Register for free to join our community of investors and share your ideas. You will also get access to streaming quotes, interactive charts, trades, portfolio, live options flow and more tools.
Register for free to join our community of investors and share your ideas. You will also get access to streaming quotes, interactive charts, trades, portfolio, live options flow and more tools.
Delivery to Distant Customers?
"Maybe they think they might have to pilot it through public airspace to some more distant test sites."
In the future GTE will want to control all aspects of manufacturing, assembly & delivery. If this bird can stay up for 18 months why not deliver them the cheapest way possible by flying them there. Traversing international airspace can be tricky. Just ask the Zeppelin Co. Having a pilot on board will make it easier to satisfy local air traffic controllers.
NASA is in the space business.
Dryden is second from last in 2006 budget appropriations.
FY 2006 ($ in millions)
Ames Research Center 191
Dryden Flight Research Center 40
Glenn Research Center 161
Goddard Space Flight Center 214
Johnson Space Center 207
Kennedy Space Center 232
Langley Research Center 195
Marshall Space Flight Center 226
Stennis Space Center 39
Total, Center G&A 1,505
NASA budget for 2006 states the following objectives that the Stratallite could accomplish:
Outcome 12.9:
Develop technologies that would enable solar powered vehicles to serve as "sub-orbitalsatellites" for science missions.
5AT20 Complete flight demonstration of a second generation damage adaptive flight control system. (Vehicle Systems)
5AT21 Define requirements for a robust, fault-tolerant avionics architecture that supports fully autonomous vehicle concepts.
(Vehicle Systems)
5AT24 Complete laboratory aerodynamic assessment of low-drag slotted wing concept. (Vehicle Systems)
5AT25 Based on laboratory data and systems analysis, select unconventional engine or power systems for technology
development that show highest potential for reducing CO2 emissions and/or enabling advanced air vehicles for new
scientific missions. (Vehicle Systems)
5AT26 Complete initial flight series for validation of improved HALE ROA aero-structural modeling tools used to reduce risk
and increase mission success. (Vehicle Systems)
Outcome 12.10: By 2008, develop and demonstrate technologies required for routine Unmanned Aerial
Vehicle operations in the National Airspace System above 18,000 feet for High-Altitude, Long-Endurance
(HALE) UAVs.
5AT23 Demonstrate integrated technologies and policies for UAV flight operations above FL400. (Vehicle Systems)
Sawmi, Thanks for the first hand information/confirmation. I agree with you on the limitations of semi-ridgid airship design. I quess the reliable track record for S-R blimps over the last 60 years has trapped the propeller heads in a big bag mentallity.
RosAeroSystems Int. Ltd. > http://www.rosaerosystems.pbo.ru
Their "Berkut" HAAhas some good info on size, payload, volume variation at different altitudes. But what interested me the most was the HAA Relocatable Hangar. That concept will be beneficial to Sanswire in their global deployment & maintenance.
PS: This is what I like about this group of savy investors. I have learned many things here. I truly appreciate the fast interaction.
Stratosphere Airship Program Flight Test Article TX-2 Begins Development at AEROS
The objective for the Aeros TX-2 Program is to insure the availability of mature technologies, as well as design and study prototype construction strategies for operations above 60,000 feet.
[ClickPress, Thu Jun 02 2005] June 02, 2005 Los Angeles, California - Aeros has begun the next step of its High Altitude Airship Development Program. The program is aimed at designing, developing, and constructing stratosphere airships capable of remaining at altitudes of 70,000 feet with years of mission endurance.
The objective for the Aeros TX-2 Program is to insure the availability of mature technologies, as well as design and study prototype construction strategies for operations above 60,000 feet.
The future airships are designed to provide a geo-stationary platform capable of remaining on-station for up to five years. Besides the obvious military payloads, civilian applications include high speed Internet services, direct broadcast TV, mobile telecommunication, earth observation and disaster monitoring packages.
The Aeros High Altitude Airship Advanced Technology Demonstrator Program includes 2 stages: the Article TX-1 and Article TX-2. Aeros has successfully completed Article TX-1 - the Launch and Recovery Practicability Demonstrator. Aeros has recently begun the next stage Article TX-2, which includes engineering the main system Integration and operational demonstrator.
Aeros Senior VP Fred Edworthy stated, "We expect to find ways to minimize the risk for the main airship technology demonstrator prototype program by the time the Article TX-2 is completed for flight testing aimed at proving systems and technology."
Mr. Edworthy also told us that Aeros has attracted a number of foreign and domestic customers for both civilian and military applications of high altitude airships.
About Aeros: AEROS is the world's leading lighter-than-air, FAA-certified aircraft manufacturing company. The Company's operations involve research, development, and marketing of a wide variety of air vehicles. These include rigid aeroscrafts, commercial non-rigid airships, and advanced manned and unmanned tethered aerostatic systems. The airships are available for utilization in a variety of civil and military missions. AEROS has affiliates in eight European and Asian countries, and the company's industry-leading expertise is based on more than 20 years of operations and research in lighter-than-air technologies. For more information about Aeros, please visit its web site at http://www.aerosml.com
About Stratospheric Airship Program: The stratospheric airship offers a cost effective alternative to low earth orbit satellites. Aeros reports that the main advantages of stratospheric airships over satellites are cost and payload recoverability. The concept is to station unmanned airships at an altitude above 60 thousand feet and remotely maneuver them in a geostationary position. From that altitude, the over the horizon capabilities are enhanced to make it an effective platform for radars and electro optical surveillance. Beyond the military application their ability to carry wireless communication antennas is seen as the most lucrative civil application for the technology.
Worldwide Aeros Corporation
Shenny Yao
shenny@aerosml.com
http://www.aerosml.com
Tel: 818-344-3999 ext.122
This Russian based company is the one that supplied the South Koreans with their ship. I believe they are also flight testing @ Edwards and occupy space @Plant 42 in Palmdale.
Rock, your take on the big picture is right on target.
It must be the angler in you !
Rock,Cab & Doc
and all DD fans of GTE...
Look what my GOOGLEbot delivered yesterday. It came from the MDA(Missle Defense Agency). It is a comprehensive list of objectives for our Stratellite !!! In all fairness the proposed launch dates listed in ANNEX A show that this document is more than a year old. I'll bet this is what Lock/Mart was shooting for. ALSO note how those dates are very reminisent of some of Mr. Huff's past PRs.
STATEMENT OF OBJECTIVES (SOO) FOR
LIGHTER-THAN-AIR (LTA), HIGH ALTITUDE AIRSHIP (HAA) ACTD
Program Objectives:
Engineer, design, develop, construct, integrate, test, operate and maintain an unmanned, untethered, lighter-than-air (LTA), high altitude airship (HAA) with a government-designated payload.
Support Government operational demonstrations and military utility assessment.
Advance the technologies for an objective HAA system that will be capable of accommodating and powering a heavier payload and operating autonomously in the stratosphere for sustained, long endurance (greater than one year) operations as a stable, geostationary communications, sensor, and weapons platform.
While this HAA ACTD is not required to demonstrate a full year of continuous flight or provide objective power or payload capability, the contractor must show technical data that indicates with confidence that all of the required technologies necessary to achieve objective capabilities can evolve from this ACTD and be flown in the intended operational environment.
Objective Category
Task Description/Objectives
1.0
LTA/HAA Basic Requirements.
1.1
Untethered, unmanned, gas-filled.
1.2
Deployable within the continental US and sustainable at a nominal altitude of 70,000 feet above Mean Sea Level (MSL).
1.3
The Government will designate and provide the payload(s). The HAA System prime contractor shall assume sole responsibility for total ACTD system performance and integration, including the impact of airship performance on payload functionality. Refer to Annex B for a list (not all inclusive) of candidate missions
1.4
Payload specifications do not include the airship or any components/subsystems thereof.
Minimum payload capacity shall be 4,000 lbs.
Minimum power delivered to the payload shall be 15 kW. (Payloads and specific power requirements to be specified by the Government at a later date).
1.5
Autonomously sustain station-keeping for one continuous month during any part of the year within the continental US within following parameters:
2-km circular-error-probable (CEP) laterally, maximum excursion of 100 km 3-sigma (due to high-wind events)
Nominal cruise operating altitude of 70,000 ft MSL.
Airship stability and control parameters consistent with communications, EO/IR and radar operating limitations.
Wind speed profile at nominal cruise altitude: maximum continuous speed 35 kts for 23 out of 30 days, with a single wind excursion event over any 7 day period up to 90 kts (linear increase over first 3.5 days from 35 to 90 kts, then linear decrease over last 3.5 days from 90 to 35 kts)
Provide operational template for wind events in excess of above.
1.6
Maintain internal environment (humidity, gaseous composition and pressure, electromagnetic and vibration characteristics temperature and variations) for power, propulsion and payload components in accordance with applicable component specifications without degradation of performance.
1.7
Plan and document (CDRL 009) a growth path to extend key technologies to the requirements (below) for an Objective HAA, including complete airship specifications and an analysis of life cycle and degradation characteristics of components identified as part of the growth path.
Design for this ACTD shall utilize components, structures and subsystems that are demonstrably scaleable (documented and verified by measurements collected during ACTD demonstration).
Accommodate and ensure total integration (interface definition and coordination of sensor payloads) with airship, Government furnished payload package(s) with nominal weight of up to approximately 12,000 lbs.
Generate and supply power to support station keeping, payload power supply (> 75 kW) and all other airship functions for station time of at least one continuous year.
Sustain station time of at least one continuous year within following parameters:
1-km circular-error-probable (CEP) laterally, maximum excursion of 50 km 3-sigma (due to high-wind events).
Nominal cruise operating altitude of 70,000 ft MSL to 80,000 ft MSL.
Airship stability and control parameters consistent with payload/s operating limitations.
Wind speed profile at nominal cruise altitude: 45 kts continuous; with up to 2 wind excursion events per year, with each wind event reaching a maximum wind speed of 100 kts over a one week period.
Provide operational template for wind events in excess of above.
Provide a global, joint-interoperable C2 system capable of controlling the airship from a fixed command center in the US.
2.0
Monitoring and Instrumentation.
2.1
Acquire, transmit instrumentation data to the ground and record measurements characterizing the outside flight environment, airship performance, internal and payload bay environments, payload sensor measurements, payload sensor remote control and technology development performance measurements to include, but not limited to the following:
Airship stability and control.
Power generation, management and distribution.
Payload environment (thermal environment, humidity, gaseous composition, electro-magnetic, and mechanical jitter).
Other critical systems and components
Exterior atmospheric conditions (temperature, relative humidity, air chemical composition, wind velocity, etc.)
2.2
Provide any required ground-based sensor processing (sensor health and status monitoring, sensor calibration, image decompression, image formation, data description, and error detection and decoding) that is not performed on board the airship.
3.0
Command and Control (C2).
3.1
Provide a functional C2 capability from existing equipment or developed from scratch, for use in this ACTD airship and adaptable and/or expandable for use in and capable of achieving station-keeping metrics defined for the objective airship described in Section 1.7. The C2 capability shall provide:
Monitoring and instrumentation data and information related to integral airship operation and health and payload data.
Self sustaining (existing or planned) ground segment with any combination of communications, data processing, and mission planning hardware/software to demonstrate airship performance through launch, flight duration and recovery, including receiving and executing mission plans prior to flight and updated during flight.
The C2 system shall enable autonomous flight and navigation capability that will enable the airship to fly within the station-keeping metrics described in Section 1.5.
The C2 system shall enable complete way-point/route/trip navigation and remain at planned destinations until new mission requirements are provided.
3.2
Encrypt and secure all C2 communications to prevent unauthorized access to platform and telemetry data.
4.0
Risk Mitigation and Trade Space Analysis.
4.1
Develop and maintain risk mitigation plans and tradeoff analyses (CDRL 010) that adequately address, including potential technical and non-technical risk items, as a minimum, the following issues:
Materials, materials production and integration and airship construction.
Power generation, management and distribution, including the use of photovoltaic and energy storage systems.
Payload capability (payload weight and power).
Propulsion and station keeping.
Thermal management.
Launch and recovery.
C2.
System (including payload) integration.
4.2
The contractor shall establish parallel risk mitigation activities to increase the probability of successful flight tests and demonstrations. Efforts to be established shall include, but are not limited to:
1. Build and test (by releasing to 70 kft MSL altitude) balloons made of representative, instrumented airship materials.
2. Build and test representative coupon materials in chambers that represent the airship operational environmental conditions (temperature, UV, and ozone).
3. Build and test a mockup airship to test ground handling and deployment.
5.0
Ground Facilities.
5.1
The contractor shall provide all ground support equipment and personnel for launch and recovery during contractor testing and Government demonstrations.
5.2
Ground facilities for airship operations, to include airship fabrication, flight preparation, launch, recovery, and maintenance, shall be located at a fixed location in the contiguous 48 United States and provided, operated, and maintained by the contractor.
6.0
Testing and Demonstration.
6.1
Develop, integrate implement and document according to Section 10.6, testing program.
6.2
The contractor shall support all reviews, testing, and post-test analyses and reports, and provide input to the mission planning and flight operations to support the mission/systems objectives defined by the Government.
6.3
Contractor-flown demonstrations shall be conducted in accordance with Annex A.
7.0
Flight Safety and Regulatory Issues.
7.1
Flight safety shall not be sacrificed to meet any other system capability.
7.2
The contractor shall comply with FAA flight safety rules, regulations, and requirements for flight operations and shall obtain any waivers necessary to perform operations within the limits of this ACTD.
7.3
The HAA system design must consider Electromagnetic Compatibility (EMC) and include features that either eliminate or mitigate those issues to eliminate negative impact on operations and flight safety.
7.4
The contractor shall develop a set of airship emergency procedures and backup systems for storage, ground handling, launch, ascent, cruise, descent and recovery.
7.5
The airship shall include a non-explosive flight termination system for range safety and for operational use that would be used if loss of all flight control occurs or to prevent the aircraft from becoming a hazard or penetrating restricted or prohibited airspace, as well as for protecting the possession of sensitive payloads.
8.0
Operations and Maintenance Support (O & M).
8.1
The contractor shall provide O&M support under the direction of the Government for the duration of the development effort and for a period of 24 months following the conclusion of the ACTD. This shall include support during demonstrations conducted by the Government. Examples of O&M support include flight planning, airship launch and recovery, flight operations, equipment and facility maintenance and repair, routine inspections, software maintenance and upgrade, payload installation and integration support.
8.2
The contractor shall develop documentation necessary for successful operation and maintenance of the HAA. (CDRL 0006).
8.3
The contractor shall maintain certain "critical spares." These critical spares are additional parts that are intended to preclude loss of the entire program in case of catastrophic accident during early flight tests.
9.0
Software.
9.1
Provide documented open architecture, open source code and executables for all software associated with payload monitoring and instrumentation and C2. Documentation should be in sufficient form to retain the software design for re-use in later systems.
9.2
Software shall involve Users throughout the development process.
10.0
Data and Reports
10.1
Integrated Master Plan (IMP).
In accordance with CDRL 001, develop and update IMP to show the overall integration at critical system events, essential tasks to fully integrate the system, deliver to the field and support and conduct demonstrations.
10.2
Contract Work Breakdown Structure
The contractor shall update and maintain a contract work breakdown structure (CWBS).
10.3
Integrated Master Schedule (IMS).
In accordance with CDRL 002, develop and update IMS that complements IMP and provides continuous status of program accomplishments. IMS shall define: connectivity of major program events, as well as critical paths and their duration periods, including but not limited to, trade studies, design studies, component/subsystem requirements definition, design completion and fabrication/integration, test events (including component, subsystems and integrated airship).
10.4
Cost/Schedule Management.
In accordance with CDRL 003 establish, implement and maintain a cost performance system that provides for the planning and control of cost and schedule, measurement of performance and generation of timely and reliable information for reporting purposes.
10.5
Contract Data Status and Schedules.
In accordance with CDRL 004, develop and update Data Accession List (DAL), which contains periodic reports on the status of the Contractor's, as well as the Contractor's subordinate suppliers/subcontractor's data products.
10.6
Data Acquisition Handling and Analysis Plan (DAHAP).
In accordance with CDRL 005, develop and update (each separate flight test mission) DAHAP that describes the test data required and describes the data collection and data analysis methodologies, shows traceability to key issues and lists threshold levels for successful issue resolution.
10.7
Test Plans.
In accordance with CDRL 007, develop and update test plans that enumerate objectives, requirements and procedures for laboratory and field tests, along with the appropriate documentation that includes the following:
Detailed test schedule showing all start/stop dates for all phases of hardware/software tests, interface and performance tests, test facilities and test data to be obtained from each test.
Identification of all ground and flight test readiness reviews (Test Readiness Reviews, Flight Readiness Reviews, System Requirement Reviews, etc.) and show correlation with program objectives.
10.8
In Process Reviews (IPR).
In accordance with CDRL 008, schedule, conduct and document IPRs quarterly and/or at significant milestones, to include:
Preliminary Design Review (PDR) and Critical Design Review (CDR) to precede fabrication of subsystems and integration of airship.
Flight Readiness Review (FRR) prior to each flight.
Additional IPRs as directed or required by the Government (Government will provide advance notice and intended agendas).
10.9
Final Report.
The contractor shall provide an interim final report and briefing following the 24-month development effort and a final report and briefing at the end of the contract (CDRL 0011). The reports, in both white paper and briefing format, shall be a detailed and comprehensive report on work completed under this contract. As a minimum, the report shall contain the conceptualized design solutions for all subsystems and integration efforts, demonstration results, and discussion of the final growth path concept and its associated risk.
ANNEX A
High Altitude Airship
Demonstration Flight Requirements
The contractor is required to support Government demonstration of the High Altitude Airship. Part of that support will include contractor conducted flight operations to enable the Government to collect various data required to evaluate operational issues, measures of performance, and measures of effectiveness. All flight operations shall meet the safety and certification requirements of the SOW. While the following schedule represents a reasonable estimate of the number, location, and duration of flights that will be required for Government demonstration, the actual schedule (including number of flights, objectives, location, and duration) will likely change as more detailed demonstration planning is developed by the Government. For this reason, the information presented herein is to be used by offerors for preparation of their proposals in response to the Government's RFP only. The Government will provide the actual flight schedule after contract award. Please note that the flights shown below are in addition to all flights conducted in support of contractor testing prior to the Government demonstration.
Demonstration Flight Requirements
Demo
Where
When
Flight Duration
Altitude
Payload
Objectives
1
Contractor's Facility
4th Qtr FY 04 (Aug)
Hours
Low level
None
Launch, C2, low altitude flight and recovery.
2
TBD
1st Qtr FY 05 (Nov)
Days
70,000 feet MSL
Comms
Launch, C2, high altitude flight, station keeping, payload operation and recovery.
3
Fort Bliss, TX and White Sands Missile Range, NM
(Tentative)
2nd Qtr FY 05 (Mar-Apr)
30 days
70,000 feet MSL
Comms and / or TBD
Launch, C2, high altitude flight, station keeping, payload operation (free play) and recovery.
Note: RAM, data will be collected during all operations
ANNEX B
High Altitude Airship ACTD
Candidate Missions
This ACTD will prove technologies on a flying airship for a follow-on HAA program. The HAA is an autonomous, high-altitude and long-endurance platform that will enable continuous over-the-horizon communications, wide-area surveillance and protection to support theater operations without interruption even in mountainous terrain. Its unique performance characteristics can potentially supplant the use of otherwise unaffordable combinations of such assets as those of conventional ground, air, space, and UAVs.
Each individual HAA will provide up to 325 sm line-of-sight target reconnaissance, intelligence, surveillance, and target acquisition to support the low altitude air threat defense, cruise missile defense and theater missile defense missions. In addition, HAAs could potentially provide cueing and onboard weapons to defeat low flying objects, maritime targets, inaccessible land-based targets and short-range ballistic missiles. HAAs employed along the U.S. border or as contingency platforms could provide multifunction support to non-DoD agencies such as Office of Homeland Security, Federal Aviation Administration (FAA), Customs, Immigration and Naturalization Service and the Drug Enforcement Agency.
Listed below are candidate missions for objective system HAA platforms. Specific payload equipment that supports one or more of these missions will be selected by the Government (TBD) and demonstrated during the ACTD.
MDA and Theater Support
Optical/radar surveillance (horizontal/upward viewing)
Broadband data relay of beacon, sensor, lasercom, C2, and intelligence information to various level headquarter units
Weapons (boost-phase, theater cruise missile defense [CMD], ABL relay)
Intelligence sensors
Utility (MDA test-bed; flight test support; experimental use of new optical/radar subsystems, communication equipment, and Intel and CMD sensors; and test of new airship subsystems)
Civil Applications
Wireless telecommunication (receive/transmit, relay, range extension)
FAA communication range-extension relay, transponder radar beacon adjunct
Homeland Security
National CMD
Real-time multi-band persistent area surveillance (horizontal/downward viewing)
Border patrol
Counter terrorism operations
Drug smuggling operations
Communications linking and relay
DiscoverCA > Sanswire video is the most informative look @ the mysterious Stratellite. The animations were great. Obviously supplied by Globetel/Sanswire. In regards to earlier posts about the companies website. Those graphics should have been on the website today. Bob Jones did a great job describing the different aspects of the ship. I'm beginning to like Mr. Jones. I sure hope the Discovery Channel airs the segment in the States,Europe,Peru,Mexico ...>>>
Where will the Strat fit into the communications cauldron?
The following article from last Sunday's Chicago Tribune gave me a little insight.
Wi-Fi helps wireless carriers widen approach
By Jon Van
Tribune staff reporter
Published April 24, 2005
As mobile phones move beyond conversation to photography, ring tones and gaming, the wireless industry itself is rushing toward an extreme makeover.
Within a year, carriers Verizon Wireless, Cingular Wireless and Sprint Corp. will compete against services from top brands like ESPN, AOL and Target Corp.
More significantly, mobile phones will be able to access a signal from wireless carriers as well as a network based on the Internet. A customer will pick up the appropriate signal--without doing a thing--as he moves from place to place.
This trend toward converging networks will lead to new services, allowing what people typically see on a television or computer to migrate to the mobile phone.
"We expect tremendous change," said Andrew Cole, wireless vice president for consultant AT Kearney. "Soon, the wireless landscape will look very different."
Motorola, Nokia and other phonemakers already make dual-mode handsets that operate on traditional cell phone networks as well as on Wi-Fi, which is the wireless broadband network connection commonly available in airports, hotels and coffee shops.
Plus, a longer-range Wi-Fi cousin, WiMAX, will make its debut next year, adding to network choice.
Furthermore, Motorola has a deal to add voice connectivity to Skype, the free Internet voice service, to some phones. This will enable customers to bypass their wireless carrier for some calls. Vendors are also making handsets that use Vonage, a low-cost Internet calling service.
"Vonage and Skype are broadening the field," said Mark Schockley, a Motorola vice president. "Skype is an opportunity for Motorola to bring more value to end users."
Even carriers that own networks are converging with Wi-Fi to extend their reach and lower costs.
"We see these technologies as complementary to our network," said Kristin Rinne, Cingular's chief technology officer.
Eventually, customers will glide from one network to another seamlessly without paying attention as they use advanced handsets, industry insiders say.
TowerStream, a firm that provides wireless broadband service to business customers in Chicago, New York and Boston, staged a test at its Rhode Island headquarters to handle wireless calls from three different services--T-Mobile, Skype and Vonage--over a single handset.
Wi-Fi hot spot testing
This summer, TowerStream will launch a test in Manhattan so that as customers use their phones while moving, radio signals will be passed from one Wi-Fi hot spot to another without breaking the connection.
"We have hundreds of people in New York who've signed up for the test," said Jeff Thompson, TowerStream's chief operating officer. "We expect to get a lot of helpful feedback."
The firm intends to offer a converged service commercially in 12 to 18 months.
These new networks will also offer more robust and specialized content.
In Scandinavia, more than a dozen firms sell wireless service to a population that's only a fraction of California's, Cole said. They tend to have strong brand names and specialize in niche services that go far beyond voice. Most don't own the networks they use, but rent time on them instead.
Although the U.S. is behind, it is also happening here.
ESPN has already cut a deal to use Sprint's wireless network to launch a sports-oriented niche service later this year. AOL has plans to get into Internet telephony soon and follow with a wireless offering. Target, the retail powerhouse, is said to be negotiating a wireless deal.
"So long as each entrant has a clearly defined niche, you can have many, many wireless offerings succeed," said Cole.
The convergence will also include wired phone service, a development business customers have pushed for.
Large enterprises want convergence to reduce costs, said Andy Mattes, chief executive of Siemens Communications North America.
"Many companies will have two wires to each desk," one to the phone and the other to the computer, Mattes said. "And at least one cell phone provider. The chief information officers want cost control and balance. They're asking for it."
But the process of creating a converged environment is neither smooth nor easy.
Even though wireless industry players may need one another, they aren't always chummy. Phonemakers like Motorola want to sell their products directly to consumers rather than go through carriers. And the carriers do not want to lose control over customers.
"When you think about Motorola's move to put Skype on handsets, that's perpendicular to the interests of mobile carriers because it allows communication to occur that doesn't go through their network at all," said Mike Mulica, CEO of Chicago-based BridgePort Networks, a firm that creates convergence-enabling products.
"There's a bit of a struggle over customer ownership going on."
Mulica said that all electronic communications are shifting to the Internet, which enables users to move freely across networks.
"With the Internet model, you don't have explicit agreements to roam," he said. "It's implicit--more random--than what wireless carriers are used to."
Internet users don't concern themselves with costs and charges among various network operators, but someone must. One firm that specializes in such things is VeriSign of Mountain View, Calif.
"Mobile operators are cautiously using Wi-Fi, especially in big cities where many have poor coverage," said Tom Kershaw, a VeriSign vice president.
Mobile phone carriers were once wary of roaming agreements that enable customers to use other networks to make phone calls while traveling away from home.
"Roaming has become a great source of revenue for them," said Kershaw.
Similar agreements will be worked out to enable customers to roam among different kinds of broadband networks, he said.
Pricing not consistent
In a converged world, a customer making an Internet call on a cordless handset at home could continue talking as he walked outside and down the street--but that could create a pricing problem. The Internet call is so cheap it's practically free but moving the call to a cellular network starts a meter running at about 25 cents a minute.
"Either we get to a point where the tariffs of the two networks are the same," said Kershaw, "or you have to alert the customer when he moves from one network to another so he's aware of the rate change."
Carriers and equipment vendors are discussing these and other issues, said Jorge Fuenzalida, a director of the InCode Technology and Strategy Group. Another concern is who will handle customer-care issues when sophisticated services like hand-held TV don't work.
Yet another fear is that wireless convergence will spawn radio signal interference.
"When you have hand-helds and laptops emitting multiple signals in a variety of spectrum, you're increasing the radio frequency density," said Dennis Roberson, vice provost at the Illinois Institute of Technology and Motorola's former chief technology officer. "It's like a haze of pollution that's invisible."
Despite the challenges, wireless companies must embrace convergence, said Mulica of BridgePort Networks, because competition will demand it.
"This is about owning the subscriber's experience over different services and doing it in a way that uses Internet economics," said Mulica. "If mobile carriers hope to benefit, they must have the same weapons as their competitors."
----------
jvan@tribune.com
^They must have Stratellites in their arsenal.^
Lap Thanks for the Warning
Rocky please eliminate the link to the Indian site.
L/M HAA news release from BusinesWire
April 19, 2005 10:00 AM US Eastern Timezone
Propulsion Motors Demonstrated for Lockheed Martin's High Altitude Airship Program
MONROVIA, Calif.--(BUSINESS WIRE)--April 19, 2005--AeroVironment, Inc. (www.aerovironment.com) has developed a 40-plus kilowatt ironless core electric motor prototype as part of Lockheed Martin's High Altitude Airship (HAA) development contract with the Department of Defense's Missile Defense Agency (MDA). AeroVironment, a developer of innovative technology for energy efficient systems and unmanned aerial vehicles (UAV), recently completed its work for the HAA team.
The HAA requires a motor that generates large amounts of torque coupled with the capability to operate at very high part-load efficiency. AeroVironment designed, fabricated, and tested a prototype motor in six months, demonstrating its ability to meet the HAA's demanding performance requirements.
This prototype motor implements ironless core technology at a larger scale than what is currently available in the market. Its characteristics include part-load efficiencies greater than 98 percent and the highest torque-to-weight ratio of any motor of its kind. AeroVironment's contributions to the HAA program also include the propulsion motor control electronics, propellers, and propeller pitch controls.
This breakthrough development in ironless core motors represents the third generation of motor technology originally used on AeroVironment's Helios high-altitude long endurance unmanned aerial vehicles. This efficient motor technology is applicable to a wide variety of products and industries, including air conditioning, electric and hybrid vehicles, electric airplanes, small wind turbines and deep space.
About AeroVironment, Inc.
AeroVironment develops innovative technology for energy efficient systems and unmanned aerial vehicles (UAV), and leverages its intellectual property base into breakthrough commercial ventures. The company's world-renowned R&D labs provide innovative solutions delivering unique performance at great efficiency. AeroVironment was founded in 1971, and its Monrovia, Calif., headquarters is home to more than 200 engineers, physicists, and business managers specializing in cutting-edge research and development, new venture development, manufacturing and marketing.
Looks like the project is moving ahead @ L/M.& it looks like Kestrel has some competition from AeroVironment. The dots begin to multiply. IMO
Swami, you are right on target with article & your comments.
Bside
There are more. In your 3rd link:::> http://www.onrglobal.navy.mil/reports/2002/2002-04-12KARI_Airship_program.pdf <::: Did you notice the name of one of the authors ? I wonder if he is any relation to Vern ?
kermit 405 :::> The pictures @ Flicker should be saveable. Press right mouse button; click save image. However the links to losabil & ragnar are the best place to save the image from. The collage pics were made from their pictures.
NOTE:::> http://en.wikipedia.org/wiki/Stratellite has been updated with information released @ public viewing & with info related to wireless communications capacity.
Also an interesting comparison of the STRATs new volume versus a Blue Whale.
50414 Z 23:00
Pagan, Those are are the best pictures yet. Thanks candelstick
iH Rocks, Thanks Falon I added it to the Contest page which can be viewed here:::>http://www.flickr.com/photos/10421184@N00/sets/226631/?added=1
iH Rocks Best Photo Contest
I have set up Sanswire 1 folder @Flickr.com photo sharing site to find the best Candid photo(no movies)of the Stratallite with people standing under it!
Email YOUR BEST {ie.1} picture to--> line32into@photos.flickr.com
IN THE SUBJECT line enter the name you use on this board.
I will list the viewing address later this week so all of you can vote for the best picture.
To All Planning to attend April 12th viewing.
I suggest everyone make a badge IH Rocks
IH = Investors Hub & "Rocks" = recognition to our fearless leader Rocky301. This will allow for easy recognition for all the GTEL longs to get together and introduce each other.
I might also add get there early. Like an hour early!I'm sure the San Bernadino Hilton has a nice lobby. I have found it very beneficial at other meetings to watch, listen & observe the preperations unfold. Also I've had more informative pre-event discussions than post-event ones. This will also give the IH contingent an opportunity to enmass.
AND please if possible take pictures. Once the Stratallite moves to Edwards I'll bet we won't get to see anything.
PS: I hate badges, but its the easyist way to zero in on meeting strangers. My day job will keep me in Chicago so I'm counting on your eyes & digital cameras to document this historic event.
losabill,
It would be nice if you could post before GTEL does.
It would be nice if this board had a real picture of the Stratellite on the frontpage, especially if it was taken by a member of the board.
What did you think of th CGs I sent you ? I feel that they help make my point about the need to see something real.
The articles in The Economist & Scientific American are much more complimentary to Globe Tel's image than the typical sound bite from Pop Sci.
Ascender 2004 inflation test in Waco,TX
For comparison purposes check out this 175' airship from JP Aerospace. Click on the first picture to download the movie.
http://www.jpaerospace.com/video.html
I trust GTEL will supply a more professional movie clip for the Stratellite debut.
losabill, Excellant post. It's nice too hear the CEO answer so many of the questions that have been buZZing on this board.
Too bad the transcript feature wasn't working @ MacReport.
I hope GTEL will post it as a white paper.
I got your reply. I was a bit confused when I visited the site.
losabill,
Please bring a digital camera & take some close ups of the Strat & attending G_Men like the father of the Strat, Vern Koenig, & of course our fearless leader Tim. Plus any of those new hires we've heard so much about. If you need any help e-mailing pics;try Picasa. It's free from GooGle. Or try Flickr.com for group viewing.
If you could send them to me I would be extremly grateful !$$!
I'm not looking for trade secrets. I seek candid documentation of this historic event for my records.
jimcognito@sbcglobal.net
Happy to see things being ROCK solid again !
It was mighty quiet yet posterific last weekend.
Thanks for putting the bashers in their place Rocky!
I live in one of ORD's rotating flight paths so while I'm sitting in the hottub out back I do think about the 30 second spacing between 747s. I would feel much better if I knew a Strat was helping to keep an eye on all that heavy metal filled with jet fuel.
Access 5 ~ inaccessible !! While trying to put together facts for Techisbest & others I was distressed to not find access to Access 5.aero >Rocky tried to bring this site to everyones attention. Now it might be too late !!! For those that didn't make it there here is a little synopsis:
It is highly recommended that NASA create a new office within NASA Headquarters to oversee all ROA initiatives. This is especially important since the new NASA Administrator may want to consider this Alliance as a prime example of excellence in Aeronautics----recently plagued lack of emphasis. Centralized management is essential to insure success and avoid NASA Center confusion over who is in charge. Regardless of where the ROA office or function resides, the NASA Alliance Director should report to the NASA Administrator and have budget, resource and management authority over work done in supporting NASA Centers. The NASA Alliance Director should be in charge of fulfilling policy goals levied by DOT and should identify a lead NASA Center as the Executing Agent for the whole Alliance. Dryden Flight Research Center (DFRC) and Ames Research Center have very complementary capabilities that can be leveraged with other organizations to make rapid progress. DFRC, in fact, could become the National ROA Test Center for all ROA participants in the new Alliance; efficiently merging applicable Air Force ROA activities at Edwards AFB as well.
^And L@@K where ROA Test Center will be.^
AeroEngr84 aka AirheadEngnr
It just goes to show you don't read whats here. Here is a replay of my response to your posts from last night.
jimcognito
In reply to: AeroEngr84 who wrote msg# 8948 Date:4/2/2005 10:21:19 PM
Post #of 9026
You should check you're references a little more often.
JP Aerospace is still actively pursuing their Airship To Orbit program down in Waco under the watchful eyes of the US Army.
Skystation Inernational was just an HAA platform promoter 5 years ahead of its time with no ongoing TELCO business to fund it.
Japan & South Korea are already flying prototypes all be it with a little help from the LockMart types.
The stratellite concept is being actively pursued by at least 6 other airship manufacturers. Like VOIP, High Altitude Airships
are part of our future. Get used to it. Get GTEL; they're the only ones I've seen with a real business plan. I'm just as anxious as most everyone else here to see this fly. However I have 30 years of DD notes that point to more than one player making this flight.
Are you the same AeroEngr?? that was getting slammed at RB the other night?
You should check you're references a little more often.
JP Aerospace is still actively pursuing their Airship To Orbit program down in Waco under the watchful eyes of the US Army.
Skystation Inernational was just an HAA platform promoter 5 years ahead of its time with no ongoing TELCO business to fund it.
Japan & South Korea are already flying prototypes all be it with a little help from the LockMart types.
The stratellite concept is being actively pursued by at least 6 other airship manufacturers. Like VOIP, High Altitude Airships
are part of our future. Get used to it. Get GTEL; they're the only ones I've seen with a real business plan. I'm just as anxious as most everyone else here to see this fly. However I have 30 years of DD notes that point to more than one player making this flight.
Are you the same AeroEngr?? that was getting slammed at RB the other night?
Well put Yardbird. Back to the future via the Stratellite!
First line of my last post should read...StratelliteTM.
The IHub text editor did not render the TM superscript text I copied from the Sanswire site.
Did you Nuke a PEEP today?
JAMES E On the Sanswire website you will find Stratellite. This page has been up a long time & as Rocky posted (#8499)"...a priority action to avoid abandonment." I read a legal test of the trademark. So in essence April 5th 2004 is when the trademark claim was made. IMO a little late on Sanswire's part since they were actively selling it to GTEL.
So I just googled "stratellite" it kicked back 4,600 results. The first 100 I checked were links to Sanswire/Globe Tel related web posts. That's good. However management needs to do a better job capitalizing on this unique name Stratellite. NOTE: www.stratellite.net (the first thing on the GOOGLE search) Is a link to an old page with no links to or mention of GTEL,not even a link to the Sanswire site. It has an even cruder CG of the STRAT than the one we're all used too.
It would be nice if these High Tech guys had a better web presence. www.Stratellite.net should be the ultimate media site for all the PR that will be generated when it flies from SanBeradino to Edwards. I sure hope they get it fixed before then.
JamesE, good article about Intel's intentions. However:"Giant, ball-shaped airships called stratellites may soon glide along in the stratosphere..." Shows they have confused the Techsphere blimp with our Sanswire hybrid airship the one and only Stratellite.
This is a very important point! The word Stratelliteis a propritary trade name owned by GTEL/Sanswire Holdings LLC. I've only found one independant source substantiating this fact > see Wikipedia.org :> Stratellite
Thanks Rock for the Kestrel update.
You're always on top of the facts.
Welcome back !!!
Skype.com claims over 90 million downloads of its VOIP software. It was started by the same guys who started Kahzza(?SP) PtoP file sharing. I've been using it to make calls to NewYork, Switzerland & Latvia with very satisfactory results & major savings. I started using it once I read GTEL was chasing this business vector. VOIP has the potential to erase the lock TELCOs have on the business market. Skype to Skype calls are free. The evolution of VOIP will ride the Super Hub Network.
lowtrade, Thanks for that last post. It answered my question from from #8110.
Pagan, goood post. Both Japan and South Korean have had active HAA(high altitude airship) programs running for the last 3 years. S.Korea is already doing flight tests.
Thanks Shakey I keep try'in to honor of our patron saint Rocky301!
CAB do you think Mr is related to Mistress?
Since you like my posts here's one for U !
(I didn't think anyone was reading them since ROCK left)
Tue Mar 22 07:55:03 2005 Pacific Time
Purdue University Team to Float High-Altitude Airship for Weather, Security
WEST LAFAYETTE, Ind., March 22 (AScribe Newswire) -- Researchers from Purdue University are working to develop a high-altitude, helium-filled craft that may hover over the same spot for up to a year for applications in areas such as surveillance, homeland security, missile defense and weather forecasting.
About 10 Purdue researchers are involved in the work, funded by the U.S. Air Force Research Laboratory.
"The concept is to have an airship that flies above 65,000 feet and is geostationary, which means it stays in the same position over the Earth," said Oleg Wasynczuk, a professor of electrical and computer engineering at Purdue who is leading the project with John Sullivan, a professor of aeronautics and astronautics.
Engineers and scientists are working to develop solar cells and an advanced fuel cell to power the craft. They also are developing the aerodynamic design and a control system to help keep the airship steady amid high winds and computer simulations to show how the craft would perform given specific design characteristics.
"To stay geostationary, it must have motors onboard to provide thrust so that it can constantly be reoriented because the wind is blowing up there," said Sullivan, who is in charge of the portion of the research focusing on developing the ship's aerodynamic design.
Purdue researchers also are developing mathematical models to simulate the fuel cell's performance.
"No such fuel cell system has yet been developed for space applications," said Shripad Revankar, an associate professor of nuclear engineering who is heading the fuel cell portion of the work. "That's why we are using models to simulate how it will perform."
"The fuel cell is going to be a very large system. It will generate 500 kilowatts, which is about 10 times as much electricity required for the average home."
The airship is intended to fly well above commercial aircraft, which cruise as high as 40,000 feet, and conventional blimps, which reach around 5,000 feet. It would have better surveillance capabilities than satellites because it would be closer to the ground. Another advantage is that the ship could hover over one location anywhere in the world, whereas satellites are geostationary only over the equator, Sullivan said.
Because the unmanned ship might have to remain in flight for as long as a year at a time, it would have to be equipped with innovative power systems to provide electricity. A portion of its skin would be covered with photovoltaic cells, which convert sunlight into electricity.
The photovoltaic cells would provide electricity during the day to power the ship and also run equipment that turns water into hydrogen and oxygen. During the night, the hydrogen and oxygen would then be used to run the "regenerative fuel cell," said Revankar.
As the fuel cell generated electricity, it would produce water, which would be returned to the system to begin the cycle over again during daytime hours.
Researchers must simulate how the fuel cell would interact with the ship's various systems, including those for communications, surveillance and the electric motors for thrust.
"We create mathematical models so that we can predict the fuel cell's behavior while it is interacting with a grid that contains all of these different systems," Revankar said. "Say the wind suddenly picks up and the motors have to be turned on to keep the airship from drifting. How will this impact power to other systems on the ship? We need to know how the fuel cell will perform given the dynamic nature of this grid."
"Eventually, engineers will be able to use this model to design a fuel cell for other applications."
The ship would have to be equipped with power systems capable of running continually without refueling.
"That's why it's got to have solar cells, which generate in daylight enough power to run the electric motors for thrust and enough power to charge either batteries or fuel cells," Sullivan said.
Engineers are not yet certain how large the airship might be, but it may be as long as 300 meters, or around 900 feet - roughly four times the length of the Goodyear blimp.
"We are building a mathematical model to determine the airship's size and other design characteristics," Sullivan said. "Our model predicts how the airship will perform, how much power it will need at a given time, depending on how large it is, while carrying a certain payload, at a certain altitude, with certain wind gusts and so on."
A major challenge will be finding materials for the airship's skin that are capable of withstanding the extreme ultraviolet radiation at such high altitudes for extended periods, Sullivan said.
Another important factor is determining how the airship would react to changing temperatures as the sun rises and sets every day, heating and cooling the helium. The cyclic temperature changes will cause the ship to rise and fall in altitude.
The Purdue researchers also are working with PC Krause and Associates Inc., a company specializing in controls and simulations, located in the Purdue Research Park.
- - - -
CONTACTS:
Emil Venere, Purdue University News Service, 765-494-4709, venere@purdue.edu
Oleg Wasynczuk, 765-494-3475, oleg.wasynczuk.1@purdue.edu
Shripad T. Revankar, 765-496-1782, shripad@ecn.purdue.edu
John P. Sullivan, 765-494-1279, sulivan@purdue.edu
PHOTO: A publication-quality photograph of John Sullivan and two students working with a model they are using to develop a control system for the airship is available at http://news.uns.purdue.edu/html4ever/2005/050321.Sullivan.airship.html and http://ftp.purdue.edu/pub/uns/ +2005/sullivan-blimp.jpg.
PHOTO CAPTION: Researchers from Purdue's School of Aeronautics and Astronautics work with a 19-foot-long model they are using to develop the aerodynamic design and control system for a new high-altitude airship. About 10 researchers from Purdue are working with the U.S. Air Force to develop the helium-filled craft, which will be designed to hover in the same location at altitudes above 65,000 feet for up to a year at a time for applications including surveillance and homeland security. From left are graduate student Bryan Redman, Professor John Sullivan and graduate student Seth McDonald. To keep the craft geostationary, or over the same location, it will have to have an automated system of electric motors that steady the airship in the windy high-altitude environment. (Purdue News Service photo/David Umberger)
RELATED WEB SITES:
Purdue University Home Page: http://www.purdue.edu
PC Krause and Associates Inc.: http://www.pcka.com/
cabvineyard > What happened to post #8215 from MrPhaedra ?
Doing DD on the "G-Cash"company in the Philippines I found:
FOR FURTHER INFORMATION, PLEASE CONTACT
Mats Thorén, Press Relations, Division Mobile Systems
Ericsson Corporate Communications
Phone: +46 70 3465436; E-mail: mats.thoren@lme.ericsson.se
Mona Magno-Veluz, Director, Market Development and Communications
Ericsson Telecommunications, Inc (Philippines)
Phone: +63 2 6351821; E-mail: mona.magno-veluz@enp.ericsson.se
Jones T. Campos, Assistant Vice-President, Public Relations
Globe Telecommunications, Inc.
Phone: +63 2 7393074; E-mail: jtcampos@globetel.com.ph
About Globe
Globe Telecommunications is a joint venture between Ayala Corporation
and Singapore Telecom International with 2.65 million customers in the
Philippines. Globe provides cellular mobile telephone services, fixed
telephone and international communications services, International
Private Leased (IPL) lines, Internet access, VSAT (Very Small Aperture
Terminal) service, Inter-Exchange Carrier service, Frame Relay, Value-
added Network Services (VANS) and other domestic data communications
services.
I also found a list of customer complaints to the above company regarding erroneous text message charges.
Excuse my ignorance. I s the article on "G-cash" & Globe Telecom the same as our GlobeTel ???
NFNG > "Suddenly, the bulk of regional politics and controlled air space regulations would drop out of the equation."
The Zepplin NT sold to the japanese was supposed to fly to Japan to commemerate the 100th annivesary of Count Zepplin's birth. It spent 3 months waiting in Sweden for Russian approval to enter Russian airspace. They packed it up & shipped it by freighter.
GTEL's assemble in country approach will avoid international airspace problems.