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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Feasibility of a Solar Powered Re-Deployable Stratospheric LTA Platform</title>
      <link>https://trid.trb.org/View/1787522</link>
      <description><![CDATA[Lighter-Than-Air type stratospheric long duration platforms, now under development, are re-deployable vehicles which play identical roles as artificial satellites except that LTA platforms can be recovered, refit and launched again in case of malfunction and after their lifetime service, all of them can be recovered, unlike satellites resulting in space debris and further atmospheric contamination. These LTA stratospheric platforms can be driven by either solar power or ground-to-air transmitted microwave power. Solar powered platforms are the most environmentally friendly, but need secondary batteries for nighttime propulsion, making vehicle size bigger. This paper presents the feasibility of the solar powered stratospheric platform and its re-deployable processes.]]></description>
      <pubDate>Tue, 25 Jun 2024 15:13:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1787522</guid>
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    <item>
      <title>A Cycloidal Rotor and Airship System for On-Demand Hypercommuting</title>
      <link>https://trid.trb.org/View/1835204</link>
      <description><![CDATA[An architecture is proposed for on-demand rapid commuting across congested-traffic areas. A lighter-than-air (LTA) vehicle provides the efficient loitering and part of the lift, while a set of cycloidal rotors provides the lift for payload as well as propulsion. This combination offers low noise and low downwash. A standardized automobile carriage is slung below the LTA, permitting driveway to driveway boarding and off-loading for a luxury automobile. The concept exploration is described, converging to the above system. The 6-DOF aerodynamic load map of the carriage is acquired using the Continuous-Rotation method in a wind tunnel. An initial design with rear ramp access is modified to have ramps at both ends. The initial design shows a divergence sped in access of 100 mph. An effort to improve the ride quality using yaw stabilizers, failed as the dynamic behavior becomes unstable. The requirements for control surfaces and instrumentation are discussed. On-board instrumentation and on-the-fly system identification permit design of an automatic flight control system that could eventually provide a smooth and safe ride.]]></description>
      <pubDate>Mon, 07 Feb 2022 09:41:36 GMT</pubDate>
      <guid>https://trid.trb.org/View/1835204</guid>
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    <item>
      <title>Hot-Air Balloon Tour Accidents in the Cappadocia Region</title>
      <link>https://trid.trb.org/View/1580368</link>
      <description><![CDATA[The incidence of hot-air balloon tour accidents in Turkey is not clear, as published data are scarce. This study aimed to determine the rate of such accidents, including passenger fatalities and injuries, across all flight hours and to also compare these types of accidents to those of other commercial air tour crashes. Hot-air balloon tour accident reports in the Cappadocia region were analyzed for 1,415,943 passengers during 81,112 flight hours undertaken between August 2013 and July 2017. The flight and accident data were obtained from the Accident Investigation Board and the Directorate General of Civil Aviation. There were 12 accidents which occurred during the flight hours examined (a rate of 14.8 accidents per 100,000 h). There were 33 individuals seriously injured, 3 fatally in all passengers (3.7 fatalities per 100,000 h in these flights). The majority of accidents that produced serious and fatal injuries occurred during the last year of the study. The most common cause of accidents was a hard landing (58.3%). All accidents occurred during the landing phase of the flight. Seven patients experienced multiple traumas and lower extremity injuries constituted the majority of cases (N = 21). The fatality rate of commercial balloon rides was lower than that for lighter-than-air craft, which include balloons and blimps (sports aviation flights), and the crash rate of hot-air balloons was higher than those of aircraft (airplanes and helicopters) tour flights. However, there is still insufficient information in the literature to properly compare this activity with commercial motorized aircraft tours and other hot-air balloon flights.]]></description>
      <pubDate>Mon, 01 Apr 2019 10:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/1580368</guid>
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    <item>
      <title>Border Security: Additional Actions Needed to Strengthen Collection of Unmanned Aerial Systems and Aerostats Data</title>
      <link>https://trid.trb.org/View/1455550</link>
      <description><![CDATA[As the lead federal agency charged with securing U.S. borders, the Department of Homeland Security’s (DHS) Customs and Border Protection (CBP) has employed a variety of technologies and assets to assist with its border security efforts. In support of its mission, CBP operates a fleet of remotely piloted Predator B unmanned aerial systems (UAS) and uses aerostats, including tactical aerostats and Tethered Aerostat Radar System (TARS). The U.S. Government Accountability Office (GAO) was asked to review CBP’s use of UAS and aerostats for border security. This report addresses the following questions: (1) How does CBP use UAS and aerostats for border security activities, and to what extent has CBP developed and documented procedures for UAS coordination? and (2) To what extent has CBP taken actions to assess the effectiveness of its UAS and aerostats for border security activities? GAO reviewed CBP documents; analyzed Predator B UAS, tactical aerostat, and TARS data on use and effectiveness from fiscal years 2013 through 2016; interviewed field and headquarters officials; and conducted site visits to observe CBP’s use of UAS and aerostats along U.S. borders. GAO is making five recommendations, including that CBP document coordination procedures for Predator B operations in all operating locations, update guidance and implement training for collection of Predator B mission data, and update Border Patrol’s data collection practices for aerostat asset assists. CBP concurred and identified planned actions to address the recommendations.]]></description>
      <pubDate>Mon, 27 Mar 2017 09:30:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1455550</guid>
    </item>
    <item>
      <title>Causal Factors of Hot Air Ballooning Incidents: Identification, Frequency, and Potential Impact</title>
      <link>https://trid.trb.org/View/1335238</link>
      <description><![CDATA[The purpose of this study is to identify the factors that lead to hot air balloon incidents, and to establish the frequency and importance of each of those factors. In the first stage of the research, twenty-two incident investigation reports from the Australian Balloon Federation (ABF) were analyzed and coded to identify 54 contributing factors. In the second stage, members of ABF who were experienced balloonists  were asked to rate the perceived frequency and impact of each of the factors, as well as to identify any additional causal factors. Finally, a statistical analysis was performed and causal factors were listed in order from most to least perceived associated risk. Weather, inexperience, and poor/inappropriate decisions were considered to be the greatest risk factors.]]></description>
      <pubDate>Fri, 10 Apr 2015 09:53:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/1335238</guid>
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    <item>
      <title>Hot-Air Balloon Tours: Crash Epidemiology in the United States, 2000-2011</title>
      <link>https://trid.trb.org/View/1266373</link>
      <description><![CDATA[This study analyzes crash characteristics of hot-air balloon tours conducted under Federal Aviation Regulation (FAR), Part 91. Reports from the National Transportation Safety Board of hot-air balloon tour crashes in the United States from 2000 through 2011 were examined. During that period, 518 occupants were involved in 78 hot-air balloon tours crashes, with serious or fatal outcomes in  83% of the crashes. Lower extremity fractures accounted for 56% of the serious injuries. High risk factors included hard landings, object strikes, gondola instability, and occupant ejection. These factors should be targeted in future efforts to prevent injury. The role of restraint systems, personal protective equipment, vehicle engineering, and power line emergency procedures should also be considered.]]></description>
      <pubDate>Thu, 21 Nov 2013 09:21:23 GMT</pubDate>
      <guid>https://trid.trb.org/View/1266373</guid>
    </item>
    <item>
      <title>AIRSHIPS TO THE RESCUE: RE-SUPPLY AND EMERGENCY RESPONSE IN ARCTIC RESOURCE DEVELOPMENT</title>
      <link>https://trid.trb.org/View/689359</link>
      <description><![CDATA[As humankind's need for fossil fuels continues to grow, petroleum resource development will likely be pushed further to the margins of human settlement into regions such as the Arctic. Interest in the extraction process in the north has also been increased by new discoveries of other minerals and precious metals. The combined challenges of increased resource development in the north and the need to minimize destructive environmental impacts in this sensitive area must be addressed. With this in mind, this article discusses airships as one means of providing transport options for Arctic exploration that will have minimal negative environmental effects.]]></description>
      <pubDate>Sun, 29 Feb 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/689359</guid>
    </item>
    <item>
      <title>AIRSHIP OPERATION IN ALASKA</title>
      <link>https://trid.trb.org/View/298600</link>
      <description><![CDATA[An evaluation of the utility of lighter-than-air vehicles (airships) for Alaskan service suggests that very large vehicles operating at low speeds would transport heavy loads to remote areas with excellent fuel economy, but that the potential market for such vehicles would not justify the cost of their development in present circumstances. Equations relating the effect of design parameters on the ratio of payload weight to fuel weight may be used to verify performance claims made for innovative designs.]]></description>
      <pubDate>Sat, 30 Sep 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/298600</guid>
    </item>
    <item>
      <title>FLIGHT INSTRUCTOR GLIDER PRACTICAL TEST STANDARD</title>
      <link>https://trid.trb.org/View/242182</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Sun, 31 Jan 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/242182</guid>
    </item>
    <item>
      <title>LIGHTER THAN AIR VEHICLES (CITATIONS FROM THE NTIS DATA BASE)</title>
      <link>https://trid.trb.org/View/88886</link>
      <description><![CDATA[Design and applications of balloons, dirigibles, and airships are investigated in these Government-sponsored research reports. Passenger or cargo transport, timbering, tethering, and fabric selection are among the aspects investigated. Meteorological balloons are excluded. (This updated bibliography contains 250 abstracts, 16 of which are new entries to the previous edition.)]]></description>
      <pubDate>Sat, 15 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88886</guid>
    </item>
    <item>
      <title>LIGHTER THAN AIR VEHICLES (CITATIONS FROM THE ENGINEERING INDEX DATA BASE)</title>
      <link>https://trid.trb.org/View/88887</link>
      <description><![CDATA[Design and applications of balloons, dirigibles, and airships are investigated in these reports gathered in a worldwide literature survey. Passenger or cargo transport, timbering, tethering, and fabric selection are among the aspects investigated. Meteorological balloons are excluded. (This updated bibliography contains 82 abstracts, 8 of which are new entries to the previous edition.)]]></description>
      <pubDate>Sat, 15 Sep 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/88887</guid>
    </item>
    <item>
      <title>THE TECHNOLOGY ASSESSMENT OF LTA AIRCRAFT SYSTEMS</title>
      <link>https://trid.trb.org/View/77982</link>
      <description><![CDATA[The advantages of conventional small and large airships over heavier than air aircraft are reviewed and the need for developing hybrid aircraft for passenger and heavy charge transport is assessed. Performance requirements and estimated operating costs are discussed for rota-ships to be used for short distance transportation near large cities as well as for airlifting civil engineering machinery and supplies for the construction of power stations, dams, tunnels, and roads in remote areas or on isolated islands.]]></description>
      <pubDate>Tue, 27 Feb 1979 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/77982</guid>
    </item>
    <item>
      <title>PROSPECTS OF AIRSHIP APPLICATIONS</title>
      <link>https://trid.trb.org/View/69945</link>
      <description><![CDATA[No abstract available.]]></description>
      <pubDate>Wed, 19 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69945</guid>
    </item>
    <item>
      <title>SUPPORTING INVESTIGATIONS DURING TESTING OF THE WDL-1 AIRSHIP IN GHANA AND UPPER VOLTA</title>
      <link>https://trid.trb.org/View/69955</link>
      <description><![CDATA[An evaluation is presented of the hull temperature measurements and flight data recorded during the test flight of an airship (blimp) in July and August, 1976, in Ghana and Upper Volta. The hull temperature data and related environmental parameters allow analyzing the heat transfer characteristics of the hull, the emission behavior of the surface, and the heat transfer coefficients as a function of the flow velocity. The flight data provide insight into the airship's operational performance, especially maximum and minimum cargo and fuel consumption.]]></description>
      <pubDate>Wed, 19 Jul 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/69955</guid>
    </item>
    <item>
      <title>FEASIBILITY OF MODERN AIRSHIPS: PRELIMINARY ASSESSMENT</title>
      <link>https://trid.trb.org/View/72348</link>
      <description><![CDATA[This paper gives a review of the Phase I portion of the NASA-sponsored "Feasibility Study of Modern Airships" . Phase I consisted of a historical survey, a screening of potential civil missions, a parametric definition of vehicle concepts, and an identification of vehicle/mission combinations deserving further study.]]></description>
      <pubDate>Wed, 14 Jun 1978 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/72348</guid>
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