Where the manual approach breaks down
- Resupply is limited by what a crew can carry up the slope, not by what the site needs.
- An hour of switchbacks and ten minutes of straight air are the same two places.
- Rotary-wing support is booked by the day and cancelled by the weather.
- A load too small to charter for is a load that waits for the next truck.
How the unmanned workflow runs
Lift the load from the road end
A cargo multirotor takes the load straight from where the vehicle stops: the AT-MTR50 is rated at 50 kg, the AT-MTR120 at 120 kg and the AT-MTR150 at 150 kg.
Reach the far side of the ridge
Where the trip is long rather than heavy, a hybrid-electric VTOL covers it on one tank; the AT-G190 carries two belly-mounted payload stations, so an outbound load and a return sample fly as one sortie.
Hold the link over the terrain
Ridge lines block line of sight on the far side, so control and video are sized against the route actually flown rather than against flat ground.
Fly it from one seat
The aircraft is flown from a handheld ground station that carries video and telemetry on one screen, so a two-person site is not also an operator crew.
Frequently Asked Questions
How much can one aircraft carry up a slope?
The round trip decides, not the mountain. The cargo line is rated from 50 kg to 150 kg, and load, battery and reserve are sized together against the route you actually fly.
Does it need a prepared strip?
No. The multirotors lift from a flat patch at the road end and the hybrid VTOL takes off and lands vertically, so the launch point is wherever a vehicle can stop.
What happens when the weather closes?
The flight is cancelled and the load stays where it is. That is the case for sizing the run against a window rather than treating the aircraft as a standing replacement for a truck.