FAQ

Because it’s the only element that both lifts and powers. That dual role makes it perfect for airships. And with hydrogen production becoming greener and more available, it makes sense to build flight systems that are ready to use it. No fossil fuels, no noise, no runway — just clean lift.

Safety is our top priority, and the tragic Hindenburg disaster in 1937 has taught the industry invaluable lessons. Modern hydrogen airships benefit from advanced materials, engineering, and safety protocols that significantly reduce risks. We use non-flammable materials, modern gas handling systems, and rigorous testing to ensure the highest safety standards. Additionally, the Hindenburg’s disaster was exacerbated by its flammable outer coating, which is not a factor in modern designs. Our airship is designed with multiple safety redundancies to prevent and mitigate any potential hazards.

Managing drag from the central duct is indeed a challenge, but it’s one we’ve approached with innovative solutions. By carefully designing the duct and optimizing the propeller configuration, we’ve been able to minimize drag while enhancing the structural integrity and aerodynamic efficiency of the airship. Our design eliminates the need for large, side-wind-sensitive rudders and elevators, providing a smoother, more controlled flight experience.

Vectored thrust is a different approach compared to traditional tail fins, and each has its own set of advantages. While tail fins are effective at maintaining stability and control, especially at higher speeds, vectored thrust allows for greater manoeuvrability, particularly at lower speeds or in confined spaces. By carefully balancing the power of the thrust and the length of the vectoring arms, we can achieve precise control without the added drag of large control surfaces.

Innovation is a process of constant learning and adaptation. We’ve adopted an iterative approach to development, meaning we’re prepared to test, fail, and refine our designs as needed. Our goal is to learn quickly from each prototype and make the necessary adjustments to improve performance and safety. The beauty of our project lies in its flexibility and the ability to evolve through trial and error, ensuring that we’re always moving closer to a fully optimized solution.

We’ve already flown a hydrogen-powered prototype with successful takeoff and landing. The next phase is scaling — building a higher payload test vehicle by the end of this year. Full-size demonstrations will follow based on feedback, funding, and regulatory steps. So — small-scale flying today, large-scale within a few years.

Our Airbender design has an envelope volume of 3.2 million cubic feet — that’s roughly the same class as the Graf Zeppelin. It’s designed to carry a 70,000 lb payload with full hydrogen lift and electric thrust, cruising at around 140 km/h.

Drones can’t carry this kind of weight, and helicopters are noisy, expensive, and limited by fuel and runway needs. Airbender offers quiet lift, low operating cost, long endurance, and it doesn’t need a helipad or runway. Think of it as filling the logistical sweet spot between drones and heavy aircraft — especially in remote, rough, or sensitive environments.

Envelope durability and hydrogen management are always high on the list – but we’ve already flown safely and are working closely with safety experts. In terms of scaling, structural integrity under stress and regulatory pathways are the biggest hurdles, but both are solvable. We’re not trying to invent unknown tech – we’re reassembling what we do know in smarter ways.

Anywhere we need to move heavy things where roads break down — islands, outback, flooded areas, warzones, disaster zones. Imagine a clean, quiet way to move 30 tons of equipment or food with no road, no airstrip, and almost no noise.

Personally? I want to fly this thing (Jan). Commercially, we’re exploring a stablecoin model backed by airship logistics — allowing people to fund and benefit from cargo capacity as a digital asset. But it all starts by building something real, and flying it.

The central duct design was inspired by the concept of turning the envelope itself into a source of thrust using the Coanda effect and a diffuser outlet. We addressed the potential issue of the envelope collapsing inward by developing two 6-meter-long, 70mm-thick carbon fiber tubes. These tubes, which weigh just under 1kg each, are incredibly strong and lightweight, serving as the keel for the entire envelope. This solution stabilizes the central duct while minimizing drag, allowing us to harness the benefits of this unique design.

Our dual-hull (biconvex) design offers several advantages and some trade-offs compared to a traditional single-hull airship:

• Stability: The dual-hull design provides enhanced stability by allowing us to position the center of gravity between the two hulls, much like how catamarans achieve stability on water.
• Buoyancy: It effectively doubles the lift capacity relative to the airship’s length, which is crucial for our goals.
• Thrust and Drag Distribution: The design centralizes mass, thrust, and drag, optimizing the airship’s performance in these areas.
• Drawbacks: A dual-hull design inherently creates more drag—about 25% more than a single hull. However, we’re exploring ways to offset this, such as by using front intakes to create a lower-pressure zone that generates additional forward thrust.

While the dual-hull approach isn’t the most traditional, we believe its benefits make it worth pursuing, especially as we continue to refine and test our prototypes.

We recognise that our design could face challenges with stability, especially in pitch and yaw as forward speed increases. To counteract this, we’re implementing several strategies:

• Traverse Beams with 3D Gimbals: We’re also incorporating powerful 360-degree gimbals on traverse beams, which will assist with stability and propulsion. While we expect some instability, particularly at this scale, we’re excited to address any challenges that arise through ongoing testing and refinement.

• Front Intake Suction: By generating an area of lower pressure at the front intake, we aim to stabilize the airship’s tip, helping it maintain a forward trajectory.

• Front EDFs and Gyroscopic Effect: The electric ducted fans (EDFs) at the front create a gyroscopic effect, counteracting forces that cause pitch and yaw.

• Rear Thrust Vectors: Our rear thrust vectors are 3D-controllable, allowing for precise adjustments in pitch and yaw.