Originally Posted by G-CPTN
(Post 9484559)
Maybe the pilots were cowering at the rear of the cabin?
Looks like front ducted propellers were not responding. |
Originally Posted by Cazalet33
(Post 9484289)
Bit late on the roundout there, Hoskins.
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I've heard of a slow motion train crash, but this must be the world's first slow motion plane crash. Maybe the cabin should be relocated to a less vulnerable position?
Paradoxically this shows how safe the design is ... https://youtu.be/Mg-RPTiVa_Q |
Originally Posted by Julio747
(Post 9479329)
Only 60% from buoyancy??? Try again....
link |
Wonder if fitting airbags under/around the cockpit would be better for the crews survival (pending obstructing egress)?
As it's a pilots forum, does anybody know the actual pilot, as in airship experience (not putting blame on the pilot)? One assumes that there's a form of FDR; be interesting to see/hear what was going on. |
Surprised that the pilots had no way to arrest the descent when things were obviously going south.
Is there no ballast on this vehicle? |
The whole dog's breakfast was designed by the apprentice on a Monday morning.
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In response to Obba, I know a few people on the team.
The chief test pilot has plenty of relevant experience, as do the others... CTP is an ex Airship Industries test pilot/instructor. He is also ex BA and Monarch Airbus/B757. |
Do we really need these things? I still have the Cargolifter fiasco fresh on my mind. A lot of my colleagues lost a lot of money gambeling on that waste of airspace.......
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500 above:
Interesting. Do you know anyone responsible for their business plan? |
Oldchina
Not personally, only operational crew. [email protected] or [email protected] would be you're best bet. |
The future of raising millions of pounds/dollars every 5-7 years to invest in the concept of profitable commercial airships is unlimited.
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The future of raising millions of pounds/dollars every 5-7 years to invest in the concept of profitable commercial airships is unlimited |
The future of raising millions of pounds/dollars every 5-7 years to invest in the concept of profitable commercial airships is unlimited. when you absolutely must have it sometime next month |
So commercially cargo wise, you're looking for jobs where fixed wing and road transport or an MI-26 aren't better options? Must be pretty limited....
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If you ignore the capital cost (and the development costs) then the running costs of an airship should be lower than a super helo.
Road transport can easily handle the proposed 50 tonnes (though at great expense if it is an indivisible load), and, of course it requires a good quality highway. There are fixed-wing aircraft capable of carrying 50 tonnes - but these require airport runways (and road transport connections at either end). So we are left with 'inaccessible' transit locations at a cost possibly less than a super helo. |
An all-weather 120-km long two-lane gravel road is presently being built on tundra between the town of Inuvik, Northwest Territories, and the ocean-side village of Tuktoyaktuk, Northwest Territories. The communities had, at one time, considered year-round LTA airship freight service.
Presently, Inuvik is the northern terminus of the 738-km long Dempster Highway. During the long Arctic winter, an ice road connected the two communities of Inuvik and Tuktoyaktuk. During summer, river barge (slow and affordable) and year-round fixed wing and rotary wing air transport (costly and quick) was/is the way to go.. Upon completion of the highway, river barge transport will drop to near zero. The frequency and demand of air transport will be reduced significantly as well.. The relatively flat terrain and low wind speeds of certain areas of Canada's Arctic would appear to be ideal for blimps... Alas, between Inuvik and Tuktoyaktuk , the idea of LTA transport has been beaten by mundane fossil-fueled surface transport. Dang! |
If it has a commercial future at all I would suggest it will be in the ad hoc freight charter market. To get a ten ton+ single load from A to B at the moment could take days if not weeks to organise, especially if you have to wait for the Antonov. Transport from manufacturing base to airport, (road?), loading, unloading at destination and transport to required site will be complex and time consuming. An Airlander could probably do such a charter, say Manchester to Toulouse, cheaper and quicker. Is there likely to be a market to sustain a small fleet?
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I think it is a good idea. May be these will become RVs of the air providing cheap leisure travel.
It is hardly a crash, with few meters of cloth and few sewing machines, it is will back in air in no time. On a different note, one late vote to remain. Can't wait for John Oliver's take on this. |
Originally Posted by parabellum
(Post 9484790)
If it has a commercial future at all I would suggest it will be in the ad hoc freight charter market. To get a ten ton+ single load from A to B at the moment could take days if not weeks to organise, especially if you have to wait for the Antonov. Transport from manufacturing base to airport, (road?), loading, unloading at destination and transport to required site will be complex and time consuming. An Airlander could probably do such a charter, say Manchester to Toulouse, cheaper and quicker. Is there likely to be a market to sustain a small fleet?
Your notion that an Airlander could do ad-hoc charter is rooted in the assumption that there's always going to be (one of the very few) Airlanders conveniently located right next to where the load is, and available for immediate charter. That assumption is unrealistic at best. |
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