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mainly at sports games and in advertising, a mooring mast is used to secure these airships and keep them safe in storage. As they traditionally occupy great amounts of space, many engineers now design mooring masts as easily foldable and portable stands with long legs for adequate ground-stability. Such mechanisms employ spring-activated quick-response rods, with special design emphasis placed on kinematic elements to ensure the masts are not placed under great stresses from the weight of the airships. A modern-day solution to the once large mooring towers is portable and foldable masts which guarantee that indoor and outdoor blimps and their masts do not consume a great amount of space. For outdoor airships, spring-loaded devices are incorporated, fitted with alarms which notify ground crews and operators when wind speeds exceed a safe threshold, so that the airship can be taken and stored indoors. For mobility, the masts are mounted on a foldable leg base which can be wheeled around. In terms of indoor dirigibles, lightweight masts are just as stable and portable, accommodating non-rigid blimps up to five metres and successfully limiting yawing, pitching and rolling.
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sheds could not handle adverse weather conditions and meant many airships were damaged when landing. In their book, GonzĂĄlez-Redondo & Camplin discuss the first attempted solution that partially overcame the ground-handling difficulties, a shed that floated on water which could turn freely and automatically align its long axis with the direction of the wind. This meant that airships could now land regardless of air currents. Airship design was then altered to allow blimps to float on water so that they could be placed into their water hangars more easily, but a lack of any method of open mooring meant that airships still suffered from engine failure, damage due to a change in weather conditions (storms) and operational difficulties involved in such anchoring systems. Multiple airships were lost under such circumstances. In an attempt to avoid the various issues with loading airships into their sheds and to prevent further accidents, engineers would often deflate their blimps, accepting the financial loss and time cost of any damage caused by dismantling it out in the open.
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was the most effective in terms of stability, cost, ground-handling and their ability to allow blimps to weathervane and therefore minimise outdoor-related damage. The procedures for mooring to either a low or high mast were the same, with the blimp approaching the protected side of the mast at the same height. The nose winch is then attached, and the dirigible is fixed into the rotating mast tip, free to move with the wind. Low masts required a number of ground crew members to constantly attend to the changing directions of the wind as they attempted to re-inflate and repair the airships. In order to reduce the large number of men required to bring the blimps in and out of their hangars and on and off their masts, a number of additions were made to Torres
Quevedo's traditional design. Examples of these include cradles and lattices that were attached to mobile mooring structures to further limit the amount of yawing and pitching, and pyramidal towing masts known as âiron horsesâ that were able to extend the height of the original mast structure.
449:"the Germans, originally for ease of transport and for economy, developed a system using much lower masts. The nose of the ship was tethered as before to the mast head, which was only a little higher than the semi-diameter of the ship's hull. The lower fin at the stern was then fixed to a heavy carriage running on a circular railway track around the mast, and this carriage was powered so as to be able to move around the track to keep the ship head on to the wind. In the most sophisticated form, used by the Hindenburg, the rail system was linked to rails running from the mast straight into the airship shed, and the mast was powered so that the ship could be moved mechanically into the shed, complete with mast and stern carriage".
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installed to provide unprecedented, accessible air travel, on top of one of the world's most recognisable landmarks. New York would therefore become the epicentre of modern aerospace technology in the United States. However, an obvious drawback to this mooring site is the lack of adequate terminal facilities, with passengers expected to walk down a plank extended from the blimp to the platform on the 102nd floor. It was proposed that buildings were to be knocked down to allow for a âsky terminalâ but the costs to this were far too great, so it was dropped. John
Tuaranac discusses how only one dirigible ever made contact with the Empire State Building in 1931, and it was âbrief at bestâ:
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mooring gear. A lower platform 142 feet (43 m) above the ground accommodated searchlights and signalling gear in a gallery 4 feet (1.2 m) wide. The top platform, at the height of 170 feet (52 m), from which passengers embarked and disembarked to and from the airships, was 40 feet (12 m) in diameter and encircled by a heavy parapet. The top rail of the parapet formed a track on which a gangway, let down from the airship, ran on wheels to give freedom for the airship to move around the tower as it swung with the wind. An electric passenger lift ran up the centre of the tower, encircled by a stairway to provide foot access.
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armies in their manoeuvres through a safe, quick and relatively inexpensive âuniversalâ docking system that worked well for all types and sizes of blimps whether they were non-rigid, semi-rigid or rigid and which could withstand meteorological events. After their involvement in WWI as passenger carriers, aerial reconnaissance vessels and long-distance bombers, military authorities lost interest in airships. However, considerable advancements made in the construction and operation of both dirigibles themselves and mooring technologies meant that airships were soon developed by civilian companies and other government departments.
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171:). The use of a metal column erected on the ground, the top of which the bow or stem would be directly attached to (by a cable) would allow a dirigible to be moored at any time, in the open, regardless of wind speeds. Additionally, Torres Quevedo's design called for the improvement and accessibility of temporary landing sites, where airships were to be moored for the purpose of disembarkation of passengers. The final patent was presented in February 1911 and Leonardo stated his claims regarding the nature of his invention as such:
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mooring mast design, fitted with superior measuring devices that can provide an aural warning to the ground crew to move the airship and the mast inside when the atmospheric conditions are not suitable for outdoor storage. Other components such as cameras, mounting and demounting of fins and any repair operations are now made far safer with indoor mooring masts, utilised inside hangars to further promote freedoms of yawing, pitching, rolling and height-adjustability to moored airships.
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designed simply to allow airships to be docked on ships, land and even atop buildings, all while withstanding gusts and adverse weather conditions. Such versatility meant that mooring masts became the standard approach to docking dirigibles, as blimps could now operate from mobile masts for long periods of time without returning to their hangars. Developments to these mooring technologies allowed for further advancement of airspace technology in the 20th century.
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down. A smoky fire was started on the ground to show the wind direction. The ship then made a long approach with a rate of fall of 100 feet per minute, and the lines were dropped when she was over the landing flag. When conditions were unusual, as in gusty and bumpy weather, the Graf was weighed off a little light, and the approach had to be fast and preferably long and low.
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of 1937, whose tragic docking remains an icon of aerospace gone wrong, modern-day airships are now designed as hybrids of lighter-than-air and fixed-wing aircraft. At a fraction of the cost and fuel of regular aircraft, modern dirigibles can carry enormous payloads without requiring such vast amounts
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Today, modern technology has seen a rapid advancement in mooring mast systems, despite the neglect of 20th century dirigibles, which are now often seen as ancient technologies of a long-forgotten past. Indoor and outdoor airships, used predominantly at sports games and in advertising require a modern
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All three cables were then wound in together, the main pull being taken on the mooring cable while the yaw guys steadied the ship. When all the cable had been wound, an articulated mooring cone on the nose of the airship locked home into the cup on the mast. The mast fitting was made free to rotate
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The upper portion of the tower, from the passenger platform upwards, was a circular steel turret surmounted by a truncated cone with its top 23 feet (7.0 m) above the passenger platform. A three-part telescopic arm, mounted on gimbals, projected through an opening at the top, free to swing from
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The ground crew would then walk the Graf to a short, or âstubâ, mast, to which the nose of the airship would be attached. The airship would then rest on the ground with its rear gondola attached to a movable weighted carriage that enabled the airship to swing around the mast with the wind. In some
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A cable extended through the bell-mouth which, linked to a cable dropped from airship to be moored, enabled the nose of the airship to be drawn down until a cone on the nose locked home into the cup and so secured the airship to the tower. The telescopic arm was then centred, locked in the vertical
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After the advent of Torres
Quevedo's revolutionary rotating mooring tip, the mooring mast structure was constantly improved and developed upon over the following decade. High and low masts were experimented with by French, English, American and German engineers in order to determine which technique
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Mooring mast technology following
Leonardo Torres Quevedo's design became widely utilised in the 20th century as it allowed an unprecedented accessibility to dirigibles, negating the manhandling that was necessary when an airship was placed into its hangar. Due to his inventions, mooring masts were
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A privately-owned dirigible, fitted with a long rope was in mooring position for half an hour, until the ground crew could catch the rope...fastened atop the mooring mast for three minutes whilst the crew hung on for dear life...the traffic halted below...the dirigible never made permanent contact
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Before attempting a landing, contact was made by radio or flag signals with the ground crew to determine the ground temperature and wind conditions. For a normal calm weather landing the ship was trimmed very slightly nose down, as this gave a better gliding angle and the ship almost flew herself
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While an airship approached the mast slowly against the wind a mooring cable was let out from nose to the ground and linked, by a ground party, to the end of the mooring cable paid out from the mast head. The cable was then slowly wound in with the airship riding about 600 feet (180 m) above
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Despite the disuse of commercial airships popular in the early 20th-century, the notion that airships represent the future of air cargo is being revived by a new generation of entrepreneurs. Modern-day mooring masts are still developed on for the utilisation of indoor and outdoor dirigibles. Used
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Developments in aerodynamics and structural designs as well as greater access to more advanced materials has allowed for airship technologies to become much more sophisticated over the past 30 years. The construction of durable engines has meant that blimps can now fly for considerable periods of
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By 1912, dirigibles were widely acknowledged as the future of air travel and their flexibility as both civilian transporters and military vehicles meant that continual advancements were made to both airships and their mooring masts. The mooring mast or âopen-mooringâ allowed airships to accompany
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at landing or on the ground, before they could be attached to the stub mast. Being part of a ground crew was not risk-free. In gusty conditions, or if mis-handled, an airship could suddenly rise. If the ground crew did not immediately let go of the handling lines they risked being carried off
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When the airship was over the field the engines had to be reversed for some time to stop her, and this also helped to get the nose down. Yaw lines dropped from the ship's nose were drawn out to Port and
Starboard by thirty men each, while twenty more on each side pulled the ship down with spider
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A gangway, like a drawbridge, which could be drawn up flush with the nose of the airship, was then let down with its free end resting on the parapet of the platform running round the mast. Passengers and crew boarded and disembarked from the ship under cover along this gangway. About twelve men
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The structure known as the âmooring mastâ was invented over 100 years ago when a solution was needed for ground handling problems that resulted in many airships crashing, being deflated or being significantly damaged. Previously to the mooring mast, major problems with mooring emerged as on-land
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Dick states that the
Germans never used mooring masts until the Graf Zeppelin entered service in 1928, and never moored to high masts. To some extent this probably reflects the conservatism of the Zeppelin company operations. Long experience in handling airships in all sorts of conditions was
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structure, 200 feet (61 m) high, tapering from 70 feet (21 m) diameter at ground level to 26 feet 6 inches (8.1 m) at the passenger platform, 170 feet (52 m) from the ground. Above the passenger platform was the 30 feet (9.1 m) of the conical housing for the
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Between 1900 and 1939, ground handling methods for rigid-airships were constantly developed on. Split into three main systems; The German, The
British and the American, these procedural techniques each has major advantages and disadvantages. The British system (as discussed in Gabriel Khoury's
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was proclaimed to be the tallest building in the world, topped with a dirigible mooring mast that could âaccommodate passengers for the already existing transatlantic routes, and for the routes planned to South
America, the West Coast, and across the Pacificâ (Tauranac). The mooring mast was
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Airship mooring masts can be broadly divided into fixed high masts and fixed or mobile low (or âstubâ) masts. In the 1920s and 1930s masts were built in many countries. At least two were mounted on ships. Without doubt the tallest mooring mast ever designed was the spire of the
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lines (so called because twenty short lines radiated like the legs of a spider from a block). When the airship reached the ground, fifty men held the control car rails and twenty held those of the after car. With thirty men in reserve, the ground crew totalled two hundred men.
268:) is most similar to Torres Quevedo's design, which makes sense seeing as his patent was the main influence for British engineers concerned with mooring dirigibles at the time. All three major rigid airship ground handling systems are extensively discussed in his book.
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places the stub mast was mounted on rails and could be drawn into the airship hangar, guiding the nose of the ship while the tail was controlled by the carriage attached to the rear gondola. Airships designed for landing on the ground had pneumatic bumper bags or
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Mooring an airship by the nose to the top of a mast or tower of some kind might appear to be an obvious solution, but dirigibles had been flying for some years before the mooring mast made its appearance. The first airship known to have been moored to a mast was
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for a long time. They may be wheel or track-mounted, and can be operated by a small crew. The general operating principle is broadly similar to the larger masts. Modern blimps may operate from mobile masts for months at a time without returning to their hangars.
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time, completely autonomous of a pilot or crew. However, these new innovations have also led to the disuse of mooring masts as the additions of air-cushioned landing systems means dirigibles can be landed almost anywhere without a ground crew or mooring mast,
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in downtown
Buffalo was similar, with the mast designed to attract what was then a popular means of air traffic. However, records from the local Courier Express and Buffalo Evening News have no reference to a zeppelin using this particular mast.
130:. Now known as Thomas Jefferson Tower, the mast has been recently restored to its original appearance. It was originally erected in 1929 as a way for the hotel to capitalize on the futuristic public image of airships inspired by the success of
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drew up designs of a âdocking stationâ and made alterations to airship designs. In 1910, Torres
Quevedo proposed the idea of attaching an airship's nose to a mooring mast and allowing the airship to weathervane with changes of wind direction
106:, airships can be moored on the surface of land or water, in the air to one or more wires, or to a mooring mast. After their development mooring masts became the standard approach to mooring airships as considerable manhandling was avoided.
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227:, named the âMayflyâ, on 22 May 1911. The 38 ft (12 m) mast was mounted on a pontoon, and a windbreak of cross-yards with strips of canvas were attached to it. However, the windbreak caused the ship to
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the mast and down wind, with one engine running astern to maintain a pull on the cable. At this point, two side wires â or âyaw guysâ â were also connected to cables taken from the nose of the airship to
516:, three men were carried off their feet in this way, two to fall to their deaths after a short time. The third managed to improve his hold on the handling rope until he could be hauled into the airship.
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At least two ships have mounted mooring masts. As the US intended to use large airships for long-range maritime patrol operations, experiments were made in mooring airships to a mast mounted on the ship
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being handled on the ground, showing the size of the landing party required to manage a large airship. One purpose of a mooring mast was to reduce the number of men needed to manage the landing process.
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In the US a mix of techniques were applied, and airships moored to both high and stub masts. Large ground crews (or âlanding partiesâ) of up to 340 men were required to manage the large airships
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1023:
The Controversial Origins of the Mooring Mast for Airships: An Historical Overview of a Neglected Branch of Aeronautical Technology that has Great Potential for Future Use
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The Controversial Origins of the Mooring Mast for Airships: An Historical Overview of a Neglected Branch of Aeronautical Technology that has Great Potential for Future Use
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This clip shows the USS Akron being moved out of its shed on a mobile stub mast, and illustrates some of the difficulties of handling large airships on the ground.
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badly, and she became more stable when it was removed, withstanding winds gusting up to 43 miles per hour (69 km/h). Further experiments in mooring
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The first part of this youtube movie clip shows the USS Macon being walked out of its shed on a mobile stub mast, and releasing from the mast for flight.
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Clip showing two modern mobile mast trucks and something of their operation, and glimpses of a US stub mast and the British R101 at the Cardington mast.
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moors at the top of the metal column on a pivoted platform so that it can turn in a circle about the column and remain end-on to the wind;
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Dick, H. and Robinson, D, 1985, "The Golden Age of the great passenger airships, Graf Zeppelin and Hindenburg", Smithsonian Institution,
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due to the discovered infeasibility of mooring an airship, for any length of time, to a very tall mast in the middle of an urban area.
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Four high masts of the Cardington type were built along the proposed British Empire Airship Service routes, at Cardington itself, at
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Although principally focused on HM airship R101, this youtube clip shows the R101 releasing from and landing to the Cardington mast.
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the vertical in any direction up to 30 degrees of movement. The top of the arm consisted of a bell-shaped cup mounted to rotate on
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Pugsley, Sir Alfred, OBE FRS", The Engineering Development of Rigid Airships", Transactions of the Newcomen Society, 1981â82 Vol 53
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comprised a metal column erected on the ground to the top of which the bow or stern of the airship was directly attached by a cable
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in New Zealand, and in South Africa. The general site specifications can be found in documents produced by the British government.
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3) The âcrabâ or winch receiving the end of a cable attached to the airship and the point of attachment on the airship; and
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or similar structure. More specifically, a mooring mast is a mast or tower that contains a fitting on its top that allows for the
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all moored to the mast mounted at the stern of the ship, and operated using her as a base for resupply, refuelling, and gassing.
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position, and made free to rotate on a vertical axis so the airship could swing, nose to tower, in any direction of the wind.
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valued and innovations or significant changes in practice were unlikely to be adopted unless clear advantages were apparent.
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606:, for conversion to a mobile airship base with a mooring mast and fueling capabilities, but nothing came of this proposal.
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operated the hauling gear through drums 5 feet (1.5 m) in diameter to give cable hauling speeds of 50 feet a minute.
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To find a resolution to the slew of problems faced by airship engineers to dock dirigibles, Spanish engineer and inventor
412:(then India, now in Pakistan). None of these survive. Similar masts were proposed at sites in Australia, Ceylon (now
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134:. However, the tower itself was never intended to be used and would likely not withstand the stresses involved.
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1316:(2 ed.). Seaforth Publishing, Pen and Sword Books Ltd, Sth Yorkshire S70 2AS, Great Britain. p. 43.
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Masefield, Sir P, 1982, "To Ride the Storm: the story of the airship R101", William Kimber & Co., London,
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of the airship to attach its mooring line to the structure. When it is not necessary or convenient to put an
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German mooring methods differed significantly from those adopted by the British. To quote Pugsley (1981):
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1344:"). Design, Fabrication and Testing of Mooring Masts for Remotely Controlled Indoor and Outdoor Airships"
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their feet. In one famous incident captured on movie film in 1932, during the landing of the US airship
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which was originally constructed to serve as a mooring mast, although soon after converted for use as a
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4) The cone connected to the upper end of the column, conforming to the end of the airship'
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blocks some hundreds of feet apart on the ground and thence to winches at the base of the mast.
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to which airships could be moored or unmoored in any weather, and at which they could receive (
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588:(1922â1935) carried a mooring mast at the bow to cater for small dirigibles carried on board.
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213:) â the first airship known to have been moored to a mast. It broke in two and never flew.
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Jackson, R., 1971,"Airships in Peace and War", Cassel and Company Ltd, London WC1,
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The following account of the British high mast in its fully developed state at
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in 1919â21 to make the landing process easier and more economical of manpower
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954:"Can you identify the only landing place for zeppelins in downtown Buffalo?"
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Another unique example may be found in Birmingham, Alabama, atop the former
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Ventry, A. and Kolesnik, E, 1982, âAirship Sagaâ, Blandford Press, Dorset,
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as the airship swung with the wind with freedom also for pitch and roll.
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The British mooring mast was developed more or less to its final form at
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Impact of minor developments following Leonardo Torres Quevedo's design
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655:âthe onboard computer tells the aircraft what to do and it does it"
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In the machinery house at the base of the tower three steam-driven
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Big Gun Monitors: Design, Construction and Operations, 1914â1945
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1134:"Newest Type Of Mooring Mast", October 1930, Popular Mechanics
929:"Alabama pretends it had a dirigible mooring mast on a hotel"
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to cable-stayed lattice masts were carried out during 1918.
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Smaller mobile masts have been used for small airships and
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99:
1349:
Journal of the Institution of Engineers (India): Series C
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78:, is a structure designed to allow for the docking of an
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Structure designed to allow for the docking of an airship
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wheels under the main and rear gondolas (or tail fin).
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1008:, pp. 12-17, The Airship Heritage Trust: No. 69, 2013.
1255:"USN Ships--USS Patoka (AO-9, later AV-6 and AG-125)"
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excellent illustration on how British system operated
1076:"The Mooring of Airships - Wonders of World Aviation"
992:
International Committee for the History of Technology
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Williams, T, 2009 (Reissue), "Airship Pilot No. 28",
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The following account of landing the German airship
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The Empire State Building: The Making of a Landmark
309:Mooring masts were developed to act as a safe open
777:A modern blimp approaches its mobile mooring mast.
1342:Khaleelullah, S.; Bhardwaj, U.; Pant, R. (2016).
903:"Broadcast Antennas on the Empire State Building"
662:of tarmac necessary for conventional air travel.
305:, and its operation, is abridged from Masefield.
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1020:
1147:"Airship Heritage Trust : Sheds and Masts"
735:- the only one preserved in its original form.
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519:
45:. Consider transferring direct quotations to
1420:: CS1 maint: multiple names: authors list (
332:mast, completed in 1926, was an eight sided
251:attached to a portable mooring post in 1913.
1215:"USN Aircraft--USS Akron (ZRS-4) -- Events"
639:
457:is abridged from Dick and Robinson (1985):
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986:GonzĂĄlez-Redondo, F.; Camplin, G. (2015).
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393:were needed to moor an airship to a mast.
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1006:The Mooring Mast: History and Controversy
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830:. The Philosophical Library - New York.
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610:Utilisation of mooring mast technology
121:television and radio transmitter tower
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1295:"World Aircraft Carriers List: Spain"
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36:too many or overly lengthy quotations
1396:Climate, Bruce Dorminey, The Daily.
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789:Contemporary ship attached to a mast
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1099:Khoury, Gabriel Alexander (2012).
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1398:"Is There a Future for Airships?"
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828:Illustrated Technical Dictionary
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687:approaches mast, circa 1931-1933
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577:Spanish seaplane carrier DĂ©dalo.
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225:HMA (His Majesty's Airship) No.1
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1004:Francisco A. GonzĂĄlez Redondo.
1080:www.wondersofworldaviation.com
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657:(Peter DeRobertis). Since the
1:
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109:
927:Grossman, Dan (2017-02-24).
491:The sailors carried away by
272:British high mast operations
7:
719:at a near-vertical position
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1105:Cambridge University Press
520:Ship-mounted mooring masts
145:The mooring mast atop the
141:The Rand Building in 1943.
1371:10.1007/s40032-016-0222-4
1237:"USS Akron and USS Macon"
1021:GonzĂĄlez-Redondo (2015).
583:Spanish seaplane carrier
640:Modern-day mooring masts
321:) gas, fuel, stores and
43:summarize the quotations
873:Tauranac, John (1997).
826:Newmark, Maxim (1954).
754:8.078434°S 34.9263243°W
551:Over time the airships
384:at the mooring mast in
164:Leonardo Torres Quevedo
154:Leonardo Torres Quevedo
1169:Airship Heritage Trust
759:-8.078434; -34.9263243
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578:
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441:German mast techniques
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389:
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128:Thomas Jefferson Hotel
1281:www.combinedfleet.com
1151:www.aht.ndirect.co.uk
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620:Empire State Building
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117:Empire State Building
1312:Buxton, Ian (2008).
1259:www.history.navy.mil
1219:www.history.navy.mil
952:Fink, James (2014).
879:Macmillan Publishers
249:Astra-Torres airship
1402:Scientific American
1362:2016JIEIC..97..257K
958:www.bizjournals.com
750: /
659:Hindenburg disaster
630:with the building.'
1469:Airship technology
1101:Airship Technology
1029:. pp. 81â108.
994:. pp. 81â108.
703:attached to a mast
579:
538:
532:moored to the USS
497:
390:
299:
266:Airship Technology
253:
218:Early enhancements
215:
143:
1323:978-1-59114-045-0
855:978-0-9562523-2-6
591:Around 1925, the
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32:This article
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1405:. Retrieved
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1171:. 2023-02-05
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933:Airships.net
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72:mooring mast
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41:Please help
33:
847:Darcy Press
757: /
717:Los Angeles
561:Los Angeles
278:RNAS Pulham
1463:Categories
1407:2020-11-24
1175:2023-05-31
1085:2020-11-24
963:2020-11-24
938:2020-05-12
913:2015-05-09
813:References
804:Hindenburg
745:34°55âČ35âłW
701:Shenandoah
593:Royal Navy
555:Shenandoah
530:Shenandoah
400:(Canada),
330:Cardington
303:Cardington
282:Cardington
110:Mast types
102:) between
51:Wikisource
1380:111530926
742:8°04âČ42âłS
553:USS
543:USS
414:Sri Lanka
207:HMA No. 1
184:2)
169:see Fig.1
94:into its
47:Wikiquote
34:contains
1416:cite web
1277:"Dedalo"
806:disaster
495:in 1932.
402:Ismailia
398:Montreal
315:hydrogen
1358:Bibcode
1027:ICOHTEC
603:Roberts
597:monitor
536:(AO-9).
410:Karachi
357:winches
323:payload
311:harbour
104:flights
92:airship
80:airship
1474:Towers
1378:
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733:Recife
646:blimps
585:DĂ©dalo
564:, and
545:Patoka
534:Patoka
434:Ohakea
418:Bombay
408:) and
365:pulley
337:girder
319:helium
233:blimps
211:Mayfly
96:hangar
1376:S2CID
685:Akron
567:Akron
514:Akron
508:Macon
502:Akron
493:Akron
432:, at
430:Malta
426:Kenya
406:Egypt
334:steel
74:, or
1422:link
1318:ISBN
1199:ISBN
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1060:ISBN
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883:ISBN
851:ISBN
801:The
715:USS
699:USS
683:USS
601:HMS
581:The
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294:R101
291:The
280:and
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