Could slower be smarter? How airships could transform air travel
UK-based Hybrid Air Vehicles' Airlander is redefining efficiency, slashing emissions, and creating a new category of air travel.
For decades, the aviation industry has been driven by one assumption: faster is better. Yet, one British company is challenging that notion, making a compelling case that the future of air travel – and even cargo transport – could be slower but far more efficient and much less carbon-intensive.
Hybrid Air Vehicles (HAV), a UK-based aerospace company, has already secured £2 billion in orders for its Airlander 10 – an airship capable of carrying 100+ passengers or 10 tonnes of cargo.
Working from 2028 in a hybrid-electric configuration, the airship could drastically slash emissions compared to aircraft serving the same routes. The Airlander offers an ultra-low-emission alternative for short-haul flights, using significantly less energy while expanding access to underserved regions.
Spain’s regional airline Air Nostrum is set to be the first to introduce the aircraft, with plans to deploy it across the Mediterranean. And this is just the beginning. Expected to enter service by the end of the decade, the Airlander 10 will be followed by the Airlander 50, a larger model designed for 200 passengers or 50 tonnes of cargo and with a 2,200-kilometer range.
A new category of transport – beyond nostalgia
Airships may evoke images of early 20th-century aviation, but HAV’s CEO, Tom Grundy, is quick to dispel the notion that this is just a retro curiosity. Instead, he argues, Airlander is creating an entirely new category of transport – one that fills the gap between fast but high-emission air travel and slow-moving surface transport.
"The fundamental thing for us is that this is an aircraft that uses less energy," Grundy explains. "Right now, in aviation, you either ship something tomorrow by air, or it takes weeks by land or sea. There’s nothing in between. We’re creating that middle-speed, lower-energy, lower-cost air transport option."
Beyond conventional aviation, Airlander’s versatility allows it to serve a range of roles – from connecting remote regions and operating luxury air cruises to providing military surveillance and cargo transport without requiring extensive infrastructure. HAV envisions its aircraft flying routes across the Mediterranean, over Arctic landscapes, and deep into areas where traditional air transport is uneconomical.
Challenging the speed-first mindset
One of the biggest questions around airships is speed. If a conventional aircraft can get from Barcelona to Palma de Mallorca in under an hour, why would passengers opt for a three-to-four-hour journey on an airship?
Grundy argues that this comparison is misleading. "The journey isn’t just the flight time – it’s getting to the airport, going through security, boarding, and doing the same at the other end. When you compare true end-to-end travel times, the difference isn’t as vast as people assume."
Unlike conventional aircraft, Airlander wouldn't be restricted to major airports like Barcelona El Prat. It could take off and land in a range of locations – including coastal areas, smaller regional airfields, and even water – allowing for direct, hassle-free departures. This flexibility not only reduces congestion at major airport hubs but also makes point-to-point travel far more accessible.
For Air Nostrum, which has ordered twenty Airlander 10s for its Mediterranean routes, the attraction lies in its ability to replace short-haul flights with a quieter, low-emission, and more scenic travel experience – a significant draw for leisure travellers.
Grundy also notes that Airlander isn’t competing only with planes – it’s competing with ferries, trains, and road transport. "If you look at passenger transport, especially in Europe, many people take longer journeys by surface transport. If the cost is right, speed matters less."
Designed for the real world
Unlike early airships, which were fragile and highly weather-dependent, Airlander is designed to meet the rigours of modern transport. "This aircraft will always turn into the wind and take off into it, removing crosswind limits," Grundy explains. "Its dispatch reliability meets the benchmarks expected of a year-round regional transport service."
Real-world feasibility studies have already taken place in Scotland’s Highlands and Islands, where limited infrastructure makes traditional air travel challenging.
Grundy points out that with minor modifications, an existing airfield could be “Airlander-ready" for as little as £250,000 per location. "That’s a fraction of what it costs to build or expand an airport," he notes.
Another area where Grundy believes Airlander can disrupt existing air travel is the passenger experience. Thanks to its unique design, Airlander’s cabin is more spacious than a typical aircraft. "You’re not in a cramped, pressurised cylinder—you’re in a trapezoidal space with floor-to-ceiling windows," Grundy says.
Some operators are capitalising on this by developing luxury air cruises. "We have customers who want to create an Airbourne cruise experience, taking people to places no one else can get to," he says. These journeys might last several days, offering travellers panoramic views of untouched landscapes like the Arctic or remote islands.
Cargo, military, and infrastructure-free operations
Grundy sees Airlander being employed in more than just passenger services. In logistics, it could fill a crucial gap between high-cost, high-speed air freight and slow-moving surface transport.
"The price per tonne-kilometer is designed to sit between air freight and surface freight options," Grundy says. "It’s a little more expensive than surface freight but travels faster and more directly – far cheaper than air freight because it’s a much more efficient aircraft."
The aircraft’s endurance capabilities also make it ideal for defence applications, including border surveillance and search-and-rescue operations. "Airlander can stay airborne for up to five days," Grundy says. "That replaces multiple aircraft, significantly cutting operating costs."
To scale production, HAV is building a new facility in Doncaster, UK, set to create 1,200 jobs and produce 24 aircraft annually. Grundy highlights that the company has already secured £140 million in funding. While more is needed, he says that the financial ask is not the same as for a conventional clean-sheet aircraft.
"Compared to conventional aircraft development, our project is smaller in financial terms," he says. "It’s more like shipbuilding than jet aviation. Lighter loads, lower speeds, and less extreme testing requirements keep costs down. But the transition from R&D to manufacturing is still the biggest challenge."
A new era for airships?
While many zero-emission aviation technologies remain years or decades away, Airlander presents a scalable, near-term decarbonisation solution.
"We can reduce emissions by 75–90% using today’s fuels and infrastructure," Grundy says. "And with hybrid-electric propulsion by 2028 and zero-emission operations by 2030, we’re moving toward net-zero aviation much faster than conventional aircraft."
As a result, Grundy has a clear message for those who dismiss airships as old-fashioned: "This isn’t about nostalgia. It’s about solving real-world transport challenges in a way that’s cheaper, greener, and more flexible than anything else out there."
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