walden aerospace advanced technologies 10292013

Walden Aerospace Patented Advanced Technologies for Variable Buoyancy, composite Aero-‐shell Vehicles

Michael K. Walden is the founder and head of technologies at Walden Aerospace and was the founder and head of technologies at LTAS (Lighter than Air Solar). He was also the Original Founder and Head of Technologies (CTO) of LTAS / CAMBOT LLC, LTAS International LLC and LTAS HOLDINGS LLC. Walden Aerospace (WA) has taken a ‘clean sheet’ approach to its airship development program resulting in a revolutionary series of aircraft optimized for a wide range of missions.

Our technological advances include:

CONFIGURATION.

Walden Aerospace’s lenticular –torroidal “Infinite edge” hull form has been adopted to reduce

Hull mass for a given volume, construction complexity and costs and greatly improve operations.

STABILITY.

Walden Aerospace’s patented Mass Transfer System provides an extremely high level of aircraft

CONTROL SYSTEMS.

In-‐house developed flight control systems ensure simple craft operation with low crew workload

and high mission efficiency and redundancy.

ACTIVE BUOYANCY CONTROL

Walden Aerospace’s patented active density controlled buoyancy (DCB) system enables efficient

and precise vertical control of the aircraft without external ballast or infrastructure.

MATERIALS TECHNOLOGY.

Development of custom, high-‐strength Materials for composite aircraft hull

The Walden lenticular-‐Torroidal “Infinite edge” hull plan form

In the early 1970s Michael K. Walden, founder of Walden Aerospace and founder of Lighter Than Air Solar (LTAS) Corp, discovered that the lenticular (Saucer shaped) airship hull with a Torroidal (Rounded tubular) “Infinite edge” to eliminate the “Heavy rim problem” this form also had a number of advantages over conventional airship forms.

In the BASIC program SIZ03.BAS – © 1978 by Michael K. Walden. All Rights Reserved we find,

Line 3012

3012 V1 = V1 + ((((H1 / 2) ^2) * 3.14159) / 2) * (D1 * 3.14159)

Walden Aerospace Patented Advanced Technologies

CONFIDENTIAL & PROPRIETARY 2

This is OBVIOUSLY the VOLUME of the hull RIM TORROID!

Stated as the AREA of the “RIM Tube diameter” H1

Divided by “2” to get the “RIM Tube Radius”

Then SQUARED and multiplied by PI to get the flat “RIM Tube area”

This flat AREA is then multiplied by the “SHIP DESIGN Main diameter” at the CENTER of the RIM tube D1

This is multiplied by PI to get the CIRCUMFERENCE at the CENTER of the TORROIDAL RIM tube for LENGTH.

The LENGTH is then multiplied by the TUBE AREA to get the TORROID RIM tube Volume.

This TORROID’s volume value is then integrated into the total HULL volume. V1

Early 1980s CAD drawings of Walden Lenticular-Torroidal “Infinite edge” hull profile

Early 1980s CAD showing Walden Torroidal edge tube and Geodaisic panel “Rigid aeroshell”

construction

Walden 1979 USPTO application for Lenticular-Torroidal “Infinite edge” rigid aeroshell

Early website rendering of “ultralight” waldenoid airship showing lenticular-torroidal “infinite edge”

hull construction / profile.



Early 1980s Rendering of walden “infinite edge” composite rigid aeroshell solar hybrid cargo ship

1990s Walden “Cambot” RPV showing systems and Walden Lenticular Torroidal “Infinite edge” hull

design

Walden Aerospace T-90 lenticular model airship

Walden Aerospace S.O.S.C.S. high altitude platform

The lenticular Infinite edge plan form possesses many operational advantages.

It presents a uniform profile regardless of wind direction, which overcomes many of the ground handling issues inherent in traditional airships.

The lenticular form also provides enhanced stability during assent and descent to and from high altitudes.

The lenticular form is also more volumetrically efficient and achieves high mission efficiency due to reduced drag in many in-‐flight scenarios when compared to traditional airships.



Interior design of Walden Aerospace lenticular-‐Torroidal “Infinite edge” airship hull design

Exterior design of Walden Aerospace lenticular-‐Torroidal “Infinite edge” airship hull design



A Comparison of the Walden Aerospace Lenticular-‐Torroidal “Infinite edge” hull form to other shapes

The standard volumetrically inefficient “lenticular form” showing the sharp “Heavy rim” problem



The Walden Mass Transfer stability Unit (MTU)

The Walden Aerospace patented Mass Transfer stability Unit (MTU) allows the Walden Aerospace lenticular form ships to have pitch and roll stability without the need for the drag and mass of external aero-‐surfaces or vectoring thrusters. Unlike aero-‐surfaces, the MTU operates at ALL airspeeds and in hover / VTOL conditions. Average mass of the MTU is about ½ that of aero-‐surfaces and support structures / controls.

Walden Michael K, Heaven Jr George H: Mass transfer system for stabilizing an airship and other vehicles subject to pitch and roll moments.Ltas HoldingsAugust 2006: WO/2006/085919 (6 worldwide citation) The invention relates to a mechanism to control the pitch and/or roll and/or center of gravity of a vehicle. The first embodiment is a track-based mass transfer system in which pathways are positioned along or radially terminate at a central horizontal plane of the vehicle to move one or more mass ... ...

Previous projects to develop a lenticular airship have failed to overcome the instability inherent in the form. WA has developed the MASS TRANSFER UNIT (MTU), which will stabilize the vehicle throughout its operational envelope. Consisting of a series of six computer controlled sleds that move along a track located at the airships perimeter, the MTSU can precisely move the aircrafts CofG, control its attitude and stabilize the vehicle in turbulence.

Ground testing and float tests of the block one computer control software and prototype sleds has been completed.

SYSTEM DESCRIPTION

§ System can use four to six stability sleds

§ Four sleds stabilize the ship in pitch and roll

§ Two sleds can be used to adjust the ship center of gravity forward for stability at high airspeeds

§ Using the sled track fairing as a “stall strip” reduces drag and system workload

ADVANTAGES

§ NO external control surfaces

§ Less drag

§ Less weight / mass

§ NO loss of control in hover or low airspeeds



MTU system test system / demonstrator

MTU “Sled” test unit

Walden Aerospace Mass Transfer stability Unit – Sled demonstration unit



Walden designed systems flight test model showing working MTU “sled” ring housing.

Walden Aerospace lenticular-‐torroidal gas distribution stability

The lenticular WA S.O.S.C.S. -‐ HAP design overcomes the stability and control issues encountered by traditional airships during the critical assent and descent phases of a mission.

Requiring only a very small percentage of helium when at ground level, ‘cigar’ shaped HAP’s will have to contend with major instability issues when transitioning to and from high altitudes.

The internal configuration of the WA HAP overcomes this instability by providing a shape that enhances gas management at low altitudes.

This feature, when combined with the MTU, provides a highly stable and safe vehicle throughout the entire aircraft flight envelope.

Walden Aerospace integrated flight control system.

Using a real time operating systems, the in-‐house developed flight control program coordinates and combines the operation of the stability, buoyancy and propulsion systems for maximum mission efficiency and lowest pilot / crew workload.



The HAP flight control system computer hardware is triple redundant and the software will contain a self-‐diagnostic capability.

Development of the block one software is well advanced and will be flight-‐tested on WA’s first new aircraft, the Walden Aerospace 30-‐XB Remotely Piloted Vehicle (RPV).

Integrated flight control system diagram.



Walden Airship gondola / controls mockup

Full “glass cockpit” and flight simulator

Propulsion

Walden Aerospace’s airship designs incorporate hybrid solar electric propulsion motors for maximum efficiency.

WA is also developing a preliminary electromagnetic propulsion system that can be used to control the airflow boundary layer, reducing drag, and eventually as a primary propulsion system.

The first development of the EK Drive system has been tested aboard an autonomous free-‐flying vehicle.



Motor pod internal structure

Motor pod exterior with props and “YAW” drag rudders

YAW is provided at low speeds and hover by differential and reverse thrust from the motors / props. At high speeds YAW is provided by differentially opening the drag rudders.

M.K. Walden with ship prop drive control test model 2005



Hybrid solar-‐ regenerative power

The large top and bottom surfaces of the lenticular form are ideal for efficient use of regenerative power systems.

The top surface of the airship provides ample room for solar cells, and a form that is ideal for maximum and consistent solar power collection throughout the day.

The underside of the airship provides an ideal receiving area for beamed or microwaved power sources.

Lenticular hull form gets the SAME amount of power in ALL heading directions.



Conventional airships get reduced solar power depending on heading

Increased curve of top surface reduced solar input.



Walden Aerospace ElectroKinetic (EK) drive

Walden Aerospace has flight demonstrated the development of a solid state electromagnetic drive system having no moving parts.

Using the ‘Biefeld-‐Brown Effect’ this technology is being developed to control the boundary layer, reduce drag, and as a propulsion system to provide horizontal and vertical / omnidirectional long term station keeping.

The first development of the EK drive propulsion system has been flight tested by WA aboard an autonomous (self powered) free-‐flying vehicle.

Shockwave simulation- shows compression wave with system turned off.

Shockwave eliminated with system turned on. Silent supersonic flight, reduced drag.



Walden Aerospace self powered ElectroKinetic (EK) skin integrated propulsion ship in flight test 2003

§ PROPULSIVE FORCE WITH NO MOVING PARTS

§ IDEAL FOR THE NEAR SPACE ENVIRONMENT, WHERE THIN AIR MAKES PROPELLERS AND COMBUSTION ENGINES LESS EFFICIENT

§ INTEGRATE INTO HULL SURFACE FOR MAXIMUM EFFECTIVENESS AND BOUNDARY LAYER CONTROL

Walden Aerospace USPTO application for EK drive for LTA vehicles and EK hull panel designs.



Walden Aerospace hybrid EK test model flown at Nellis AFB 1977

Walden Aerospace – Advanced MK-‐4 panel EK ship design



LTAS XEM -1 rigid hulled ionic airflow / EK hybrid drive airship model 1970s

The LTAS XEM-1 flying airship model first built in 1974 and demonstrated to the US Department of Defense (DOD) and Department of Energy (DOE) in demonstrations in 1977 was the first fully self contained flight vehicle demonstrating a number of systems on an aircraft. Solar power, a fully composite monocoque rigid hull for LTA craft, and a hybrid electric / ionic airflow / EK drive system (i.e. “A Lifter”) were all shown. Tests of the Aircraft at Nellis AFB resulted in a ship with very low sensor return, almost unlimited range and payload capacity (based on size) and completely silent and possibly very high speed VTOL operation.

Designs for extreme altitude and extreme duration flight were also shown.

LTAS Patent application for all systems and classification of the program was done in the late 1970s. Full scale manned craft employing some LTAS systems started flying in the 1980s.

XEM-1 Ionic airflow/EK hybrid drive duct 1970s

Incorporated into the design of the LTAS XEM-1 rigid composite hulled airship model built in 1974, the duct incorporates two of the latest ideas in “improved lifter” technologies.

The duct included a 10 inch “bent tip” 3 bladed prop running on an electric motor to create higher pressures through the duct making a “modified pressure lifter” (see next column)

The duct also had a circular wire emitter, a dielectric separator and a torroidal collector making a “Toroid lifter” see last column.

The duct incorporated what is known as the LTAS MK-1 IAF design.

Currently LTAS ship designs are up to the MK-5 system of integrated hull panel drive systems. (pp)

Modified pressure lifter. 2002

The thrust in our lifters is given by: F = id/k, but k=ko*(273+t)/273p ... where p&t are the air pressure & temp this gives,

F= 73p.i.d/(ko(273+t)) if we do not change temperature, the new thrust F' will be: F' = nF where F= normal thrust at ambient pressure n = ratio of new pressure to old pressure This explains why people trying out their lifters near sea levels get much lift than those living at high altitudes. So, the trick is to supply air at high pressure to the lifter, by say an external propeller/ wind turbine/ etc. A 10 bar air supply will make the lifter 10 times more powerful than the same lifter at 1 bar. At that point, the current power supply weight to power ratios will not be anymore of a problem! The above picture shows the first lifter design implementing this idea. It is basically a 15' propeller driven at high speeds by a small dc motor, mounted over the low profile panel lifter.

Toroid lifter 2002

This shape has the advantage of reducing electric field distortions at corners by utilising a toroid shape for the collector. That wire is fixed above the toroid supported at 8 positions. A modelling balloon with aluminium foil strips wound upon the surface formed the toroid shape. Lifter weight is 10g, payload is 11g. Radius is 16cm, balloon length 1m, balloon cross sectional diameter approx. 3cm. Wire to toroid upper surface distance = 5.5cm, Voltage = 55kV, Current = 0.7mA In another version, the balloon was sprayed with graphite spray instead of aluminium foil, and this drastically reduced the lifter weight from 10g to less than 2g, with the same payload capacity, resulting in the best payload to lifter weight (>x4) ever achieved!



Walden ElectroKinetic “EK” drive from the 1970s still considered one of the “Most efficent” ever built by modern standards. (Note that this was a Walden MK-‐1 unit)

Walden Design incorporating Rigid composite aeroshell, MK-‐5 aeroshell integrated omnidirectional thrust and boundry layer control EK drive, Density Controlled Bouyancy active aerostatic lift control

(DCB) and Mass Transfer Unit (MTU) non aerodynamic pitch / roll stability control systems.



Walden Aerospace hull materials and construction

New composite fiber laying and adhesive application techniques have been developed to produce a material that meets our strength and weight requirements.

The remainder of the aircraft will be constructed from materials hardened to withstand the harsh high altitude environment for extended periods.

Early 1980s CAD drawings of Walden Lenticular-Torroidal “Infinite edge” hull profile

Early 1980s CAD showing Walden Torroidal edge tube and Geodaisic panel “Rigid aeroshell”

construction



Early 1980s CAD drawings of Walden geodaisic rigid composite aeroshell construction



Walden Composite aeroshell panel construction

Smooth aerodynamic outer surface.

Walden Aerospace’s rigid composite geodaisic panel aeroshell construction results in strong, distributed load strut system and smooth aerodynamic exterior surface. This system has ease of construction (to scale), Low cost (as only a few types of panels are required), Ease of maintainance (Individual panels can be replaced) and durability. Mixtures of panel face materials and interiors can be selected for ship service environments. (i.e., metalized exteriors may be used in heavy UV situations.)



Walden Aerospace patented Density Controlled Bouyancy (DCB) – Active aerostatic lift control for airships

Michael K. Walden invented, designed, reduced to practice and patented the Density Controlled Bouyancy (DCB) active control of aerostatic lift system and tested the system starting in the 1970s.

Walden 1979 USPTO application for DCB system for airships

Claims covering rigid aeroshell and DCB and MTU

Claims covering EK drive and ship systems

Further development and flight testing was performed starting in 2003 to 2013.

Walden Michael K, Heaven Jr George H: Systems for actively controlling the aerostatic lift of an airship.Ltas HoldingsDecember 2006: WO/2006/137880 (6 worldwide citation) Various embodiments of the invention relate generally to systems for providing active vertical control of an airship. More particularly, at least one embodiment of the invention relates to a system for actively controlling the aerostatic lift of an airship by manipulating the ratio of air to ... ...



This PREDATED ALL current “Claims” of companies of having “invented” active bouyancy control and control of static heaviness in the early 2000s.

Control mechanisms demonstrator for Walden Aerospace DCB active bouyancy control system.

Walden designed DCB systems model “Float test”



Wa;den Aerospace DCB control system test simulator. Development tool for control and instrumentation for walden active aerostatic lift control system.



Generic systems diagram of Walden Density Controlled Buoyancy (DCB) active control of aerostatic lift system.

As can be seen from the diagrams, patent figures and system simulator, this system allows Walden Aerospace ships to remain “Heavier than air” on the ground while loading or unloading passengers and cargo. To move on their landing surface like a standard aircraft.

The Walden DCB system also allows WA ships to do “TRUE” Vertical Take Off and Landing (VTOL) operations with a full payload and hover for long durations without expenditure of fuel.

Note that in an emergency, Walden Aerospace ships can “lift off” without any power being required by the DCB system by using the manual valves to the compressed gas chamber / cells.



Walden Aerospace systems mission capabilities development.

The advanced design features of the WA S.O.S.C.S. -‐ HAP combine to provide a craft that has distinct advantages over other designs.

The craft has simplified ground handling requirements resulting in safer and more reliable launch and recovery operations, and is stable throughout the transitions to and from altitude.

When on station the uniform aircraft profile presented to the wind means that propulsive power can be accurately matched to expected conditions to minimize power usage.

An advanced EK Drive system will be employed to provide energy efficient station keeping and maneuvering with no moving parts.

Aircraft form provides maximum effective collection of solar and beamed energy.

When on station the MTU systems maintains the vehicle in a level attitude at all times eliminating the need for independent payload stabilization, reducing the complexity of the vehicle and reducing power consumption.

The hull configuration and DCB buoyancy control system has been optimized to efficiently maintain altitude and absorb pressure variations as a result of diurnal temperature changes.

The design, development and testing of software and flight hardware from our first aircraft is nearing completion in WA’s North Las Vegas facility.

Milestone achieved to date include:

DCB and MTU patenting and systems development

Stability software development and testing

MTU sled development and testing

Propulsion software development & testing

Force model testing

Hull materials manufacture

Hull manufacturing procedures development

Flight test program development

Buoyancy control system flight testing

Flight controls / gondola mockup and flight simulator training



http://patent.ipexl.com/assignee/LTAS_Holdings_1.html

Michael K Walden – Additional patents for advanced airship systems.

Michael K. Walden is the founder and head of technologies at Walden Aerospace AND was the founder and head of technologies at LTAS (Lighter than Air Solar). He was also the ORIGINAL FOUNDER and Head of Technologies (CTO) of LTAS / CAMBOT LLC, LTAS International LLC and LTAS HOLDINGS LLC.

Michael’s original works and USPTO application predate any claims entities affiliated with any of these organizations may have made later to have "invented" the lenticular-‐torroidal "Infinite edge" configuration. Besides the original 1979 USPTO application and copyrights for the Walden Aerospace systems shown, additional patent protection worldwide has been acquired and will be enforced.

1. Michael K Walden: Communication systems and methods for transmitting data in parallel over multiple channels. LTAS Holdings November 2005: US 20050249236 (4 worldwide citation)

2. Walden Michael K: Communication systems and methods for transmitting data in parallel over multiple channels. Ltas Holdings December 2005: WO 2005/114881 A method for simultaneously transmitting data bits using multiple channels (Fig. 12). The method may include receiving a plurality of source data bits, arranging the plurality of source data bits so that adjacent source data bits are to be transmitted on a different channel (S-1224) and ...

3. Walden Michael K, Heaven Jr George H: Mass transfer system for stabilizing an airship and other vehicles subject to pitch and roll moments. Ltas Holdings August 2006: WO 2006/085919 The invention relates to a mechanism to control the pitch and/or roll and/or center of gravity of a vehicle. The first embodiment is a track-based mass transfer system in which pathways are positioned along or radially terminate at a central horizontal plane of the vehicle to move one or more mass ...

4. Walden Michael K, Heaven Jr George H: Systems for actively controlling the aerostatic lift of an airship. Ltas Holdings December 2006: WO 2006/137880 Various embodiments of the invention relate generally to systems for providing active vertical control of an airship. More particularly, at least one embodiment of the invention relates to a system for actively controlling the aerostatic lift of an airship by manipulating the ratio of air to ...

5. George H Heaven Jr, Michael K Walden: Systems for actively controlling the aerostatic lift of an airship. LTAS Holdings January 2007: US 7156342 (4 worldwide citation)

6. Walden Michael K, Heaven Jr George H: Mass transfer system for stabilizing an airship and other vehicles subject to pitch and roll moments. Ltas Holdings March 2007: EP1758788



...

7. George H Heaven Jr, Michael K Walden: Mass transfer system for stabilizing an airship and other vehicles subject to pitch and roll moments. LTAS Holdings March 2007: US 7185848

8. Heaven Jr George H: Airship having a central fairing to act as a stall strip and to reduce lift. Ltas Holdings April 2007: WO 2007/037932 An airship including a hull having a lenticular shape and a fairing attached to the hull to act as a stall strip and reduce the lift generated by the hull. The hull is symmetrical along a central horizontal plane and the fairing may be positioned along the central horizontal plane. The fairing may ...

9. Walden Michael K, Heaven George H Jr: Systems for actively controlling the aerostatic lift of an airship. Ltas Holdings July 2007: EP1802525 Various embodiments of the invention relate generally to systems for providing active vertical control of an airship. More particularly, at least one embodiment of the invention relates to a system for actively controlling the aerostatic lift of an airship by manipulating the ratio of air to

10. Walden Michael K, Heaven George H Jr: Systems for actively controlling the aerostatic lift of an airship. Ltas Holdings Llcus October 2007: TW 095109971

11. Walden Michael K, Heaven George H Jr: Mass transfer system for stabilizing an airship and other vehicles subject to pitch and roll moments. Ltas Holdings Llcus October 2007: TW 095109972

12. Walden Michael K, Heaven George H Jr: Mass transfer system for stabilizing an airship and other vehicles subject to pitch and roll moments. Ltas Holdings October 2007: CN 200580017735 The invention relates to a mechanism to control the pitch and/or roll and/or center of gravity of a vehicle. The first embodiment is a track-based mass transfer system in which pathways are positioned along or radially terminate at a central horizontal plane of the vehicle to move one or more mass ...

13. Walden Michael K, Hiwen George H Jr: System for active controlling airship air static force. Ltas Holdings November 2007: CN 200580040456

14. George H Heaven Jr, Michael K Walden: Mass transfer system for stabilizing an airship and other vehicles subject to pitch and roll moments. LTAS Holdings April 2008: US 7350749 The invention relates to a mechanism to control the pitch and/or roll and/or center of gravity of a vehicle. The first embodiment is a track-based mass transfer system in which pathways are positioned along or radially terminate at a central horizontal plane of the vehicle to move one or more mass ...



15. Heaven Jr George H: Buoyancy control system for an airship. Ltas Holdings May 2008: WO 2008/051638 One embodiment of the invention provides an airship having an outer tube formed in the shape of a toroid and defining a central opening, a first compartment positioned within the outer tube and containing a first gas, and a second compartment positioned within the outer tube and containing a second ...

16. Michael K Walden, George H Heaven: Mass transfer system for stabilizing an airship and other vehicles subject to pitch and roll moments. Ltas Holdings July 2008: US 20080164370 The invention relates to a mechanism to control the pitch and/or roll and/or center of gravity of a vehicle. The first embodiment is a track-based mass transfer system in which pathways are positioned along or radially terminate at a central horizontal plane of the vehicle to move one or more mass ...

17. Michael K Walden: Communication systems and methods for transmitting data in parallel over multiple channels. LTAS Holdings September 2008: US 7424040 (1 worldwide citation)

18. George H Heaven Jr: Airship having a central fairing to act as a stall strip and to reduce lift. LTAS Holdings February 2009: US 7490794 An airship including a hull having a lenticular shape and a fairing attached to the hull to act as a stall strip and reduce the lift generated by the hull. The hull is symmetrical along a central horizontal plane and the fairing may be positioned along the central horizontal plane. The fairing may ...

19. George H Heaven Jr: Buoyancy control system for an airship. LTAS Holdings February 2009: US 7487936 (1 worldwide citation)

20. George H Heaven Jr, Michael K Walden: Mass transfer system for stabilizing an airship and other vehicles subject to pitch and roll moments. LTAS Holdings February 2011: US 7878449

21. 麥可K 沃登 WALDEN MICHAEL K, 小喬治H 海芬 HEAVEN JR GEORGE H: 用於穩定受到縱向及橫向搖動力矩的飛艇及其他運載工具之質量傳遞系統. / Mass transfer system for stabilizing an airship and other vehicles subject to pitch and roll moments. Ltas控股公司 Ltas Holdings 美國 0: TW 095109972

22. 麥可K 沃登 WALDEN MICHAEL K, 小喬治H 海芬 HEAVEN JR GEORGE H: 用於主動控制飛艇在空氣靜力學上之升力的系統. / Systems for actively controlling the aerostatic lift of an airship. Ltas控股公司 Ltas Holdings 美國 0: TW 095109971

walden aerospace advanced technologies 10292013

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