 So, this is the famous P791 and you can notice that it can lift between 3 to 5 tons of weight that is the desired capacity. I am not saying that the prototype which was built was carrying so many kilograms I am just saying that the prototype was built for a vehicle which would eventually lift between 3 to 6 tons of weight it was motivated by the requirements of the US defense services in Afghanistan. So they thought it is possible to just transport this big vehicle to directly to the location where you need support groups and you can transport equipment. So the static lift is 80%, 20% is actually this is wrong it is around 60%. So let us see. Let us have a look at this particular vehicle. Although it is a typical vehicle, the level of technology in P791 in hybrid aircraft is quite sophisticated. For example, we use vector thrusts much like the F-35. Our thrust vectoring system moves in two axes, horizontal and vertical. That gives us 180 degrees of thrust in two directions. P791 has multiple loads that allows us to generate lift more efficiently. P791's airframe is built from high strength, lightweight, woven material that is heat sealed together to form an airtight chamber that is mostly filled with helium. At the bottom of the vehicle we have four ACLS pads. The low cushion landing system enables us to take off and land from remote areas including sand, snow, dirt or even water. These environments don't require any infrastructure for take off and landing operations. Not only can we take off and land with the air cushion landing system, but it doubles in grip mode allows the system to grab the ground and hold it even at shifting winds. So we don't need milling towers or any sort of tie down as we do our change operations on the ground. This vehicle is unique, it is the only fly by wire hybrid airship in the world. We have traditional vector pedals and we have a control stick with pitch roll and alternative way we can put yarn in from the control stick. There's really two areas where hybrid aircraft are most valuable. One is in intelligence surveillance reconnaissance gathering because you can fly for a very long period of time without refueling. So for this vehicle we would take off and land, fly for two to three weeks on refueled, come back, refuel, possibly change sensors and go back up again. That allows us to have fewer forward troops supporting the aircraft and also uses less fuel in the forward areas. The second mission area is in moving cargo. People like to move quickly as they're transported but cargo doesn't matter so much. In cargo applications, the hybrid aircraft is really more like a fast ship than a sailor airplane. The hybrid aircraft allows us to carry a wide variety of cargoes. As it scales up from its current size to three times, five times or seven times this scale, the gondola expands so we can carry two to three hundred great containers at a time. We can also carry tanks, helicopters and other outsized military cargo. What's difficult about making an airship isn't the fact that you make a bag of helium lift something. That's relatively easy. What's difficult is making it useful. People are very hard to try to make this the most operable system possible. What we'd like to do is take this system to a ninety-five, maybe ninety-nine percent availability rate, much higher than existing airships and also as high or higher than existing aircraft. And unfortunately is that like so many projects of the U.S. Air Force, this project was technically successful but they did not have any funds remaining to execute it. So simply because of financial reasons, this project has been currently temporarily shelled. But there is a tremendous interest in this capability for other applications such as transporting huge amount of logs in Canada during winter where there is a great requirement for transporting heavy cargo and the only mode available today is either using trucks on icy roads or very long distance railway which can be very, very difficult and hazardous during the winter months. So some researchers in China are very, very proactively pushing the possibility of cargo airships. So they conduct a seminar once in two years called as Airships to the Polars or Polar Airship Group. So when you get a chance, please try to search for this particular group called as Polar Airship Group. And you will find the University of McGill and some other universities in Canada. There are people, Professor Barry Prentice, University of Manitoba. He is very actively involved in promoting the usage. He is an economist, transportation economist. But he is very proactive in pushing the use of airships for large volume cargo.