Canadian Operations
Millennium   Airship   will   operate   two   wholly   owned   subsidiaries   in   Canada   which   will   be   the major    hubs    for    western    and    eastern    Canada.     The    western    hub    will    be    located    in Edmonton,   Alberta,   and   the   eastern   hub   will   be   in   Churchill,   Manitoba.    Each   of   these companies   will   operate   self   sufficient   subsidiaries   to   market,   operate   and   maintain   the aircraft   in   their   regions.    In   addition,   they   will   have   flight   centers   located   further   north from which aircraft will be staged to the areas where goods and services are needed.
  The Edmonton operation will be incorporated into an existing plan called Port Alberta. 
Port   Alberta   is   staged   to   become   the   new   gateway   for   cargo   transportation   combining   air, rail, and road transportation infrastructure at a single point
Edmonton International Airport
.
       Edmonton   International   Airport   is   the   ideal   location   for   such   an   enterprise.   Located   at the   heart   of   one   of   the   most   vibrant   economies   in   the   world,   Edmonton   International   is Canada�s    fastest    growing    (by    passenger)    and    largest    (by    area)    major    airport    in Canada.    Edmonton    International    has    access    to    enough    developable    land    and    is strategically    located    at    the    crossroads    of    major    air,    surface,    rail    and    shipping transportation routes including the Port of Prince Rupert and the Port of Vancouver.
   Port Alberta, with all of its potential, doesn't exist yet. But building has begun.
13,000 sq. meters of dedicated new cargo apron in 2007
3,000 acres under development plan for 2008
    Port   Alberta   where   opportunity,   location   and   potential   combine   to   provide   cost-effective, superior   manufacturing,   distribution   and   supply   chain   management   networks   for   both cargo and passenger traffic. 
    MAS   has   already   had   preliminary   discussions   with   the   Edmonton   International   Airport authorities    about    being    located    within    the    airport    area    and    the    reception    has    been exciting.  
     MAS    is    in    the    process    of    forming    teaming    arrangements    with    freight    forwarding companies and investment groups to form the nucleus of the Canadian operation.
Flight Operations
    It   is   the   intent   of   MAS   to   either   acquire   all   or   portions   of   one   of   the   few   existing   air vehicle   flight   operation   companies   that   currently   exist.    That   decision   will   only   be   made once   we   have   gathered   more   specific   flight   characteristics   and   operational   expectations from   our   engineering   staff.    It   is   a   high   probability   that   our   flight   operation   arm   will   be created   from   the   ground   up   as   this   type   and   use   of   our   air   vehicles   is   so   different   from those currently in existence.
    Upon   funding,   MAS   will   immediately   begin   trade   studies   identifying   those   elements   in existence   for   small   or   medium   size   airline   flight   operations   that   would   fit   our   business model.    That   model   being   the   slow   build-up   of   air   vehicles   over   an   extended   period   of years,    with    as    high    as    10    operational    air    vehicles    by    the    end    of    the    first    year    of commercial operation to 100 operational air vehicles at the end of the first five years.
    As   we   have   expectations   of   needing   3   flight   crews   per   air   vehicle   (pilot,   co-pilot   and   load master)    to    meet    our    expectations    of    a    minimum    of    sixty    percent    (60%)    in-flight operations,    we    know    that    we    will    be    needing    to    build    a    robust    pilot    training    and certification   program.    However   this   program   cannot   be   developed   without   working   hand in   hand   with   Lockheed   Martin   during   the   final   production   design,   production   build   and initial flight test programs.
    The   long-term   plan   is   to   have   a   central   training   facility   co-located   with   our   first   Depot Maintenance   Facility   where   we   would   bring   our   new   air   vehicles   in   for   sea   trials�   and flight   certification   for   that   air   vehicle   and   crews.   This   facility   would   include   a   simulator, crew training classrooms and housing facilities.
Freight Operations
    Working   closely   with   our   existing   freight   operations   partners,   we   would   identify   a   logical and   logistically   acceptable   location   from   which   to   stage   our   freight   uploading   activities.  As   we   believe   that   the   customer   base   already   exists   in   Canada   for   using   our   freight moving   system,   we   only   need   to   direct   the   goods   needing   transport   to   our   central   loading facility.    It   would   be   best   if   this   could   be   co-located   with   the   Depot   Maintenance   facility   in the   event   an   air   vehicle   needs   un-planned   maintenance   that   cannot   be   accomplished while in flight or at a remote landing sight.
    Load   Master   training   and   certification   will   be   required.    It   will   be   co-located   at   our   Depot Maintenance   and   Flight   Training   Operations   center.    We   will   have   a   mock-up   of   the   cargo bay   that   can   be   re-located   to   different   styles   of   landing   sites   for   as   realistic   training scenarios as possible.
  Styles of landing sites:
Flat partially manicured fields          
Ability to be either wet or dry
Natural lighting or minimal mechanical lighting
1 to 3 foot moguls or stumps or debris
Amphibious capability
Natural lighting or minimal mechanical lighting
Field Maintenance Activities
    Upon   funding,   MAS   will   begin   discussions   with   Lockheed   Martin   on   what   types   of preventive   maintenance   activities   can   be   accomplished   while   in   flight   or   while   the   air vehicle   is   on-loading   or   off-loading   freight.    These   types   of   activities   will   be   based   on   final flight   system   hardware   selections   and   can   be   discussed   and   planned   during   the   initial months   after   Lockheed   go   ahead.    These   activities   are   important   to   know   early   in   the program as we negotiate final warranty specifications for our air vehicles.
     MAS    will    also    identify    and    create    maintenance    documents    for    emergency    repair operations   for   major   flight   control   system   that   may   need   repair   whether   in-flight,   at   a remote    site    or    at    an    emergency-landing    site.     Until    final    production    drawings    are complete, this activity can be discussed and planned but entirely defined.
Depot Maintenance Activities
     Early    discussions    indicate    that    each    air    vehicle    will    need    four    weeks    of    yearly maintenance    activities    at    a    Depot    facility.     As    production    drawings    are    complete, production    and    flight    certification    programs    mature,    the    duration    may    fluctuate    one direction   or   other   (less   time   is   best   for   us   as   an   operator   as   this   allows   us   to   be   moving freight).    At   this   juncture,   MAS   has   planned   for   a   depot   facility   that   will   work   a   two-shift operation   that   would   cut   the   time   an   air   vehicle   is   in   preventive   maintenance   to   no   more than two weeks. 
    The   most   important   element   in   depot   planning   is   how   much   maintenance   must   be   done in   the   hanger   VICE   tied   down   next   to   the   facility.    Obviously,   the   less   hanger   time   an   air vehicle   would   need,   the   larger   the   number   of   air   vehicles   one   hanger   could   manage   in   a 12-month   period.    Preliminary   concept   design   of   this   facility   has   been   developed   but   will not   be   matured   until   final   design   of   the   HHLAV   is   complete.    With   flight   test   and   air vehicle   certification   estimated   to   be   complete   no   sooner   than   the   end   of   2010,   there   is adequate   time   to   plan,   secure   land   and   permits   and   have   this   depot   facility   ready   for   the first deployed air vehicles.
Proceed to
:
Copyright © 2017
Millennium Airship Inc/SkyFreighter Canada, Ltd
Canadian Operations
Millennium   Airship   will   operate   two   wholly   owned   subsidiaries   in Canada   which   will   be   the   major   hubs   for   western   and   eastern Canada.    The   western   hub   will   be   located   in   Edmonton,   Alberta, and   the   eastern   hub   will   be   in   Churchill,   Manitoba.    Each   of these    companies    will    operate    self    sufficient    subsidiaries    to market,   operate   and   maintain   the   aircraft   in   their   regions.    In addition,   they   will   have   flight   centers   located   further   north   from which   aircraft   will   be   staged   to   the   areas   where   goods   and services are needed.
    The   Edmonton   operation   will   be   incorporated   into   an   existing plan called Port Alberta. 
Port   Alberta   is   staged   to   become   the   new   gateway   for   cargo transportation    combining    air,    rail,    and    road    transportation infrastructure at a single point
Edmonton International Airport
.
       Edmonton   International   Airport   is   the   ideal   location   for   such an   enterprise.   Located   at   the   heart   of   one   of   the   most   vibrant economies   in   the   world,   Edmonton   International   is   Canada�s fastest   growing   (by   passenger)   and   largest   (by   area)   major airport    in    Canada.    Edmonton    International    has    access    to enough    developable    land    and    is    strategically    located    at    the crossroads   of   major   air,   surface,   rail   and   shipping   transportation routes    including    the    Port    of    Prince    Rupert    and    the    Port    of Vancouver.
       Port   Alberta,   with   all   of   its   potential,   doesn't   exist   yet. But building has begun.
13,000 sq. meters of dedicated new cargo apron in 2007
3,000 acres under development plan for 2008
    Port   Alberta   where   opportunity,   location   and   potential   combine to   provide   cost-effective,   superior   manufacturing,   distribution and   supply   chain   management   networks   for   both   cargo   and passenger traffic. 
     MAS    has    already    had    preliminary    discussions    with    the Edmonton   International   Airport   authorities   about   being   located within the airport area and the reception has been exciting.  
    MAS   is   in   the   process   of   forming   teaming   arrangements   with freight   forwarding   companies   and   investment   groups   to   form the nucleus of the Canadian operation.
Flight Operations
    It   is   the   intent   of   MAS   to   either   acquire   all   or   portions   of   one of   the   few   existing   air   vehicle   flight   operation   companies   that currently   exist.    That   decision   will   only   be   made   once   we   have gathered    more    specific    flight    characteristics    and    operational expectations   from   our   engineering   staff.    It   is   a   high   probability that   our   flight   operation   arm   will   be   created   from   the   ground   up as   this   type   and   use   of   our   air   vehicles   is   so   different   from those currently in existence.
     Upon    funding,    MAS    will    immediately    begin    trade    studies identifying   those   elements   in   existence   for   small   or   medium   size airline   flight   operations   that   would   fit   our   business   model.    That model   being   the   slow   build-up   of   air   vehicles   over   an   extended period   of   years,   with   as   high   as   10   operational   air   vehicles   by the    end    of    the    first    year    of    commercial    operation    to    100 operational air vehicles at the end of the first five years.
    As   we   have   expectations   of   needing   3   flight   crews   per   air vehicle     (pilot,     co-pilot     and     load     master)     to     meet     our expectations   of   a   minimum   of   sixty   percent   (60%)   in-flight operations,   we   know   that   we   will   be   needing   to   build   a   robust pilot   training   and   certification   program.    However   this   program cannot    be    developed    without    working    hand    in    hand    with Lockheed   Martin   during   the   final   production   design,   production build and initial flight test programs.
    The   long-term   plan   is   to   have   a   central   training   facility   co- located    with    our    first    Depot    Maintenance    Facility    where    we would   bring   our   new   air   vehicles   in   for   sea   trials�   and   flight certification   for   that   air   vehicle   and   crews.   This   facility   would include    a    simulator,    crew    training    classrooms    and    housing facilities.
Freight Operations
    Working   closely   with   our   existing   freight   operations   partners, we   would   identify   a   logical   and   logistically   acceptable   location from   which   to   stage   our   freight   uploading   activities.    As   we believe   that   the   customer   base   already   exists   in   Canada   for using   our   freight   moving   system,   we   only   need   to   direct   the goods   needing   transport   to   our   central   loading   facility.    It   would be   best   if   this   could   be   co-located   with   the   Depot   Maintenance facility     in     the     event     an     air     vehicle     needs     un-planned maintenance   that   cannot   be   accomplished   while   in   flight   or   at   a remote landing sight.
    Load   Master   training   and   certification   will   be   required.    It   will be   co-located   at   our   Depot   Maintenance   and   Flight   Training Operations   center.    We   will   have   a   mock-up   of   the   cargo   bay that   can   be   re-located   to   different   styles   of   landing   sites   for   as realistic training scenarios as possible.
  Styles of landing sites:
Flat partially manicured fields          
Ability to be either wet or dry
Natural lighting or minimal mechanical lighting
1 to 3 foot moguls or stumps or debris
Amphibious capability
Field Maintenance Activities
     Upon    funding,    MAS    will    begin    discussions    with    Lockheed Martin   on   what   types   of   preventive   maintenance   activities   can be   accomplished   while   in   flight   or   while   the   air   vehicle   is   on- loading   or   off-loading   freight.    These   types   of   activities   will   be based   on   final   flight   system   hardware   selections   and   can   be discussed   and   planned   during   the   initial   months   after   Lockheed go   ahead.    These   activities   are   important   to   know   early   in   the program   as   we   negotiate   final   warranty   specifications   for   our   air vehicles.
    MAS   will   also   identify   and   create   maintenance   documents   for emergency   repair   operations   for   major   flight   control   system that   may   need   repair   whether   in-flight,   at   a   remote   site   or   at   an emergency-landing    site.     Until    final    production    drawings    are complete,    this    activity    can    be    discussed    and    planned    but entirely defined.
Depot Maintenance Activities
    Early   discussions   indicate   that   each   air   vehicle   will   need   four weeks   of   yearly   maintenance   activities   at   a   Depot   facility.    As production    drawings    are    complete,    production    and    flight certification   programs   mature,   the   duration   may   fluctuate   one direction   or   other   (less   time   is   best   for   us   as   an   operator   as this   allows   us   to   be   moving   freight).    At   this   juncture,   MAS has   planned   for   a   depot   facility   that   will   work   a   two-shift operation    that    would    cut    the    time    an    air    vehicle    is    in preventive maintenance to no more than two weeks. 
    The   most   important   element   in   depot   planning   is   how   much maintenance   must   be   done   in   the   hanger   VICE   tied   down   next to   the   facility.    Obviously,   the   less   hanger   time   an   air   vehicle would   need,   the   larger   the   number   of   air   vehicles   one   hanger could    manage    in    a    12-month    period.     Preliminary    concept design   of   this   facility   has   been   developed   but   will   not   be matured   until   final   design   of   the   HHLAV   is   complete.    With flight    test    and    air    vehicle    certification    estimated    to    be complete   no   sooner   than   the   end   of   2010,   there   is   adequate time   to   plan,   secure   land   and   permits   and   have   this   depot facility ready for the first deployed air vehicles.
Proceed to
:
Copyright © 2017
Millennium Airship Inc/SkyFreighter Canada, Ltd