Rethink the Skies: Airlander 10 is the world’s first hybrid aircraft and offers a future of zero-carbon aviation. By 2025, we expect Airlander 10 to fly with 90% fewer emissions than other aircraft.
Hybrid Air Vehicles is the company behind Airlander, the world’s first hybrid aircraft and the future of zero-carbon aviation. By 2025, we plan for Airlander to fly up to 90 people, freight or defence systems with up to 90% fewer emissions than other aircraft. By 2030 we plan to have an all-electric Airlander 10 in service offering zero-emissions flight. We're raising funds to underpin our operations and contract discussions during the Covid-19 recovery.
Hybrid Air Vehicles (HAV) has been developing the technology at the heart of Airlander since 2007 and has an established global lead. Airlander is a new approach to aviation that provides low-carbon regional mobility, airborne cruises, remote-area logistics, and communications and surveillance solutions. Airlander offers up to 10x improvements in cost and capability in these markets.
Our path to zero-carbon aviation:
The market for Airlander technology has been independently valued at over US$50 billion over the next 20 years. HAV is now focused on securing launch orders for the production Airlander 10. We hold letters of intent for 15 commercial aircraft, with nearly 100 aircraft currently under discussion with customers worldwide and across sectors. Airlander 10 will be in service with customers from 2025.
HAV is the only company in the world to have flown a full-scale prototype hybrid aircraft. Over the past 10+ years, we have invested more than £116m in the development of Airlander. We're now production ready with a clear path to certification.
HAV teams with 2Excel Aviation to offer customers joint proposals for operating Airlander aircraftSeptember, 2020
HAV joins Telecom Infra Project to improve internet connectivity for millions of peopleAugust, 2020
Letters of Intent secured covering 15 aircraftMarch, 2020
Vertex Aerospace Signs MOU with Hybrid Air Vehicles to Deliver Missionized Airlander 10 to the U.S. Department of DefenseSeptember, 2019
Production Standard Design FreezeJuly, 2019
Hull shape optimisation completed at Mercedes Benz Grand Prix facilitiesFebruary, 2019
Secured our Production Organisation Approval (POA) from the UK's Civil Aviation Authority (CAA) in December 2018December, 2018
Secured our Design Organisation Approval from the European Aviation Safety Agency (EASA) in October 2018October, 2018
Prototype Flight Test Programme concludedNovember, 2017
First UK Flight of AirlanderAugust, 2016
US budget sequestration and fiscal cliff cancels US Army programme permitting Hybrid Air Vehicles to purchase Airlander outright.January, 2013
First Flight of US Army programme aircraft (the LEMV HAV-304, which later became the Airlander 10 prototype).August, 2012
Hybrid Air Vehicles Ltd wins contract with Northrop Grumman to provide Persistent Wide Area Surveillance aircraft in $517m US Army program.July, 2010
Hybrid Air Vehicles founded. Undertakes development and flight testing of sub-scale demonstrator aircraft.July, 2007
A hybrid aircraft derives its lift from a combination of aerodynamic lift (like an aeroplane), lifting gases (like an airship) and vectored thrust (similar to a helicopter). Airlander generates up to 40% of its lift from aerodynamics by the passage of air over the hull and the remainder from buoyant lift from the helium. At lower speed and closer to the ground, vectoring engine power is used to provide additional lift and manoeuvrability for take-off, landing and ground handling.
One of the biggest challenges for aviation is finding ways to replace energy-dense kerosene (typical aircraft fuel) with environmentally friendly alternatives. Airlander requires significantly less thrust to fly than conventional aircraft, thanks to its helium-filled hull. That makes it possible for us to adopt technologies like hydrogen fuel cells while still delivering large payloads. Even before we adopt electric propulsion, we burn 75% less fuel than other aircraft in comparable passenger-carrying roles - and deliver better than this in many other roles. With our hybrid-electric configuration we achieve 90% reduction in passenger transport, and we have a pathway to all-electric, zero-emission aviation.
Like any other commercial aircraft, Airlander will be type certified and capable of flying in a wide range of weather conditions. The aircraft can safely take off and land in up to 30 knots of wind. Unlike other large aircraft, Airlander is not cross-wind restricted, as it can simply turn into the wind and take off in any direction. The aircraft will also be capable of withstanding lightning strikes and icing conditions. This is a requirement for all type certified commercial aircraft.
The biggest difference between Airlander and eVTOLs is scale. Most eVTOLs are for 2-6 passengers, while Airlander will be able to fly with 90 passengers. We have also flown Airlander 10 as a full-scale prototype and are ready to enter production. We have strong, established relationships with regulators, a plan for Type Certification, and both Design and Production Organisation Approvals. These are critical steps on the journey to bringing a new aircraft type to market and will see Airlander 10 available for operation within just a few years. There are some eVTOL aircraft that are in early flight testing now, but most are earlier in their development. Most eVTOLs are intended for use in cities, as “flying taxi” type concepts. Airlander can serve as the connection between two cities. The hybrid-electric Airlander 10 will produce a fraction of the emissions of a comparable fixed-wing airplane. We often think of Airlander as a "fast ferry" in the way that it will provide connections city to city.
In many operational scenarios there is no need to moor Airlander at a remote location. The aircraft can land, unload and load, and then take off again. However, there may be occasions when mooring at a remote site is needed or desirable. Airlander has an Expeditionary Mooring Mast (EMM) system, which weighs approximately 1000kg, or less than 10% of Airlander 10’s payload capacity. It can be stowed aboard the aircraft with minimal impact to the accommodation or freight area. The EMM is designed to operate in up to 70 knots of wind, so it is as capable from a loading and weather standpoint as our standard Mobile Mooring Mast (MMM). It could be carried on the first flight into a location and left erected for subsequent flights, if that location were to be in frequent use. The MMM is a tracked all-terrain vehicle and is not currently designed to be deployed using Airlander.
Our future plans include larger Airlanders, including Airlander 50 and Airlander 200, with the number approximating to tonnes of lift. These larger aircraft benefit from all of the same efficiency advantages as Airlander 10, but can carry significantly larger payloads. Airlander 50 is in the early stages of design, but we anticipate that we could deliver an all-electric Airlander 50 in the early 2030s. This aircraft, with approximately 50 tonnes of point-to-point lift capability and a range of 4,000 nautical miles, will be the future of heavy lift freight transport. The aircraft’s ability to operate without a conventional runway avoids intermodal hubs and delays, as well as opening up inaccessible or hard to reach locations.
Airlander 10 has a top speed of 130kph and can stay airborne for up to 5 days. For our customers, speed is not Airlander’s most important feature. In communications & surveillance applications, the key feature is the ability to stay in the air for long periods of time. This provides continuity of coverage that no other aircraft can currently provide. In luxury ecotravel, travelling slowly allows passengers to enjoy the landscape beneath the aircraft. It also makes the flight much more comfortable. In mobility, Airlander can fly point-to-point rather than relying on traditional transport infrastructure. This makes total journey time for shorter routes competitive against other options. Importantly, Airlander will do these journeys with very low carbon footprint. In logistics, Airlander is more efficient than air freight and faster than sea freight. Airlander’s ability to operate without traditional fixed infrastructure also provides an advantage, making remote operations possible.
Aircraft using lighter-than-air technology like Airlander have been in use in defence applications for decades. Airlander’s construction results in a relatively low radar return and a low heat signature. The aircraft is very durable and can in fact fly on just one of its four engines. Helium leaks very slowly from the hull, so the aircraft can stay airborne even after being punctured by a projectile. More information can be found on our website. The aircraft can fly at up to 20,000 feet and typically operates at altitudes above the range of small arms fire and most man-portable air defence systems. In practice, missions will be specifically designed to make use of the aircraft’s strengths and protect it from potential enemy engagement, which is true of all aircraft. Airlander’s ability to carry and maintain large sensor payloads for long periods of time is a significant advantage. During 2018, Airlander was modelled in a NATO trial, the results of which showed just how transformative it can be.
Investors should be aware that the Company is at an early stage in its development. The Company's risk factors are detailed in the Information Memorandum.