FAQ
Frequently asked questions.
34 answers about the airships, safety, regulation and reserving.
The platform
What is Aerostatix building?
Rigid-frame unmanned airships that carry sensors for long inspection and observation missions. Our airship, the X-11, is designed for missions of 10+ hours beyond visual line of sight (BVLOS).
What does "Never landing platform" mean?
It describes the goal: a sensor platform that stays over a route or site for as long as the job needs, instead of landing every 45 minutes to swap batteries. The X-11 is specified for 10+ hours; round-the-clock persistence is where the platform is heading.
Is it a blimp?
No. A blimp keeps its shape with internal pressure. Our airships have a rigid carbon lattice frame that holds the shape at any fill level, with the lifting gas in separate cells inside the frame at near-ambient pressure.
What do VLOS and BVLOS mean?
VLOS means visual line of sight: the remote operator keeps the airship in direct view, without binoculars, and flies it within a few hundred metres. BVLOS means beyond visual line of sight: the airship flies further than the operator can see, following its planned route with the autopilot, precise positioning and a data link, under an authorisation from the aviation authority. The X-11 is built for BVLOS missions along long corridors.
Why an airship instead of drones, satellites or helicopters?
Buoyancy carries the weight, so the energy goes into moving rather than staying up. That allows hours on station with low noise and almost no downwash. Drones remain the better tool for short spot inspections. Satellites cover large areas with less detail and fixed revisit times. Helicopters are fast but crewed, loud and expensive per hour.
Who designs and builds the airships?
Aerostatix designs and builds the airframes, the vectored-thrust propulsion and the control software in the Netherlands. The frame manufacturing method is proprietary know-how.
Performance
How long can it stay airborne?
The X-11 is specified for 10+ hours on station. We publish measured values as the flight-test programme progresses.
How much payload can it carry?
The X-11 carries up to 15 kg of sensors, with power for the payload. This is a design specification.
How fast and how high does it fly?
The X-11 cruise speed is limited by software to 43 km/h. Inspection missions fly between 50 m and 120 m above ground, within EU drone rules.
How much wind can it handle?
The frame is designed for a structural load case of 15 m/s wind with gusts, verified in simulation. Operating limits for launch, recovery and station keeping will be set during flight tests and published.
How quiet is it?
Our noise specification is 37 to 38 dB(A) at 50 m. A professional multicopter typically measures around 60 dB(A) at the same distance. We measure noise in the flight-test programme and publish the results.
Safety and lifting gas
Helium or hydrogen?
The first flights use helium. Hydrogen gives slightly more lift at a lower fill cost; we will only introduce it after written positions from the Dutch aviation authority (ILT), the municipality and the test site. Helium remains the fallback.
Is hydrogen safe? What about the Hindenburg?
Our airships are unmanned and hold a very small gas volume compared with the passenger airships of the past. The design separates the gas cells from avionics and ignition sources inside a rigid frame, and every step is tested with air and helium before any hydrogen flight. EASA Special Condition SC GAS (2022) is our design reference for flammable lifting gas.
What happens if a motor, the radio link or positioning fails?
The design uses four vectoring propellers that share the thrust, a satellite back-up for the radio and 5G command link, a geofence and a link-loss failsafe that returns the airship or holds it in a safe state. Because it is buoyant, it is designed to descend slowly rather than fall. These functions are developed and verified step by step, from simulation to the bench to flight.
Can it fly over people and towns?
The X-11 flies in the EU specific category. Where it may fly, including any flights near people or built-up areas, is set in the operational authorisation, based on a risk assessment (SORA). We plan routes away from crowds, and we fly at test ranges and suitable sites.
Autonomy and connectivity
Is it autonomous, and who is in control?
A remote operator is always responsible and monitors the flight from a ground station. The airship flies planned missions automatically: waypoints, station keeping, geofence and failsafes. Automatic mission execution is in development.
How does it communicate beyond line of sight?
The X-11 is controlled over radio and the 5G mobile network. A satellite terminal on board is the back-up channel, so command and data links continue where terrestrial coverage drops.
How precise is its positioning?
We use Galileo HAS corrections (20 cm class) without local base stations, and Galileo OSNMA to authenticate position and time, which protects against spoofing. Station-keeping accuracy in wind will be measured in flight tests.
Which autopilot does it use?
An industry-standard open autopilot on a proven flight controller, with our own control allocation software for the four vectoring propellers, their rotating tubes and the three fins. The control software is bench-tested.
Sensors, data and privacy
Which sensors can it carry?
Customer payloads such as RGB and thermal cameras, LiDAR, multispectral cameras, gas and air analysers and RF sensors, within the mass and power budget of the X-11. We integrate the sensor with you.
Who owns the data?
You do. Payload data belongs to the customer. We use flight and system data only to operate and improve the airship.
How do you handle privacy (GDPR)?
Every project includes a data plan: data minimisation, a processing agreement where needed and storage in the EU. On site, the host informs people about camera flights.
Regulation and permits
Is it allowed to fly, and in which EASA category?
Under EU drone rules an unmanned airship is an unmanned aircraft. The X-11 needs a specific-category operational authorisation, based on a SORA 2.5 risk assessment, from the national aviation authority: the ILT in the Netherlands. For flights in other EU countries we apply to the authority of that country through the EU cross-border procedure. We plan BVLOS operations of the X-11 from 2028.
What does BVLOS require in the Netherlands?
A specific-category authorisation from the ILT, suitable airspace (today mainly segregated areas and test ranges) and coordination with air traffic services near airports. U-space areas and the North Sea test area should open more options from 2027.
Do we need our own authorisation to operate one?
For service flights we operate under our own authorisation. If you lease or buy an X-11, you need an operator registration and an authorisation for your operation from your national aviation authority (the ILT in the Netherlands). We plan to support you with the operations manual, training and the risk assessment.
Reserving, pricing and delivery
What does reserving mean? Is it binding? Do I pay anything?
A reservation is a non-binding expression of interest from your organisation. It gives you priority when launch-series slots and pilot projects are allocated, an invitation to our closed group for reservation holders, and early access to flight-test results and updated specifications. There is no payment and no purchase agreement.
When can we get one?
Lease and sale of the X-11 open in 2029, after its BVLOS test campaign. Until then we offer pilot projects and inspection flights.
Can we buy, lease or book it as a service?
All three. We start with inspection and sensor-platform flights as a service, followed by lease and sale of the X-11 with maintenance, spare parts and training.
How is pricing set?
Service flights are priced per flight day or per surveyed kilometre. Lease and purchase prices will be published for the launch series. Pilot terms are available on request.
Why do you accept corporate email addresses only?
Our airships are professional equipment for organisations, and export rules require us to know who we are talking to. If your organisation uses a personal email provider, request a manual review and we will verify you another way.
Company and status
Where is the programme today?
The airframe design and a virtual test campaign of 389 finite-element analyses are complete. Carbon frame sections are built, and the vectored-thrust propulsion and flight software are tested on the bench. We are now building the sub-scale model for the first flight tests, followed by the X-11 build and its test campaign.
Where are you based?
In the Netherlands. Company registration details are listed in the imprint.
Are you hiring?
We are looking for a business developer and a composite engineer. Send a short note to mail@aerostatix.eu.
Is the technology patented?
No. We protect our frame manufacturing method as proprietary know-how.