Decarbonisation is a significant challenge in the aviation industry due to the high energy demands of aircraft. A key issue is how to store sufficient energy, whether in batteries or hydrogen, to power planes. Long-haul aircraft, for instance, currently have no viable decarbonisation solutions other than the use of sustainable fuels, which are expected to be scarce and expensive.
Airlander, committed to zero-carbon aviation without compromising capabilities, is looking to introduce a new category of aircraft that leverages lighter-than-air technology and integrates innovations from both fixed-wing and rotary-wing philosophies to create something truly novel.
“One of Airlander’s major advantages is its potential to be one of the first large aircraft that can be easily decarbonised. This is primarily due to its lower energy consumption. While this capability benefits the passenger market, it’s equally relevant for cargo,” George Land, Executive Director at Hybrid Air Vehicles (HAV), said.
“Currently, credible decarbonisation in aviation is limited to small aircraft due to technical constraints. The industry is looking to major players like Rolls-Royce, Pratt & Whitney, Airbus, and Boeing for next-generation technology expected to decarbonise larger aircraft—likely not until 2050 or later. Airlander offers a viable solution much sooner.
“Our launch customer, Air Nostrum, has identified parts of its network under the most pressure to decarbonise, particularly short routes that are environmentally and publicly sensitive. Airlander can replace existing ten-tonne payload, 100-seater aircraft on these routes, offering a sustainable alternative.”
A range of applications
The Airlander will bring together payload and endurance, offering a unique combination of low emissions, fuel burn, noise and operating costs, as well as minimal infrastructure requirements to change what is possible in sustainable aviation.
“We are advancing to a production version of the Airlander 10, a true multi-role aircraft. It will be commercially certified as a passenger transport vehicle, with initial certifications planned in the UK and simultaneous efforts in Europe and the US,” Land explained.
“This aircraft will serve various markets, including passenger transport, logistics applications, and military roles.
“We can quickly transition from a kerosene-based powertrain to a hydrogen fuel cell powered by a battery-electric system—a significant advantage in today’s market where decarbonisation is key.”
Airlander’s other key advantage is its operational flexibility. Unlike traditional aircraft, it doesn’t require a conventional airfield. In countries like the UK, where building new airfields is increasingly difficult, Airlander can operate from open spaces such as gravel, grass, dirt, snow, or sand. If a site proves unsuitable after a few years, the aircraft can easily move to another location without the need for significant infrastructure investment, minimising financial loss in this area.
While helicopters share some of this flexibility, they are limited by their small size, noise, and short range. Even with the rise of electric vertical takeoff and landing (eVTOL) aircraft, none can replace a high-payload helicopter. Airlander, however, combines the flexibility of a helicopter with a larger payload and lower energy consumption, making it a unique feature in the aviation market.
“In both humanitarian and military contexts, flexibility is crucial. Military operations are often unpredictable, and despite meticulous planning, rarely align with expectations,” Land stated.
“Senior military officers emphasise the need for adaptable assets that can handle unexpected scenarios. Airlander’s capability to operate without relying on fixed infrastructure and its ability to self-deploy globally make it a highly valuable asset in such situations.
“Similarly, in humanitarian work, such as with the World Food Programme, flexibility is key. Airlander can serve as a versatile solution, akin to a “flying Jeep,” capable of reaching a wide range of locations. It can operate from reasonably flat and level surfaces, making it well-suited for areas that lack established infrastructure.”
Bringing a vision to life
Over the past few years, HAV has made significant progress, with aircraft reservations totalling around £1.4 billion, primarily for short-range passenger transport.
Six Airlander 10 early production slots have been reserved for a Scottish public entity to explore their use in the Highlands and Islands of Scotland, including niche cargo applications like transporting live fish. These high-value, time-sensitive cargos benefit from the Airlander’s ability to operate without traditional airfield infrastructure.
Looking ahead, HAV is also developing the Airlander 50, which will have five times the payload capacity of the Airlander 10. This aircraft will offer significant advantages in mainstream logistics by enabling companies to redesign their supply chains around more efficient, direct routes, rather than being constrained by current transport infrastructure.
“Its versatility and lower energy consumption make it ideal for various markets, from mainstream and remote logistics to handling outsized loads and military operations,” Land outlined.
“We are evaluating which market segments to prioritise based on the technical requirements and potential returns, balancing simplicity with advanced capabilities.
“We are addressing key practical areas, primarily certification and risk management. At the beginning of this year, we initiated our type certification program with the UK Civil Aviation Authority (CAA).
“This is the first large aircraft to be certified in the UK in some time, making it a new experience both for us and for the CAA. Successfully navigating this process is crucial for our progress.”
