The Airlander 10, the world's largest aircraft.
Engineers have taken some of the best elements
from helicopters, aircraft,
and, of course, airships
and wrapped them together in something
that could be a complete game-changer.
To take aviation to new heights...
What we're hoping to show with this aircraft
is that we can move to a whole 'nother level of performance.
...engineers had to look to the pioneers of the past...
Whoo-hoo! This is so cool!
I love it! Wow!
...to make the impossible possible.
... Captions by vitac... www.Vitac.Com
captions paid for by discovery communications
since the birth of aviation,
aerospace engineers have been creating aircraft
that have pushed the boundaries
to access as many places as possible across the planet.
But there are some locations and operations
that aircraft have yet to conquer.
One of the things we really want to be able to do
would be some fairly niche operations
that no other aircraft in the world could do...
Things like long-range disaster relief
or search and rescue.
For test pilot Simon Davies,
accessing the world's most remote regions
requires aircraft that can fly for days
and land anywhere.
For those sort of operations, you want something
that behaves a bit like a helicopter...
That can land, take off, offload cargo, or refuel
without any fixed infrastructure.
You what something that's like a helicopter,
but that can go further.
Engineering journalist Justin Cunningham
is at a former military air base in Bedfordshire, England,
to investigate an altogether new breed of aircraft.
This is Cardington airfield, home to a set of aircraft
that we thought have been all but extinct,
consigned to the history books.
But a group of engineers here want to change all that
with this...
...the Airlander 10.
This mammoth engineering marvel
is the largest aircraft in the world.
Its design is an aeronautical masterpiece.
Airlander 10 is actually a hybrid aircraft,
which means it combines elements of being a helicopter...
...a normal aeroplane...
...and also, the obvious one being an airship.
At a massive 300 feet long and 140 feet wide,
it's the size of a football field.
Using fixed-wing helicopter and lighter-than-air technology,
Airlander 10 dwarfs everything in the skies.
With a 1.3 million-cubic-foot frameless material hull
and hypersensitive pressure control,
this hybrid aircraft can stay airborne,
fully crewed, for five full days.
Four fixed and rotational turbo-charged diesel engines
propel and maneuver the craft in any direction,
and a cargo hold beneath the hull
has enough capacity for an 11-ton payload.
And its inflatable skids
allow the vessel to land anywhere, even water.
It's not like anything else anybody's done in aerospace
for 50 or 60 years.
Airlander's structure is completely unique,
and building it posed colossal engineering challenges,
particularly in inflating the gigantic hull.
The inflation of the hull is absolutely critical
to the structural integrity of the aircraft.
To fly safely,
the gas inside the Airlander's frameless hull
must not only maintain the ship's structure
and provide buoyancy,
but it must also be non-flammable.
But achieving this would've been impossible
without the chance discovery of helium.
In 1617, father Francesco Lana de Terzi
came up with an invention
that rightly served the title of "airship."
Hee-hee!
But his dream never became a reality.
Ohh...
In 18th century France, the Montgolfier brothers
noticed how their washing bellowed
when it was drying over a fire.
Ooh!
And in 1793, they launched the first human-made flight
with living passengers...
A sheep called Montauciel... A duck...
And a rooster.
Cock-a-doodle...
But when they tried it with humans,
the dangers of a midair bonfire became apparent.
Zut alors!
That same year, fellow French brothers the Roberts
launched the first manned hydrogen-gas filled balloon.
Nah, nah, nah-nah, nah!
Hydrogen balloons and blimps became all the rage,
but their flammability meant they were always vulnerable.
Uh-oh.
Fortunately, a solution wasn't far away.
Aah!
Mechanical engineer Dan Dickrell is in Kansas
to find out how the accidental discovery of helium
on America's great plains changed airship safety forever.
The problem with early airships
is they were filled with hydrogen.
Here, I have some hydrogen.
What I'm going to do is introduce this hydrogen gas
into a solution of soapy water.
As the gas comes out, it creates bubbles.
These bubbles will be filled with hydrogen.
Now if I free these bubbles from its container,
we see... ah... they float away,
which is great for airships.
But there's one significant problem... fire.
This time, we're going to introduce a source of flame.
And let's watch what happens.
Here we go.
Whew! all right.
Hydrogen is very flammable.
However, in 1903, the tiny town of Dexter, Kansas,
unintentionally stumbled upon a solution.
The 19th century had seen an economic boom
in the mining of flammable gas
for lighting, heating, and cooking.
And speculative drilling had hit a source of a new gas
that spewed out millions of cubic feet
of the stuff each day.
The town thought it had a potential fortune on hand.
The people of Dexter,
they were planning to celebrate the discovery
with an elaborate "lighting of the well" ceremony.
The thought was a pillar of flame would rise up
and light the sky for miles around.
But when the time came to ignite the well...
The gas just wouldn't burn.
Samples of this mysterious non-flammable gas
came to chemistry professors Hamilton P. Cady
and David Mcfarland.
At the university of Kansas,
they made an astonishing discovery.
They concluded that the mystery gas was about 2% helium,
a substance which had been thought
to only exist on the sun.
Not only that, in fact, further research concluded
that helium here on earth underneath the great plains
existed in almost unlimited quantities.
And during world war I, when the U.S. government
replaced the highly-flammable hydrogen for its airships
with a non-flammable gas,
helium finally took off, and for good reason.
As the people of Dexter found so many years ago,
helium... It just won't burn.
Both buoyant and non-flammable,
the military declared helium a critical war material,
and this made safe airship travel possible.
Today, the helium that lies under my feet here
in the great plains is used in everything,
from nuclear reactors to laser beams.
If not for that chance discovery in a tiny Kansas town
so long ago, the world that we know today
might be a very different place.
Airlander's engineers have used
a staggering 1.34 million cubic feet of this breakthrough gas...
...helium,
to inflate the world's biggest aircraft.
Despite being filled with helium,
its net weight is around a ton,
something like the size of a small car.
And the reason they have done that
is they get this maneuverability and stability
that you just wouldn't get otherwise.
And it also means they only need to provide about a ton of thrust
to get this thing airborne.
The helium maintains the aircraft's shape
and creates buoyancy,
and drawing on fixed-wing aircraft designs,
the Airlander's unique elliptical hull
acts as an air foil,
which creates 40% of Airlander's lift.
We're demonstrating that,
by using lighter-than-air technology,
mixing it with other technologies,
we can move to a whole 'nother level of efficiency.
This aircraft is going to show capabilities
that no other aircraft have got.
Airlander 10 is pushing the boundaries
of aeronautical technology,
but for this aircraft to join the greats of aviation history,
its engineers had to face many more challenges...
Just look at this place.
This is somewhere where history truly was made.
This is hangar "Y."
...to produce more impossible engineering.
The hybrid airship Airlander 10 is the world's largest aircraft.
Built for endurance, this 300-foot-long megaship
is taking the aviation world by storm.
As a test pilot, being involved in the first flight
of a completely new class of aircraft
was a career high for me.
Really couldn't be better.
There's something quite magical about it.
It's a very exciting experience just to be around it.
Designed to operate in environments
other aircraft can't,
Airlander 10 can cruise at nearly 100 miles per hour,
stay airborne with a full crew for five days
and without crew for up to three weeks.
What engineers have done here...
They've taken some of the best elements
from helicopters, aircraft,
and, of course, airships,
and wrapped them together in something
that potentially could be a complete game changer
for the industry.
This resilient craft can take off
in 40-mile-an-hour winds,
but as it rises to altitudes over four miles,
its non-rigid hull must adjust
to potentially catastrophic shifts in air pressure.
Really critically, as we climb and descend,
the external pressure changes, as well,
and we have to maintain the hull
at a constant differential pressure
between the gas inside the hull and the environment,
or else the envelope could expand and rip,
or the envelope could collapse.
So, how do you control the hull pressure
of the world's biggest inflatable flying machine?
Engineers turned to something called a ballonet.
And with this device, the audacious French engineers
Arthur Krebs and Charles Renard
set out to create the first fully-controllable airship
in the 1870s.
And physicist Andrew Steele is just outside Paris, France,
to reveal the airship's high-flying origins.
And here it is. This is hangar "Y."
Just look at this place.
It might look pretty run-down now,
but this is somewhere where history truly was made.
Behind these huge wooden doors lies the home
of Krebs and Renard's pioneering airship,
la France.
Wow.
La France was 160 feet long
and was set up with the latest in aeronautical technology,
including the as of then untested ballonet.
So, imagine that this is our airship.
We've got an external bag, and inside,
this blue balloon represents a ballonet.
Now, at the moment, there's no gas inside this airship
and that means, obviously, that it's heavier than air,
and so... oop... it just sinks.
So if you want to make this thing take off,
what you've got to do is fill it with some lighter-than-air gas.
Now, I've got a tank of helium just here.
There we go.
Now this thing is just starting to be buoyant,
and so the pilot has just enough of that buoyancy to take off.
When la France gained altitude,
the external air pressure decreased,
but that meant the gas inside would expand
and potentially burst the hull.
That's where this balloon comes in.
We can stick some air into here.
Having a ballonet filled with normal air
within the outer bag means that, as the gas expands...
Whoa. there we go.
...air can be released from the ballonet.
Just let some of the air out of this internal balloon.
The shrinking ballonet
gives the gas in the outer bag more space.
There we go.
The expandable ballonet allows the pressure
between outside and inside to be regulated.
In 1884, the experimental ballonet system
allowed la France to exit hangar "Y" and fly over Paris
for what is now considered
the first fully-controlled free flight.
Krebs and Renard's record-breaking airship
was floating in these very skies almost 150 years ago.
It was their taking this simple innovation
and putting it into engineering practice
that revolutionized lighter-than-air travel forever.
Airlander 10's engineers have taken
Krebs and Renard's ballonet system and super-sized it.
To give you some idea of the scale of them,
they start in line with the seam that you can see
just running up and down the hull,
and the forward ballonets
go all the way back to the forward propulsor.
And typically, on the ground,
they're 2/3 of the height of the aircraft,
so they're absolutely cavernous.
Concealed within hull compartments,
Airlander has four giant airfield ballonets.
As it takes off, a sophisticated venting system
forces air out of them.
This process allows the helium inside the hull to expand,
maintaining a constant air pressure
between the inside and the outside of the ship.
We have a fixed amount of helium.
As we climb and descend,
that helium expands and contracts,
and we account for that expansion and contraction
by the large air ballonets.
Incredibly, this happens automatically.
We're underneath the forward-right ballonet,
and this is valve associated with that ballonet.
So, as we climb, these valves will open
under spring pressure and let some of the air out
to maintain the hull at constant pressure.
If I pull on the valve,
you can hear some of the air rushing out.
And the valves pop closed again.
And when the Airlander descends, the ballonets increase in size
as the helium gas compresses.
Over here, one of the key devices is a fan
which we use to pump air
into the ballonets as the aircraft descends.
So, you just hear in the background the fan running now.
It's pumping quite a high volume of air
into the ballonets just to top off pressure.
By bringing ballonet technology into the 21st century,
Airlander 10 can stay airborne for an unprecedented five days
with a crew and potentially up to three weeks unmanned.
But to land in some of the most inhospitable locations
on the planet, its designers had to turn
to yet another iconic innovation from the past...
Whoo-hoo! This is such a privilege
to be flying in this absolutely iconic,
brilliant machine.
...to create even more impossible engineering.
The Airlander 10. As the world's largest aircraft,
the hybrid airship is no longer a thing of the past.
By adding some different technologies together,
we can move to a whole 'nother level
of performance for aviation.
One of Airlander's key tasks is to carry out operations
in the most isolated locations on the planet.
Capable of delivering vital supplies,
11 tons of cargo can be stored
in the 150-foot payload area,
fixed just beneath the hull.
But actually landing this cargo in difficult environments
is another matter, creating a huge challenge
for test pilot Simon Davies.
For long-range logistics
or operating out of remote, unprepared areas,
the ability to land in confined areas
would be a huge advantage to this aircraft.
You really would want a vertical-landing capability.
So how do you hover a 300-foot-long aircraft
and land it with pinpoint precision?
This would have been impossible
without a great innovation of the past...
The tail rotor.
Even mother nature finds hovering difficult.
Only a handful of creatures can do it,
and only one... The hummingbird...
Can fly backwards.
Pbht!
Throughout history, humanity has attempted
to imitate this very useful skill,
with varying degrees of success.
Bravo!
But from Da Vinci's flying screw
to the jet packs of the '60s...
That's left me shaken.
...none have taken off
like one of the 20th century's greatest inventions...
The helicopter.
Whoo-hoo! this is so cool! I love it!
Wow!
This is such a privilege to be flying
in this absolutely iconic, brilliant machine.
Dr. Rhys Morgan is soaring high above the countryside
in an American helicopter
that revolutionized the aviation world in 1945...
The bell 47.
This particular model of the bell 47
is actually 47 years old,
but it doesn't really differ that much
from the original model
that was designed back in 1945.
This helicopter marked a milestone in popular aviation,
but it owes a great deal to a pioneering engineer
who, just a few years earlier,
made a game-changing design breakthrough.
Born in the Ukraine, American engineer Igor Sikorsky
has been experimenting with the tail rotor concept since 1909.
It was a complex, ongoing aerodynamic challenge
that continued to foil both him and his peers.
Helicopters fly by having blades that rotate
at really fast speeds around a single axis,
and that creates lift.
But early helicopters suffered from really bad stability
and control issues, and that's because,
as the blades are rotating at such high speeds,
they're generating huge amounts of torque,
or turning force.
So as the blades spin one way,
the fuselage wants to spin the opposite direction,
and that makes it really uncomfortable
and very, very difficult to control.
Engineers experimented with different rotor configurations
with mixed success.
But Sikorsky took the best rotor systems out there
and combined them
to make the world's first truly viable helicopter.
What Sikorsky did was have a single main rotor
with a tail boom supporting a smaller anti-torque rotor,
which counteracted the fuselage's natural tendency
to rotate in the other direction.
As the main rotor spins in one direction,
the smaller tail rotor spins in the opposite direction,
producing a counteracting force to stabilize the fuselage.
It really transformed these flying machines.
This combination of rotor technologies,
demonstrated in Sikorsky's vs-300a,
created a blueprint
for all further rotary-wing craft to come.
And Sikorsky's breakthrough tail rotor
allowed the revolutionary bell 47 from bell helicopter
to become the first certified
by civil aviation authorities.
They've been used in all sorts of ways,
from crop spraying to delivering mail.
Thanks to its ability to land on a sixpence and hover into areas
that just were not previously possible,
the bell 47 transformed
how people thought about air travel.
And its full-bubble cockpit design
would define the shape of helicopters
for years to come.
But incorporating the helicopter's rotary technology
into an airship the size of a football field
is no easy feat.
To do this, the engineers had to take this technology
another step further... We'll be able to do things
that simply no other aircraft in the world can do.
...to make the impossible possible.
The Airlander 10. As the world's largest aircraft,
its mission is to perform rescue operations
in the world's most remote and inaccessible locations.
To get there, Airlander's team has drawn on the rotor system
of the helicopter and furthered it
to fly an aircraft the size of a football field.
To lift off, test pilot Simon Davies
employs two rotating engines
for what's known as vector thrust.
If I select the vector to 20 degrees up,
and then outside, you can see the whole docked propeller
and engine assembly now pointing 20 degrees up.
But to produce near-vertical movement,
Airlander's engines are equipped to do more.
So, we're at the forward-right engine's propulsor number four.
To be more responsive,
to also achieve a greater downward thrust,
we can use the vanes behind the propeller
to further deflect the airflow
and change the thrust on the engine.
When these engines finally rotate 180 degrees,
they will allow Airlander
to take off and land practically anywhere.
We'll be able to move the vectors fully up
to provide pure lift and zero thrust,
and then we'll be able to fly effectively as a helicopter
and land in confined spaces.
The vision to evolve helicopter technology sets Airlander apart
from the rest of the world's flying machines.
So, if we can make the aircraft
behave a bit more like a helicopter,
we'll be able to land in confined spaces
or hover over a point to deliver underslung loads.
We'd give the most possible flexibility
to operators of the Airlander aircraft.
So, using thrust vectoring, we'll be able to do things
that simply no other aircraft in the world can do.
Airlander's helicopter-like capabilities
will allow it to navigate and land in hostile territory
with extreme environmental conditions.
But this also poses a significant challenge,
because the hull isn't made of metal.
Engineers here at Cardington, they needed to find
a material that was up to the job.
It obviously needs to be super lightweight,
but this is a vehicle that needs to go anywhere,
so that material needs to be super durable.
So how do you ensure
this inflatable airship's fabric hull
will withstand the rigors of extreme air travel?
Achieving this would've been impossible
without the inspired discovery of Kevlar.
Go, go, go, go!
This is such a gorgeous, little car.
Physicist Suzie Sheehy
is revealing how Kevlar came to be... Whoo! yeah!
...during the swinging '60s.
Saving weight in a vehicle can make a huge difference
in terms of performance and efficiency,
and in the mid-1960s, around the time...
Aah! this gorgeous car was winning races,
scientists in the U.S.A.
Came up with a way of doing just that.
Whoo-hoo-hoo!
With experts predicting an impending oil crisis,
researchers started to focus on trying to reduce the weight
and therefore increase the efficiency of the cars.
And one area they started to focus on was the steel bands
inside the tires that give them their strength.
In 1965, research scientist Stephanie Kwolek
was working on finding a new type
of ultra-strong synthetic material.
After spinning one of her test solutions into a fiber,
she discovered that the ultra-strong thread
was practically impossible to destroy.
This new wonder-material was called Kevlar,
and it's revolutionized our world.
To see just how strong Kevlar really is,
Suzie is going to push this revolutionary material
to its breaking point.
This is Kevlar,
and the reason this material is so incredibly strong
is because of both its chemical structure
and the way it's manufactured.
So, Kevlar starts out
as kind of a long, thin chain of molecules.
These molecules extend and form straight parallel chains.
Because of this configuration, the strands form hydrogen bonds,
which act like glue.
To put this to the test, a strand of Kevlar
is compared to a strand of steel.
Though the same size, the steel is 10 times the weight.
This tensile testing machine can pull the samples apart
with a maximum force of 5 1/2 tons.
All right, so, I've got my steel all set up and ready to go,
and I've got a high-speed camera watching it
so we can see exactly what happens when it breaks.
So, all ready to go.
So, it's stretching apart.
You can see it straightening the wire out.
Ooh! okay.
There, it's gone.
The graph reveals the steel broke under 110 pounds of force.
Let's try the Kevlar.
So, it looks quite different from the steel.
Just kind of looks like a taut ribbon.
Ooh!
Oh.
And as it fails, it sort of pops out,
so it fails in a really different way
to the stainless steel,
and you can see all these broken fibers here
now have no strength whatsoever.
The graph shows the Kevlar broke under 440 pounds of force.
Thanks to the pioneering work of Stephanie Kwolek,
Kevlar can now be manufactured with such toughness
that it now has eight to nine times
the strength of steel of comparative weight,
and its applications are almost endless.
To build the world's largest aircraft,
engineers have woven the latest kind of Kevlar
into a 75,000-square-foot hull
using three layers of high-tech material.
What they decided on was not one material but three,
and I've got a sample here.
On the outside, that's made of tedlar,
and that's extremely weather-resistant.
It's going to allow it to land on any surface,
as well as protecting it from weathering and U.V. rays.
In the middle is a layer of Mylar,
which contains the helium atoms.
And on the inside, 50 years after its discovery,
lies kevlar's latest spin-off.
Vectran... super strong, derived from Kevlar,
and that gives this structural rigidity.
And you can actually see the individual weaved fabric there,
just to add that directional strength
that they need for this elliptical structure.
Pound for pound, this extraordinary synthetic material
is 10 times stronger than aluminum.
It's a really critical component
that makes this airship a success.
Airlander's innovations
are making long endurance flight a real possibility,
but to make it a reality, its designers had to draw
on more breakthrough technology from the past...
Oh, there we go. That's amazing! Wow.
You can really see the laser just bouncing around.
...to produce more impossible engineering.
In 2016, engineers in Bedfordshire, England,
launched an extraordinary addition to the skies.
The hybrid airship Airlander 10
is the largest aircraft in the world.
It's designed to fly up to five days continuously
with a full crew
and potentially three weeks in unmanned mode.
The drive for greater and greater efficiency in aerospace,
we can move to whole 'nother level of efficiency,
and that's primarily what we're trying to do here.
As engineers prepare for the next flight,
pilot Simon Davies has the job
of maneuvering this colossal craft.
As a pilot, it's absolutely vital
that you have complete trust in your flight controls,
and they're going to give you the same repeatable results
every single time.
But connecting the joystick to the steerable propulsors
260 feet away at Airlander's rear
is an engineering challenge.
So, we need reliable signaling,
and we need to save weight wherever possible.
Every gram that you can save really counts.
Traditional electrical signaling cable is too heavy
and prone to interference,
so how do you provide a failsafe signal
between the flight controls and the steerable propulsors?
This would've been impossible without a genius innovation
of the past... Fiber optics.
Porthcurno in Cornwall, England,
is a picturesque seaside location.
But physicist Andrew Steele isn't here for the view.
He's unearthing an historic innovation that once linked
this tiny beach cove to every corner of the globe.
By 1920, this beautiful, little beach
was the single most connected place in the world.
It was the hub of the closest thing
the Victorians had to the Internet.
At the height of the British empire,
global telecommunications were taking off,
and in 1870,
the first of Porthcurno's many copper telegraph cables
was laid in a system eventually stretching underwater
for over 5,000 miles.
The remnants of this ambitious system
are still visible here today.
Lengths of cable like this would've connected Cornwall
to the rest of the world,
and it's no exaggeration to say that these kick-started
a communications revolution.
At the center of this revolution was Porthcurno's tiny cable hut.
In its heyday, this is where all of the cables
from around the world would terminate.
Each one of these was connected to thousands of miles
of continuous cable running under the ocean.
But soon, there was a need to handle higher volumes
of more complex information,
and the copper-wired electrical network became overwhelmed.
In the 1960s, three American scientists...
Donald Keck, Robert Maurer, and Peter Shultz...
Were looking for an alternative.
They wanted to harness the speed of light
to send signals via glass fibers.
So, imagine we want to send a light signal...
That's this laser pen here...
From this bucket down to that bucket on the floor.
If we shine the laser through here,
you can see a dot comes out on the wall over there,
and that is because light travels in straight lines.
And this is basically the problem
that Keck, Maurer, and Shultz were facing.
Light doesn't want to go around corners,
and in their glass fibers,
whenever the curvature was too tight, light was escaping.
To overcome this tremendous problem,
these scientists had to make the impossible possible...
You can actually see a green glow down in that bucket.
We've successfully sent our message.
...and this communications breakthrough
has also gone on to change the future of aviation.
The Airlander 10 is the largest aircraft on the planet,
but connecting the joystick to the steerable propulsors
reliably and with lightweight cables,
draws on a great innovation
of the past... fiber optics.
Keck, Maurer, and Shultz discovered that coating
the internal surface of the glass fibers
with a specific compound of chemicals
created something called total internal reflection.
You can see this flow of transparent liquid
is a bit like a glass fiber going around a corner.
So, now if we shine our laser through again,
and there... oh, there we go. That's amazing!
Wow.
You can actually see a green glow down in that bucket.
We've successfully sent our message.
Wow. it's amazing.
You can really see the laser just bouncing around,
and this is just like how it would pass down a glass fiber.
And it's this technique called total internal reflection
that Keck, Maurer, and Shultz used
to reliably transmit signals of light
down fibers made of glass.
Called fiber optics, this radical technology
had a 1,000 times greater capacity than copper
and could send information 100 times further.
Today, the picture-perfect Porthcurno continues
its unlikely role as a gateway to the world,
with modern fiber optics coming ashore
from beneath the oceans.
More than 50 years after its creation,
fiber optics are governing the controls
of the Airlander 10 airship
with a state-of-the-art flight system known as fly-by-light.
So, when I move the stick, the signaling is,
to all intents and purposes, instantaneous.
There's a box that digitizes the signal
and measures the deflection of the stick,
and that signal is then sent around
six completely independent paths,
so if we have a break in a wire,
we can carry on operating the aircraft safely.
Connecting the central flight deck
to every corner of Airlander's gigantic hull
requires over four miles
of surface-mounted fiber optics.
This is the gland that contains the fiber optic cables.
It's not buried behind panels.
It's outside. It's accessible.
It's lightweight. It's robust to the elements.
And it just gives us confidence
that our systems all operate reliably
and repeatably every time.
As the signals fly along these fiber optics,
upon reaching the actuators and control surfaces,
they're converted into power,
driving the control mechanisms in an instant.
The scale of the aircraft,
the complexity of the flight control systems...
The fiber optic cables give us reliability
and robustness in operation.
It's a great solution for this aircraft.
Launched in 2016, Airlander 10 signals
the rebirth of an aeronautical era
that many thought was long gone.
This really is the Genesis of a new generation of airships.
And this unique hybrid aircraft
will open up the skies.
The process of developing our knowledge and understanding
of the aircraft and improving capability
all the time is really exciting.
Inspired by the innovators of the past...
Whoo-hoo! This is so cool!
I love it!
...adapting their ideas, and making discoveries
of their own, Airlander's engineers
and pilots are making their Mark on aviation history.
There's immense pride over the technical achievements
and the things we've learned
and the game-changing capability that we're bringing.
They're succeeding in making the impossible...
Possible.
You come and show people around, and they say to you,
"do you know what? You've got the most amazing job."
So, for me, working here
and leading this program is the most amazing thing,
a real privilege.