High altitude communications drone and communications system using same

Abstract

A communications system using aircraft flown at high altitude. The aircraft may fly in a pattern providing coverage over a large area on the ground. The aircraft may utilize antennas which may be positioned to provide better coverage in different lateral ranges under the aircraft as the aircraft flies within a flight pattern. The aircraft may use hydrogen powered fuel cells and maintain flight for a significant amount of time. The communications system may be adapted to provide 5G, or higher, wireless communication to areas which may be inadequately served by terrestrial based systems. The beam direction from above avoids signal blockages which may occur due to irregular geographic features, and also allows for service into areas devoid of terrestrial service.

Description

HIGH ALTITUDE COMMUNICATIONS DRONE AND COMMUNICATIONSYSTEMS USING SAMEGregor Veble MikicJoeBen BevirtClement GiresDavid Troner

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to U.S. Provisional Patent Application No. 63 / 653,713 to Mikic et al., filed 05 / 30 / 2024, which is hereby incorporated by reference in its entirety.

[0003] FIELD OF THE INVENTION

[0004] This invention relates to aerial vehicles, and a communication system using aerial vehicles.

[0005] BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figures 1A-B are perspective views of an aerial vehicle used in a communications system according to some embodiments of the present invention.

[0007] Figures 2A-B are side views of an aerial vehicle used in a communications system according to some embodiments of the present invention.

[0008] Figures 3A-B are partial cutaway views of an aerial vehicle used in a communications system according to some embodiments of the present invention.

[0009] Figures 4A-B are cutaway views of an aerial vehicle used in a communications system according to some embodiments of the present invention.

[0010] Figures 5A-B are partial cutaway front right views of an aerial vehicle used in a communications system according to some embodiments of the present invention.

[0011] Figures 6A-B are partial cutaway front left views of an aerial vehicle used in a communications system according to some embodiments of the present invention.

[0012] Figures 7A-B are partial cutaway front right views of an aerial vehicle showing antenna positions used in a communications system according to some embodiments of the present invention.

[0013] Figure 8 illustrates a coverage area for a communication system according to some embodiments of the present invention.

[0014] Figure 9 illustrates aircraft flying in a pattern for a communication system according to some embodiments of the present invention.

[0015] Figure 10 illustrates aircraft flying for a communication system according to some embodiments of the present invention.

[0016] Figure 11 illustrates aircraft flying in a multi-plane loop according to some embodiments of the present invention.

[0017] Figure 12 illustrates differing communications pathways between a user and a ground station according to some embodiments of the present invention.

[0018] Figure 13 illustrates aircraft to aircraft communication pathways according to some embodiments of the present invention.

[0019] Figures 14A-B are perspective views of an aerial vehicle used in a communications system according to some embodiments of the present invention.

[0020] Figures 15A-B are perspective views of an aerial vehicle, with the nose cone removed, used in a communications system according to some embodiments of the present invention.

[0021] Figures 16A-B are perspective views of an aerial vehicle, with the nose cone removed, used in a communications system according to some embodiments of the present invention.

[0022] Figure 17 is a side view of an aerial vehicle according to some embodiments of the present invention.

[0023] SUMMARY

[0024] A communications system using aircraft flown at high altitude. The aircraft may fly in a pattern providing coverage over a large area on the ground. The aircraft may utilize antennas which may be positioned to provide better coverage in different lateral ranges under the aircraft as the aircraft flies within a flight pattern. The aircraft may use hydrogen powered fuel cells and maintain flight for a significant amount of time.

[0025] DETAILED DESCRIPTION

[0026] In some embodiments of the present invention, a communications system using aerial vehicles as long endurance high altitude hydrogen powered communications relay stations. In some aspects, the aerial vehicles may fly as a constellation, using a fleet of aerial vehicles flying flight patterns configured to provide continuous coverage over a target landscape. In some aspects, the aerialvehicles have fuel cells which provide electric power for the propulsion units of the aircraft as well as for the avionics and the communications hardware. In some aspects, the aerial vehicles have a primary, planar, antenna that is articulable to provide pointing of the plane of the antenna, for example to provide lateral coverage rather than directly downward pointing coverage to the ground.

[0027] The communications system may be adapted to provide 5G, or higher, wireless communication to areas which may be inadequately served by terrestrial based systems. The beam direction from above avoids signal blockages which may occur due to irregular geographic features, and also allows for service into areas devoid of terrestrial service. Further, the use of a high altitude platform also allows for use by aircraft flying at altitudes lower than that of the high altitude platforms - the high altitude aerial vehicles according to embodiments of the present invention.

[0028] In some embodiments, an aerial vehicle has fixed forward facing rotors. In some embodiments, the rotors are fixedly mounted to structures coupled to the aerial vehicle main body, and may be mounted to a tail of the aerial vehicle. In some embodiments, the rotors may have some articulable aspects.

[0029] The terms “propeller” and “rotor” as utilized herein can refer to any suitable rotary aerodynamic actuator, commonly referred to as a rotor, a propeller, a rotating wing, a rotary airfoil, and the like. While a rotor can refer to a rotary aerodynamic actuator that makes use of an articulated or semi-rigid hub (e.g., wherein the connection of the blades to the hub can be articulated, flexible, rigid, and / or otherwise connected), and a propeller can refer to a rotary aerodynamicactuator that makes use of a rigid hub (e.g., wherein the connection of the blades to the hub can be articulated, flexible, rigid, and / or otherwise connected), no such distinction is explicit or implied when used herein, and the usage of propeller can refer to either configuration, and any other possible configuration of articulated or rigid blades, and / or any other possible configuration of blade connections to a central member or hub. In the context of an electric motor, which in some variations can include a stator and rotor, the rotor of the electric motor can refer to the portion of the motor that rotates as electrical potential energy is converted to rotational kinetic energy in operation of the electric motor.

[0030] The propeller of the propulsion assembly functions to convert rotational kinetic energy supplied by the electric motor to aerodynamic forces (e.g., for propelling the aircraft). The propeller can include a number of propeller blades (e.g., blades, airfoils, etc.), a head (e.g., a hub and associated linkages), and any other suitable components. The propeller may be a variable-pitch propeller (e g., wherein the pitch of each propeller blade is variable in coordination such as via collective control, wherein the pitch of each propeller blade is independently variable such as via cyclic control, etc.), but can additionally or alternatively be a fixed-pitch propeller. In some variations, the aircraft can include both variablepitch and fixed-pitch propellers associated with different propulsion assemblies. In additional or alternative variations, the propeller can be articulated into a negative angle of attack condition, which can function to produce reverse thrust without changing the direction of rotation of the propeller. The propeller may include two blades per propeller, but can additionally or alternatively include anysuitable number of blades per propeller (e.g., two, three, four, five, six, etc.). The propeller can define any suitable disc area (e.g., propeller disc, disc, etc.), and each blade can define any suitable cross section and / or twist angle as a function of blade span.

[0031] In an illustrative embodiment, as seen in external view in Figures 1 A-B and 2A-B, an aerial vehicle 100 is adapted for long endurance high altitude flight. The aerial vehicle 100 may have a left wing 101 and a right wing 102. In some aspects, the wings 101, 102 are removably coupled to a main body 106. The wings 101, 102 may have spar extensions which enter into the main body 106 and which may be removably fastened therein, allowing the wings to be removed for ground transport of the aerial vehicle in a more compact fashion, for example.

[0032] A front cover 103 of the main body 106 may be a removable cover to allow for access into the aerial vehicle, as discussed further below. The aerial vehicle 100 may have a tail consisting of a left rear vertical element 104a and a right rear vertical element 104b, coupled to a left propulsion unit 105a and a right propulsion unit 105b. The propulsion units may include an electric motor and a propeller.

[0033] In an illustrative embodiment, the aerial vehicle is adapted to fly at or near 61,000 feet, at a cruise speed of 70 m / s. The total weight of the aerial vehicle may be 800kg. The overall wingspan may be in the range of 30-35m, and 31 .4 in one example. The length of the aerial vehicle may be 5.5m. The diameter of the propeller disc may be 2.1m and the propeller may have two blades. In arepresentative flight scenario, the aerial vehicle 100 is configured to fly for 4 days per flight.

[0034] The aircraft can include a power distribution system that couples an electric power source to each electrically-powered component (e.g., including each electric motor). The power distribution system can include an electrical power transmission bus that distributes power from a plurality of electric power sources to components of the aircraft requiring electrical power. Each propulsion assembly is preferably connected to at least one associated electric power source that powers the electric motor assembly of the propulsion assembly. However, the electric power sources can additionally or alternatively be interconnected to one another and / or to one or more propulsion assemblies such that any propulsion assembly (or other powered component) can draw electrical power from any suitable subset of electric power sources of the aircraft, with any suitable relative power draw between electric power sources.

[0035] Proton Exchanger Membrane Fuel Cells (PEMFC) have a lot of advantages for aviation applications. They have high efficiencies and high power to weight ratios, but have disadvantages in that they need to be kept cool, typically in the range of 70-80°C, and require substantial cooling to dissipate the heat from typically 40-60% of the hydrogen oxidation energy that is not converted into electricity. Additionally, they need to be supplied with reactants at elevated pressure. Achieving this in a manner that maintains the advantages of high power to weight and high efficiency even while operating in the low ambient pressures found at high altitude and particularly in small sizes presents many challenges.The current system provides a fuel cell system that may maintain the fuel cell within its optimal operating temperature range with near optimal pressurization of air and hydrogen supplied to the fuel cell through the full range of operating altitudes, ambient air pressures and temperatures.

[0036] In some aspects, the air inletted into the aerial vehicle may route to a high efficiency hydrogen fueled thermodynamic fuel cell subsystem residing within the aerial vehicle. In some aspects, the subsystem is adapted to deliver electricity to power an electrically powered aircraft, which may then use the electricity to power electric motors. In some aspects, the system may further include one or more batteries to provide an alternate power source in some use cases.

[0037] The hydrogen fueled thermodynamic fuel cell subsystem may include a series of intertwined pathways, such as one or more pathways for intake air, a pathway for hydrogen, a pathway for byproducts from the fuel cell, and a pathway for water condensed out from the byproducts from the fuel cell.

[0038] Figures 2A-B and 3A-B are partial cutaway views of an aerial vehicle 100 according to some embodiments of the present invention. The front cover 103 may have one or more air inlets 103 adapted to provide air into main body of the aerial vehicle. One or more heat exchangers 117 reside in the air flow path downstream of the air inlets 103. The heat exchangers may be part of the fuel cell subsystem. Air flow ducts may be used to route air from air inlets to the fuel cell module 112. Exhaust ducts from the fuel cell module may route air from the fuel cell subsystem out through the interior of the main body to the exterior of the main body of the aerial vehicle.

[0039] An equipment module 11 1 may contain electric components including avionics. The equipment module 111 may provide an environmentally controlled area, which may include a temperature controlled and a pressure controlled environment. A fuel cell module 112 may contain portions of the fuel cell subsystem. Although illustrated as having two internal modules, in some aspects there may be a different number of internal modules. In some aspects, portions of the fuel cell subsystem may reside within the equipment module 111. In some lower altitude uses, the temperature and pressure controlled modules may not be necessary, and the equipment may not have need for a segregated and specialized environment.

[0040] A hydrogen tank 110 resides within the main body of the aerial vehicle. The hydrogen tank may be located close to the center of gravity of the aerial vehicle, which helps maintain the c.g. location of the aircraft as the fuel is used and its mass reduced. In some aspects, the hydrogen tank is centered to within 100mm of the c.g. of the aerial vehicle. In some aspects, the hydrogen tank is centered to within 200mm of the c.g. of the aerial vehicle. In some aspects, the hydrogen tank is centered to within 300mm of the c.g. of the aerial vehicle. In some aspects, the front cover 103 may be a structural cover which forms part of the structural support for the aerial vehicle and its internal components. One or more exhaust vents 1 18 may allow for air outletting from the internal area within the main body of the aerial vehicle.

[0041] A planar antenna 115 resides within the interior of the main body of the aerial vehicle within the front cover 103. In some aspects, the antenna may be aphased array using beam steering technology. Although such antennas do provide some beam focusing capabilities, in some aspects the antenna 115 may be repositioned in flight. In some aspects, the antenna 115 may be rotated along a single axis to provide lateral pointing of the antenna. Figures 5A-B illustrate the antenna 115 on aerial vehicle 100 pointed downward. Figures 6A-B illustrate the antenna 115 positioned at an extreme starboard lateral position. Figures 7A-B illustrate the range of positions that the antenna 115 may be able to commanded to, understood to be a representation of a single antenna but illustrating a range of positions. In some aspects, the antenna may have a lateral deployment range of up to 75 degrees both port and starboard. In some aspects, the antenna may have a lateral deployment range of up to 80 degrees both port and starboard. In some aspects, the antenna may be mounted in a fixed orientation. In some aspects, the antenna may be mounted in a fixed orientation at an angle off of the vertical downward view angle. With the planar antenna mounted at an angle off of vertical, the coverage area on the ground may be enlarged relative to a vertical downward facing beam. The antenna may utilize its beam focusing capabilities in this fixed orientation. In some aspects, the antenna is offset from vertical by an angle in the range of 5-45 degrees. In some aspects, the antenna is offset from vertical by an angle in the range of 10-30 degrees. In some aspects, the antenna is offset from vertical by an angle in the range of 15-35 degrees.

[0042] Figures 8-13 illustrate aspects of a communications system 400 according to some embodiments of the present invention. Figure 8 illustrates a representative coverage area for a communications system 400, which in thisexample is the San Francisco Bay Area. A plurality of coverage sub-zones 130, 131, 132, 133, 134, 135 may each be provided coverage by an aerial vehicle, which may the aerial vehicle 100 discussed above. The aerial vehicles provide a communications platform which together provide coverage to a larger composite coverage area. Figure 9 illustrates a representative portion of the communications system with four aerial vehicles 100a, 100b, 100c, lOOd flying along a flight pattern with each of the aerial vehicles providing coverage to a coverage subzone. As the aerial vehicles proceed along the flight pattern, their coverage subzones move along with them. The flight pattern is designed such that the aerial vehicles provide the desired coverage to the composite coverage area. In an illustrative example, the diameters of the coverage sub-zones 130, 131, 132, 133, 134, 135 are in the range of 30-50 miles in diameter. In some aspects, a different number of aerial vehicles may be used in the communications system.

[0043] In some aspects, the aerial vehicles may fly a flight pattern that introduces a need for coverage at lateral locations other than centered under the aerial vehicle. For example, at one location along a flight path the preponderance of users desired to be provided with coverage may be centered under the aerial vehicle. In a later location along the flight path, there may be a desire to provide better coverage to an area further to the port side of the aerial vehicle. The positionable antenna 115 may be positioned to point to the port side of the aerial vehicle during this portion of the flight. At an even later location along the flight path, there may be a desire to provide better coverage to an area further to the starboard side of the aerial vehicle. The positionable antenna 115 may bepositioned to point to the starboard side of the aerial vehicle during this portion of the flight. The use of the positionable antenna 115 allows for flight paths which may provide better overall coverage with more efficiency by positioning the antenna as opposed to further diverting the aerial vehicle during the flight.

[0044] In order to maintain spacing of the aerial vehicles the system may utilize wind management techniques. For example, as an aerial vehicle enters into a downwind leg of a flight path, in order to not have the aerial vehicle put too much distance behind it relative to the next rearward aircraft, the aerial vehicle may lengthen its effective flight path by engaging in S-tums or another path lengthening flight regime. The aerial vehicles may also utilize camber adjustment to fly efficiently at a slower airspeed while maintaining the desired ground speed.

[0045] Figure 10 illustrates aspects of the operation of an aerial vehicle 100 which may be flying as part of a communications system 400. The aerial vehicle 100 may communicate with a ground station 141 using a communications link 140. The coverage area of the antenna 115 of the aerial vehicle 100 provides coverage to users within the coverage sub-zone 101a. In some aspects, the communications system may utilize different coverage scenarios. In some aspects, some of the aerial vehicles may be flying the full loop while one or more of the aerial vehicles may be flying in a smaller, focused, coverage loop in order to provide more coverage in a particular area.

[0046] In some embodiments of the present invention, as seen in Figure 11, a communications system 400 uses six aerial vehicles 100a, 100b, 100c, lOOd, lOOe, lOOf, 100g flying along a flight path 149 to provide communicationscoverage. A ground station 141 is configured to communicate with the aerial vehicles, for example providing a communication link 142 to an aerial vehicle 100a. Although illustrated with a single ground station 141, it is to be understood that there may a plurality of ground stations along a flight path. In some aspects, an aerial vehicle may communicate with other aerial vehicles in the flight pattern to transmit indirectly to a ground station. In an illustrative example, an aerial vehicle 100c may have direct access to a ground station 141 interfered with by thunderclouds 145, for example. The aerial vehicle 100c may transmit 143a to a second aerial vehicle lOOd, which then may further transmit 143b to a third aerial vehicle lOOf, which then may transmit 143c to the ground station 141.

[0047] In some aspects, as seen in Figure 12, users 146 on the ground may be in communication 146a with a first aerial vehicle 100a, which may then be have a direct communication link 146b with a ground station. In another operational mode, a user 146 may be in communication 147a with a first aerial vehicle 100a, which may then be have a communication link 147b with a second aerial vehicle 100b, which then is in communication 147c with a ground station.

[0048] In some aspects, as seen in Figure 13, a first aerial vehicle 100a may establish a communications link 151 with a second aerial vehicle 100b. The aerial vehicles 100a, 100b may utilize a pointing unit 150a, 150b to establish the communications link between the aerial vehicles 100a, 100b.

[0049] In an alternative embodiment with a full frame, as seen in Figures 14A-B, an aerial vehicle 200 is adapted for long endurance high altitude flight. The aerial vehicle 200 may have a left wing 201 and a right wing 202. In some aspects, thewings 201, 202 are removably coupled to a main body 206. The wings 201, 202 may have spar extensions which enter into the main body 206 and which may be removably fastened therein, allowing the wings to be removed for ground transport of the aerial vehicle in a more compact fashion, for example.

[0050] The aerial vehicle 200 may be constructed as a frame body 221 using trusses 231. The frame body 221 may in turn be covered with a material which may include fabric, coated fabric, polymer, or other appropriate covering material. The shell fabric of the aerial vehicle 200 is omitted in the views for clarity.

[0051] A front cover 203 of the main body 206 may be a removable cover to allow for access into the aerial vehicle, as discussed further below. The aerial vehicle 200 may have a tail consisting of a left rear vertical element 204a and a right rear vertical element 204b, coupled to a left propulsion unit 205a and a right propulsion unit 205b. The propulsion units may include an electric motor and a propeller.

[0052] The aerial vehicle 200 may have a front facing radiator opening 222 mounted in the nose 223 of the aerial vehicle 200. One or more heat exchangers 217 reside in the air flow path of the front facing radiator opening 222. The heat exchangers may be part of the fuel cell subsystem.

[0053] Figures 15A-B and 16A-B are views of the aerial vehicle 200 with its nose 223 removed, illustrating how the components can be accessed from the front of the aerial vehicle with the nose removed. A hydrogen tank 210 resides within the main body of the aerial vehicle. The hydrogen tank 210 may be located close to the center of gravity of the aerial vehicle, which helps maintain the c.g. locationof the aircraft as the fuel is used and its mass reduced. In some aspects, the hydrogen tank is centered to within 100mm of the c.g. of the aerial vehicle. In some aspects, the hydrogen tank is centered to within 200mm of the c.g. of the aerial vehicle. In some aspects, the hydrogen tank is centered to within 300mm of the c.g. of the aerial vehicle.

[0054] A planar antenna 215 resides within the interior of the main body of the aerial vehicle within the front cover 203. In some aspects, the antenna may be a phased array using beam steering technology. Although such antennas do provide some beam focusing capabilities, in some aspects the antenna 215 may be repositioned in flight. In some aspects, the antenna 215 may be rotated along a single axis to provide lateral pointing of the antenna.

[0055] In some aspects, the antenna 215 may be mounted in a fixed orientation. In some aspects, the antenna 215 may be mounted in a fixed orientation at an angle off of the vertical downward view angle. With the planar antenna mounted at an angle off of vertical, the coverage area on the ground may be enlarged relative to a vertical downward facing beam. The antenna 215 may utilize its beam focusing capabilities in this fixed orientation. In some aspects, the antenna is offset from vertical by an angle in the range of 5-45 degrees. In some aspects, the antenna is offset from vertical by an angle in the range of 10-30 degrees. In some aspects, the antenna is offset from vertical by an angle in the range of 15-35 degrees.

[0056] An equipment portion 211 may contain electric components including avionics. In some aspects, the equipment portion may reside in an equipmentmodule which may provide an environmentally controlled area, which may include a temperature controlled and a pressure controlled environment, as discussed above. A fuel cell portion 212 may contain portions of the fuel cell subsystem. In some aspects, the fuel cell portion may reside in an fuel cell module which may provide an environmentally controlled area, which may include a temperature controlled and a pressure controlled environment, as discussed above. In some aspects, portions of the fuel cell subsystem may reside within the equipment module. In some lower altitude uses, the temperature and pressure controlled modules may not be necessary, and the equipment may not have need for a segregated and specialized environment.

[0057] In an illustrative embodiment, the aerial vehicle 200 is adapted to fly at or near 61,000 feet, at a cruise speed of 70 m / s. The total weight of the aerial vehicle may be up to 1200kg. The overall wingspan may be in the range of 30- 35m, and 31.4 in one example. The length of the aerial vehicle may be up to 8m. The diameter of the propeller disc may be 2.1m and the propeller may have two blades. In a representative flight scenario, the aerial vehicle 200 is configured to fly for 3-5 days per flight. In some aspects, the aerial vehicle 200 is configured to fly for 4-10 days per flight. In some aspects, the aerial vehicle 200 is configured to fly for 4-30 days per flight.

[0058] In a variation of the second embodiment, an aerial vehicle 200A has accommodative space for downfeed communication with a ground tracking station. Whereas the forward antennas 115, 215 are configured to communication with end users, which may be cellular telephone users, a separate communicationsubsystem will be used to communicate with the ground stations. In an illustrative embodiment as seen in Figure 17, a downfeed communication subsystem may reside in a space 243 which is within a redacted frame space 241 of the airframe truss structure. The downfeed communication subsystem may include an antenna, which may be in the 10-60 GHz range, for example. In some aspects, the antenna may gimbaled as part of a pointing system to maintain communication with a ground station 141, as seen in Figure 12, for example. In some aspects, the communication subsystem may a laser generator with a view window, which also may be gimbaled to maintain communication with a ground station. The downfeed communication subsystem may facilitate transmission of the communication signals from the ground station which are then transmitted via the forward antenna to the end users, which may be cellular telephone users. The downfeed communication subsystem may also facilitate transmission of mission commands for the aerial vehicle.

[0059] As evident from the above description, a wide variety of embodiments may be configured from the description given herein and additional advantages and modifications will readily occur to those skilled in the art. The invention in its broader aspects is, therefore, not limited to the specific details and illustrative examples shown and described. Accordingly, departures from such details may be made without departing from the spirit or scope of the applicant’s general invention.

Claims

What is claimed is:

1. An aerial vehicle configured to support a high altitude long duration flight paradigm, said aerial vehicle comprising: a vehicle main body; a left wing; a right wing; a tail structure; one or more propulsion assemblies coupled to said tail structure; a power system residing within said vehicle main body, wherein said power system comprises: a hydrogen tank; and a fuel cell subsystem coupled to said hydrogen tank; and a communications subsystem residing within said vehicle main body.

2. The aerial vehicle of claim 1 wherein said communications subsystem comprises an antenna.

3. The aerial vehicle of claim 2 wherein said antenna is a planar antenna, said antenna adapted to communicate with cellular telephone users.

4. The aerial vehicle of claim 3 wherein said communications subsystem further comprises an antenna positioning mechanism, wherein said antenna is configured to move to a lateral pointing position from a downward pointing position.

5. The aerial vehicle of claim 1 wherein said power system further comprises one or more batteries.

6. The aerial vehicle of claim 4 wherein said power system further comprises one or more batteries.

7. The aerial vehicle of claim 3 wherein said planar antenna is positioned such that planar antenna is pointing downward in a vertical orientation.

8. The aerial vehicle of claim 3 wherein said planar antenna is positioned such that planar antenna is pointing downward in an orientation off of vertical in the range of 5-45 degrees.

9. The aerial vehicle of claim 1 wherein said main vehicle body comprises: a truss frame; and a frame covering.

10. The aerial vehicle of claim 1 further comprising a second antenna, said second antenna configured to communicate with a ground station.

11. A communications system comprising: a plurality of aerial vehicles; one or more ground stations, wherein said one or more ground stations are configured to communicate with one or more of said plurality of aerial vehicles, wherein said aerial vehicles comprise: a vehicle main body; a left wing; a right wing; a tail structure; one or more propulsion assemblies coupled to said tail structure; a power system residing within said vehicle main body, wherein said power system comprises: a hydrogen tank; and a fuel cell subsystem coupled to said hydrogen tank; and a communications subsystem residing within said vehicle main body.

12. The communications system of claim 11 wherein said communications subsystem comprises an antenna configured to communicate with a plurality of users.

13. The communications system of claim 12 wherein said antenna is a planar antenna, said planar antenna adapted to communicate with cellular telephones.

14. The communications system of claim 12 wherein said communications subsystem further comprises an antenna positioning mechanism, wherein said antenna is configured to move to a lateral pointing position from a downward pointing position.

15. The communications system of claim 11 wherein said plurality of aerial vehicles further comprise a second antenna configured to communicate with said one or more ground stations.

16. The communications system of claim 13 wherein said plurality of aerial vehicles further comprise a second antenna configured to communicate with said one or more ground stations.

17. The communications system of claim 13 wherein said aerial vehicles are configured to fly in a coverage loop, said coverage loop providing service to a ground based area without coverage gaps along the ground under said coverage loop.

18. The communications system of claim 15 wherein said aerial vehicles are configured to fly in a coverage loop, said coverage loop providing service to a ground based area without coverage gaps along the ground under said coverage loop.

19. The communications system of claim 11 wherein said plurality of aerial vehicles further comprise an optical system configured to communicate with said one or more ground stations.

20. The communications system of claim 19 wherein said aerial vehicles are configured to fly in a coverage loop, said coverage loop providing service to a ground based area without coverage gaps along the ground under said coverage loop.

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