Tag Archives: Boeing

Boeing Delivers its Last 747 Jumbo Jet

Peter Lobner

On 30 September 1968, the first Boeing 747 was rolled out at the company’s plant in Everett, WA. The first flight took place on 9 February 1969, and the FAA certified the 747 in December of that year. Pan Am was the first airline to offer Boeing 747 service on 22 January 1970, flying from New York to London.

1st Boeing 747 rolled out on 30 September 1968. Source: Everett Herald

After a 54-year production run, the last 747, a 747-8 freighter, was rolled out of the factory on Tuesday, 6 December 2022.  Boeing built a total of 1,574 747s in a range of models for commercial and military customers.

Boeing’s last 747 rolled off the assembly line. Source: Paul Weatherman/Boeing

You can watch a short video (1.18 min) of the final rollout here: https://www.youtube.com/watch?v=aBc-CIjLIbA

Boeing delivered its last 747 on 31 January 2023 to Atlas Air.  Here’s the story:  https://www.military.com/daily-news/2023/01/31/boeing-bids-farewell-icon-delivers-last-747-jumbo-jet.html

The final Boeing 747 at a ceremony for delivery to Atlas Air on 31 Jan 2023. Source: AP Photo/John Froschauer

For more Boeing 747 history, check out these articles:

Modern Airships – Part 2

Peter Lobner, updated 24 June 2024 (post-Rev. 6)

1. Introduction

Modern Airships is a three-part document that contains an overview of modern airship technology in Part 1 and links in Parts 1, 2 and 3 to more than 275 individual articles on historic and advanced airship and aerostat designs.  This is Part 2.  Here are the links to the other two parts:

To help you navigate the large volume of material in these three documents, please refer to following indexes. The first index simply lists the article titles in alphabetic order within each Part.

Parts 1 & 2 address similar types of airships and unpowered aerostats. The following airship type index enables you to see all of the airships and aerostats addressed in Parts 1 & 2, grouped by type, with direct links to the relevant articles.

The airships described in Part 3 are relatively exotic concepts in comparison to the more utilitarian and heavy-lift airships that dominate Parts 1 and 2. As shown in the following index, the airships in Part 3 are organized by function rather than airship type, which sometimes is difficult to determine with the information available.

Modern Airships – Part 2 begins with a set of graphic tables that identify the airships addressed in this part, and concludes by providing links to more than 115 individual articles on those airships.   A downloadable pdf copy of Part 2 (Rev. 6) is available here:

Each of the linked articles can be individually downloaded.

If you have any comments or wish to identify errors in these documents, please send me an e-mail to:  [email protected].

I hope you’ll find the Modern Airships series to be informative, useful, and different from any other single document on this subject.

Best regards,

Peter Lobner

24 June 2024

Record of revisions to Part 2

  • Original Modern Airships post, 26 August 2016: addressed 14 airships in a single post.
  • Expanded the Modern Airships post and split it into three parts, 18 August 2019: Part 2 included 25 articles
  • Part 2, Revision 1, 21 December 2020: Added 2 new articles on Walden Aerospace. Part 2 now had 27 articles
  • Part 2, Revision 2, 3 April 2021: Added 35 new articles, split the original variable buoyancy propulsion article into three articles, and updated all of the original articles. Also updated and reformatted the summary graphic table.  Part 2 now had 64 articles.
  • Part 2, Revision 3, 9 September 2021:  Updated 7 articles. Added category for “thermal (hot air) airships” and added pages for them in the summary graphic table. Part 2 still had 64 articles.
  • Part 2, Revision 4, 11 February 2022: Added 26 new articles, expanded the graphic tables and updated 12 existing articles. A detailed summary of changes incorporated in Part 2, Rev 4 is listed here. Part 2 now had 90 articles.
  • Part 2, Revision 5, 10 March 2022: Added 1 new article, split rigid & semi-rigid airships in the graphic tables, and updated 52 existing articles. With this revision, all Part 2 linked articles have been updated in February or March 2022. A detailed summary of changes incorporated in Part 2, Rev 5 is listed here. Part 2 now has 91 articles.
  • Part 2, Revision 6, 17 March 2024: This revision includes a major reorganization of Parts 1 & 2 to better aggregate airships and unpowered aerostats by type, with a corresponding reorganization of the graphic tables. Over the past two years, 28 new articles were added to Part 2 and 27 articles were updated. In the final changes for Rev. 6, several articles were moved between Parts 1 & 2. A detailed summary of changes incorporated in Part 2, Rev 6 is listed here. Part 2 now has 117 articles.

Part 2, changes since Rev. 6 (17 March 2024)

New articles:

  • None yet

Updated articles:

  • Flying Whales – 24 June 2024
  • China’s Aerospace Research Institute – Jimu No. 1, Type III, high-altitude tethered aerostat – 13 September 2024

2. Graphic tables

The airships reviewed in Modern Airships – Part 2 are summarized in the following set of graphic tables that are organized into the categories listed below: 

  • Conventional airships
    • Rigid airships
    • Semi-rigid airships
    • Non-rigid airships (blimps)
  • Variable buoyancy airships
    • Variable buoyancy, fixed volume airships
    • Variable buoyancy, fixed volume, variable vacuum airships
    • Variable buoyancy, variable volume airships
    • Variable buoyancy, hybrid thermal-gas (Rozière) airships
    • Variable buoyancy propulsion airships / aircraft
  • Semi-buoyant hybrid air vehicles
    • Semi-buoyant, hybrid airships
    • Semi-buoyant, airplane / airship hybrids (Dynairship, Dynalifter, Megalifter)
    • Semi-buoyant, helicopter / airship hybrids (helistats, Dynastats, rotostats)
  • Stratospheric airships / High-Altitude Platform Stations (HAPS)
  • Personal gas airships
  • Thermal (hot air) airships
  • Electro-kinetically (EK) propelled airships
  • LTA drones
  • Unpowered aerostats
    • Tethered aerostats (kite balloons)
    • Tethered manned aerostats
    • Tethered LTA wind turbines
    • Tethered heavy lift balloons
    • Free-flying high-altitude balloons 

Within each category, each page of the table is titled with the name of the airship type category and is numbered (P2.x), where P2 = Modern Airships – Part 2 and x = the sequential number of the page in that category.  For example, “Conventional, rigid airships (P2.2)” is the page title for the second page in the “Conventional, rigid airships” category in Part 2.  There also are conventional, rigid airships addressed in Modern Airships – Part 1. Within a category, the airships are listed in the graphic tables in approximate chronological order. 

Links to the individual Part 2 articles on these airships are provided in Section 10.  Some individual articles cover more than one particular airship. Have fun exploring!

3. Assessment of near-term LTA market prospects

Among the airships described in Part 2, the following advanced airship seems to be the best candidate for achieving type certification in the next five years:

  • Flying Whales (France): The LCA60T rigid cargo airship was significantly redesigned in 2021, which resulted in a considerable schedule delay. In March 2023, Flying Whales reported that they expected to complete construction and flight testing of the first production prototype in the 2024 – 2025 timeframe, followed by EASA certification and start of industrial production in 2026.  The project appears to be well funded from diverse international sources in France, Canada, China and Morocco. Full-scale production facilities are planned in France, China and Canada and commercial airship operating infrastructure is being planned.
  • Hybrid Air Vehicles (UK): The Airlander 10 commercial passenger / cargo hybrid airship is being developed by HAV  based on their experience with the Airlander 10 prototype, which flew from 2016 to 2017. In 2022, Valencia, Spain-based Air Nostrum, which operates regional flights, ordered 10 Airlander 10 aircraft, with delivery scheduled for 2026. Also in 2022, Highlands and Islands Airport (HIAL) sponsored a study for introducing the Airlander 10 in Scotland. In April 2023, the regional UK government of South Yorkshire concluded a financial agreement that is expected to lead to the Airlander 10 being manufactured in Doncaster, in the north of England.  Things are moving in the right direction. In March 2023, HAV reported that manufacturing of the first production airship will start in 2023, followed by first flight in 2025 and service entry in 2027.

The following airship manufacturers in Part 2 have advanced designs and they seem to be ready to manufacture a first prototype if they can arrange funding: 

  • Aerovehicles (USA / Argentina): They claim their AV-10 non-rigid, multi-mission blimp can carry a 10 metric ton payload and be type certified within existing regulations for blimps. This should provide a lower-risk route to market for an airship with an operational capability that does not exist today.
  • Atlas LTA Advanced Technology (Israel): After acquiring the Russian firm Augur RosAeroSystems in 2018, Atlas is continuing to develop the ATLANT variable buoyancy, fixed volume heavy lift airship.  They also are developing a new family of non-rigid Atlas-6 and -11 blimps and unmanned variants.  However, the development plans and schedules have not yet been made public.
  • BASI (Canada): The firm has a well-developed design in the MB-30T and a fixed-base operating infrastructure design that seems to be well suited for their primary market in the Arctic.
  • Euro Airship (France):  The firm reports having production-ready plans for their rigid airship designs. In June 2023, Euro Airship announced plans to build and fly a large rigid airship known as Solar Airship One around the world in 2026.
  • Millennium Airship (USA & Canada): The firm has well developed designs for their SF20T and SF50T SkyFreighters, has identified its industrial team for manufacturing, and has a business arrangement with SkyFreighter Canada, Ltd., which would become a future operator of SkyFreighter airships in Canada.  In addition, their development plan defines the work needed to build and certify a prototype and a larger production airship.

The promising airships in Part 2, listed above, will be competing in the worldwide airship market with candidates identified in Modern Airships – Part 1, which potentially could enter the market in the same time frame. Among the new airships described in Part 1, the following advanced airship seems to be the best candidates for achieving type certification in the next five years:

  • LTA Research and Exploration (USA): Pathfinder 1 rigid airship, which is expected to make its first flight in early 2024. The program appears to be well funded. 

The following airship manufacturers in Part 1 have advanced designs and they seem to be ready to manufacture a first commercial prototype if they can arrange adequate funding: 

  • AT2 Aerospace (USA): Their Z1 hybrid airship formerly was known as the Lockheed Martin LMH-1. In May 2023, Lockheed Martin exited the hybrid airship business without completing type certification and transitioned that business, including intellectual property and related assets, to the newly formed, commercial company ATAerospace.  In June, Straightline Aviation (a former LMH-1 customer) signed a Letter of Intent with ATAerospace, signaling commercial support for the Z1 hybrid airship.  
  • Aeros (USA): It seems that Aeros has been ready for more than a decade to begin type certification and manufacture a prototype of their Aeroscraft ML866 / Aeroscraft Gen 2 variable buoyancy / fixed volume airship.  The firm has reported successful subsystem tests.

For decades, there have been many ambitious projects that intended to operate an airship as a pseudo-satellite, carrying a heavy payload while maintaining a geo-stationary position in the stratosphere on a long-duration mission (days, weeks, to a year or more).  None were successful.  This led NASA in 2014 to plan the 20-20-20 airship challenge: 20 km altitude, 20 hour flight, 20 kg payload.  The challenge never occurred, but it highlighted the difficulty of developing an airship as a persistent pseudo-satellite.  The most promising new stratospheric airship manufacturers identified in Part 2 are:

  • Sceye Inc. (USA):  This small firm has built a headquarters and manufacturing facility in New Mexico. Since 2017, it has been developing a mid-size, multi-mission stratospheric airship aimed at demonstrating the ability to deliver communications services to users living in remote regions. A sub-scale vehicle first flew in 2017. Short-duration flights of a prototype stratospheric airship have been conducted since 2021.
  • Thales Alenia Space (France): The firm is developing the multi-mission Stratobus.  Their latest round of funding from France’s defense procurement agency called for a full-scale, autonomous Stratobus demonstrator airship to fly by the end of 2023, five years later than another demonstrator that was ordered in the original 2016 Stratobus contract, but not built. Thales Alenia Space missed the end of 2023 target and an updated schedule has not yet been announced.

China remains an outlier after the 2015 flight of the Yuanmeng stratospheric airship developed by Beijing Aerospace Technology Co. & BeiHang.  The current status of the Chinese stratospheric airship development program is not described in public documents.

Among the many smaller airships identified in Part 2, the following manufacturers could have their airships flying by the mid 2020s if adequate funding becomes available.

  • Dirisolar (France): The firm has a well-developed design for their five passenger DS 1500, which is intended initially for local air tourism, but can be configured for other missions.  When funding becomes available, it seems that they’re ready to go.
  • A-NSE (France):  The firm offers a range of aerostat and small airships, several with a novel tri-lobe, variable volume hull design.  Such aerostats are operational now, and a manned tri-lobe airship could be flying later in the 2020s.

There has been a proliferation of small LTA drone blimps and other small LTA drone vehicles.  Some were developed initially for military surveillance applications, but all are configurable and could be deployed in a range of applications. Some enterprising LTA drone developers also are developing value-adding applications and are offering information services, rather than simply selling a drone to be operated by a customer.

The 2020s will be an exciting time for the airship industry.  We’ll finally get to see if the availability of several different heavy-lift airships with commercial type certificates will be enough to open a new era in airship transportation. Aviation regulatory agencies need to help reduce investment risk by reducing regulatory uncertainty and putting in place an adequate regulatory framework for the wide variety of advanced airships being developed.  Customers with business cases for airship applications need to step up, place firm orders, and then begin the pioneering task of employing their airships and building a worldwide airship transportation network with associated ground infrastructure.  This will require consistent investment over the next decade or more before a basic worldwide airship transportation network is in place to support the significant use of commercial airships in cargo and passenger transportation and other applications. Perhaps then we’ll start seeing the benefits of airships as a lower environmental impact mode of transportation and a realistic alternative to fixed-wing aircraft, seaborne cargo vessels and heavy, long-haul trucks.

4. Links to the individual articles

The following links will take you to the individual articles that address all of the airships identified in the preceding graphic table.

Note that a few of these articles address more than one airship design from the same manufacturer / designer and they may be in different categories (i.e., Augur RosAeroSystems, Atlas LTA Advanced Technology). These designs are listed separately in the above graphic tables and the following index. The links listed below will take you to the same article.

CONVENTIONAL AIRSHIPS

Conventional, rigid airships

Conventional, semi-rigid airships

Conventional, non-rigid airships (blimps)

VARIABLE BUOYANCY AIRSHIPS

Variable buoyancy, fixed volume airships

Variable buoyancy, variable vacuum airships

Variable buoyancy, variable volume airships

Variable buoyancy, hybrid thermal-gas (Rozière) airships

Variable buoyancy propulsion airships

SEMI-BUOYANT AIR VEHICLES

Semi-buoyant, hybrid airships

Semi-buoyant, airplane / airship hybrids

Semi-buoyant, helicopter / airship hybrids

STRATOSPHERIC AIRSHIPS / HIGH-ALTITUDE PLATFORM STATIONS (HAPS)

PERSONAL GAS AIRSHIPS

THERMAL (HOT AIR) AIRSHIPS

ELECTRO-KINETICALLY (EK) PROPELLED AIRSHIPS

LTA DRONES

UNPOWERED AEROSTATS

Tethered aerostats (Kite balloons)

Tethered manned aerostats

Tethered LTA wind turbines

Tethered heavy lift balloons

Free-flying high-altitude balloons

Airbus Delivers its 10,000th Aircraft

Peter Lobner

Airbus was founded on 18 December 1970 and delivered its first aircraft, an A300B2, to Air France on 10 May 1974. This was the world’s first twin-engine, wide body (two aisles) commercial airliner, beating Boeing’s 767, which was not introduced into commercial service until September 1982. The A300 was followed in the early 1980s by a shorter derivative, the A310, and then, later that decade, by the single-aisle A320. The A320 competed directly with the single-aisle Boeing 737 and developed into a very successful family of single-aisle commercial airliners: A318, A319, A320 and A321.

On 14 October 2016, Airbus announced the delivery of its 10,000th aircraft, which was an A350-900 destined for service with Singapore Airlines.

EVE-1236Source: Airbus

In their announcement, Airbus noted:

“The 10,000th Airbus delivery comes as the manufacturer achieves its highest level of production ever and is on track to deliver at least 650 aircraft this year from its extensive product line. These range from 100 to over 600 seats and efficiently meet every airline requirement, from high frequency short haul operations to the world’s longest intercontinental flights.”

You can read the complete Airbus press release at the following link:

http://www.airbus.com/presscentre/pressreleases/press-release-detail/detail/-9b32c4364a/

As noted previously, Airbus beat Boeing to the market for twinjet, wide-body commercial airliners, which are the dominant airliner type on international and high-density routes today. Airbus also was an early adopter of fly-by-wire flight controls and a “glass cockpit”, which they first introduced in the A320 family.

In October 2007, the ultra-large A380 entered service, taking the honors from the venerable Boeing 747 as the largest commercial airliner.   Rather than compete head-to-head with the A380, Boeing opted for stretching its 777 and developing a smaller, more advanced and more efficient, all-composite new airliner, the 787, which was introduced in airline service 2011.

Airbus countered with the A350 XWB in 2013. This is the first Airbus with fuselage and wing structures made primarily of carbon fiber composite material, similar to the Boeing 787.

The current Airbus product line comprises a total of 16 models in four aircraft families: A320 (single aisle), A330 (two aisle wide body), A350 XWB (two aisle wide body) and A380 (twin deck, two aisle wide body). The following table summarizes Airbus commercial jet orders, deliveries and operational status as of 30 November 2016.

Airbus orders* Includes all models in this family. Source: https://en.wikipedia.org/wiki/Airbus

Boeing is the primary competitor to Airbus. Boeing’s first commercial jet airliner, the 707, began commercial service Pan American World Airways on 26 October 1958. The current Boeing product line comprises five airplane families: 737 (single-aisle), 747 (twin deck, two aisle wide body), 767 (wide body, freighter only), 777 (two aisle wide body) and 787 (two aisle wide body).

The following table summarizes Boeing’s commercial jet orders, deliveries and operational status as of 30 June 2016. In that table, note that the Boeing 717 started life in 1965 as the Douglas DC-9, which in 1980 became the McDonnell-Douglas MD-80 (series) / MD-90 (series) before Boeing acquired McDonnell-Douglas in 1997. Then the latest version, the MD-95, became the Boeing 717.

Boeing commercial order status 30Jun2016

Source: https://en.wikipedia.org/wiki/Boeing_Commercial_Airplanes

Boeing’s official sales projections for 2016 are for 740 – 745 aircraft. Industry reports suggest a lower sales total is more likely because of weak worldwide sales of wide body aircraft.

Not including the earliest Boeing models (707, 720, 727) or the Douglas DC-9 derived 717, here’s how the modern competition stacks up between Airbus and Boeing.

Single-aisle twinjet:

  • 12,805 Airbus A320 family (A318, A319, A320 and A321)
  • 14,527 Boeing 737 and 757

Two-aisle twinjet:

  • 3,260 Airbus A300, A310, A330 and A350
  • 3,912 Boeing 767, 777 and 787

Twin aisle four jet heavy:

  • 696 Airbus A340 and A380
  • 1,543 Boeing 747

These simple metrics show how close the competition is between Airbus and Boeing. It will be interesting to see how these large airframe manufacturers fare in the next decade as they face more international competition, primarily at the lower end of their product range: the single-aisle twinjets. Former regional jet manufacturers Bombardier (Canada) and Embraer (Brazil) are now offering larger aircraft that can compete effectively in some markets. For example, the new Bombardier C Series is optimized for the 100 – 150 market segment. The Embraer E170/175/190/195 families offer capacities from 70 to 124 seats, and range up to 3,943 km (2,450 miles).  Other new manufacturers soon will be entering this market segment, including Russia’s Sukhoi Superjet 100 with about 108 seats, the Chinese Comac C919 with up to 168 seats, and Japan’s Mitsubishi Regional Jet with 70 – 80 seats.

At the upper end of the market, demand for four jet heavy aircraft is dwindling. Boeing is reducing the production rate of its 747-8, and some airlines are planning to not renew their leases on A380s currently in operation.

It will be interesting to watch how Airbus and Boeing respond to this increasing competition and to increasing pressure for controlling aircraft engine emissions after the Paris Agreement became effective in November 2016.

Large Autonomous Vessels will Revolutionize the U.S. Navy

Peter Lobner

In this post, I will describe two large autonomous vessels that are likely to revolutionize the way the U.S. Navy operates. The first is the Sea Hunter, originally sponsored by Defense Advanced Projects Agency (DARPA), and the second is Echo Voyager developed by Boeing.

DARPA Anti-submarine warfare (ASW) Continuous Trail Unmanned Vessel (ACTUV)

ACTUV conceptSource: DARPA

DARPA explains that the program is structured around three primary goals:

  • Demonstrate the performance potential of a surface platform conceived originally as an unmanned vessel.
    • This new design paradigm reduces constraints on conventional naval architecture elements such as layout, accessibility, crew support systems, and reserve buoyancy.
    • The objective is to produce a vessel design that exceeds state-of-the art manned vessel performance for the specified mission at a fraction of the vessel size and cost.
  •  Advance the technology for unmanned maritime system autonomous operation.
    • Enable independently deploying vessels to conduct missions spanning thousands of kilometers of range and months of duration under a sparse remote supervisory control model.
    • This includes autonomous compliance with maritime laws and conventions for safe navigation, autonomous system management for operational reliability, and autonomous interactions with an intelligent adversary.
  • Demonstrate the capability of an ACTUV vessel to use its unique sensor suite to achieve robust, continuous track of the quietest submarine targets over their entire operating envelope.

While DARPA states that ACTUV vessel is intended to detect and trail quiet diesel electric submarines, including air-independent submarines, that are rapidly proliferating among the world’s navies, that detect and track capability also should be effective against quiet nuclear submarines. The ACTUV vessel also will have capabilities to conduct counter-mine missions.

The ACTUV program is consistent with the Department of Defense (DoD) “Third Offset Strategy,” which is intended to maintain U.S. military technical supremacy over the next 20 years in the face of increasing challenges from Russia and China. An “offset strategy” identifies particular technical breakthroughs that can give the U.S. an edge over potential adversaries. In the “Third Offset Strategy”, the priority technologies include:

  • Robotics and autonomous systems: capable of assessing situations and making decisions on their own, without constant human monitoring
  • Miniaturization: enabled by taking the human being out of the weapons system
  • Big data: data fusion, with advanced, automated filtering / processing before human involvement is required.
  • Advanced manufacturing: including composite materials and additive manufacturing (3-D printing) to enable faster design / build processes and to reduce traditionally long supply chains.

You can read more about the “Third Offset Strategy” at the following link:

http://breakingdefense.com/2014/11/hagel-launches-offset-strategy-lists-key-technologies/

You also may wish to read my 19 March 2016 post on Arthur C. Clarke’s short story “Superiority.” You can decide for yourself if it relates to the “Third Offset Strategy.”

Leidos (formerly SAIC) is the prime contractor for the ACTUV technology demonstrator vessel, Sea Hunter. In August 2012, Leidos was awarded a contract valued at about $58 million to design, build, and operationally test the vessel.

In 2014, Leidos used a 32-foot (9.8 meter) surrogate vessel to demonstrate the prototype maritime autonomy system designed to control all maneuvering and mission functions of an ACTUV vessel. The first voyage of 35 nautical miles (65.8 km) was conducted in February 2014. A total of 42 days of at-sea demonstrations were conducted to validate the autonomy system.

Sea Hunter is an unarmed 145-ton full load displacement, diesel-powered, twin-screw, 132 foot (40 meters) long, trimaran that is designed to a wide range of sea conditions. It is designed to be operational up to Sea State 5 [moderate waves to 6.6 feet (2 meters) height, winds 17 – 21 knots] and to be survivable in Sea State 7 [rough weather with heavy waves up to 20 feet (6 meters) height]. The vessel is expected to have a range of about 3,850 miles (6,200 km) without maintenance or refueling and be able to deploy on missions lasting 60 – 90 days.

Sea Hunter side view cropSource: DARPA

Raytheon’s Modular Scalable Sonar System (MS3) was selected as the primary search and detection sonar for Sea Hunter. MS3 is a medium frequency sonar that is capable of active and passive search, torpedo detection and alert, and small object avoidance. In the case of Sea Hunter, the sonar array is mounted in a bulbous housing at the end of a fin that extends from the bottom of the hull; looking a bit like a modern, high-performance sailboat’s keel.

Sea Hunter will include sensor technologies to facilitate the correct identification of surface ships and other objects on the sea surface. See my 8 March 2015 post on the use of inverse synthetic aperture radar (ISAR) in such maritime surveillance applications.

During a mission, an ACTUV vessel will not be limited by its own sensor suit. The ACTUV vessel will be linked via satellite to the Navy’s worldwide data network, enabling it to be in constant contact with other resources (i.e., other ships, aircraft, and land bases) and to share data.

Sea Hunter was built at the Vigor Shipyard in Portland, Oregon. Construction price of the Sea Hunter is expected to be in the range from $22 to $23 million. The target price for subsequent vessels is $20 million.

You can view a DARPA time-lapse video of the construction and launch of Sea Hunter at the following link:

http://www.darpa.mil/attachments/ACTUVTimelapseandWalkthrough.mp4

Sea Hunter launch 1Source: DARPA

Sea Hunter lauunch 2Source: DARPA

In the above photo, you can see on the bottom of the composite hull, just forward of the propeller shafts, what appears to be a hatch. I’m just speculating, but this may be the location of a retractable sonar housing, which is shown in the first and second pictures, above.

You can get another perspective of the launch and the subsequent preliminary underway trials in the Puget Sound in the DARPA video at the following link:

http://www.darpa.mil/attachments/ACTUVTimelapseandWalkthrough.mp4

During the speed run, Sea Hunter reached a top speed of 27 knots. Following the preliminary trials, Sea Hunter was christened on 7 April 2016. Now the vessel starts an operational test phase to be conducted jointly by DARPA and the Office of Naval Research (ONR). This phase is expected to run through September 2018.

DARPA reported that it expects an ACTUV vessel to cost about $15,000 – $20,000 per day to operate. In contrast, a manned destroyer costs about $700,000 per day to operate.

The autonomous ship "Sea Hunter", developed by DARPA, is shown docked in Portland, Oregon before its christening ceremonySource: DARPA

You can find more information on the ACTUV program on the DARPA website at the following link:

http://www.darpa.mil/news-events/2016-04-07

If ACTUV is successful in demonstrating the expected search and track capabilities against quiet submarines, it will become the bane of submarine commanders anywhere in the world. Imagine the frustration of a submarine commander who is unable to break the trail of an ACTUV vessel during peacetime. During a period of conflict, an ACTUV vessel may quickly become a target for the submarine being trailed. The Navy’s future conduct of operations may depend on having lots of ACTUV vessels.

28 July 2016 update: Sea Hunter ACTUV performance testing

On 1 May 2016, Sea Hunter arrived by barge in San Diego and then started initial performance trial in local waters.

ACTUV in San Diego BaySource: U.S. Navy

You can see a video of Sea Hunter in San Diego Bay at the following link:

https://news.usni.org/2016/05/04/video-navys-unmanned-sea-hunter-arrives-in-san-diego

On 26 July 2016, Leidos reported that it had completed initial performance trials in San Diego and that the ship met or surpassed all performance objectives for speed, maneuverability, stability, seakeeping, acceleration, deceleration and fuel consumption. These tests were the first milestone in the two-year test schedule.

Leidos indicated that upcoming tests will exercise the ship’s sensors and autonomy suite with the goals of demonstrating maritime collision regulations compliance capability and proof-of-concept for different Navy missions.

4 October 2018 update:  DARPA ACTUV program completed.  Sea Hunter testing and development is being continued by the Office of Naval Research

In January 2018, DARPA completed the ACTUV program and the Sea Hunter was transferred to the Office of Naval Research (ONR), which is continuing to operate the technology demonstration vessel under its Medium Displacement Unmanned Surface Vehicle (MDUSV) program.  You can read more about the transition of the DARPA program to ONR here:
 
 
It appears that ONR is less interested in the original ACTUV mission and more interested in a general-purpose “autonomous truck” that can be configured for a variety of missions while using the basic autonomy suite demonstrated on Sea Hunter.  In December 2017, ONR awarded Leidos a contract to build the hull structure for a second autonomous vessel that is expected to be an evolutionary development of the original Sea Hunter design.  You can read more about this ONR contract award here:
 

Echo Voyager Unmanned Underwater Vehicle (UUV)

Echo Explorer - front quarter viewSource: BoeingEcho Explorer - top openSource: Boeing

Echo Voyager is the third in a family of UUVs developed by Boeing’s Phantom Works. The first two are:

  • Echo Ranger (circa 2002): 18 feet (5.5 meters) long, 5 tons displacement; maximum depth 10,000 feet; maximum mission duration about 28 hours
  • Echo Seeker (circa 2015): 32 feet (9.8 meter) long; maximum depth 20,000 feet; maximum mission duration about 3 days

Both Echo Ranger and Echo Seeker are battery powered and require a supporting surface vessel for launch and recovery at sea and for recharging the batteries. They successfully have demonstrated the ability to conduct a variety of autonomous underwater operations and to navigate safely around obstacles.

Echo Voyager, unveiled by Boeing in Huntington Beach, CA on 10 March 2016, is a much different UUV. It is designed to deploy from a pier, autonomously conduct long-duration, long-distance missions and return by itself to its departure point or some other designated destination. Development of Echo Voyager was self-funded by Boeing.

Echo Voyager is a 50-ton displacement, 51 foot (15.5 meters) long UUV that is capable of diving to a depth of 11,000 feet (3,352 meters). It has a range of about 6,500 nautical miles (12,038 km), and is expected to be capable of autonomous operations for three months or more. The vessel is designed to accommodate various “payload sections” that can extend the length of the vessel up to a maximum of 81 feet (24.7 meters).

You can view a Boeing video on the Echo Voyager at the following link:

https://www.youtube.com/watch?v=L9vPxC-qucw

The propulsion system is a hybrid diesel-electric rechargeable system. Batteries power the main electric motor, enabling a maximum speed is about 8 knots. Electrically powered auxiliary thrusters can be used to precisely position the vessel at slow speed. When the batteries require recharging,

The propulsion system is a hybrid diesel-electric rechargeable system. Batteries power the main electric motor, enabling a maximum speed is about 8 knots. Electrically powered auxiliary thrusters can be used to precisely position the vessel at slow speed. When the batteries require recharging, Echo Voyager will rise toward the surface, extend a folding mast as shown in the following pictures, and operate the diesel engine with the mast serving as a snorkel. The mast also contains sensors and antennae for communications and satellite navigation.

Echo Explorer - mast extendingSource: screenshot from Boeing video at link aboveEcho Explorer - snorkelingSource: screenshot from Boeing video at link above

The following image, also from the Boeing video, shows deployment of a payload onto the seabed.Echo Explorer - emplacing on seabedSource: screenshot from Boeing video at link above

Initial sea trials off the California coast were conducted in mid-2016.

Boeing currently does not have a military customer for Echo Voyager, but foresees the following missions as being well-suited for this type of UUV:

  • Surface and subsurface intelligence, surveillance, and reconnaissance (ISR)
  • ASW search and barrier patrol
  • Submarine decoy
  • Critical infrastructure protection
  • Mine countermeasures
  • Weapons platform

Boeing also expects civilian applications for Echo Voyager in offshore oil and gas, marine engineering, hydrography and other scientific research.

4 October 2018 update:  Progress in Echo Voyager development

Echo Voyager is based at a Boeing facility in Huntington Beach, CA.  In June 2018, Boeing reported that Echo Voyager had returned to sea for a second round of testing.  You can read more on Echo Voyager current status and the Navy’s plans for future large UUVs here:

http://www.latimes.com/business/la-fi-boeing-echo-voyager-20180623-story.html

Echo Voyager operating near the surface with mast extended. Source.  Boeing