Non-rigid airship

For other uses, see Airship. For other uses, see Blimp (disambiguation). Not to be confused with Balloon (aeronautics).

The Spirit of Goodyear, one of the iconic Goodyear Blimps, a truly enduring, if somewhat anachronistic, presence in the skies.

A non-rigid airship, more commonly, and perhaps dismissively, known as a blimp (/blɪmp/), represents a distinct category of airship (or dirigible) that, unlike its more structurally ambitious counterparts, entirely foregoes an internal framework or a keel to maintain its form. [1] Instead of relying on a complex, rigid skeleton or a partial keel as seen in semi-rigid and rigid airships (the grand, often ill-fated Zeppelins being the quintessential example), blimps derive their structural integrity solely from the internal pressure of their lifting gas. This gas, ideally helium for its inert properties, rather than the notoriously volatile and flammable hydrogen that once filled the skies with both wonder and tragedy, pushes outwards against the fabric of the envelope, giving the craft its characteristic, somewhat bulbous, shape. Blimps, for all their structural simplicity, have carved out a niche for themselves, primarily in the realms of advertising, various forms of surveillance, and observational tasks. This persistent utility is largely attributable to their inherent maneuverability, their capacity for remarkably slow speeds, and their steady, almost serene, flight characteristics, which make them uniquely suited for lingering over a scene or displaying an oversized logo. [2]

Principle

One would think the fundamental principles of buoyancy and pressure would be self-evident, yet here we are. This section, regrettably, does not cite any sources for its claims. One might infer that the principles are so basic they require no proof, or perhaps that the original author simply couldn't be bothered. Please, if you find yourself with an abundance of spare time and a burning desire to contribute, help improve this section by adding citations to reliable sources. Unsourced material, as we're all constantly reminded, may be challenged and removed. (September 2025) (And yes, you should probably Learn how and when to remove this message if you intend to interact with this particular digital construct again.)

Steerable ducted fans on a Skyship 600 provide not only the necessary thrust for propulsion and a degree of directional control but also ingeniously serve to inflate the internal ballonets, crucial for maintaining the precise overpressure required for structural integrity.

Given that blimps are essentially glorified balloons that have learned to be steerable, their reliance on internal overpressure means that the truly solid components are typically confined to the passenger car, or gondola, which houses the crew and any payload, and the relatively diminutive tail fins that aid in directional stability. A peculiar variant, the non-rigid airship that opts for heated air instead of a lighter-than-air gas like helium, is known, with predictable descriptive accuracy, as a hot-air airship. Occasionally, these might incorporate battens near the bow, or front, to provide localized reinforcement against higher forces, such as those encountered during mooring or due to the increased aerodynamic pressures at the leading edge.

The internal volume of the lifting gas within a blimp is, much like human patience, subject to change. Fluctuations due to ambient temperature variations or alterations in altitude must be meticulously compensated for. This is achieved through the strategic pumping of air into internal ballonets, which are essentially adjustable air bags positioned within the main envelope. This mechanism is critical for maintaining the essential overpressure. Should this overpressure drop below a critical threshold, the blimp, rather predictably, loses its ability to be effectively steered, suffers from increased aerodynamic drag due to its distorted shape, and its overall performance is significantly degraded. Conveniently, the air stream generated by the propellers can be harnessed to inflate these ballonets, thereby stiffening the hull. In certain more sophisticated designs, such as the Skyship 600, the ability to differentially inflate the ballonets—that is, to inflate them unevenly—can even provide a measure of pitch trim control, allowing the pilot to subtly adjust the nose-up or nose-down attitude of the craft.

The engines that drive the propellers are generally, and logically, directly attached to the gondola. In some configurations, these engines themselves are partly steerable, offering an additional layer of control over the blimp's direction and attitude.

Blimps hold the distinction of being the most commonly constructed type of airship, a testament not to their inherent grandeur, but rather to their relative simplicity of construction and the practical advantage of being easily transportable once deflated. However, this very simplicity, particularly the inherent instability of their non-rigid hull, imposes a strict limitation on their maximum size. A blimp with an excessively long hull runs the risk of experiencing a phenomenon known as "kinking in the middle," a rather undignified structural failure that can occur if the internal overpressure is insufficient or if the craft is maneuvered too aggressively. This unfortunate tendency has also been observed in semi-rigid airships burdened with weak keels, underscoring the delicate balance required in lighter-than-air design. It was precisely this limitation that spurred the development of the more structurally robust semi-rigids and the truly imposing rigid airships.

Modern blimps, in a departure from their historical predecessors, are often launched in a state slightly heavier than air, or "overweight." This seemingly counterintuitive approach stands in stark contrast to the historical practice of launching lighter-than-air. The additional lift required for takeoff is generated by tilting the nose upwards and applying engine power, or by vectoring the engine thrust directly. Some advanced designs further refine this by employing steerable propellers or highly efficient ducted fans. Operating in a state heavier than air offers several distinct practical advantages: it eliminates the need to jettison valuable ballast at lift-off, a wasteful practice, and crucially, it avoids the necessity of venting costly helium lifting gas upon landing. This contrasts sharply with most of the historical Zeppelins, which achieved lift with very inexpensive (and dangerously flammable) hydrogen, a gas that could be vented into the atmosphere without financial concern to decrease altitude – a luxury modern blimp operators, with their expensive helium, simply cannot afford.

Etymology

One might assume the origin of such a straightforward term would be equally clear. One would, however, be mistaken. The precise etymology of the word "blimp" has, for reasons that remain somewhat baffling, been a source of considerable academic and historical confusion. Lennart Ege, a scholar of such arcane matters, dutifully notes two primary, and somewhat conflicting, possible derivations for this rather mundane word: [3]

Colloquially, non-rigid airships always were referred to as "blimps". Over the years, several explanations have been advanced about the origin of this word. The most common is that in the military vernacular, the Type B was referred to as "limp bag", which was simply abbreviated to "blimp". [4] An alternative explanation is that on 5 December 1915, Commander A. D. Cunningham, R.N., of the Capel-Le-Ferne Air Ship Station, flicked the envelope of the airship SS.12 with his fingers during an inspection, which produced a sound that he mimicked and pronounced as "blimp", and that the word then caught on as the nickname for all small non-rigid airships. [4] [5] [6]

Ah, the charmingly human tendency to invent a definitive origin story, often with conflicting details. The "limp bag" theory, suggesting a military abbreviation of "Type B limp bag," possesses a certain logical, if somewhat uninspired, appeal. However, the more theatrical account, involving Commander Cunningham's percussive inspection of the SS.12 and his subsequent onomatopoeic pronouncement, offers a more vivid, if perhaps apocryphal, narrative. Air Marshal Victor Goddard, in his oral history, even claims that Cunningham's incident occurred during an inspection of Goddard's own airship, and that Goddard himself then spread the story, leading to his craft being christened "the blimp." [6]

Adding another layer to this linguistic tapestry, a 1943 etymology, published with the gravitas of The New York Times, further supports a British origin, placing its genesis firmly within the frantic experimental atmosphere of the First World War as the British grappled with lighter-than-air technology. This account suggests that the initial non-rigid aircraft was dubbed the "A-limp," and a subsequent, more satisfactory version was, logically enough, named the "B-limp." [7] One wonders if there was ever an "A-minus-limp" or a "B-plus-limp" in their classification system.

Yet a third derivation, because why settle for two conflicting accounts when three are available, is meticulously provided by Barnes and James in their authoritative work, Shorts Aircraft since 1900:

• In February 1915 the need for anti-submarine patrol airships became urgent, and the Submarine Scout type was quickly improvised by hanging an obsolete B.E.2c fuselage from a spare Willows envelope; this was done by the R.N.A.S. at Kingsnorth, and on seeing the result for the first time, Horace Short, already noted for his very apt and original vocabulary, named it "Blimp", adding, "What else would you call it?" [8]

This account, attributing the coinage to the rather direct and apparently creatively named Horace Short, adds a touch of frustrated genius to the origin story. "What else would you call it?" indeed.

After sifting through this rather impressive collection of conflicting anecdotes, Dr. A. D. Topping, a man clearly dedicated to solving the most pressing linguistic mysteries, undertook research into the word's origins. His conclusion, mercifully, provides some clarity: the British naval records offered no evidence of a "Type B, limp" designation. Therefore, Cunningham's spontaneous, onomatopoeic coinage appears to be the most historically sound explanation. [9] The Oxford English Dictionary lends further credence to this, noting its appearance in print as early as 1916: "Visited the Blimps ... this afternoon at Capel." By 1918, the Illustrated London News confidently declared it "an onomatopœic name invented by that genius for apposite nomenclature, the late Horace Short." [10] So, it seems Horace Short might have had a hand in popularizing it, even if Cunningham was the original sound-maker. A truly riveting tale of linguistic genesis.

A blimp flying in Japan, a testament to their global, if somewhat niche, appeal.

Use

An advertising blimp making a rather undignified, yet entirely necessary, landing at a local airport in New Jersey.

This section, much like many human endeavors, needs additional citations for verification. One would hope that claims regarding historical aircraft would be somewhat easier to substantiate. Please help improve this article by adding citations to reliable sources in this section. Unsourced material, as you've been informed, may be challenged and removed. (September 2025) (And yes, you should probably Learn how and when to remove this message if you haven't already.)

The B-class blimps represent a significant, if often overlooked, chapter in naval aviation history. These patrol airships were actively operated by the United States Navy during and immediately following the tumultuous period of World War I. The Navy, having endured the rather embarrassing DN-1 fiasco – a prime example of what happens when ambition outstrips engineering prowess – learned some rather pointed lessons. The subsequent result was the remarkably successful B-type airships, a testament to practical application over theoretical missteps. Dr. Jerome Hunsaker was tasked with developing a sound theory of airship design, a foundational step that was then complemented by then-Lieutenant John H. Towers, USN, who returned from Europe armed with insights gleaned from inspecting British designs. With this combined knowledge, the U.S. Navy prudently sought bids for 16 blimps from American manufacturers. On 4 February 1917, the Secretary of the Navy formally directed the procurement of these 16 nonrigid airships of Class B. Ultimately, Goodyear constructed nine envelopes, Goodrich five, and Curtiss was responsible for manufacturing the gondolas for all 14 of these initial ships. Connecticut Aircraft, for its part, contracted with U.S. Rubber for its two envelopes and with Pigeon Fraser for its gondolas. The Curtiss-built gondolas were ingeniously, or perhaps pragmatically, modified JN-4 fuselages, powered by reliable OX-5 engines. The blimps produced by Connecticut Aircraft were equipped with Hall-Scott engines, showcasing the diverse industrial capacity brought to bear on this nascent technology.

Fast forward to 1930, when a former German airship officer, the rather optimistic Captain Anton Heinen, then working in the US for the US Navy on its dirigible fleet, embarked on a quixotic quest. He attempted to design and construct a four-place blimp, which he grandly christened the "family air yacht," intended for private fliers. Heinen, with a confidence often found in inventors, claimed this personal dirigible would be priced at less than $10,000 and would be "easier to fly than a fixed-wing aircraft" if it ever made it into production. [11] [12] Unsurprisingly, given the inherent complexities and costs associated with lighter-than-air craft, his ambitious endeavor proved unsuccessful. The skies, it seems, were not yet ready for the democratization of personal blimp travel.

In a more contemporary assessment, Reader's Digest, in 2021, rather definitively stated that "consensus is that there are about 25 blimps still in existence and only about half of them are still in use for advertising purposes." [13] A stark reminder of their diminishing, though still persistent, presence. The Airsign Airship Group, a prominent entity in this specialized field, proudly owns and operates eight of these active ships, including the recognizable Hood Blimp, the DirecTV blimp, and the venerable MetLife blimp. [14] Clearly, there's still a market for massive, slow-moving billboards in the sky, a testament to human fascination with anything that floats.

Surveillance blimp

A TCOM 17M Aerostat and Trailer, less a blimp in flight and more a tethered eye in the sky.

This particular type of blimp, distinct from its free-flying advertising cousins, functions as an airborne early warning and control aircraft. It is typically deployed as the active, elevated component of a larger, integrated system that encompasses a robust mooring platform, sophisticated communications infrastructure, and advanced information processing capabilities. Notable examples of such systems include the rather infamous U.S. JLENS project – known for its occasional, and rather public, escapes [15] [16] – and the Israeli Aeronautics Defense Skystar 300, both designed to provide persistent, elevated surveillance.

These surveillance blimps, often referred to as aerostats due to their tethered nature, have seen extensive use, particularly in the volatile landscape of the Middle East. They have been deployed by the United States military, the United Arab Emirates, and Kuwait, offering an invaluable, elevated vantage point for intelligence gathering and border security. [17] Their ability to loiter for extended periods at altitude, with their sophisticated sensor payloads, makes them a rather effective, if somewhat stationary, tool in modern reconnaissance.

Examples of non-rigid airships

Manufacturers across various nations have, over the decades, produced an array of blimps, each with its own design peculiarities and designated purpose. [18] A selection of these examples includes:

• ADB-3-X01: The largest lightship ever manufactured by Airship do Brasil, notably the sole blimp manufacturing company operating in Latin America, demonstrating regional contributions to lighter-than-air craft.

• AVIC AS700 Airship: A modern Chinese design, indicating continued development and interest in blimp technology for various applications.

• Astra-Torres airship: Non-rigid airships manufactured by the French company Société Astra, these were significant for their use in World War I by both France and the United Kingdom, primarily for reconnaissance and coastal patrol duties.

• British Army airship Beta: An early British military airship, instrumental in the development of lighter-than-air capabilities for the British armed forces.

• Coastal class airship and C* class airship: These were crucial UK coastal blimps, employed extensively during WW I for anti-submarine patrols and protecting shipping lanes.

• SS, SSP, SST, SSZ and NS class airships: A series of highly effective convoy escort blimps utilized by the United Kingdom during WW I, proving the efficacy of blimps in maritime defense.

• G class blimp and L class blimp: These were US training blimps, built by Goodyear during World War II, essential for instructing pilots and crews in lighter-than-air operations.

• K class blimp and M class blimp: Vital US anti-submarine blimps operated with considerable success during World War II, playing a critical role in protecting convoys from U-boat threats.

• Mantainer Ardath: An Australian blimp, in active use during the mid-1970s, showcasing the global reach of blimp advertising.

• N class blimp (the "Nan ship"): A larger, more advanced blimp, used for anti-submarine warfare and as an elevated radar early-warning platform during the 1950s, demonstrating evolving military applications.

• Goodyear Blimps: Perhaps the most famous fleet of blimps globally, operated primarily for advertising and as stable television camera platforms. It's worth noting, for those who appreciate such details, that this iconic fleet began its transition to semi-rigid designs starting in 2014, a subtle nod to the advantages of a more robust structure.

• Skyship 600: A versatile private blimp, frequently employed by advertising companies, demonstrating its commercial viability beyond military applications.

• P-791: An experimental aerostatic/aerodynamic hybrid airship developed by the formidable Lockheed-Martin corporation, pushing the boundaries of lighter-than-air design by combining elements of both blimps and conventional aircraft.

• SVAM CA-80: An airship manufactured by the Shanghai Vantage Airship Manufacture Co in China, another example of the continued, if quiet, development of blimp technology in various nations.

• TC-3 and TC-7: Two US Army Corps non-rigid blimps, notably used for experimental parasite fighter trials during 1923–24, an intriguing, if ultimately impractical, attempt to combine the endurance of an airship with the speed of a fighter.

• UConn Lumpy: An airship built and flown in 1975 by students at the University of Connecticut, a charming example of grassroots, educational engineering.

• WDL 2: An airship specifically designed for aerial advertising, manufactured and operated by the WDL Group in Germany, maintaining the European tradition of lighter-than-air advertising.

• Willows airships: Early British airships developed by E.T. Willows, significant for their pioneering role in the early 20th century.

• DIRECTV blimp Airship, Model A-170LS Video Lightsign: A specific model of advertising blimp, known for its integrated video lights for dynamic aerial displays.

• An A-60+, the MetLife Snoopy Two: Another recognizable advertising blimp, showcasing the enduring appeal of these aerial billboards. [19]

See also

• Airship hangar
• List of current airships in the United States
• Mooring mast
• Solar aircraft
• Thermal airship, a type of blimp using hot air for lift

Notes

• [1] "blimp". Lexico. Oxford University Press. Archived from the original on 29 July 2020. Retrieved 24 November 2020.
• [2]
  • Smith, Jessica (9 January 2024). "Difference Between Blimp Or Zeppelin?". Retrieved 5 February 2024.
• [3]
  • Ege, Lennart (1973). Balloons and Airships, and Dirigibles 1783–1973. Translated by Munson, Kenneth. London: Blandford. ISBN 978-0-7137-0568-3.
• [4] a b
  • Meager, George (1970). My Airship Flights 1915–1930. London: William Kimber and Co. p. 32. ISBN 978-0-7183-0331-0.
• [5]
  • Goddard, Victor (1968). "Per Ardua—Peradventure: A Contemporary Review of Innovations during the First Fifty Years of the Royal Air Force". The Aeronautical Journal. 72 (694). Royal Aeronautical Society: 857. doi:10.1017/S0001924000085237. ISSN 0001-9240. S2CID 115595814.
• [6]
  • "Goddard, Robert Victor (Oral history)". Imperial War Museum. 9 August 1973. Retrieved 12 December 2024. In the section of the interview beginning at 9:55 on reel 8, Air Marshal Victor Goddard claims that this incident occurred when Cunningham was inspecting Goddard's airship. Goddard says he told the story of the incident to other officers in the RNAS, who christened his airship "the blimp".
• [7]
  • "Origin of 'Blimp' Explained". The New York Times. 3 January 1943.
• [8] Barnes & James 1989, p. 13.
• [9]
  • van Beverhoudt, Arnold E. (2013). These Are the Voyages: A History of the Ships, Aircraft, and Spacecraft Named Enterprise. Lulu.com. p. 119. ISBN 978-0-557-17825-4.
• [10]
  • "blimp". Oxford English Dictionary (2nd ed.). Oxford University Press. 1989.
• [11]
  • "Aeronautics: Air Yacht". Time. Vol. 16, no. 18. 3 November 1930.
• [12]
  • "Dirigible Air Yacht Has Automobile Cabin". Popular Mechanics. Vol. 54, no. 6. December 1930. p. 967.
• [13]
  • Cutolo, Morgan (3 April 2021). "Here's Why You Don't See Blimps Anymore".
• [14]
  • Broughton, David (23 June 2014). "Flying high: How sponsors, networks and fans make the business of blimps soar". Sports Business Journal. Retrieved 1 November 2015.
• [15]
  • "Military blimp escapes, causes power outages before landing in Pennsylvania". Stars and Stripes. Retrieved 30 October 2015.
• [16]
  • "Military Blimp Gets Loose, Cuts Power Lines". AVweb. 28 October 2015. Retrieved 30 October 2015.
• [17]
  • Pocock, Chris (12 November 2011). "Aerostats Rise Through the Ranks in Surveillance Service". ainonline.com. Retrieved 20 May 2022.
• [18]
  • "FAQs – Business of blimps". Goodyear Tire and Rubber Company. Archived from the original on 2 March 2010. Retrieved 13 December 2009.
• [19]
  • "The MetLife Blimp". MetLife. 2009. Archived from the original on 19 December 2009. Retrieved 13 December 2009.