. The lateral
without the need for expensive wind tunnel testing or state vector consists of the roll rate, yaw rate, and
full scale flight test saving a great deal of time and lateral velocity. These states are affected by the
money. Such commercial programs like Fluent, Star- control vector consisting of symmetric rudder
CCM+, and FLOW-3D have made these capabilities deflection, and differential elevator and rudder
widely available. El Omari et al. [93] published an deflection [42]. A complete and detailed derivation of
important paper on the challenges of turbulence the linearized equations of motion can be viewed in
modeling in airship CFD studies where they [95].
investigated three turbulence models based on
statistical and Large Eddy Simulation (LES) 7.2. Stability& Control
approaches; a standard high Reynolds k–ε model, a Although most of the airship lift is generated by
Smagorinsky LES model, and a variationalmultiscale the aerostatic forces, the aerodynamic characteristics
LES model. Their results showed that all three determine the stability of the aircraft [57]. As seen
models predicted the primary longitudinal vortex previously, Monk determined that the body of an
shed from an airship body but that only the variation airship experiences an unstable pitching moment due
multi-scale LES model predicted the secondary to the added mass terms. This also cause the yaw
vertical flow structure observed in experimental rotations to destabilize, but the viscous effects acting
studies. The equations of motion (9) can be linearized on the aft end of the ship including the tail fins tend
and naturally decoupled into two separate modes to be stabilizing along with other aerodynamic forces
consisting of the longitudinal and lateral systems. To normal to the centerline of the airship. In a stability
linearize the equations of motion trim conditions are analysis performed by Cook et al. [96], it was
computed for equilibrium flight and the velocity determined that the longitudinal modes of the airship
are comprised of the surge mode caused by axial Mueller et al. [42, 99] developed a
aerodynamic drag, the heave-pitch subsidence mode comprehensive set of modeling, analysis and control
cause by normal aerodynamic drag, and the design tools for airships at Princeton Satellite
oscillatory pitch-incidence mode which is caused by Systems Inc. with the help of the Missile Defense
the center of gravity being located under the center of Agency. An integrated guidance and control system
volume. The lateral-directional modes of the airship was designed for a high altitude airship where a
are comprised of the sideslip subsidence mode, the simple control law design provided robust feedback
yaw subsidence mode and the oscillatory roll control of the airship‟s angular rates and velocity.
pendulum mode. Approximate models for these
modes are derived and expressed in terms of concise 7.3 Wireless Communications
aerodynamic stability derivatives in [96]. In current era demand for wireless
Kornienko [97] conducted an investigation of the communication is notoriously increases. A terrestrial
stability and controllability of an airship under and satellite system provides wireless communication
different flight and configuration conditions with a services. Terrestrial systems are used in mobile
linearized flight model. The basic dynamical applications while satellite systems are used where
characteristics of the research airship Lotte were terrestrial system not reached.HAAs are airship or
determined from the flight data gathered. Similarly, airplanes which altitudes at 17-22km above earth
Yamaski and Goto conducted a series of flight tests surface. HAAs have been proposed mobile services
on a full scale blimp with feedback systems for in stratosphere. It have advantages of both terrestrial
stabilizing yawing and pitching motions, and a sensor as well as satellite. It also provides services like 3G,
system to measure the motion and control outputs. emergency services and Wi-MAX. HAA networks
Data from the tests were analyzed to yield parameter are provides different services like military
values including added mass effects and stability application, earth monitoring, traffic monitoring and
derivatives. A comparison was made between the control. In terms of services, HAA offering low cost
experimental values and estimated values obtained and high facility services.
using analytical formulas where they were
determined to be consistent.
II. HAA DEFINITION · Airships are helium filled containers of the order of
HAA are airships or airplanes in stratosphere, at 17- 100m or more in length.
22km altitude. · Electric motors and propellers are used for station
keeping, and the airship flies against the
III. HAA INFRASTRUCTURE prevailing wind.
Infrastructure of HAA is categories in different types · Prime power is required for propulsion and station-
which are as follows: keeping as well as for the payload and
1) Balloons : applications; it is provided from lightweight solar
· The earliest aerial platforms were balloons. cells in the form of large flexible sheets.
· It was filled by hydrogen.
· It was used in military applications. 3) Aeroplane :
It is unmanned solar powered plane, which needs to
2) Airships : fly against the wind.
IV. HAAs TOPOLOGIES A. A terrestrial-HAA-satellite system:

It is having wide range of topologies due to their It is a mixed infrastructure, includes a HAAs
rapid deployment and kind of service to provide. network using a satellite as a link to the terrestrial
Basically there are three types of it. First, networks to the final users. It provides best features
intermediate between satellite and terrestrial system, of both HAA and satellite communications. It can
improving the satellite radio links, coverage and support high QOS(Quality Of services). First, the
resource management implies. Second, it can be used capability of the satellites of broadcasting and
in the stratospheric, with a terrestrial network. Third, multicasting are used to transmit information from
it can be again used as a stratospheric, But also using fiber networks to the HAAs network deployed below
a satellite for areas without connection to terrestrial the satellite. Second, HAA are used to improve the
networks where satellite links are available. satellite performance over the earth.
B. A integrated terrestrial – HAA system: v. Earth monitoring and positioning

This system works without the satellite-HAA
link. Haps are considered to project one or more VI. HAA COMMUNICATION SCENARIO
macro cells Here HAA network can be connected to Depicts a general HAA communications
terrestrial network scenario. Services can be provided from a single
through gateway. HAA with up- and down-links to the user terminals,
together with backhaul links as required into the fiber
C. A standalone HAAsystem: backbone. Inter-HAP links may serve to connect a
This system is used in many applications. For network of HAPs.
example broadband for all. In rural or remote area, it HAA coverage region is determined by line-of-
is expensive to deploy terrestrial systems. Satellite sight propagation. The size, number, and shape of
system is costly to be launched if traffic demand is cells is design of the antennas on the HAP, with the
small. This system may be deployed economically advantage that the cell configuration may be
and efficiently. determined centrally at the HAP. The HAP
architecture includes resource allocation techniques,
V. HAP APPLICATIONS which can provide efficient usage of bandwidth and
HAPs offer such a big variety of services maximize capacity.
according to the topologies as broadcasting services Higher capacity with HAPs is also costly. It
(TV and radio) , Internet access, telephony etc. Main represents a power advantage of up to about34dB
applications of HAPs compared to a LEO satellite, or 66dB compared to a
are as follows: GEO satellite. And compared with terrestrial
i. Broadband Fixed Wireless Access Applications schemes, a single HAP can offer capacity equivalent
ii. 2G/3G and 4G applications to that provided by a large number of separate base-
iii. Emergency and disaster scenarios stations.
iv. Military Communications
Power supply for the access point is provided to lift an airship. As shown in fig. 8 Depending on the
from the ground over the PoE cable which doubles up geography of the area, aerostat is raised an altitude of
as a data cable. Access point is a bridge between the around 50-70 m AGL on which a payload consisting
Ethernet and wireless interface at the base station. of a router box and Omni directional antenna will be
This bridge will transmit the data packets wirelessly mounted. The router circuitry receives the signals
to the client side, from the Omni-directional antenna from a router box located away from the Aerostat,
mounted on top of the aerostat. At the client side flat which in turn will be directed to the client antennas
panel antenna receives these data packets with the located in the surrounding villages within around 10
line of sight connectivity maintained. Tether is used km range.
VIII. Energy Systems IX. Conclusions

Recent advances and growing interest in Many advances have been made in airship
solar power technology indicates that solar energy research and development in recent years because of
systems will play a greater role in energy production the revived interest in using airships for applications
for airships of the future. In a paper by Lubkowski et such as commercial transport, research platforms, and
al. [100], an analysis is performed of several different military operations. Better analytical techniques have
solar power technologies to evaluate the trade-offs of been developed for aerodynamic, dynamic, and
the cost against the power consumption, efficiency, structural modeling , Wireless Communication and
and reliability. These technologies included Electronics which have been discussed in this paper.
photovoltaic flat panels, thin film photovoltaic These have enabled for more reliable and functional
panels, trough solar concentrators, stirling dish solar airship designs that can meet the demands of today‟s
concentrators, and luminescent solar concentrators. applications. The development of new technologies
Their results show that flat solar technologies such as for construction materials and energy systems have
thin film, luminescent solar concentrators, and also made modern airships and dirigibles more
photovoltaic flat panels ranked highest. efficient, economical, and environmentally friendly.
Acknowledgement [12] T. C. Tozer and D. Grace: „High-altitude

 Tarulata H. Chauhan - Rollwala Computer platforms for wireless communications’
Center, Gujarat University, Ahmedabad from Electronics & Communication
 Amit Kumar - Assistant Professor, Marwadi Engineering Journal June 2001.
Education Foundation Group Of Institutions [13] J. Thornton, D. Grace, C. Spillard, T.
Konefal and T. C. Tozer, Broadb and
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2629

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Md.Abdul Sami et al. Int. Journal of Engineering Research and Applications www.ijera.

RESEARCH ARTICLE OPEN ACCESS

A Brief Study on Airship Using Aerospace, Electronic and

I. Introduction time. These advantages and disadvantages are visible

Zeppelin began experimenting with rigid II. Conventional Airships

2.2. Semi-Rigid Airships III. Unconventional Airships

3.3. Hybrid Airships over traditional airship configurations. For example,

IV. HAAs TOPOLOGIES A. A terrestrial-HAA-satellite system:

B. A integrated terrestrial – HAA system: v. Earth monitoring and positioning

VIII. Energy Systems IX. Conclusions

Acknowledgement [12] T. C. Tozer and D. Grace: „High-altitude

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