Technical requirements for the SkyFreighter as defined by our customers
    The   technical   section,   provided   by   Millennium   Airship   Inc.   (MAS),   first   addresses   the must   have   system   attributes   required   to   meet   overall   customer   system   requirements identified by their top level requirements.
Notional System Concept
    MAS   recognize   that   the   world   requires   a   revolutionary   hybrid   heavy   lift   Airship   to fulfill   21st   Century   transformation   mission   requirements.   These   requirements   result in   the   need   for   an   air   vehicle   that   can   provide   heavy   lift   global   reach   transport   of varying   weights,   sizes   and   volume.   MAS   will   start   with   a   50   ton   lift   vehicle   and   will base   the   production   of   larger   air   vehicles   on   future   demands;   however   we   have already   been   queried   on   a   500   ton   lift   vehicle.   Once   the   50   ton   vehicle   is   designed and   in   initial   testing   a   decision   will   be   made   on   larger   sizes.   The   SkyFreighter   50 ton aircraft proposed operating perimeters will be as follows:
     Cargo weight - 70 tons
     Cargo volume - 14 TEU's
     Maximum range - 2000 Nautical miles @ 50 ton payload
     Cruise speed - 80 kts
     Landing zone - 2000 ft diameter circle
     Fuel - Jet-A
     Obstacles - 3 foot (including water)
Global Distances or HHLAV Deployment Possibilities
    The   greatest   drawback   of   past   Airship   technology   has   been   the   need   for   a   ground   crew at   an   off-airport   reception   site   for   tethering   infrastructure   or   for   ballast   offsets   to   control air   vehicle   buoyancy   during   loading   and   unloading   or   ground   activities.   HHLAV   needs   none of    these    large    infrastructure    requirements    at    the    deployment    point    or    at    the    home operations   or   provisioning   end.   HHLAV   is   the   design   concept   for   a   state   of   the   art   LTA   air vehicle   developed   by   Millennium   Airship,   which   does   not   require   any   infrastructure   for landing or take off or loading and unloading operations.
Vehicle Objectives and Mission Description
    The   customer   will   participate   with   MAS   to   review   and   validate   the   critical   system attributes    to    meet    their    overall    requirements.    MAS    propose    these    generic    top    tier requirements   to   support   the   achievement   of   essential   customer   mission   priorities   for   this air vehicle.
Ballast Exchange
    Once   unloaded   the   HHLAV   should   be   able   to   fly   Very   light   under   altitude   controlling vectored   thrust   to   the   nearest   source,   which   could   be   many   hundreds   of   miles   away where   ballast   can   be   collected.   At   this   time,   we   are   anticipating   the   removal   of   re-cyclable materials   and   waste   from   environmentally   sensitive   and   remote   locations   on   the   return leg   of   each   freight   delivery.   In   the   event   that   this   cannot   occur,   we   anticipate   the   use   of water   bladders   that   can   be   loaded   at   the   remote   site   via   local   water   sources   and   stand alone pumping systems.
Ability to (Maintain) Position during Loading and Unloading
    HHLAV   will   be   equipped   with   an   undercarriage   capable   of   bearing   50-70   tons   of   cargo. Undercarriage    trade    studies    should    be    conducted    to    determine    the    best    materials, architecture,   and   geometry   for   load   bearing   and   salt-water   immersion   requirements   to   be used   on   HHLAV.   Analysis   will   also   be   done   to   optimize   the   undercarriage   strength   for rough    terrain    to    ensure    the    gear    will    tolerate    the    landing    zone    conditions    to    be encountered   at   a   given   point   of   insertion   (minimum   3-foot   obstacle   clearance).   However, it   is   presumed   that   no   undercarriage   system   of   a   HHLAV   air   vehicle   will   survive   even   a Short   Take   Off/Vertical   Landing   (STOVL)   landing   that   makes   contact   with   3+   foot   high obstacles when the air vehicle weighs 50+ tons.
Low-Speed Controlled Maneuver
    To   meet   operational   requirements,   the   HHLAV   air   vehicle   must   be   controllable   at   low speeds and under the control of the pilot.
Landing Site Flexibility
       Runway   infrastructures   are   not   required   for   the   HHLAV   as   the   lift   provided   by   the envelope   and   Thrust   Wings   capability   will   make   near   vertical   takeoff   and   landing   a   reality. HHLAV's   keel/hull   and   major   structural   components   should   be   constructed   primarily   of advanced   carbon   fiber   composite,   along   with   metal   components   necessary,   to   provide lightness,   rigidity   and   strength   as   well   as   ease   of   maintenance.   These   materials   will withstand   repeated   landings   into   unimproved   landing   sites,   including   vertical   obstacles   3- feet   high,   and   sea-state   3   sea   conditions   allowing   the   HHLAV   to   land   and   load   or   unload on either water or land, even in adverse conditions.
Ability to Operate in Adverse Weather
    HHLAV's   cockpit   should   be   equipped   with   all   standard   FAA   required   instrumentation including    satellite    weather    tracking    and    moving    map    equipment,    including    Terrain Avoidance     Warning     System     (TAWS),     and     advanced     redundant     integrated     flight management   system.   Thus   HHLAV   will   be   as   able   as   present   day   commercial   air   vehicle   to avoid   weather   systems.   HHLAV   air   vehicle   are   inherently   stable   in   flight   and   are   not subject   to   turbulence   in   the   same   manner   as   fixed   wing   air   vehicle.   The   massive   size   and slow   speed   of   the   air   vehicle   also   minimizes   buffeting   due   to   air   turbulence.   HHLAV   will   be lightning   protected.   Its   sheer   size   will   have   a   mitigating   effect   on   forces   placed   on   the vehicle itself.
       HHLAV   should   not   require   infrastructure   for   protection   during   normal   operations   or   for maintenance.   The   preferred   material   being   examined   for   HHLAV's   envelope   needs   to   deter atmospheric   pollutants   and   retain   its   flexibility   in   both   cold   and   hot   extreme   weather conditions.
Payload Volume
    Payload   size   is   an   important   system   attribute   priority.   Expected   load   size   and   weight depends   upon   the   finished   size   of   the   air   vehicle.   Interior   cargo   bay   space   can   be expanded    and    configured    to    fit    the    corresponding    size    and    needs    of    most    any transportation needs.
       HHLAV   models   are   expected   to   range   in   sizes   up   to   400+   feet   in   length   capable   of   lifting up   to   70   tons   of   fully   assembled   materiel   and   personnel.   Loading   bay   doors/ramps   front and   rear   will   be   proportionate   to   the   size   of   the   cargo   bay.   The   doors   will   provide   a shielded   access   to   the   cargo   bay   for   roll   on,   roll   off   operation.   The   side   doors   facilitate dockside loading and unloading.
Operating Speed
    HHLAV   is   expected   to   travel   at   speeds   up   to   100   mph   and   is   capable   of   traveling   up   to 2,000   total   miles   without   re-fueling;   HHLAV   realizes   significant   timesaving   in   turn-around time while fulfilling mission requirements.
Operating Altitude
    HHLAV's   standard   operating   altitude   of   10,000   feet   or   lower   will   not   require   cabin pressurization.   However,   it   should   be   able   to   operate   at   altitudes   as   high   as   20,000   feet with crew and passengers on supplemental oxygen.
Load and Unload Time
    The   time   required   to   load   or   unload   cargo   will   be   primarily   dependent   upon   the   size, amount   and   nature   of   the   cargo.   The   loadmaster   and   the   power/systems   engineer   to facilitate   the   process   as   well   as   reduce   docking   time   required   for   sea   operations   will oversee   loading   and   unloading.   Roll-on,   roll-off   and   ramp-pull   capabilities   both   front   and rear will facilitate speedy loading and unloading of cargo and personnel.
Mission-Tailorable Payload Area
    The   cargo   bay   should   be   built   to   be   mission   diverse   through   the   configuration   of motorized   blocked   pulley   systems,   paddock   tie-downs   and   container   lockdowns.   Baseline studies   should   be   done   for   the   fabrication   of   modular   sleeping,   kitchen,   and   restroom units   for   personnel   under   transport,   humanitarian   relief   efforts   and   ships   at   sea   re-supply efforts.   Additional   pre-fabricated   units,   such   as   clean   room   medical   operating   rooms required for special purposes are available.
Range
    Because   LTA   technology   does   not   require   fuel   to   create   and   maintain   lift   under   normal circumstances,   fuel   can   be   conserved   to   create   forward   movement   alone.   Consequently the   ability   to   travel   global   distances   un-refueled   has   been   a   long-standing   reality   of   LTA   air vehicle.   The   weight   of   the   load   becomes   less   dependent   upon   fuel   availability   and   more dependent   upon   lift   capacity   provided   by   air   vehicle   buoyancy.   Payload   weight   will   have minor   trade   off   effects   on   distance   and   speed   of   the   air   vehicle.   Thrust   expended   to   offset ballast during in-theater operations will however, impact fuel consumption.
Take Off/Landing Distance
    It   has   always   been   MAS   desire   to   have   vertical   take   off   and   landing   capabilities   to maximize   the   number   of   available   landing   zones   to   use   this   freight   moving   system. However,   we   fully   understand   the   additional   costs   and   development   time   to   make   this   a reality.   Therefore   having   a   loading   zone   approximately   2000   feet   by   2000   feet   with surface heights ranging no higher than 3 feet is within acceptable customer requirements.
Survivability
    HHLAV   will   need   to   be   built   to   be   extremely   survivable.   The   envelope's   internal   low pressure   makes   the   effect   of   holes   created   by   small   arms   fire   less   problematic.   LTA   air vehicle   have   been   known   to   remain   aloft   even   with   bullet   holes   in   the   envelope,   yet should   the   envelope   be   damaged   beyond   its   ability   to   maintain   altitude   the   air   vehicle   will descend   rather   than   plummet,   allowing   the   flight   crews   to   direct   and   choose   the   landing area.   Additionally,   HHLAV's   amphibious   nature   permits   the   pilot   to   choose   among   many more available locations for emergency set-down.
Endurance
    Under   conditions   of   neutral   buoyancy,   HHLAV   air   vehicle   should   be   able   to   remain   aloft as   long   as   the   lift   provided   by   the   lifting   gas   is   maintained.   Given   that   the   buoyancy system    does    not    have    any    problems,    then    the    next    mechanical    system    subject    to maintenance   problems   would   be   the   engines.   The   pacing   factor   for   most   air   vehicle,   as   far as endurance is concerned, is fuel.
Payload Capacity (Weight)
     An    additional    important    system    attribute    priority    in    a    customer's    point-to-point requirements   is   the   weight   the   air   vehicle   can   carry.   Again,   expected   load   size   and payload   weight   capacity   depends   upon   the   finished   size   of   the   air   vehicle.   HHLAV's finished size; however, is a function of needs rather than design limitations.
In-flight Mission Adaptability
    The   loadmaster   crew   will   be   trained   to   control   logistical   organization   of   the   payload. Initial    organization    will    account    for    total    mission    requirements    and    allow    for    re- organization   of   priority   items   to   be   loaded   or   unloaded   at   each   landing.   Large   cargo   bay doors   and   ramps   located   at   the   front,   rear   and   both   sides   of   the   air   vehicle   reduce   the number    and    degree    of    internal    moves    required    while    in-flight.    The    power/systems engineer    will    coordinate    payload/ballast    requirements    with    the    senior    loadmaster    to assure the Center of Gravity (CG) envelope is maintained while in-flight.
Life Cycle Cost Considerations
    MAS   also   acknowledge   that   life   cycle   cost   is   a   major   consideration   in   procuring   a   large- scale   air   vehicle,   such   as   HHLAV.   With   that   in   mind,   our   design   priorities   will   include keeping   the   life   cycle   cost   as   low   as   possible   as   well   as   designing   the   air   vehicle   for   ease of maintenance.
Sortie Generation Rates
    In   addition   to   weather   and   maintenance   issues,   sortie   generation   rates   are   dependent upon   many   variables   not   considered   here.   However,   as   noted   in   paragraph   Ability   to Operate   in   Adverse   Weather,   HHLAV's   structure   should   be   minimally   affected   by   inclement weather.    Due    to    the    robust    nature    of    the    HHLAV,    regularly    scheduled    maintenance rotations   can   be   performed   without   additional   protective   infrastructure.   Parts   availability will   have   an   impact   on   sortie   rates   though   no   more   so   than   that   experienced   by   other commercial   air   vehicle.   Thus,   HHLAV   is   expected   to   meet   or   exceed   sortie   generation   rates required   by   the   customer.   The   time   and   material   saved   by   eliminating   delays   and   costs   at multiple transfer points will also serve to augment sortie generation rates.
Life Cycle Cost and Operational Considerations
    The   customer   is   interested   in   unique   collaborative   design   methodologies,   modeling   and simulation   tools,   process   capabilities,   concepts   and   innovative   teaming   arrangements, which   will   reduce   the   costs   of   product   development,   manufacturing   and   operations   and support.   MAS   propose   several   innovative   concepts   that   will   enhance   fiscal   responsibility and prudence in multiple areas of the HHLAV program.
   The   greatest   desire   of   air   cargo   freight   companies   is   the   global   point-to-point,   or   true origin   to   true   destination,   delivery   of   large   volume   cargo   at   minimal   cost.   A   robust structure   capable   of   withstanding   hard   use,   adverse   weather   and   unimproved   landing zone   conditions   is   required   in   order   to   meet   the   customer's   needs   with   regard   to   total   life costs.
Skyfreighter Canada Ltd
Technical requirements for the SkyFreighter as defined by our customers
    The   technical   section,   provided   by   Millennium   Airship   Inc. (MAS),    first    addresses    the    must    have    system    attributes required    to    meet    overall    customer    system    requirements identified by their top level requirements.
Notional System Concept
    MAS   recognize   that   the   world   requires   a   revolutionary hybrid      heavy      lift      Airship      to      fulfill      21st      Century transformation   mission   requirements.   These   requirements result   in   the   need   for   an   air   vehicle   that   can   provide   heavy lift   global   reach   transport   of   varying   weights,   sizes   and volume.   MAS   will   start   with   a   50   ton   lift   vehicle   and   will base    the    production    of    larger    air    vehicles    on    future demands;   however   we   have   already   been   queried   on   a   500 ton   lift   vehicle.   Once   the   50   ton   vehicle   is   designed   and   in initial   testing   a   decision   will   be   made   on   larger   sizes.   The SkyFreighter   50   ton   aircraft   proposed   operating   perimeters will be as follows:
     Cargo weight - 70 tons
     Cargo volume - 14 TEU's
     Maximum range - 2000 Nautical miles @ 50 ton payload
     Cruise speed - 80 kts
     Landing zone - 2000 ft diameter circle
     Fuel - Jet-A
     Obstacles - 3 foot (including water)
Global Distances or HHLAV Deployment Possibilities
    The   greatest   drawback   of   past   Airship   technology   has been   the   need   for   a   ground   crew   at   an   off-airport   reception site    for    tethering    infrastructure    or    for    ballast    offsets    to control   air   vehicle   buoyancy   during   loading   and   unloading or    ground    activities.    HHLAV    needs    none    of    these    large infrastructure   requirements   at   the   deployment   point   or   at the   home   operations   or   provisioning   end.   HHLAV   is   the design    concept    for    a    state    of    the    art    LTA    air    vehicle developed   by   Millennium   Airship,   which   does   not   require any   infrastructure   for   landing   or   take   off   or   loading   and unloading operations.
Vehicle Objectives and Mission Description
    The   customer   will   participate   with   MAS   to   review   and validate   the   critical   system   attributes   to   meet   their   overall requirements.     MAS     propose     these     generic     top     tier requirements    to    support    the    achievement    of    essential customer mission priorities for this air vehicle.
Ballast Exchange
    Once   unloaded   the   HHLAV   should   be   able   to   fly   Very   light under   altitude   controlling   vectored   thrust   to   the   nearest source,   which   could   be   many   hundreds   of   miles   away   where ballast   can   be   collected.   At   this   time,   we   are   anticipating the    removal    of    re-cyclable    materials    and    waste    from environmentally    sensitive    and    remote    locations    on    the return   leg   of   each   freight   delivery.   In   the   event   that   this cannot   occur,   we   anticipate   the   use   of   water   bladders   that can   be   loaded   at   the   remote   site   via   local   water   sources and stand alone pumping systems.
Ability to (Maintain) Position during Loading and Unloading
    HHLAV   will   be   equipped   with   an   undercarriage   capable   of bearing   50-70   tons   of   cargo.   Undercarriage   trade   studies should    be    conducted    to    determine    the    best    materials, architecture,   and   geometry   for   load   bearing   and   salt-water immersion   requirements   to   be   used   on   HHLAV.   Analysis will   also   be   done   to   optimize   the   undercarriage   strength   for rough   terrain   to   ensure   the   gear   will   tolerate   the   landing zone   conditions   to   be   encountered   at   a   given   point   of insertion   (minimum   3-foot   obstacle   clearance).   However,   it is   presumed   that   no   undercarriage   system   of   a   HHLAV   air vehicle   will   survive   even   a   Short   Take   Off/Vertical   Landing (STOVL)   landing   that   makes   contact   with   3+   foot   high obstacles when the air vehicle weighs 50+ tons.
Low-Speed Controlled Maneuver
    To   meet   operational   requirements,   the   HHLAV   air   vehicle must   be   controllable   at   low   speeds   and   under   the   control of the pilot.
Landing Site Flexibility
       Runway   infrastructures   are   not   required   for   the   HHLAV as   the   lift   provided   by   the   envelope   and   Thrust   Wings capability   will   make   near   vertical   takeoff   and   landing   a reality.   HHLAV's   keel/hull   and   major   structural   components should   be   constructed   primarily   of   advanced   carbon   fiber composite,    along    with    metal    components    necessary,    to provide   lightness,   rigidity   and   strength   as   well   as   ease   of maintenance.    These    materials    will    withstand    repeated landings   into   unimproved   landing   sites,   including   vertical obstacles    3-feet    high,    and    sea-state    3    sea    conditions allowing   the   HHLAV   to   land   and   load   or   unload   on   either water or land, even in adverse conditions.
Ability to Operate in Adverse Weather
    HHLAV's   cockpit   should   be   equipped   with   all   standard   FAA required     instrumentation     including     satellite     weather tracking    and    moving    map    equipment,    including    Terrain Avoidance     Warning     System     (TAWS),     and     advanced redundant    integrated    flight    management    system.    Thus HHLAV    will    be    as    able    as    present    day    commercial    air vehicle   to   avoid   weather   systems.   HHLAV   air   vehicle   are inherently   stable   in   flight   and   are   not   subject   to   turbulence in   the   same   manner   as   fixed   wing   air   vehicle.   The   massive size    and    slow    speed    of    the    air    vehicle    also    minimizes buffeting   due   to   air   turbulence.   HHLAV   will   be   lightning protected.   Its   sheer   size   will   have   a   mitigating   effect   on forces placed on the vehicle itself.
       HHLAV   should   not   require   infrastructure   for   protection during     normal     operations     or     for     maintenance.     The preferred   material   being   examined   for   HHLAV's   envelope needs    to    deter    atmospheric    pollutants    and    retain    its flexibility in both cold and hot extreme weather conditions.
Payload Volume
    Payload   size   is   an   important   system   attribute   priority. Expected   load   size   and   weight   depends   upon   the   finished size   of   the   air   vehicle.   Interior   cargo   bay   space   can   be expanded   and   configured   to   fit   the   corresponding   size   and needs of most any transportation needs.
       HHLAV   models   are   expected   to   range   in   sizes   up   to   400+ feet   in   length   capable   of   lifting   up   to   70   tons   of   fully assembled      materiel      and      personnel.      Loading      bay doors/ramps   front   and   rear   will   be   proportionate   to   the   size of   the   cargo   bay.   The   doors   will   provide   a   shielded   access to   the   cargo   bay   for   roll   on,   roll   off   operation.   The   side doors facilitate dockside loading and unloading.
Operating Speed
    HHLAV   is   expected   to   travel   at   speeds   up   to   100   mph   and is   capable   of   traveling   up   to   2,000   total   miles   without   re- fueling;    HHLAV    realizes    significant    timesaving    in    turn- around time while fulfilling mission requirements.
Operating Altitude
    HHLAV's   standard   operating   altitude   of   10,000   feet   or lower    will    not    require    cabin    pressurization.    However,    it should   be   able   to   operate   at   altitudes   as   high   as   20,000 feet with crew and passengers on supplemental oxygen.
Load and Unload Time
     The    time    required    to    load    or    unload    cargo    will    be primarily   dependent   upon   the   size,   amount   and   nature   of the     cargo.     The     loadmaster     and     the     power/systems engineer   to   facilitate   the   process   as   well   as   reduce   docking time   required   for   sea   operations   will   oversee   loading   and unloading.   Roll-on,   roll-off   and   ramp-pull   capabilities   both front   and   rear   will   facilitate   speedy   loading   and   unloading of cargo and personnel.
Mission-Tailorable Payload Area
    The   cargo   bay   should   be   built   to   be   mission   diverse through    the    configuration    of    motorized    blocked    pulley systems,    paddock    tie-downs    and    container    lockdowns. Baseline    studies    should    be    done    for    the    fabrication    of modular     sleeping,     kitchen,     and     restroom     units     for personnel   under   transport,   humanitarian   relief   efforts   and ships    at    sea    re-supply    efforts.    Additional    pre-fabricated units,    such    as    clean    room    medical    operating    rooms required for special purposes are available.
Range
    Because   LTA   technology   does   not   require   fuel   to   create and   maintain   lift   under   normal   circumstances,   fuel   can   be conserved      to      create      forward      movement      alone. Consequently    the    ability    to    travel    global    distances    un- refueled   has   been   a   long-standing   reality   of   LTA   air   vehicle. The   weight   of   the   load   becomes   less   dependent   upon   fuel availability   and   more   dependent   upon   lift   capacity   provided by   air   vehicle   buoyancy.   Payload   weight   will   have   minor trade   off   effects   on   distance   and   speed   of   the   air   vehicle. Thrust     expended     to     offset     ballast     during     in-theater operations will however, impact fuel consumption.
Take Off/Landing Distance
    It   has   always   been   MAS   desire   to   have   vertical   take   off and    landing    capabilities    to    maximize    the    number    of available   landing   zones   to   use   this   freight   moving   system. However,    we    fully    understand    the    additional    costs    and development   time   to   make   this   a   reality.   Therefore   having a   loading   zone   approximately   2000   feet   by   2000   feet   with surface   heights   ranging   no   higher   than   3   feet   is   within acceptable customer requirements.
Survivability
    HHLAV   will   need   to   be   built   to   be   extremely   survivable. The   envelope's   internal   low   pressure   makes   the   effect   of holes   created   by   small   arms   fire   less   problematic.   LTA   air vehicle   have   been   known   to   remain   aloft   even   with   bullet holes   in   the   envelope,   yet   should   the   envelope   be   damaged beyond   its   ability   to   maintain   altitude   the   air   vehicle   will descend   rather   than   plummet,   allowing   the   flight   crews   to direct   and   choose   the   landing   area.   Additionally,   HHLAV's amphibious   nature   permits   the   pilot   to   choose   among   many more available locations for emergency set-down.
Endurance
    Under   conditions   of   neutral   buoyancy,   HHLAV   air   vehicle should   be   able   to   remain   aloft   as   long   as   the   lift   provided   by the    lifting    gas    is    maintained.    Given    that    the    buoyancy system    does    not    have    any    problems,    then    the    next mechanical   system   subject   to   maintenance   problems   would be   the   engines.   The   pacing   factor   for   most   air   vehicle,   as far as endurance is concerned, is fuel.
Payload Capacity (Weight)
     An    additional    important    system    attribute    priority    in    a customer's   point-to-point   requirements   is   the   weight   the   air vehicle   can   carry.   Again,   expected   load   size   and   payload weight   capacity   depends   upon   the   finished   size   of   the   air vehicle.   HHLAV's   finished   size;   however,   is   a   function   of needs rather than design limitations.
In-flight Mission Adaptability
    The   loadmaster   crew   will   be   trained   to   control   logistical organization   of   the   payload.   Initial   organization   will   account for   total   mission   requirements   and   allow   for   re-organization of   priority   items   to   be   loaded   or   unloaded   at   each   landing. Large   cargo   bay   doors   and   ramps   located   at   the   front,   rear and   both   sides   of   the   air   vehicle   reduce   the   number   and degree    of    internal    moves    required    while    in-flight.    The power/systems    engineer    will    coordinate    payload/ballast requirements    with    the    senior    loadmaster    to    assure    the Center   of   Gravity   (CG)   envelope   is   maintained   while   in- flight.
Life Cycle Cost Considerations
    MAS   also   acknowledge   that   life   cycle   cost   is   a   major consideration   in   procuring   a   large-scale   air   vehicle,   such   as HHLAV.   With   that   in   mind,   our   design   priorities   will   include keeping   the   life   cycle   cost   as   low   as   possible   as   well   as designing the air vehicle for ease of maintenance.
Sortie Generation Rates
    In   addition   to   weather   and   maintenance   issues,   sortie generation   rates   are   dependent   upon   many   variables   not considered   here.   However,   as   noted   in   paragraph   Ability   to Operate   in   Adverse   Weather,   HHLAV's   structure   should   be minimally   affected   by   inclement   weather.   Due   to   the   robust nature    of    the    HHLAV,    regularly    scheduled    maintenance rotations   can   be   performed   without   additional   protective infrastructure.    Parts    availability    will    have    an    impact    on sortie   rates   though   no   more   so   than   that   experienced   by other   commercial   air   vehicle.   Thus,   HHLAV   is   expected   to meet    or    exceed    sortie    generation    rates    required    by    the customer.    The    time    and    material    saved    by    eliminating delays   and   costs   at   multiple   transfer   points   will   also   serve to augment sortie generation rates.
Life Cycle Cost and Operational Considerations
    The   customer   is   interested   in   unique   collaborative   design methodologies,    modeling    and    simulation    tools,    process capabilities,        concepts        and        innovative        teaming arrangements,    which    will    reduce    the    costs    of    product development,   manufacturing   and   operations   and   support. MAS   propose   several   innovative   concepts   that   will   enhance fiscal   responsibility   and   prudence   in   multiple   areas   of   the HHLAV program.
   The   greatest   desire   of   air   cargo   freight   companies   is   the global    point-to-point,    or    true    origin    to    true    destination, delivery   of   large   volume   cargo   at   minimal   cost.   A   robust structure     capable     of     withstanding     hard     use,     adverse weather     and     unimproved     landing     zone     conditions     is required   in   order   to   meet   the   customer's   needs   with   regard to total life costs.
Skyfreighter Canada Ltd