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. P ort Alberta   is   staged   to   become   the   new   gateway   for   cargo   transportation   combining   air,   rail, and road transportation infrastructure at a single point  
P
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.
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:
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. P ort   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
key events timeline
:
Skyfreighter Canada Ltd